JP2013142005A - Double-deck elevator device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To solve a problem that when there are more passengers in either a lower side elevator car or an upper side elevator car, biased load is applied to a car position adjustment rope located between the upper side elevator car and the lower side elevator car, and a rotational biasing force acts on a car position adjustment drive sieve, and when a brake which has been applied to a car position adjustment drive device for adjusting an interval between the elevator cars is released, the car position adjustment drive sieve is forcibly rotated by the rotational biasing force, which causes impact or vibration to the elevator cars.SOLUTION: A drive force in a drive direction of the car position adjustment drive device, which is determined by a difference in load of the elevator cars, is obtained, and, in a state where the drive force is provided in advance to the car position adjustment drive device, a brake device is released to adjust an interval of positions between the upper side elevator car and the lower side elevator car.

Description

  The present invention relates to a double deck elevator apparatus having an upper car and a lower car in the main frame of the car, and more particularly, a double deck elevator apparatus capable of adjusting the vertical distance between the upper car and the lower car. It is about.

  In recent years, a double-deck elevator apparatus has been proposed that lands on an odd-numbered floor and an even-numbered floor of a building. And in high-rise buildings, the odd-numbered and even-numbered floors of the lower floors are often different from the odd-numbered and even-numbered floors of the upper floors. There has been proposed a double deck elevator device that can adjust the vertical distance between the upper car and the lower car according to the distance.

  Such a double deck elevator apparatus is as described in, for example, Japanese Patent Application Laid-Open No. 2003-276958 (Patent Document 1). This double deck elevator device includes left and right screw shafts that are rotatably supported by a car frame and extend in the vertical direction, and screw shaft drive means that rotationally drives these screw shafts in both forward and reverse directions. When the shafts are driven and rotated in the forward direction, the vertical distance between the upper and lower cars is narrowed, and when the left and right screw shafts are driven and rotated in the opposite directions, the upper and lower This is a double deck elevator device that can widen the vertical gap between the side cars.

  However, such a double-deck elevator device using a screw shaft is expensive and has a noise during operation. As a whole, the elevator device becomes large, and a double-deck elevator device with a simpler structure is available. It was requested.

  Against this background, recently, a double deck elevator apparatus has been proposed that uses a rope to adjust the vertical distance between the upper car and the lower car.

  This double-deck elevator device is arranged in the main frame of the car that moves up and down in the hoistway so that it can be raised and lowered up and down below the upper car, as well as the upper car that can be raised and lowered up and down. The lower car is located.

  The car position adjusting rope, which is a cable-like body for driving the upper car and the lower car, has one end fixed to the upper beam of the main frame via an elastic body and attached to the lower part of the upper car. It is wrapped around one car pulley and the upper car is suspended, and then it is wound around the car position adjusting drive sheave of the car position adjusting drive device, and the car position adjusting rope passing through this sheave is placed on the lower car The other end is fixed to the intermediate beam via an elastic body after being wound around two car pulleys attached to the lower part of the car and suspending the lower car.

  Therefore, in the double deck elevator apparatus configured as described above, the car position adjustment drive device is driven by the control device, and the car position adjustment drive sheave is rotated to move the upper car and the lower car within the main frame. The distance in the vertical direction is adjusted by moving them in the opposite directions.

Japanese Patent Laid-Open No. 2003-276958

  However, in a double deck elevator device that adjusts the vertical distance between the upper car and the lower car using such a rope, for example, the lower car than the passenger in the upper car If there are more passengers in the car and the load on the upper car and the lower car is different, the load is applied to the car positioning rope in the direction in which the upper car and the lower car are separated from each other. A rotational biasing force acts on the car position adjustment drive sheave.

  Conversely, if there are more passengers in the upper car than in the lower car, and the load on the upper car and the lower car is different, the upper car and the lower car As a result, a load is applied to the car position adjusting rope in the direction in which they approach each other, and a rotational urging force in the opposite direction acts on the car position adjusting drive sheave.

  For this reason, when adjusting the vertical distance between the upper car and the lower car, the car position adjustment drive sheave is forced by the rotational urging force when the brake provided in the car position adjustment drive is released. Therefore, there is a problem that an impact or vibration is generated in the car, causing anxiety and discomfort to passengers in the car.

  An object of the present invention is to provide a double deck capable of adjusting the vertical distance between the cars in a state where there is little impact or vibration even if the loading load by passengers in the upper car and the lower car is different. It is to provide an elevator apparatus.

  The feature of the present invention is that the direction of the rotational biasing force acting on the car position adjustment sheave is obtained from the load of the upper car and the lower car, and the car position adjustment driving device is positioned between the upper car and the lower car. Before adjusting the car position adjustment sheave, the driving force is applied to the car position adjustment drive device in the direction to cancel the rotational biasing force acting on the car position adjustment sheave, and the brake device provided in the car position adjustment drive device is released from this state. By the way.

  According to the present invention, when the brake applied to the car position adjusting drive device is released, the driving force is given in the direction to cancel the rotational biasing force acting on the car position adjusting sheave in advance, so the car position adjusting drive sheave By maintaining the position, it is possible to suppress the occurrence of shock and vibration in the car.

1 is an overall schematic configuration diagram of a double deck elevator apparatus to which the present invention is applied. It is a schematic block diagram which shows the method of position adjustment of the upper car and lower car of a double deck elevator apparatus. It is a block diagram which shows the specific structure of the double deck elevator apparatus which becomes one Example of this invention. It is a graph for demonstrating the time which adjusts the position of an upper side car and a lower side car. It is a flowchart figure which shows the control logic of the cage position adjustment drive device which becomes one Example of this invention. It is a front view which shows the car position adjustment rope end part which provided the load detection apparatus of the car used for one Example of this invention. It is explanatory drawing for demonstrating the load difference of an upper side car and a lower side car. It is a characteristic view showing the relationship between the load difference between the upper car and the lower car and the driving force of the car position adjusting drive.

Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings. First, the configuration of a double deck elevator apparatus will be described with reference to FIG.
As shown in FIG. 1, a double deck elevator apparatus includes a car main frame 2 that moves up and down in a hoistway 1, and a main rope 3 that has one end connected to the car main frame 2 and suspends the car main frame 2. Are connected to the other end of the main rope 3 and suspended in the hoistway 1 so as to move up and down in the opposite direction to the car main frame 2 and in the machine room 5 above the hoistway 1. And a driving device 6 for driving the main rope 3 around which the intermediate portion of the main rope 3 is wound, and a deflecting wheel 7 disposed in the vicinity of the driving device 6 in the machine room 5 and wound around the main rope 3. And a control device 8 which is disposed in the machine room 5 and controls the operation of the double deck elevator.
In the car main frame 2, there is an upper car 12 disposed so as to be movable up and down in the car main frame 2, and a lower side disposed below the upper car 12 in the car main frame 2. A car 13 is arranged. Here, the driving device 6 for driving the main rope 3 is constituted by a three-phase induction motor, and is operated by a driving signal sent by a driving signal line 8B from the control device 8.
The car position adjustment drive device 11 that adjusts the positions of the upper car 12 and the lower car 13 is driven and controlled by a drive signal line 11B from the control device 8.

  In FIG. 1, in high-rise buildings, the odd-numbered and even-numbered floors of the lower floors are often different from the odd-numbered and even-numbered floors of the upper floors. A car main frame 2 indicated by a broken line indicates a state where the car is landed on the odd-numbered and even-numbered floors of the lower floor, and a car main frame 2 indicated by a solid line indicates a state where it is landed on the odd-numbered and even-numbered floors of the upper floor Yes. At this time, the heights of the odd-numbered and even-numbered floors of the lower floor are H2, and the heights of the odd-numbered and even-numbered floors of the upper floor are H1.

For this reason, when raising and lowering the car main frame 2 from the upper floor to the lower floor or from the lower floor to the upper floor, it is necessary to adjust the mutual position between the upper car 12 and the lower car 13.
The concept of this adjustment is as shown in FIG. 2, in which car pulleys 9a and 9b and car pulleys 10a and 10b are provided below the upper car 12 and the lower car 13, respectively, The car position adjusting rope 17 having the other end fixed to the upper part (A part) and the other end fixed to the middle part (B part) of the car main frame 2 is wrapped around a sheave 11a driven by the car position adjusting driving device 11. Thus, when the sheave 11a is rotated clockwise by the car position adjustment driving device 11, the upper car 12 and the lower car 13 approach each other, and the sheave 11a is rotated counterclockwise by the car position adjustment driving device 11. And the upper car 12 and the lower car 13 move away from each other. The car position adjustment driving device 11 is constituted by an electric motor (not shown), and adjusts the mutual position of the upper car 12 and the lower car 13.

  Next, further details of the double deck elevator apparatus will be described with reference to FIG. As shown in FIG. 3, the car main frame 2 is formed of an upper beam 2a, a pair of vertical frames 2b and 2c, a lower beam 2e, and an intermediate beam 2d.

  The car main frame 2 is configured to move up and down while being guided by a car frame guide rail 14 provided in the hoistway 1. Although not shown, the counterweight 4 also moves up and down while being guided by a counterweight guide rail provided in the hoistway 1.

  A car position adjustment driving device 11 is placed on the upper beam 2a via a vibration isolating rubber, and the car position adjustment driving device 11 is provided with a car position adjustment driving sheave 11a.

  The upper car 12 can move up and down in the space in the car main frame 2 between the upper beam 2a and the intermediate beam 2d along a pair of upper car guide rails 15 provided in the car main frame 2. is there.

  The lower car 13 disposed inside the car main frame 2 and below the upper car 12 is also connected to the intermediate beam 2d along the pair of lower car guide rails 16 provided on the car main frame 2. It is configured to be movable up and down in the space in the car main frame 2 between the lower beams 2e.

  The intermediate beam 2d is provided with a shock absorber 24a for supporting and buffering the upper car 12 from below when the upper car 12 is lowered too much in the car main frame 2, and the lower beam 2e is provided with a lower side. Shock absorbers 24b are provided for supporting and buffering the lower car 13 from below when the car 13 is lowered too much in the car main frame 2.

  The car position adjusting rope 17 which is a cord-like body is fixed to two upper car pulleys 9 a and 9 b which are fixed to the upper beam 2 a via an elastic body 19 a such as a coil spring and attached to the lower part of the upper car 12. The upper car 12 is wrapped around the car and is wound around the car position adjustment drive sheave 11a of the car position adjustment drive device 11.

  Thereafter, the car position adjusting rope 17 is wound around two lower car pulleys 10a and 10b attached to the lower part of the lower car 13 to suspend the lower car 13 and the other end is coiled to the intermediate beam 2d. It is fixed via an elastic body 19b such as a spring. This structure is the same as that shown in FIG.

  A positioning plate 20a provided on each floor is provided in the hoistway 1 and a car main frame 2 detects a position of the car main frame 2 in the hoistway 1 based on the positioning plate 20a. A frame position detection device 20 is provided.

  Further, a positioning plate 21 a for detecting the position of the upper car 12 in the car main frame 2 is provided in the car main frame 2, and the upper car 12 is located in the car main frame 2. And a load sensor 23a as a load detection device for detecting a load mounted in the car, which is the total weight of a person who has entered the upper car 12 or a loaded luggage, etc. Is provided.

  Similarly, a positioning plate 22a for detecting the position of the lower car 13 in the car main frame 2 is provided in the car main frame 2, and the lower car 13 is provided in the car main frame. As a load detecting device for detecting the load mounted in the car, which is the total weight of a person who has entered the lower car 13 and the loaded car, etc. Load sensor 23b is provided.

  The car frame position detecting device 20 detects the position of the car main frame 2 with respect to the landing position of the hoistway 1 according to the positioning plate 20a, and the upper car position detecting device 21 matches the positioning plate 21a. The position of the upper car 12 with respect to the frame 2 is detected, and the lower car position detector 22 detects the position of the lower car 13 with respect to the car main frame 2 in accordance with the positioning plate 22a. Further, changes in the car position due to changes in the load in the car are detected by the position detectors 20, 21, and 22.

  Note that the control device 8 for controlling the car main frame 2 and the car position control device 18 are connected via a signal line.

  In the double deck elevator apparatus configured as described above, the car position adjustment driving device 11 is driven by the control device 18 to rotate the car position adjustment driving sheave 11a, and the car position adjustment driving sheave 11a is rotated. Within the car main frame 2, the upper car 12 and the lower car 13 are driven in opposite directions to adjust the position. When the position adjustment is completed, the car position adjustment driving device 11 maintains its position by a brake device (not shown).

  As shown in FIG. 1, when the car main frame 2 is on the upper floor, the distance between the landing floors is H1, and accordingly, the distance between the upper car 12 and the lower car 13 is set to the dimension H1. Adjust to. On the contrary, in the case of the lower floor, the distance between the landing floors changes to H2, and accordingly, the distance between the upper car 12 and the lower car 13 can be changed to H2.

  That is, when the car main frame 2 is on the upper floor, the distance between the upper car 12 and the lower car 13 is set to H1, but when the car main frame 2 moves to the lower floor, the upper car 12 and the lower car The interval of the car 13 is set to H2. In addition, the space | interval of the landing floor shown here is shown exemplarily, and the space | interval of a landing floor changes with the conditions of a building, respectively, and in conjunction with this, with the upper side car 12 and the lower side car 13, The interval is adjusted.

  Here, the adjustment of the position interval between the upper car 12 and the lower car 13 is within the position interval adjustment section in which the car main frame 2 starts operation and reaches the constant speed operation state as shown in FIG. Thus, the position interval between the upper car 12 and the lower car 13 is adjusted.

  Therefore, in order to adjust the position interval between the upper car 12 and the lower car 13 in this section, when the brake applied to the car position adjusting drive 11 is released, the upper car 12 and the lower car 13 If the passengers riding on the car are different, a load is applied to the car position adjusting rope 17, and a clockwise or counterclockwise rotational urging force acts on the car position adjusting drive sheave 11a.

  For this reason, since the car position adjustment drive sheave 11a is forcibly rotated by the above-described rotational biasing force when the brake is released, a shock or vibration is generated in the car, and passengers in the car feel sensitively and feel uneasy. And cause discomfort.

  Therefore, in this embodiment, when the brake applied to the car position adjusting drive device 11 is released, the driving force applied to the car position adjusting drive device 11 in a direction to cancel the rotational biasing force acting on the car position adjusting drive sheave 11a. Thus, the occurrence of shock and vibration in the upper car 12 and the lower car 13 is suppressed.

  FIG. 5 is a flowchart for adjusting the position interval between the upper car 12 and the lower car 13 according to an embodiment of the present invention.

  In FIG. 5, the program shown in this flowchart is activated and executed every predetermined time. When activated, the load on the upper car 12 and the load on the lower car 13 are measured in step S51. ing.

  The load may be measured by using the load sensor 23a and the load sensor 23b provided in the upper car 12 and the lower car 13 to measure the load personnel and the load, but in this embodiment, the configuration shown in FIG. It is used.

  The detailed configuration of the load measuring device 25a will be described with reference to FIG. 6. The car position adjusting rope 17 is composed of a plurality of wire ropes, and the end thereof is integrally fixed to the rod-shaped thimble rod 17a. It is like that. The thimble rod 17a passes through the upper beam 2a, and further passes through a fixing member 26a made of a metal plate.

An elastic body 19a made of a compression spring or the like is interposed between the upper beam 2a and the fixing member 26a, and a nut 27a is screwed to the thimble rod 17a on the fixing member 26a side so as to receive the elasticity. Yes. Therefore, the interval between the upper beam 2a and the fixing member 26a can be adjusted.
Between the upper beam 2a and the fixing member 26a, a gap sensor 25a for measuring the interval between these gaps is disposed, and the interval between the upper beam 2a and the fixing member 26a is measured. The gap sensor 25a is fixed to the upper side of the upper beam 2a by a fixing means (not shown) such as a bolt, and this is due to a change in magnetic flux of the magnetic circuit between the upper beam 2a and the fixing member 26a. It measures the gap interval between.

  The flexure of the elastic body 19a changes due to a change in the weight of the upper car 12 between the car position adjustment drive sheave 11a and the fixing member 26a, and the gap between the upper beam 2a and the fixing member 26a changes due to this deflection change. As a result, the weight can be measured as a result. The signal representing the weight is taken into the control device 18 through the signal line. Here, the number of the wire ropes 17 is arbitrary, and therefore the number of the thimble rods 17a attached to the fixing member 26b is also arbitrary, and is appropriately determined according to the specifications of the employed elevator system. The lower car 13 is also provided with a load measuring device 25b (not shown) having the same configuration.

  Therefore, the load signals from the load sensor 25a and the load sensor 25b are taken into the control device 18, and the loads of the upper car 12 and the lower car 13 are calculated, and the car position adjusting sheave 11a depends on which car is heavier. The rotational direction of the rotational urging force acting on the motor and the degree of load difference is calculated.

  When such load measuring devices 25a and 25b are used, there is an effect that the deflection of the elastic body 19a made of a compression spring or the like between the upper beam 2a and the fixing member 26a can be detected with high accuracy.

  Returning to FIG. 5, in step S51, the load difference on the positive side or the load difference on the negative side is obtained from the measured load of the upper car 12 and the lower car 12 depending on which car is heavier. In this case, on the basis of a balanced state where there is no bias in the loaded load by passengers or the like, in FIG. 2, the heavy state of the upper car 12 is defined as the positive side, and the heavy state of the lower car 13 is defined as the negative side. Accordingly, on the positive side, the car position adjusting drive sheave 11a is applied with a rotational biasing force in the clockwise direction, and on the negative side, the car position adjusting drive sheave 11a is applied with a rotational biasing force in the counterclockwise direction.

  Accordingly, in step S52, as shown in FIG. 7, it is determined whether the upper car 12 is heavier than the lower car 13 and the load difference is not less than a predetermined upper limit value. In step S52, the load of the upper car 12 is determined. If it is determined that the difference is not greater than or equal to the predetermined upper limit value, the routine proceeds to step 53 where the lower car 13 is heavier than the upper car 12 and the load difference is less than or equal to the predetermined lower limit as shown in FIG. It is judged whether or not.

  If it is determined in step S53 that the load difference of the lower car 13 is not less than or equal to the predetermined lower limit value, the process proceeds to step S56.

  In step S56, it is determined whether or not the car is in a constant speed operation state as shown in FIG. 4. When the car is in a constant speed operation state, the process proceeds to step S57 and the brake device of the car position adjustment drive device 11 is turned on. Next, in step S58, the car position adjustment drive sheave 11a is rotated by the car position adjustment drive device 11, and in step S59, the vertical distance between the upper car 12 and the lower car 13 is finely adjusted. This flow is to exit. In step S56, if the car does not enter the constant speed operation state, the determination in step S56 is repeated.

  Therefore, in this case, the car position adjustment drive sheave 11a does not receive a large rotational urging force from the upper car 12 and the lower car 13, so the brake device of the car position adjustment drive device 11 is released and the upper car is adjusted. Even if the position interval between the car 12 and the lower car 13 is adjusted, the phenomenon of shock or vibration in the car is not so great.

  Then, when it is determined in step S52 that the upper car 12 is heavier than the lower car 13 and the load difference is equal to or greater than a predetermined upper limit as shown in FIG. Thus, when it is determined that the lower car 13 is heavier than the upper car 12 and the load difference is equal to or less than a predetermined lower limit value, the car position adjustment drive is performed by the upper car 12 or the lower car 13. Assuming that the sheave 11a is receiving a large rotational urging force in the clockwise or counterclockwise direction, the process proceeds to step S54, and the driving force corresponding to the load difference between the upper car 12 and the lower car 13 is calculated. To do.

  As shown in FIG. 8, the driving force is set so that the driving force increases as the load difference increases. Needless to say, the greater the force applied to the rotation, the greater the impact when the brake device is released, so that this can be avoided. The load difference and the driving force may be obtained by calculation, or a relationship between the load difference and the driving force determined in advance by a method such as table lookup is stored in a table, and the driving force is calculated based on the load difference. It can be read from the table. Therefore, the driving force based on the load difference is obtained as the positive driving force or the negative driving force.

  When the driving force is obtained in step S54, the process proceeds to step S55, and a positive driving force or a negative driving force based on the load difference obtained in step S54 is generated and applied to the car position adjusting drive device 11. Specifically, the input to the electric motor for rotating the car position adjustment drive sheave 11a is adjusted. In this state, the brake device of the car position adjusting drive device 11 has not been released yet.

  Next, the process proceeds to step S56, where it is determined whether or not the car is in a constant speed operation state as shown in FIG. 4. When the car is in a constant speed operation state, the process proceeds to step S57 and the car position adjustment drive unit 11 Release the brake device.

  When the brake device is released, the rotational urging force from the upper car 12 or the lower car 13 is applied to the car position adjusting drive sheave 11a, so that the car position adjusting drive sheave 11a tries to move in the load direction. In step S55, however, the car position adjusting drive sheave 11a maintains its position because the driving force in the direction to cancel the rotational biasing force is given in advance.

  Next, the process proceeds to step S58, and since the position interval between the upper car 12 and the lower car 12 is known by the position detectors 20, 21, 22 and the like from this state, the target position interval is set. The car position adjustment driving device 11 is driven.

  When the car position adjustment drive device 11 is operated to adjust the position interval in step S58, the process proceeds to step S59, where the target position interval between the upper car 12 and the lower car 12 and the current position are determined. The car position adjustment drive sheave 11a is rotated by the car position adjustment drive device 11 while performing so-called feedback control to compare and correct the distance to finely adjust the vertical distance between the upper car 12 and the lower car 13. It is out of the leverage flow.

  As described above, the position interval between the upper car 12 and the lower car 13 is adjusted within the position interval adjustment section in which the car main frame 2 starts operation and reaches a constant speed operation state. If the position interval between the upper car 12 and the lower car 13 is adjusted in this section, the upper car 12 and the lower car 13 are released when the brake applied to the car position adjusting drive device 11 is released. If the number of passengers is different, a load is applied to the car position adjusting rope 17, and a clockwise or counterclockwise rotational urging force acts on the car position adjusting drive sheave 11a.

  Therefore, when the brake is released, the car position adjustment drive sheave 11a is forcibly rotated by the rotational biasing force, so that the car is shocked and vibrated, and passengers in the car are sensitive to this and feel uneasy. There was a problem of causing discomfort.

  On the other hand, in this embodiment, when the brake applied to the car position adjustment drive device 11 is released, a driving force in a direction to cancel the rotational biasing force and a magnitude to cancel is provided in advance. The adjustment drive sheave 11a maintains its position so that impacts and vibrations can be suppressed from occurring in the upper car 12 and the lower car 13.

  DESCRIPTION OF SYMBOLS 1 ... Hoistway, 2 ... Main cage frame, 2a ... Upper beam, 2b, 2c ... A pair of vertical frame, 2d ... Intermediate beam, 2e ... Lower beam, 3 ... Main rope, 4 ... Counterweight, 5 ... Machine room, DESCRIPTION OF SYMBOLS 6 ... Drive apparatus, 7 ... Baffle wheel, 8, 18 ... Control apparatus, 9a, 9b ... Pulley for upper car, 10a, 10b ... Pulley for lower car, 11 ... Car position adjustment drive apparatus, 11a ... Car position adjustment drive sheave , 12 ... Upper car, 13 ... Lower car, 14 ... Car frame guide rail, 15 ... Upper car guide rail, 16 ... Lower car guide rail, 17 ... Car position adjustment rope, 19a, 19b ... Elastic body, 20 Car cage position detection device, 20a, 21a, 22a ... Positioning plate, 21 ... Upper car position detection device, 22 ... Lower car position detection device, 23a, 23b ... Load sensors, 24a, 24b ... Shock absorbers, 25a, 25b ... Load detection device.

Claims (10)

A main car frame that moves up and down in the hoistway, an upper car that is arranged in the main car frame so as to be able to move up and down in the main car frame, and a lower car in the main car frame that is arranged below the upper car A car position adjustment sheave that holds the lower car and the lower car arranged in the main car frame so that the car can be moved up and down by a car position adjusting rope, and the car position adjustment A car position adjusting drive for adjusting the relative position of the upper car and the lower car by rotating the sheave and moving the upper car and the lower car in opposite directions to each other; and the car position In the double deck elevator device equipped with a control device for driving and controlling the adjustment drive device,
The control device obtains an action direction of a rotational urging force acting on the car position adjustment sheave from a load of a car on the lower side of the upper car and the car position adjustment drive device is configured to move the upper car and the lower side of the car. A double-deck elevator apparatus comprising a function of applying a driving force to the car position adjusting drive device in a direction to cancel the rotational biasing force acting on the car position adjusting sheave before adjusting the position interval of the car. In the double deck elevator apparatus according to claim 1,
The upper car and the lower car have one end fixed to the main car frame, and after the upper car is suspended, the car is wound around a car position adjustment sheave and the lower car is suspended. The car position adjustment rope is connected to the main car frame by the car position adjustment rope, and the car position adjustment sheave is wound around the car position adjustment rope between the upper car and the lower car. A double deck elevator device. In the double deck elevator apparatus according to claim 2,
The control device obtains the driving force of the car position adjustment driving device based on the load difference in addition to the direction of the rotation biasing force acting on the car position adjustment sheave from the load of the upper car and the lower car. The car position adjustment driving device cancels the rotational biasing force in a direction to cancel the rotational biasing force acting on the car position adjusting sheave before adjusting the position interval of the upper car and the lower car. A double-deck elevator device comprising a function of providing a driving force having a magnitude to the car position adjustment driving device. In the double deck elevator apparatus according to any one of claims 1 to 3,
The control device has a function of releasing a brake device of the car position adjustment drive device after a driving force is applied to the car position adjustment drive device. In the double deck elevator apparatus according to claim 4,
The controller is configured to adjust a relative position interval between the upper car and the lower car after releasing a brake device of the car position adjusting drive after applying a driving force to the car position adjusting drive. A double deck elevator apparatus comprising: In the double deck elevator apparatus according to claim 3,
The control device applies a driving force to the car position adjustment drive device when there is a predetermined load difference between the upper car and the lower car when the main car frame is in a state of constant speed operation. And a function of adjusting a relative position interval between the upper car and the lower car by releasing a brake device of the car position adjusting drive device. In the double deck elevator apparatus according to claim 3,
The control device compares a load difference between the upper car and the lower car with a predetermined upper limit value and a predetermined lower limit value based on a state in which the upper car and the lower car are balanced. And a function of obtaining a driving force of the car position adjustment driving device based on a direction of rotation urging force acting on the car position adjustment sheave and the load difference when the upper limit value is exceeded or less than the lower limit value. Features a double deck elevator device. In the double deck elevator apparatus according to claim 2,
The load of the car on the lower side of the upper car and the load detecting device provided on the beam for fixing the one end and the other end of the car position adjusting rope that holds the respective car via an elastic body Double deck elevator device characterized by being measured by. In the double deck elevator apparatus according to claim 8,
The load detecting device is configured such that the one end and the other end of the car position adjusting rope pass through the beam with a thimble rod and then pass through a fixing member to be fixed to the fixing member, and further between the beam and the fixing member. And a gap sensor for measuring a gap distance between the beam and the fixing member, and the elastic member is bent by a load applied to the fixing member, thereby the beam and the fixing member. A double deck elevator device that detects a load by a change in a gap between the two. In the double deck elevator apparatus according to claim 1,
The double-deck elevator apparatus characterized in that the load on the upper car and the lower car is measured by a load detecting device mounted in each car.

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