JP2008110862A - Elevator control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To efficiently operate an elevator, while avoiding interference between respective cars, without requiring zone setting and complicated control. <P>SOLUTION: This elevator control device has at least two independent cars 12a and 12b in the same shaft, A directional reversal control part 23 simultaneously controls reversal of the cars 12a and 12b advancing in the same direction in the predetermined timing, based on operation state information on the cars 12a and 12b provided from an operation control part 21 and position information on the cars 12a and 12b provided from a car position detecting part 22. Thus, the elevator can be efficiently operated while avoiding the interference of the respective cars. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to an elevator control apparatus having a plurality of independent cars in the same shaft.

  In a building with high elevator use efficiency such as a high-rise building, an elevator in which a plurality of independent cars are put into service in one shaft (hoistway) is used. Such an elevator is called a “multi-car elevator”.

This multi-car elevator can be expected to improve transportation efficiency because each car can move independently as compared to a double deck elevator. However, unlike a double deck elevator in which two cars are always connected, there is a possibility that cars in the same shaft may collide with each other if the operation method is incorrect. For this reason, although the traveling of one of the cars is restricted to avoid a collision, there is a problem that the driving service of each floor is biased. Therefore, a method has been considered in which an upper car dedicated zone, a lower car dedicated zone, and a shared zone for both cars are provided and an operation service is performed in each zone (see, for example, Patent Document 1).
JP 2003-160283 A

  However, in the method as described above, by setting the dedicated zone and the shared zone, the operable range of each car is limited. In addition, when the number of cars in the same shaft becomes three or more, not only the zone setting and control become complicated, but also the movable range is significantly limited by the floor on which the passenger gets. There was a problem.

  The present invention has been made in view of the above points, and provides an elevator control device that can operate efficiently while avoiding the interference of each car without requiring zone setting or complicated control. The purpose is to do.

  The elevator control device according to the present invention is an elevator control device having at least two independent cars in the same shaft. The operation control means for monitoring and controlling the operation state of each car, Based on the position detection means for detecting the position of the car, the driving state information of each car obtained from the driving control means, and the position information of each car obtained from the position detecting means, the vehicle proceeds in the same direction. Direction reversing control means for performing reversal control of each of the above described cars at a predetermined timing at the same time is configured.

  According to the present invention, it is possible to operate efficiently while avoiding the interference of each car without requiring zone setting or complicated control.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

(First embodiment)
FIG. 1 is a block diagram showing the overall configuration of the elevator control apparatus according to the first embodiment of the present invention. Here, a configuration as a multi-car elevator in which two cars are provided in the same shaft (hoistway) is shown. Note that basic drive mechanisms as an elevator, such as an inverter, a hoisting machine, and a rope, are omitted.

  The control device 11 is installed in a machine room, for example, and performs operation control of the entire elevator. The control device 11 includes a computer having a CPU, a ROM, a RAM, and the like, and controls driving operations of the cars 12a and 12b in the same shaft according to a driving control program incorporated in advance.

  The cars 12a and 12b can run independently in the same shaft. Hereinafter, the car 12a positioned above is referred to as “upper car”, and the car 12b positioned below is referred to as “lower car”. Operation panels 13a and 13b are provided in each car room. In addition to a plurality of destination floor buttons corresponding to each floor, the operation panels 13a and 13b are provided with a door open button, a door close button, and the like. In addition, a hall call button 14 for calling an elevator to the floor is installed at a landing (elevator hall) of each floor.

  Here, in the present embodiment, the control device 11 includes an operation control unit 21, a car position detection unit 22, and a direction reversal control unit 23.

  The operation control unit 21 monitors the operation state of the upper car 12a and the lower car 12b in the same shaft, and individually controls each operation. The car position detector 22 detects the current positions of the upper car 12a and the lower car 12b. As a car position detection method, for example, a plurality of position detection sensors are arranged in a hoistway and detected based on signals from these sensors, and each of the upper car 12a and the lower car 12b is supported. There is a detection method based on the signal of the drive system.

  The direction reversal control unit 23 is the same based on the operation state information of the upper car 12a and the lower car 12b obtained from the operation control unit 21 and the position information of the upper car 12a and the lower car 12b obtained from the car position detection unit 22. The upper car 12a and the lower car 12b that are traveling in the direction are controlled to be reversed at a predetermined timing.

  The operation state information includes a car call registered by operating the operation panels 13a and 13b, a hall call state registered by operating the hall call button 14 on each floor, and the like. The predetermined timing is specifically when the services of the upper car 12a and the lower car 12b are finished.

  FIG. 2 is a diagram illustrating an example of an operation state of the multicar elevator in the first embodiment. State 1 in FIG. 2 (a) shows the upper car 12a in service in the UP direction and the lower car 12b that has already completed the service in the UP direction on the w floor.

  In this state, when a hall call in the DOWN direction is registered, the lower car 12b that is stopped on the w floor normally reverses the direction in the DOWN direction and starts the service. When it is finished, stop it.

  Thereafter, when the upper car 12a finishes the service in the UP direction in response to the last car call, the stopped state of the lower car 12b is canceled as shown in the state 2 of FIG. At the same time, the direction is reversed at the same timing.

Below, the processing operation of the control apparatus 11 which implement | achieves such operation is demonstrated in detail.
FIG. 3 is a flowchart showing the processing operation of the control device 11 in the first embodiment.

  Now, as in the example of FIG. 2, it is assumed that the upper car 12a and the lower car 12b in the same shaft are in service in the UP direction, and the subsequent lower car 12b ends the service first and stops at the w floor.

  The direction reversal control unit 23 provided in the control device 11 is based on the operation state information of the lower car 12b obtained from the operation control unit 21 and the position information of the lower car 12b obtained from the car position detection unit 22. It is determined whether or not the lower car 12b is in the non-directional stop state on the w floor (step A11). The “non-directional stop state” refers to a state where the car has finished responding to all calls (car call and hall call) and is stopped and waiting on that floor.

  Here, if the lower car 12b is in the non-directional stop state (Yes in Step A11), the direction reversal control unit 23 issues an instruction to the operation control unit 21 to maintain the stop state (Step A12).

  On the other hand, the direction reversal control unit 23 is based on the operation state information of the upper car 12a obtained from the operation control unit 21 and the position information of the upper car 12a obtained from the car position detection unit 22. It is determined whether or not the car 12a is in a non-directional stop state (step A13). If the upper car 12a is not in the non-directional stop state, that is, if it is in service (No in Step A13), the stop state of the lower car 12b is maintained during that time (Step A12). This state is shown in FIG.

  Then, when the service of the upper car 12a is completed (Yes in Step A13), the direction reversal control unit 23 reverses the traveling directions of the upper car 12a and the lower car 12b simultaneously through the operation control unit 21 in the DOWN direction. Control is performed so as to respond to a call in the DOWN direction (step A14). This state is shown in FIG.

  In the example of FIG. 2, the UP direction service has been described. However, the same applies to the DOWN direction service. In this case, the lower car 12b is the preceding car and the upper car 12a is the succeeding car.

  In this way, when each car in the same shaft is in service in the same direction, if the car that follows in the direction of travel ends the service first, until the service of the car in front of the car ends in the direction of travel In the meantime, the following cars are stopped on that floor, and when the services of the preceding cars are finished, the direction of each car is reversed at the same time, without the need for zone setting or complicated control. It is possible to operate efficiently while preventing mutual interference.

(Second Embodiment)
Next, a second embodiment of the present invention will be described.

  In the first embodiment, the subsequent car that ended the service first is stopped on the floor, but if the subsequent car ends the service at an early stage, the opening of the preceding car is opened. There is a possibility that the serviceable range is reduced when the direction is reversed. Therefore, in the second embodiment, the serviceable range after reversing the direction is increased by registering a virtual call so that the subsequent car that has ended the service first follows the forward car. It is characterized by that.

  The “virtual call” is not a car call registered by the operation of a passenger, but a car call virtually registered by the system.

  FIG. 4 is a diagram illustrating an example of an operation state of the multi-car elevator in the second embodiment. State 1 in FIG. 4A shows the upper car 12a responding to the z-th floor car call in the UP direction, and the lower car 12b being stopped at the w-th floor in response to the last car call.

  The car call on the z floor is the last car call of the upper car 12a. At this time, since the preceding upper car 12a is still in service, a virtual call on the y floor is registered for the stopped lower car 12b as shown in state 2 of FIG. Follow the upper basket 12a. Here, the y-th floor is the floor closest to the z-th floor among the floors where the lower car 12b does not interfere with the upper car 12a scheduled to stop at the z-th floor.

  Thereafter, as shown in state 3 of FIG. 3 (c), the preceding upper car 12a arrives at the z-th floor, and the subsequent lower car 12b arrives at the y-th floor. To do.

Below, the processing operation of the control apparatus 11 which implement | achieves such operation is demonstrated in detail.
FIG. 5 is a flowchart showing the processing operation of the control device 11 in the second embodiment.

  Now, as in the example of FIG. 4, it is assumed that the upper car 12a and the lower car 12b in the same shaft are in service in the UP direction, and the subsequent lower car 12b ends the service first and stops at the w floor.

  The direction reversal control unit 23 provided in the control device 11 is based on the operation state information of the lower car 12b obtained from the operation control unit 21 and the position information of the lower car 12b obtained from the car position detection unit 22. It is determined whether or not the lower car 12b is in the non-directional stop state on the w floor (step B11). As described above, the “non-directional stop state” refers to a state in which the car has finished answering all calls (car call and hall call) and is stopped and waiting on the floor. This state is shown in FIG.

  Here, if the lower car 12b is in a non-directional stop state (Yes in Step B11), the direction reversal control unit 23 obtains the operation state information of the upper car 12a obtained from the operation control unit 21 and the car position detection unit 22. Based on the obtained position information of the upper car 12a, it is determined whether or not the preceding upper car 12a is in service (step B12).

  If the upper car 12a is in service (Yes in Step B12), the direction reversal control unit 23 firstly determines the next stop floor (here, the z floor) based on the car call information of the upper car 12a obtained from the operation control unit 21. ) Is obtained (step B13). When the upper car 12a stops at the floor, the virtual call of the floor (here, the y-th floor) with which the lower car 12b is closest to the upper car 12a is registered in the lower car 12b (step B14). This state is shown in FIG.

The virtual call is basically registered in the floor one floor before the last car call of the opponent's car, but with a slight interval (for example, two floors before the other car) Floor etc.), you can register,
Further, after the virtual call is registered, when the lower car 12b arrives at the registration floor (Yes in Step B15), if the upper car 12a is still in service (Yes in Step B16), the direction reversal control unit 23 obtains the floor at which the upper car 12a will stop next, and re-registers the virtual call in accordance with the stop floor, so that the upper car 12a finally responds to the registered floor of the car call to which the upper car 12a responds. (Steps B13 and B14).

  After that, the service of the upper car 12a is terminated and the non-directional stop state is entered (Yes in Step B16 → B17), and further, the lower car 12b enters the non-directional stop state on the registration floor of the virtual call (Yes in Step B18). ), The direction reversal control unit 23 performs control so that the traveling direction of the upper car 12a and the lower car 12b is simultaneously reversed in the DOWN direction through the operation control unit 21 and responds to the call in the DOWN direction (step B19). This state is shown in FIG.

  Further, in the example of FIG. 4, the description has been made assuming the service in the UP direction, but the same applies to the service in the DOWN direction. In this case, the lower car 12b is the preceding car and the upper car 12a is the succeeding car.

  In this way, when a subsequent car in the direction of travel ends and stops at the w-th floor, a virtual call for following the preceding car in the direction of travel is registered in the subsequent car and both When the service of each car is finished and the direction is reversed, the serviceable range of the preceding car after the turnover can be increased, and more efficient operation can be achieved. realizable.

(Third embodiment)
Next, a third embodiment of the present invention will be described.

  In the first and second embodiments, the direction is reversed immediately after the service of each car is completed. However, there is a possibility that passengers may get in when each car is stopped after the service is finished. There is. In that case, for example, even if the passenger has registered a call in the UP direction, the passenger starts moving in the DOMN direction, or suddenly moves in an unintended direction even though no call is registered. The passengers will be confused by moving differently from the elevator. Therefore, the third embodiment is characterized in that when the direction of each car is reversed, the direction is reversed after confirming that there are no passengers in each car room.

  FIG. 6 is a block diagram showing the overall configuration of an elevator control device according to the third embodiment of the present invention. The same parts as those in FIG. 1 are denoted by the same reference numerals, and the description thereof is omitted.

  The difference from the configuration of FIG. 1 is that load sensors 15a and 15b are installed in the upper car 12a and the lower car 12b, respectively, and that a passenger determination unit 24 is provided in the control device 11.

  The load sensor 15a is installed at the bottom of the upper car 12a, etc., detects the load on the upper car 12a, and outputs a signal indicating the load to the passenger determination unit 24. The load sensor 15b is the same, is installed at the bottom of the lower car 12b, etc., detects the load on the lower car 12b, and outputs a signal indicating the load to the passenger determination unit 24.

  The passenger determination unit 24 determines whether there are passengers in the upper car 12a and the lower car 12b based on the load detection signals from the load sensors 15a and 15b. In this case, it is determined that there is a passenger when there is a load of a predetermined amount or more with reference to an offset value of a predetermined load detection signal.

  In such a configuration, in the first and second embodiments, when the service of the upper car 12a and the lower car 12b is finished and the direction is determined, there is a passenger in one of the cars. Direction reversal is prohibited, normal driving service is performed as it is, and direction reversal is performed only when there are no passengers.

  A specific processing operation will be described below.

  FIG. 7 is a flowchart showing the processing operation of the control device 11 in the third embodiment, and corresponds to FIG. 3 in the first embodiment. Note that the processing of steps C11 to C13 is the same as steps A11 to A13 of FIG.

  That is, as in the example of FIG. 2, when the upper car 12a and the lower car 12b in the same shaft are in service in the UP direction, the subsequent lower car 12b ends the service first and stops at the w floor. To do.

  The direction reversal control unit 23 provided in the control device 11 determines whether or not the subsequent lower car 12b is in the non-directional stop state on the w floor (step C11). And if it is a non-directional stop state (Yes of step C11), the direction inversion control part 23 will maintain the stop state until the upper cage | basket | car 12a complete | finishes a service (step C12-C13).

  Here, when the service of the upper car 12a is completed (Yes in Step C13), the direction reversal control unit 23 determines whether there is a passenger in the upper car 12a or the lower car 12b through the passenger determination unit 24 (Step S13). C14). When there is a passenger (Yes in Step C15), the direction reversal control unit 23 prohibits the direction reversal and performs a normal driving service (Step C16).

  For example, in the state of FIG. 2B, when a passenger enters the lower car 12b that is stopped, the direction is not reversed even if the service of the upper car 12a is terminated, and the call registered by the passenger is given priority. Thus, the operation of the lower car 12b is controlled.

  On the other hand, when there are no passengers in either the upper car 12a or the lower car 12b (No in Step C15), the direction reversal control unit 23 simultaneously changes the traveling direction of the upper car 12a and the lower car 12b through the operation control unit 21. Control is performed to reverse the direction and answer the call in the DOWN direction (step C17).

  Thus, in the said 1st Embodiment, when the service of each car is complete | finished, the presence or absence of a passenger is judged, and when there is a passenger, the control which prohibits direction reversal is added, and a passenger does not intend It is possible to avoid being confused by driving operation.

Next, FIG. 8 shows the processing operation when applied to the second embodiment.
FIG. 8 is a flowchart showing another processing operation of the control device 11 in the third embodiment, and corresponds to FIG. 5 in the second embodiment. Note that the processing of steps D11 to D18 is the same as steps B11 to B18 of FIG.

  That is, as in the example of FIG. 4, when the upper car 12a and the lower car 12b in the same shaft are in service in the UP direction, the subsequent lower car 12b ends the service first and stops at the w floor. To do.

  The direction reversal control unit 23 provided in the control device 11 determines whether or not the subsequent lower car 12b is in the non-directional stop state on the w floor (step D11). If the lower car 12b is in the non-directional stop state (Yes in Step D11), the direction reversal control unit 23 determines whether or not the preceding upper car 12a is in service (Step D12). As a result, if the upper car 12a is in service (Yes in Step D12), the direction reversal control unit 23 registers a virtual call in the lower car 12b in accordance with the next stop floor of the upper car 12a (Step D13). -D16).

  Here, when the upper car 12a stops after the service is stopped, and the lower car 12b is stopped at the floor close to the upper car 12a (Yes in Step D17 → D18), the direction reversal control unit 23 determines whether there is a passenger in the upper car 12a or the lower car 12b through the passenger determination unit 24 (step D19). When there is a passenger (Yes in Step D20), the direction reversal control unit 23 prohibits the direction reversal and performs a normal driving service (Step D21).

  For example, in the state of FIG. 4C, when a passenger enters the lower car 12b that is stopped, the direction is not reversed even if the service of the upper car 12a is terminated, and the call registered by the passenger is given priority. Thus, the operation of the lower car 12b is controlled.

  On the other hand, when there is no passenger in either the upper car 12a or the lower car 12b (No in Step D20), the direction reversal control unit 23 simultaneously determines the traveling direction of the upper car 12a and the lower car 12b through the operation control unit 21. Control is performed so as to reverse the direction and answer the call in the DOWN direction (step D22).

  As described above, in the second embodiment, when the service of each car is finished, the presence / absence of a passenger is determined. It is possible to avoid being confused by driving operation.

  In the third embodiment, the presence or absence of a passenger is determined using the load sensors 15a and 15b. However, for example, the presence or absence of a passenger may be determined using another sensor such as a human sensor.

  Further, in each of the above embodiments, the description has been made assuming a multi-car elevator having two cars in the same shaft, but the present invention is not limited to this, and two or more cars in the same shaft. Even if it has, it is applicable. In this case, when each car is traveling in the same direction and the most subsequent car stops the service first, the first and the second are determined according to the driving state of each car preceding the car. The direction inversion control as described in the second embodiment may be performed.

  In short, the present invention is not limited to the above-described embodiments as they are, and can be embodied by modifying the components without departing from the scope of the invention in the implementation stage. In addition, various forms can be formed by appropriately combining a plurality of constituent elements disclosed in the above embodiments. For example, some components may be omitted from all the components shown in the embodiment. Furthermore, constituent elements over different embodiments may be appropriately combined.

FIG. 1 is a block diagram showing the overall configuration of the elevator control apparatus according to the first embodiment of the present invention. FIG. 2 is a diagram illustrating an example of an operation state of the multicar elevator in the first embodiment. FIG. 3 is a flowchart illustrating the processing operation of the control device according to the first embodiment. FIG. 4 is a diagram illustrating an example of an operation state of the multi-car elevator in the second embodiment. FIG. 5 is a flowchart showing the processing operation of the control device according to the second embodiment. FIG. 6 is a block diagram showing the overall configuration of an elevator control device according to the third embodiment of the present invention. FIG. 7 is a flowchart showing the processing operation of the control device according to the third embodiment. FIG. 8 is a flowchart showing another processing operation of the control device according to the third embodiment.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 11 ... Control apparatus, 12a ... Upper car, 12b ... Lower car, 13a ... Operation panel, 13b ... Operation panel, 14 ... Hall call button, 15a ... Load sensor, 15b ... Load sensor, 21 ... Operation control part, 22 ... Car Position detection unit, 23... Direction inversion control unit, 24.

Claims (5)

In an elevator control device having at least two independent cars in the same shaft,
Driving control means for monitoring and controlling the driving state of each car,
Position detecting means for detecting the position of each car,
Based on the driving state information of each car obtained from the driving control means and the position information of each car obtained from the position detecting means, the cars that are traveling in the same direction are simultaneously transmitted at a predetermined timing. An elevator control device comprising: direction reversal control means for performing reversal control.   The direction reversing control means stops the service of the preceding car after stopping the car once when the service of the following car in the traveling direction is finished first among the car. 2. The elevator control device according to claim 1, wherein the direction of each of the passenger cars is reversed at the same time.   The direction reversing control means, when the service of the subsequent car in the traveling direction is terminated first among the respective cars, the direction reversing control means keeps the subsequent car until the service of the preceding car is terminated. 2. The elevator control device according to claim 1, wherein a virtual call is registered so as to follow the car and the direction is reversed simultaneously when the service of each car is completed. Passenger judging means for judging the presence or absence of passengers in each of the above cars,
The direction reversal control means prohibits the direction reversal when the passenger judging means judges that any one of the cars is a passenger in the car. Elevator control device. With load sensors installed in each of the above cars,
The elevator control device according to claim 4, wherein the passenger determination means determines the presence or absence of a passenger based on a load signal output from the load sensor.

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