CN116409686A - Car rail cutting device of elevator system - Google Patents

Abstract

The invention discloses a car rail cutting device of an elevator system, which comprises a plurality of cars, a plurality of main rails and a plurality of switching devices, wherein the main rails are arranged in parallel at intervals, each main rail comprises at least two sections of rails arranged on a straight line, the switching devices are arranged at intervals of two adjacent sections of rails, each switching device comprises a switching seat, a movable straight rail and at least one movable arc rail, the switching seats are rotatably arranged in a hoistway, the rotation central shafts of the switching seats are vertically intersected with the straight line where the main rails are located, the movable straight rails and the movable arc rails are arranged on the switching seats, the movable straight rails are linear rails, the movable arc rails are arc-shaped rails, the movable straight rails and the movable arc rails are not intersected, and the movable straight rails and the rotation central shafts are vertically intersected. The rail cutting device can be used for dispatching the cabs on different main rails below a base layer, so that the elevator pressure of an up peak and a down peak is relieved, and the overall carrying efficiency of an elevator system is improved.

Description

Car rail cutting device of elevator system

Technical Field

The invention belongs to the technical field of elevators, and particularly relates to a car rail cutting device of an elevator system.

Background

In modern society and economic activities, elevators have become indispensable people-or load-carrying vertical transport means. Since 1854 elevator invention, an elevator car runs in a traction driving mode by adopting a steel wire rope wheel, and a machine room, a traction motor and a speed reducer are arranged on the top layer of a building to drive a steel wire rope to pull the car and a counterweight to run on a track in a hoistway. This drive allows for generally only one car to be operated within a single hoistway, and a single car mode of operation provides for a low-rise, low traffic floor. With the rapid development of modern cities, the defects of long waiting time and low conveying efficiency of the elevator in a single-car running mode are continuously amplified from the beginning of pulling out high-rise buildings and super-high-rise buildings with large population density, and the traditional single-car elevator running mode is difficult to adapt to the rapid development requirement of the modern city buildings.

In order to improve the utilization rate of building space and the transportation efficiency of the elevator and reduce the manufacturing cost of the building and the elevator, along with the continuous development of engineering technology level, a multi-car parallel elevator is being developed and applied. The multi-car parallel elevator adopts a traction-wire-rope-free direct driving technology, so that a plurality of elevator cars can be operated in the same hoistway at the same time, and the elevators among the lanes can be mutually switched to operate in the hoistway, thereby realizing overrun operation.

The multi-car parallel elevator system is generally provided with a plurality of tracks, the number of cars is larger than the number of tracks, and the smoothness and efficiency of car dispatching often determine the lifting efficiency of the whole elevator system in the peak period of people flow.

Disclosure of Invention

The invention aims to solve the problems in the prior art and provide a car rail cutting device of an elevator system, which can dispatch cars on different main rails below a base layer, relieve the elevator pressure of an up peak and a down peak, improve the overall carrying efficiency of the elevator system, improve the utilization rate of the cars, not influence the operation of other cars above the base layer during dispatching, not influence the equipment setting on the base layer, facilitate the transformation of the existing elevator system, and has simple structure and reliable operation.

In order to achieve the above purpose, the technical scheme adopted by the invention is as follows:

the car rail cutting device of the elevator system is characterized in that the car is driven by a traction structure, the elevator system comprises a plurality of cars and a plurality of main rails, the rail cutting device comprises a plurality of switching devices, the main rails are arranged at intervals in parallel, each main rail comprises at least two sections of rails arranged on a straight line, adjacent two sections of rails on the same main rail are arranged at intervals, the switching devices are arranged at intervals of the adjacent two sections of rails, the two sections of rails separated by the switching devices are respectively an upper rail and a lower rail, each switching device comprises a switching seat, a movable straight rail and at least one movable arc rail, the switching seat is rotatably arranged in a hoistway, a rotation central shaft of the switching seat is perpendicularly intersected with the straight line of the main rail, the movable straight rail and the movable arc rail are arranged on the switching seats, the movable straight rail is an arc-shaped rail, the movable straight rail and the movable arc rail are positioned in the same plane, the movable straight rail and the movable arc rail are not intersected, and the rotation central shaft is perpendicularly intersected.

As a further improvement of the above technical scheme:

each switching device is provided with a movable arc rail or two movable arc rails, and when the two movable arc rails are arranged, the two movable arc rails are respectively positioned at two sides of the movable straight rail.

The switching seat can drive the movable straight rail and the movable arc rail to rotate until two ends of the movable straight rail are respectively connected with two adjacent sections of rails of the main rail where the movable straight rail is positioned.

The switching seat can drive the movable straight rail and the movable arc rail to rotate to two switching devices on two main rails adjacent to the main rail where the two ends of the movable straight rail are respectively communicated.

The rail cutting device further comprises at least one transition rail, the transition rail is perpendicular to the main rails, and the transition rail is located between two adjacent main rails.

The switching seat can drive the movable straight rail and the movable arc rail to rotate until two ends of the movable straight rail are respectively connected with two transition rails, or one end of the movable straight rail is connected with one transition rail, and the other end of the movable straight rail is communicated with a switching device on one main rail adjacent to the main rail where the movable straight rail is positioned.

When each switching device is provided with a movable arc rail, the switching seat can drive the movable straight rail and the movable arc rail to rotate until one end of the movable arc rail is connected with a lower rail or an upper rail of the main rail where the movable straight rail is located, the other end of the movable arc rail is connected with the switching device on one main rail adjacent to the main rail where the movable straight rail is located or is connected with a transition rail on one side of the main rail where the movable straight rail is located, and the movable straight rail is not connected with any rail.

When two movable arc rails are arranged on each switching device, the switching seat can drive the movable straight rail and the movable arc rail to rotate to the lower rail of the main rail where the movable straight rail is located, the other end of the movable straight rail is connected with the switching device on the main rail adjacent to the main rail where the movable straight rail is located or the transition rail connected with one side of the main rail where the movable straight rail is located, one end of the other movable arc rail is connected with the upper rail of the main rail where the movable straight rail is located, the other end of the other movable arc rail is connected with the switching device on the main rail adjacent to the other side of the main rail where the movable straight rail is located or the transition rail connected with the other side of the main rail where the movable straight rail is located, and the movable straight rail is not connected with any rail.

The rail cutting device is arranged below the building base layer.

Each main rail is provided with a switching device, and a plurality of switching devices on a plurality of main rails are positioned on the same horizontal plane.

The beneficial effects of the invention are as follows: the rail cutting device can schedule the cabs on different main rails below the base layer, the elevator pressure of an up peak and a down peak is relieved, the overall carrying efficiency of an elevator system is improved, the utilization rate of the cabs is improved, the operation of other cabs above the base layer is not influenced during scheduling, the equipment setting on the base layer is not influenced, the improvement of the existing elevator system is facilitated, the rail cutting device is simple in structure and reliable in operation, the rail cutting device is simple and stable in structure, and the use and improvement cost is low.

Drawings

FIG. 1 (a) is a schematic view of two sections of a main rail in which a switching device of only one movable arc rail of the present invention is connected;

FIG. 1 (b) is a schematic view of a switching device of the present invention having only one movable arc rail communicating with two transition rails on either side thereof;

FIG. 1 (c) is a schematic illustration of a switching device of the present invention having only one movable arc rail communicating with a lower rail of a main rail thereof and a left transition rail thereof;

FIG. 1 (d) is a schematic illustration of a switching device of the present invention having only one movable arc rail communicating with the lower rail of the main rail and the transition rail on the right side thereof;

FIG. 1 (e) is a schematic illustration of a switching device of the present invention having only one movable arc rail communicating with an upper rail of a main rail where the switching device is located and a transition rail on the right side of the upper rail;

FIG. 1 (f) is a schematic illustration of a switching device of the present invention having only one movable arc rail communicating with an upper rail of a main rail where the switching device is located and a left transition rail of the switching device;

FIG. 2 (a) is a schematic diagram of two sections of a switching device of the present invention having two movable arc rails communicating with a main rail in which the switching device is located;

FIG. 2 (b) is a schematic view of two transition rails of the switching device of the present invention having two movable arc rails communicating with both sides thereof;

FIG. 2 (c) is a schematic diagram of a switching device of the present invention having two movable arc rails communicating with a lower rail of a main rail thereof and a left transition rail thereof, and simultaneously communicating with an upper rail of the main rail thereof and a right transition rail thereof;

FIG. 2 (d) is a schematic diagram of a switching device of the present invention having two movable arc rails communicating with a lower rail of a main rail thereof and a right transition rail thereof, and simultaneously communicating with an upper rail of the main rail thereof and a left transition rail thereof;

fig. 3 (a) is a schematic illustration of the communication between the first main rail and the fourth main rail before the car is to be assigned when there are four main rails in a split manner according to the present invention;

fig. 3 (b) is a schematic view of the present invention showing that when there are four main rails, the first main rail is communicated with the fourth main rail, and the car a passes through each switching device;

fig. 3 (c) is a schematic diagram of two sections of tracks of the present invention, in which the first main track is connected to the third main track, the car a has been moved to the fourth main track, and the switching device on the fourth main track is connected to the main track when there are four main tracks;

fig. 3 (d) is a schematic diagram of the present invention in which when there are four main rails, the car a has moved to the fourth main rail, the car B has moved to the third main rail, and the third main rail and the fourth main rail are turned on;

fig. 3 (e) is a schematic diagram showing that when there are four main rails in one-split manner, the car a, the car B, the car C and the car D have been operated to the four main rails, the three main rails, the two main rails and the one main rail respectively, and the four main rails have been conducted;

fig. 4 (a) is a schematic diagram of the present invention in which the car a, the car B, the car C, and the car D respectively run on the first main rail, the second main rail, the third main rail, and the fourth main rail when there are four main rails;

fig. 4 (B) is a schematic view of the present invention showing the situation that when four main rails are integrated, the car B, the car C, and the car D respectively run under the switching devices of the main rails;

fig. 4 (c) is a schematic view of the present invention when there are four main rails in one, the first main rail is connected to the second main rail, and the car B has moved to the transition rail between the first main rail and the second main rail;

fig. 4 (d) is a schematic view of the present invention with four main rails in combination, the first main rail being in communication with the third main rail, and the car C having traveled onto the transition rail between the second main rail and the third main rail;

fig. 4 (e) is a schematic view of the present invention in which the first main rail is connected to the fourth main rail and the car D has traveled on the transition rail between the third main rail and the fourth main rail when there are four main rails.

Detailed Description

The following describes specific embodiments of the present invention in detail with reference to the drawings. It should be understood that the detailed description and specific examples, while indicating and illustrating the invention, are not intended to limit the invention.

Spatially relative terms, such as "above … …," "above … …," "upper surface at … …," "above," and the like, may be used herein for ease of description to describe one device or feature's spatial location relative to another device or feature as illustrated in the figures. It will be understood that the spatially relative terms are intended to encompass different orientations in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is turned over, elements described as "above" or "over" other devices or structures would then be oriented "below" or "beneath" the other devices or structures. Thus, the exemplary term "above … …" may include both orientations of "above … …" and "below … …". The device may also be positioned in other different ways (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.

A car rail cutting device of an elevator system is arranged in a building, passengers can get on the elevator at a base layer to arrive at each floor after entering the building from outside the building, or can get off the building after getting on the elevator at each floor to arrive at the base layer. Obviously, the base layer is the floor with the largest passenger flow, and is one layer, the negative layer and the like of the building.

The elevator system comprises a plurality of cabs 4 and a plurality of main rails 1, wherein the plurality of main rails 1 are arranged in parallel and at intervals. Preferably, the number of cars 4 is greater than the number of main rails 1. The car 4 is not driven by the traction structure but is self-driven. Specifically, the car 4 is mounted on a suspension device, and a driving device and a guiding device are further mounted on the suspension device, and the driving device drives the car 4 to run along the main rail 1 through the suspension device. The guiding means guides the suspension device along the main rail 1.

The elevator system may include two embodiments: the first embodiment is that a plurality of main rails 1 above a base layer are independently arranged in parallel and are not communicated with each other, namely, a car 4 can not run across or cut on the main rails 1 above the base layer. The elevator system of the second embodiment further comprises a plurality of switching tracks, the switching tracks are arranged above the base layer, the switching tracks are used for connecting two different main rails 1, and the elevator car 4 continues to ascend or descend after being subjected to track switching through the switching tracks in the ascending or descending process of the main rails 1, namely, the elevator car 4 can move across the rails or cut the rails on the main rails 1 above the base layer.

The rail cutting device comprises a plurality of switching devices 2 and a plurality of transition rails 3, and the switching devices 2 and the transition rails 3 are arranged below the base layer. Each main rail 1 below the base layer comprises at least two sections of rails arranged on a straight line, two adjacent sections of rails on the same main rail 1 are arranged at intervals, and a switching device 2 is arranged at the interval of the two adjacent sections of rails. The switching device 2 can be communicated with two adjacent sections of tracks on the same main rail 1, or is switched to be communicated with the switching devices 2 on other main rails 1 and the main rail 1 where the switching devices are positioned, or is switched to be communicated with two switching devices 2 on two main rails 1 on two sides of the switching devices.

In this embodiment, the switching device 2 may be connected to two adjacent sections of tracks on the same main rail 1, or to connect the main rail 1 where the switching device is located to the switching device 2 on the main rail 1 adjacent to the main rail 1, or to connect two switching devices 2 on two main rails 1 adjacent to the switching device.

Each main rail 1 is provided with one or more switching devices 2, and when each main rail 1 is provided with one switching device 2, the switching devices 2 of the main rails 1 are positioned on the same horizontal plane to form a group of switching components. When a plurality of switching devices 2 are arranged on each main rail 1, the switching devices 2 on each main rail 1 are arranged at intervals, the elevator forms a plurality of groups of switching components which are arranged at intervals in parallel, and the switching devices 2 on each main rail 1 respectively belong to the plurality of groups of switching components. In this embodiment, a switching device 2 is provided on each main rail 1.

A transition track 3 is arranged between two adjacent main tracks 1, and two ends of the transition track 3 are respectively connected with the switching devices 2 on the two adjacent main tracks 1. Preferably, the transition track 3 is parallel to the horizontal plane.

The switching device 2 comprises a switching seat 21, a movable straight rail 22 and at least one movable arc rail 23. The switching seat 21 is rotatably installed in the hoistway, the switching seat 21 rotates, and a rotation center axis of the switching seat 21 and a straight line where the main rail 1 is located vertically intersect. The movable straight rail 22 and the movable arc rail 23 are fixedly mounted on the switching seat 21. The movable straight rail 22 is a linear rail, and the movable arc rail 23 is an arc rail. The movable straight rail 22 and the movable arc rail 23 are positioned in the same plane, and the movable straight rail 22 and the movable arc rail 23 are not intersected. The movable straight rail 22 and the rotation center shaft vertically intersect.

Preferably, one movable arc rail 23 or two movable arc rails 23 are provided on each switching device 2, and when two movable arc rails 23 are provided, the two movable arc rails 23 are respectively located at two sides of the movable straight rail 22, preferably, the two movable arc rails 23 are symmetrically arranged relative to the movable straight rail 22.

Based on the above structure, two sections of tracks separated by the switching device 2 are provided, namely an upper track and a lower track, wherein the upper track is positioned above the lower track. When the switching seat 21 rotates, the movable straight rail 22 and the movable arc rail 23 are driven to rotate, and the movable straight rail 22 and the movable arc rail 23 are alternately connected with different rails, so that the switching device 2 can realize switching so as to communicate with the different rails, and the specific analysis is as follows:

for a clearer and more simplified analysis, a transition track 3 on the left side and a transition track 3 on the right side of a certain main track are provided on both sides of the switching device 2 on the main track, respectively.

1) When the switching device 2 is provided with a movable arc rail 23

a. The switching device 2 can communicate the upper rail and the lower rail of the main rail 1 where the switching device is located: as shown in fig. 1 (a), the switching device 2 can rotate until both ends of the movable straight rail 22 are respectively connected with the upper rail and the lower rail of the main rail 1 where the movable straight rail is located, and the movable arc rail 23 is not connected with any rail. At this time, the upper rail and the lower rail are communicated, and the car 4 on the main rail 1 can pass through the upper rail, the movable straight rail 22 and the lower rail in order, or can run in the opposite direction.

b. The switching device 2 can communicate with the transition rails 3 on both sides thereof: as shown in fig. 1 (b), the switching device 2 on the main rail 1 can rotate until both ends of the movable straight rail 22 are respectively connected with the transition rail 3 on the left side and the transition rail 3 on the right side, and the movable arc rail 23 is not connected with any rail. At this time, the transition rail 3 on the left side of the main rail 1 is communicated with the transition rail 3 on the right side, and the car 4 can sequentially pass through the transition rail 3 on the left side of the main rail 1, the movable straight rail 22 and the transition rail 3 on the right side of the main rail 1 or reversely run.

c. The switching device 2 can communicate the lower track of the main track 1 where it is located with the transition track 3 on the left side of it: as shown in fig. 1 (c), the switching device 2 can rotate to a state that two ends of the movable arc rail 23 are respectively connected with the lower rail and the left transition rail 3 of the main rail 1 where the movable arc rail is positioned, and the movable straight rail 22 is not connected with any rail. At this time, the lower rail of the main rail 1 is communicated with the transition rail 3 on the left side of the main rail 1, and the car 4 below the switching device 2 on the main rail 1 can sequentially pass through the lower rail and the movable arc rail 23 to enter the transition rail 3 on the left side or reversely run.

d. The switching device 2 can communicate the lower track of the main track 1 where it is located with the transition track 3 on the right side of it: as shown in fig. 1 (d), the switching device 2 can rotate to a transition track 3 where two ends of the movable arc track 23 are respectively connected to the lower track and the right side of the main track 1 where the movable arc track 23 is located, and the movable straight track 22 is not connected to any track. At this time, the lower rail of the main rail 1 is communicated with the transition rail 3 on the right side of the main rail 1, and the car 4 below the switching device 2 on the main rail 1 can sequentially pass through the lower rail and the movable arc rail 23 to enter the transition rail 3 on the right side or reversely run.

e. The switching device 2 can communicate the upper rail of the main rail 1 where it is located with the transition rail 3 on the right side of it: as shown in fig. 1 (e), the switching device 2 can rotate to a transition track 3 where two ends of the movable arc track 23 are respectively connected to the upper track and the right side of the main track 1 where the movable arc track 23 is located, and the movable straight track 22 is not connected to any track. At this time, the upper rail of the main rail 1 is communicated with the transition rail 3 on the right side of the main rail 1, and the car 4 above the switching device 2 on the main rail 1 can sequentially pass through the upper rail and the movable arc rail 23 to enter the transition rail 3 on the right side or reversely run.

f. The switching device 2 can communicate the upper rail of the main rail 1 where it is located with the transition rail 3 on the left side of it: as shown in fig. 1 (f), the switching device 2 can rotate to the transition track 3 on the upper track and the left side of the main track 1 where the two ends of the movable arc track 23 are respectively connected, and the movable straight track 22 is not connected with any track. At this time, the upper rail of the main rail 1 is communicated with the transition rail 3 on the left side of the main rail 1, and the car 4 above the switching device 2 on the main rail 1 can sequentially pass through the upper rail and the movable arc rail 23 to enter the transition rail 3 on the left side or reversely run.

2) When the switching device 2 is provided with two movable arc rails 23

a. The switching device 2 can communicate the upper rail and the lower rail of the main rail 1 where the switching device is located: as shown in fig. 2 (a), the switching device 2 can rotate until both ends of the movable straight rail 22 are respectively connected with the upper rail and the lower rail of the main rail 1 where the movable straight rail is located, and the movable arc rail 23 is not connected with any rail. At this time, the upper rail and the lower rail are communicated, and the car 4 on the main rail 1 can pass through the upper rail, the movable straight rail 22 and the lower rail in order, or can run in the opposite direction.

b. The switching device 2 can communicate with the transition rails 3 on both sides thereof: as shown in fig. 2 (b), the switching device 2 can be turned to a state that both ends of the movable straight rail 22 are respectively connected to the transition rail 3 on the left side thereof and the transition rail 3 on the right side thereof, and the movable arc rail 23 is not connected to any rail. At this time, the transition rail 3 on the left side of the main rail 1 is communicated with the transition rail 3 on the right side, and the car 4 can sequentially pass through the transition rail 3 on the left side of the main rail 1, the movable straight rail 22 and the transition rail 3 on the right side of the main rail 1 or reversely run.

c. The switching device 2 can be communicated with the lower track of the main track 1 and the transition track 3 on the left side of the main track 1, and simultaneously communicated with the upper track of the main track 1 and the transition track 3 on the right side of the main track 1: as shown in fig. 2 (c), the switching device 2 may rotate to a state that two ends of one movable arc rail 23 are respectively connected to the lower rail and the left transition rail 3 of the main rail 1 where the movable arc rail is located, two ends of the other movable arc rail 23 are respectively connected to the upper rail and the right transition rail 3 of the main rail 1 where the movable arc rail is located, and the movable straight rail 22 is not connected to any rail. At this time, the lower rail of the main rail 1 is communicated with the transition rail 3 on the left side of the main rail 1, the upper rail of the main rail 1 is communicated with the transition rail 3 on the right side of the main rail 1, and the car 4 below the switching device 2 on the main rail 1 can sequentially pass through the lower rail and a movable arc rail 23 to enter the transition rail 3 on the left side or run reversely. The car 4 above the switching device 2 on the main rail 1 can pass through the upper rail and the other movable arc rail 23 in sequence to enter the transition rail 3 on the right side or run reversely.

d. The switching device 2 can be communicated with the lower track of the main track 1 and the transition track 3 on the right side of the main track 1, and simultaneously communicated with the upper track of the main track 1 and the transition track 3 on the left side of the main track 1: as shown in fig. 2 (d), the switching device 2 may rotate to a state that two ends of one movable arc rail 23 are respectively connected to the lower rail and the right transition rail 3 of the main rail 1 where the movable arc rail is located, two ends of the other movable arc rail 23 are respectively connected to the upper rail and the left transition rail 3 of the main rail 1 where the movable arc rail is located, and the movable straight rail 22 is not connected to any rail. At this time, the lower rail of the main rail 1 is communicated with the transition rail 3 on the right side of the main rail 1, the upper rail of the main rail 1 is communicated with the transition rail 3 on the left side of the main rail 1, and the car 4 below the switching device 2 on the main rail 1 can sequentially pass through the lower rail and a movable arc rail 23 to enter the transition rail 3 on the right side or run reversely. The car 4 above the switching device 2 on the main rail 1 can pass through the upper rail and the other movable arc rail 23 in sequence to enter the transition rail 3 on the left side or run reversely.

It should be noted that the provision of the transition track 3 is for connecting and communicating two adjacent switching devices 2, and the transition track 3 may be omitted when two adjacent switching devices 2 are arranged next to each other and two switching devices 2 may be directly connected.

The car dispatching method based on the rail cutting device comprises the following steps: when the i-th car on the mth main rail 1 needs to be distributed to the mth+x main rail 1, switching the switching device 2 on each main rail 1, and sequentially connecting and conducting the mth main rail 1, the switching device 2 on the mth+1 main rail 1, …, the switching device 2 on the mth+x main rail 1 and the mth+x main rail 1, so that the i-th car on the mth main rail 1 sequentially passes through the mth, m+1, the...

Two modes of scheduling by the track cutting device are generally required: one-to-many and one-to-many. The split-up is to dispatch and distribute a plurality of cabs 4 on one main rail 1 to other k main rails 1 through the rail cutting device, and the situation is suitable for up-peak. The multiple-in-one means that a plurality of cars 4 on a plurality of main rails 1 are dispatched and distributed to the other main rail 1 by the rail cutting device, and the situation is suitable for down peak. Scheduling is done below the base layer. The following detailed analysis:

1) One-to-many

A cars on the m-th main rail 1 are allocated to the m+k1, m+kn main rails 1, and one or more cars 4 are allocated to each main rail 1. Wherein n.gtoreq.2, k1 < kn, k1, & gt, kn are natural numbers that are continuous or discontinuous, i.e. the n main rails 1 of the car 4 to be assigned can be arranged continuously or discontinuously in sequence. The scheduling method comprises the following steps:

step S1: the switching devices 2 on the main rails 1 are switched, the m-th main rail 1, the switching devices 2 on the m+kn-th main rail 1 and the m+kn-th main rail 1 are sequentially connected and conducted, and the nth batch of cabins on the m-th main rail 1 sequentially pass through the m-th, the first and the second switching devices 2 on the m+kn-th main rails 1 and then enter the m+kn-th main rail 1. The nth car is comprised of one car or a plurality of cars.

In step S1, the upper track of the mth main track 1 is connected and conducted with the transition track 3 on the right side of the mth main track 1 through the switching device 2, and the transition track 3 on the right side of the mth main track 1 is the transition track 3 between the mth main track 1 and the (m+1) th main track 1. The lower track of the m+kn-th main track 1 is connected and conducted with the transition track 3 on the left side of the m+kn-th main track 1 through the switching device 2, and the transition track 3 on the left side of the m+kn-th main track 1 is the transition track 3 between the m+kn-th main track 1 and the m+kn-1-th main track 1.

In this step, the nth car on the mth main rail 1 reaches the lower track of the mth+kn main rail 1.

In the present embodiment, the reason why the upper rails of the adjacent two main rails 1 are not directly connected to each other is to prevent the car 4 from turning over with respect to the suspension device. When the car 4 runs, the passengers in the car can be kept in a vertical state all the time. The guide devices on the suspension device generally comprise two groups, an upper guide device and a lower guide device, respectively, and the guide devices and the car 4 are hinged on the suspension device. The upper guide is located above the lower guide when running along the main rail 1. If the upper rails of two adjacent main rails 1 are conducted with each other by the switching device 2, for example, after the upper rails of the mth main rail 1 and the (m+1) th main rail 1 are conducted, the upper guide device is located above the lower guide device when the car 4 is on the mth main rail 1, because the guide device runs along the main rail 1, when the car 4 passes from the upper rail of the mth main rail 1 directly into the upper rail of the (m+1) th main rail 1 through the switching device 2, the lower guide device is located above the upper guide device, and because the car 4 is hinged with the suspension device, the car 4 will remain vertical, which will cause the car 4 to turn relative to the suspension device, which will cause the passengers in the car 4 to turn, which is obviously not allowed to happen. At the same time, the overturning affects the relative arrangement of the components on the suspension device and the car 4, and interference between the car 4 and the components of the suspension device may occur, affecting the system operation.

Step S2: and switching the switching device 2 on the m+kn-th main rail 1 to conduct two adjacent sections of tracks of the m+kn-th main rail 1.

In this step, after the upper rail and the lower rail of the m+kn-th main rail 1 are conducted by the switching device 2, the nth car on the lower rail can go upward through the switching device 2 and then enter the upper rail to go upward to pick up passengers.

Step S3: the switching device 2 on the m+kn-1 main rail 1 is switched to enable the switching device 2 on the m main rail 1 and the m main rail 1 to be connected and conducted sequentially from the switching device 2 on the m+kn-1 main rail 1 to the m+kn-1 main rail 1, and the n-1 batch of cabins on the m main rail 1 sequentially pass through the switching device 2 on the m, & number, m+kn-1 main rail 1 and then enter the m+kn-1 main rail 1.

This step is similar to step S1. Since the step 1 has already switched the switching devices 2 on the m-th main rail 1 to the switching devices 2 on the m+kn-1-th main rail 1 to the target position, only the switching devices 2 on the m+kn-1-th main rail 1 need to be switched in this step.

Step S4: and switching the switching device 2 on the m+kn-1 th main rail 1 to conduct two adjacent sections of tracks of the m+kn-1 th main rail 1.

According to the operation sequence, after the 1 st elevator car on the m-th main rail 1 sequentially passes through the switching device 2 on the m, & gt and m+k1-th main rail 1 and enters the m+k1-th main rail 1, the switching device 2 on the m+k1-th main rail 1 is switched to conduct two adjacent sections of rails of the m+k1-th main rail 1, and therefore the dispatching of the a elevator car on the m-th main rail 1 is completed.

From the above, the kn, kn-1, and k1 cars are sequentially scheduled to the m+kn, m+kn-1, …, and m+k1 main rails 1, respectively. Before the rail cutting, a cabs are positioned above the switching device 2 of the m-th main rail 1, and the ith cabs sequentially pass through the switching device 2 on the m-th main rail 1, the m+1 and the m+ki main rail 1 and then enter the lower part of the switching device 2 on the m+ki main rail 1. Then, after the switching device 2 on the m+ki th main rail 1 is switched to conduct two adjacent sections of rails of the m+ki th main rail 1, the ith batch of cars ascend along the m+ki th main rail 1, wherein i is more than or equal to 1 and less than or equal to n.

The one-to-many scheduling mode is suitable for an up-peak, and when the up-peak occurs, a large number of passengers gathered on a base layer need to go up to different floors, and fewer passengers need to go down. At this time, the few main rails 1 are set to a down-track, which means that the car 4 on the corresponding main rail 1 is used for the passenger to go down, and the plurality of main rails 1 are set to an up-track, which means that the car 4 on the corresponding main rail 1 is used for the passenger to go up. In this embodiment, the mth main rail 1 is set as a downstream rail, and the mth+k1, & gt, m+kn main rail 1 is set as an upstream rail. The car 4 on the ascending track ascends after the base layer receives the passengers, obviously, the arrangement of a plurality of ascending tracks greatly improves the ascending efficiency of the passengers, the car 4 on the descending track is used for receiving the passengers on each floor to descend, and the empty car 4 after descending can be quickly dispatched to the ascending track through the rail cutting device to provide the empty car for the ascending demands of each main rail 1. Obviously, a one-to-many scheduling scheme is beneficial for relieving elevator pressure during up-peak.

In this embodiment, as shown in fig. 3 (a) to 3 (e), there are four parallel main rails 1 arranged at intervals, which are sequentially a first main rail 11, a second main rail 12, a third main rail 13 and a fourth main rail 14, on each of the four main rails 1, a switching device 2 is arranged, and a transition rail 3 is arranged between the first main rail 11 and the second main rail 12, between the second main rail 12 and the third main rail 13, and between the third main rail 13 and the fourth main rail 14. In the present embodiment, the first main rail 11 is a down-track, the second main rail 12, the third main rail 13 and the fourth main rail 14 are up-tracks, and the four cars 4 on the first main rail 11 are respectively A, B, C, D, A, B, C, D arranged at least from below, and A, B, C, D are respectively required to be dispatched to the fourth main rail 14, the third main rail 13, the second main rail 12 and the first main rail 11.

Fig. 3 (a) to 3 (e) show a scheduling process of the car 4. Fig. 3 (a) is a schematic diagram of communication between the first main rail 11 and the fourth main rail 14 before the car is to be allocated, specifically, an upper rail of the first main rail 11, a switching device on the first main rail 11, a transition rail between the first main rail 11 and the second main rail 12, a switching device on the second main rail 12, a transition rail between the second main rail 12 and the third main rail 13, a switching device on the third main rail 13, a transition rail between the third main rail 13 and the fourth main rail 14, a switching device on the fourth main rail 14, and a lower rail of the fourth main rail 14 are sequentially communicated. Fig. 3 (b) shows a process in which the car 4 runs along a path in which connection is conducted. Fig. 3 (c) shows that after the car a reaches the lower track of the fourth main track 14, the switching device 2 of the fourth main track 14 switches to turn on the upper track and the lower track of the fourth main track 14.

2) All-in-one

Scheduling the m+k1, m+kn 1 th, n th cars on the m-th main rail 1, m+k1, m+kn th cars on the main rail 1 may be one or more. The scheduling method comprises the following steps:

step S1: switching the switching device 2 on the m-th main rail 1, the m+k1-th main rail 1, and the switching device 2 on the m-th main rail 1 to the switching device 2 on the m+k1-th main rail 1, and the m+k1-th main rail 1 are sequentially communicated.

In this step, the switching device 2 on the mth main rail 1 is switched to communicate with the upper rail of the mth main rail 1 and the transition rail 3 on the right side of the mth main rail 1, and the switching device 2 on the m+k1-th main rail 1 is switched to communicate with the lower rail of the m+k1-th main rail 1 and the transition rail 3 on the left side of the m+k1-th main rail 1. In this way, the upper rail of the mth main rail 1, the switching device 2 on the mth main rail 1 to the switching device 2 on the mth+k1 main rail 1, and the lower rail of the mth+k1 main rail 1 are sequentially communicated.

Step S2: the 1 st car on the m+k1 th main rail 1 sequentially passes through the m+k1, the switching device 2 on the m main rail 1 and then enters the m main rail 1.

In step S2, the 1 st car is located below the switching device 2 on the m+k1 th main rail 1, that is, on the lower rail, and the 1 st car sequentially passes through the switching device 2 on the m+k1 th main rail 1, the transition rail 3 between the m+k1 th main rail and the m main rail, the switching device 2, and the switching device 2 on the m main rail from the lower rail of the m+k1 th main rail 1, and then enters the upper rail of the m main rail.

Step S3: switching the switching device 2 on the m+k1, the m+k2 main rail 1, so that the m main rail 1, the switching device 2 on the m+k2 main rail 1 and the m+k2 main rail 1 are sequentially communicated.

In step S3, the switching devices 2 on the m+k1 to m+ (k 2-1) th main rail 1 are switched, so that the switching devices 2 on the m+k1 th main rail 1 to m+ (k 2-1) th main rail 1 communicate the transition rails 3 on both sides of the main rail 1. The switching device 2 on the m+k2-th main rail 1 communicates its lower rail with the transition rail 3 on its left side.

Step S4: the 2 nd car on the m+k2 th main rail 1 sequentially passes through the switching devices 2 on the m+k2, m+k1, and m main rails 1 and then enters the m main rail 1.

Similarly, in this step, the 2 nd car also passes through the transition track 3 between the m+k2 th main rail 1 and the m-th main rail 1.

According to the operation sequence, after the m-th main rail 1, the switching devices 2 on the m-th main rail 1 and the m+kn-th main rail 1 are sequentially communicated, the n-th elevator car on the m+kn-th main rail 1 sequentially passes through the switching devices 2 on the m+kn-th main rail 1, the switching devices 2 on the m-th main rail 1 and the transition rail 3 between the m-th main rail 1 and the m-th main rail 1, and then enters the m-th main rail 1 to finish scheduling.

From the above, the 1 st, 2 nd … th and n th cars are sequentially scheduled to the m+k1 th, m+k2 th, … th and m+kn th main rail 1, respectively.

Under the scene of unifying more, before the track cutting, 1 st,..the n car of criticizing is along the main track 1 of m+k1,..the m+kn piece respectively descends, and the switching device 2 on the main track 1 of m+k1,..the m+kn piece all communicates the main track 1 at this moment.

When the ith elevator car descends below the switching device 2 on the m+ki main rail 1, the switching device 2 on the m+ki main rail 1 is switched to be communicated with the lower rail of the m+ki main rail 1 and the transition rail 3 on the left side of the m+ki main rail 1, and then the switching device 2 on the m+ki-1 main rail 1 is communicated through the transition rail 3 on the left side. Then, the ith elevator car goes upward through the switching device 2 on the m+ki main rail 1, enters the transition rail 3 between the m+ki main rail 1 and the m+ki-1 main rail 1, and then switches to the transition rail 3 communicated with the left side of the m+ki main rail 1 and the transition rail 3 communicated with the right side of the m+ki main rail 1, so that the switching device 2 on the m+ki-1 main rail 1 and the switching device 2 on the m+ki+1 main rail 1 are communicated, wherein i is more than or equal to 1 and less than or equal to n, and n is more than or equal to 2.

In this embodiment, as shown in fig. 4 (a) to 4 (e), there are four parallel main rails 1 arranged at intervals, which are a first main rail 11, a second main rail 12, a third main rail 13 and a fourth main rail 14 in sequence, and each of the four main rails 1 is provided with a switching device 2, and each of the four transition rails 3 is arranged between the first main rail 11 and the second main rail 12, between the second main rail 12 and the third main rail 13, and between the third main rail 13 and the fourth main rail 14. In the present embodiment, the first main rail 11 is an up-track, the second main rail 12, the third main rail 13 and the fourth main rail 14 are down-tracks, the car 4 on the first main rail 11 is a, the car 4 on the second main rail 12 is B, the car 4 on the third main rail 13 is C, the car 4 on the fourth main rail 14 is D, and B, C, D need to be dispatched to the first main rail 11. Fig. 4 (a) to 4 (e) show a scheduling process of the car 4.

The above-mentioned all-in-one scheduling mode is applicable to down peak, and when down peak, different floor passengers need to take the elevator and descend to the basic unit, then leave the building from the basic unit, need the passenger who descends more promptly, need ascending passenger less. At this time, a small number of main rails 1 are set as an upward rail, and a large number of main rails 1 are set as downward rails. The cars 4 on the plurality of descending tracks descend after receiving passengers on each floor, are dispatched to the ascending track through the rail cutting device after the passengers on the base layer descend, and then ascend along the dispatched main rail 1. In this embodiment, the mth main rail 1 is set as an upstream rail, and the mth+k1, & gt, m+kn main rail 1 is set as a downstream rail. The car 4 on the descending track is connected with the passengers at each floor and descends, obviously, the arrangement of a plurality of descending tracks greatly improves the descending efficiency of the passengers, the empty car 4 after descending can be quickly dispatched to the ascending track through the rail cutting device, the empty car is used for ascending the passengers and providing the empty car for the descending demands of each floor, and the influence on the descending of the car 4 on the descending track is avoided.

Finally, what is necessary here is: the above embodiments are only for further detailed description of the technical solutions of the present invention, and should not be construed as limiting the scope of the present invention, and some insubstantial modifications and adjustments made by those skilled in the art from the above description of the present invention are all within the scope of the present invention.

Claims (10)

1. The utility model provides a car rail cutting device of elevator system, the car is not driven through traction structure, a serial communication port, elevator system includes a plurality of cars (4) and many main rail (1), rail cutting device includes a plurality of auto-change over device (2), many main rail (1) parallel interval arrangement, every main rail (1) is including arranging two sections at least tracks on a straight line, adjacent two sections track interval setting on same main rail (1), adjacent two sections orbital interval department is provided with auto-change over device (2), two sections tracks that one main rail (1) are separated by auto-change over device (2) are respectively for last track and lower track, auto-change over device (2) are including auto-change over seat (21), activity straight rail (22) and at least one activity arc rail (23), auto-change over seat (21) rotationally install in, the rotation center pin and main rail (1) place straight line perpendicular crossing, activity straight rail (22) and activity arc (23) are installed on auto-change over seat (21), activity straight rail (22) are straight rail (22) and activity straight rail (23) crossing straight rail (23), activity straight rail (22) are perpendicular arc crossing and activity arc (23) are located.

2. The rail cutting apparatus of claim 1, wherein: each switching device (2) is provided with a movable arc rail (23) or two movable arc rails (23), and when the two movable arc rails (23) are arranged, the two movable arc rails (23) are respectively positioned at two sides of the movable straight rail (22).

3. The rail cutting apparatus of claim 2, wherein: the switching seat (21) can drive the movable straight rail (22) and the movable arc rail (23) to rotate until two ends of the movable straight rail (22) are respectively connected with two adjacent sections of rails of the main rail (1) where the movable straight rail is positioned.

4. The rail cutting apparatus of claim 2, wherein: the switching seat (21) can drive the movable straight rail (22) and the movable arc rail (23) to rotate until two ends of the movable straight rail (22) are respectively communicated with two switching devices (2) on two main rails (1) adjacent to the main rail (1) where the switching seat is positioned.

5. The rail cutting apparatus of claim 2, wherein: the rail cutting device further comprises at least one transition rail (3), the transition rail (3) is perpendicular to the main rails (1), and the transition rail (3) is located between two adjacent main rails (1).

6. The rail cutting apparatus of claim 5, wherein: the switching seat (21) can drive the movable straight rail (22) and the movable arc rail (23) to rotate until two ends of the movable straight rail (22) are respectively connected with the two transition rails (3), or one end of the movable straight rail (22) is connected with one transition rail (3), and the other end of the movable straight rail is communicated with one switching device (2) on one main rail (1) adjacent to the main rail (1) where the switching device is positioned.

7. The rail cutting apparatus of claim 5, wherein: when each switching device (2) is provided with a movable arc rail (23), the switching seat (21) can drive the movable straight rail (22) and the movable arc rail (23) to rotate until one end of the movable arc rail (23) is connected with a lower rail or an upper rail of the main rail (1) where the movable straight rail is positioned, the other end of the movable arc rail is connected with the switching device (2) on one main rail (1) adjacent to the main rail (1) where the movable straight rail is positioned or is connected with a transition rail (3) on one side of the main rail where the movable straight rail (22) is positioned, and no rail is connected.

8. The rail cutting apparatus of claim 5, wherein: when two movable arc rails (23) are arranged on each switching device (2), the switching seat (21) can drive the movable straight rail (22) and the movable arc rails (23) to rotate to the lower rail of the main rail (1) where the movable straight rail (22) is located, the other end of the movable straight rail (23) is connected with the switching device (2) on the main rail (1) adjacent to the main rail (1) where the movable straight rail is located or the transition rail (3) on one side of the main rail where the movable straight rail is located, one end of the other movable arc rail (23) is connected with the upper rail of the main rail (1) where the movable straight rail is located, the other end of the movable straight rail is connected with the switching device (2) on the main rail (1) adjacent to the other side of the main rail (1) where the movable straight rail is located or the transition rail (3) on the other side of the main rail where the movable straight rail is located, and the movable straight rail (22) is not connected with any rail.

9. The rail cutting apparatus of claim 1, wherein: the rail cutting device is arranged below the building base layer.

10. The rail cutting apparatus of claim 1, wherein: each main rail (1) is provided with a switching device (2), and the switching devices (2) on the main rails (1) are positioned on the same horizontal plane.

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