JP2016124682A - One shaft multi-car elevator control device and multi-deck elevator control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide one shaft multi-car elevator or the like in which a time when a car already enabled to start running is prevented from running can be shortened by promoting a door-closing operation and running start of other car positioned in the same hoistway, and thereby the efficiency of operation is improved and the discomfort of a passenger is reduced.SOLUTION: A start-up of a target car is inhibited based on a position of a destination floor of the target car completing the getting on/off and a door fully closed state, and a position of an adjacent car of the destination floor direction of the target car. A starting estimated time when the target car can start is estimated based on the position of the destination floor of the target car, the position of the adjacent car and the getting on/off state. When a door-closing button of the target car is pushed after the starting estimated time passes, a door-closing command is transmitted to the adjacent car to close a door, and the door opening other than the door-opening button of the adjacent car is invalidated before closing the door in the adjacent car, and thereby the notification of promoting the pressing of the door-closing button after the starting estimated time passes to the passenger of the target car and the notification of informing the passenger of the adjacent car of performing the door closing are performed.SELECTED DRAWING: Figure 1

Description

  The present invention relates to an elevator control device or the like in which a plurality of cars are put into service in one hoistway.

  The elevator is controlled so as not to start traveling unless the car door and the landing door are completely closed in order to prevent the user from being sandwiched between the elevator car and the building or from falling into the hoistway. In an elevator system in which a plurality of passenger cars are put into service in one hoistway, further restrictions on starting traveling further increase depending on the situation of other cars in the same hoistway and the positional relationship of each car.

One example is a one-shaft multi-car elevator system having mechanisms that can run independently in the same hoistway. In this system, even if the target car (own car) is fully closed and can start running, the other car (adjacent car) stops between the stop position of the car and the destination floor. In order to prevent the cars from colliding with each other, the cars have to wait for the start of traveling until the adjacent cars move to a position where they do not interfere with each other.
Another example is a multi-deck elevator system in which a plurality of cars move up and down in series. In this case, since all the cars move up and down together, even if one car completes door closing, it cannot start traveling unless all cars in the series complete door closing.

  When the target car is ready to start running, passengers may be anxious and uncomfortable when they cannot start running due to the influence of other cars. For example, in order to reduce occupant anxiety and discomfort with a double deck elevator, a technique is known in which a predicted time at which a lifting operation can be started from the situation of another car is determined and the time is notified to the passenger. . However, there is no effect of directly shortening the time until the start of traveling, the improvement of operation efficiency is not expected, and if the estimated time until the departure is possible is long, there is a risk that passengers will be uncomfortable.

Japanese Patent Laid-Open No. 11-228038

  As described above, in the case of one-shaft multi-car elevators and multi-deck elevators, from the viewpoint of improving operational efficiency and reducing passenger discomfort, the target car is the same even though it seems to be ready to leave at first glance. When it is not possible to start traveling due to the situation of another car installed in the hoistway, it is necessary to shorten the time until the traveling can be started.

In order to solve the above-mentioned problem, the present invention promotes the door closing operation and the start of travel of other cars located in the same hoistway, so that the car that has already been able to start travel is prevented from traveling. An object of the present invention is to provide a control device for a one-shaft multi-car elevator and a control device for a multi-deck elevator that shortens the time, and as a result, improves operational efficiency and reduces passenger discomfort.

The present invention relates to a control device for a one-shaft multi-car elevator in which a plurality of cars are put into service in the same hoistway, and the position of the target floor of the target car in the fully closed state after the boarding / exiting and the target car Car start prevention control means for preventing the start of the target car based on the position of the adjacent car in the direction of the destination floor, and when the target car is stopped by the car start prevention control means, the destination floor of the target car Based on the position of the adjacent car, the position of the adjacent car, and the boarding / alighting state, a startable time predicting means for predicting a predicted startable time at which the target car can start, and after the predicted startable time has elapsed, the target car When the door closing button is pressed, a door closing command generating means for transmitting a door closing command to the adjacent car to perform door closing, and before causing the adjacent car to perform door closing, Open door other than the open door button Door opening restriction means for disabling, notification for urging the passenger of the target car to press the door closing button after the predicted departure time has elapsed, and closing the door of the passenger of the adjacent car There is a notification control means for performing notification for informing the one-shaft multi-car elevator.
In addition, in a control device for a multi-deck elevator in which a multi-deck car having a plurality of cars connected in a hoistway is put into service, each of the multi-deck cars that are connected to a target car in a fully-closed state when the multi-deck car is completely loaded and unloaded. When the multi-deck car is stopped by the car start prevention control means and the car start prevention control means for preventing the start of the multi-deck car based on the boarding / alighting state of the connected car, Based on a possible departure time predicting means for predicting a possible departure time that the multi-deck car can leave, and when the door closing button of the target car is pressed after the predicted possible departure time has elapsed, A door closing command generating means for transmitting a door closing command to each connected car to perform door closing, and opening the doors other than the door opening button of each connected car before causing each connected car to perform door closing. A door opening restriction means for effecting, a notification for urging a passenger of the target car to press a door closing button after the estimated departure possible time has elapsed, and door closing for the passengers of each connected car A control device for a multi-deck elevator is provided with notification control means for performing notification to notify the user.

  In this invention, the door closing operation and the start of traveling of other cars located in the same hoistway are promoted, thereby shortening the time during which the car that has already been able to start traveling is prevented from traveling, resulting in operation. This has the effect of improving efficiency and reducing passenger discomfort.

It is a figure which shows typically the whole structure of the one shaft multi-car elevator system provided with the control apparatus of the one shaft multi-car elevator which concerns on Embodiment 1 of this invention. It is a figure which shows typically the case where one cage | basket | car is prevented from starting travel in the control apparatus which concerns on Embodiment 1 of this invention. It is a flowchart which shows an example of the operation | movement which accelerates | stimulates the door closing and driving | running | working start of an adjacent cage | basket | car in the passenger car with which the driving | running | working start was prevented in the control apparatus which concerns on Embodiment 1 of this invention. It is a flowchart which shows an example of the operation | movement in the passenger car with which door closing and a driving | running | working start are accelerated | stimulated in the control apparatus which concerns on Embodiment 1 of this invention. It is a figure which shows typically the whole structure of the multi deck elevator system provided with the control apparatus of the multi deck elevator which concerns on Embodiment 2 of this invention. It is a figure which shows typically the case where one cage | basket | car of a multi-deck elevator is prevented from starting travel in the control apparatus which concerns on Embodiment 2 of this invention. It is a flowchart figure which shows an example of a series of operation | movement when selecting the forced door closing operation | movement of the other cage | basket | car connected in the passenger car from which the driving | running | working start was prevented in the control apparatus which concerns on Embodiment 2 of this invention. It is a flowchart which shows an example of the operation | movement in the cage in which forced door closing operation is implemented in the control apparatus which concerns on Embodiment 2 of this invention. It is a figure which shows an example of the functional block diagram of the control processing parts 1G and 2G of FIG. It is a figure which shows an example of the functional block diagram of the control process part 3G of FIG.

  In the present invention, when the start of travel is blocked for a long time or when it is predicted that the start of travel will be stopped for a long time, the start of the travel is prevented by the button operation of the passenger of the passenger car that is closed and waiting. It is characterized by notifying passengers waiting for the start of travel to other passenger cars that are the factor that other passenger cars are in other cars, and further disabling sensors that prevent doors from closing .

  Hereinafter, an elevator control device according to the present invention will be described with reference to the drawings according to each embodiment. In each embodiment, the same or corresponding parts are denoted by the same reference numerals, and redundant description is omitted.

Embodiment 1 FIG.
FIG. 1 is a diagram schematically showing an overall configuration of a one-shaft multi-car elevator system according to Embodiment 1 of the present invention. FIG. 1 shows a configuration in which two cars are put into service in the same hoistway. FIG. 2 is a schematic diagram showing an example in which one car prevents the adjacent car from starting running in the first embodiment of the present invention. FIG. 3 is a flow chart for performing door closing promotion operation on an adjacent car that is obstructing the start of traveling by a passenger's operation in the car that has been prevented from starting traveling in the first embodiment of the present invention. is there. FIG. 4 is a flowchart relating to the operation of the car that facilitates door closing.

  As shown in FIG. 1, a car 1 and a car 2 are installed in the same hoistway. The car 1 and the car 2 are respectively connected to the counterweights 1B, 2B via ropes (main ropes) 1A, 2A indicated by two-dot chain lines. The car 1 and the counterweight 1B move up and down in opposite directions by the rotation of the hoist 1C. Further, the car 2 and the counterweight 2B move up and down in opposite directions by the rotation of the hoist 2C. The hoisting machines 1C and 2C are controlled independently from each other by different elevator control devices 1D and 2D. Further, a deflecting wheel 1E is installed between the car 1 and the counterweight 1B so that the counterweights 1B and 2B do not interfere with each other during raising and lowering.

Broadly speaking, the elevator control device 1D includes a communication unit 1F and a control processing unit 1G that performs various controls while communicating via the communication unit 1F. The communication unit 1F is connected to the hoisting machine 1C, the car operation panel 1H of the car 1, the door control device 1I, and the notification device 1J via a communication cable.
Similarly, the elevator control device 2D is also classified into a communication unit 2F and a control processing unit 2G. The communication unit 2F is connected to the hoisting machine 2C, the car operation panel 2H of the car 2, the door control device 2I, and the notification device 2J via a communication cable. The control processing unit 2G performs various controls while performing communication via the communication unit 2F.

The communication unit 1F and the communication unit 2F are also connected to each other by a communication cable. The communication units 1F and 2F of the elevator control devices 1D and 2D are connected to the encoders (not shown) of the hoisting machines (1C and 2C) and destinations installed on the car operation panels (1H and 2H). Corresponding hoistway of the corresponding car (1, 2) including floor buttons, push buttons (not shown) including door open and close buttons, and the position and state of the door detected by the door control device (1I, 2I) The operation status information necessary for the operation of the elevator, including the position of the car in the inside, the door state, the elevator operation status by the passenger, etc., is obtained using communication, and is input to its own control processing units 1G and 2G.
The position of the car in the hoistway (car position) is obtained from the encoder of the hoisting machine (1C, 2C), the door position indicating the boarding / exiting state is obtained from the door control device (1I, 2I), and the elevator operation by the passenger The situation is obtained from push buttons installed on the car operation panels (2H, 2H) and a landing button described later.
In addition, car call and hall call information is also input to the control processing unit as operation status information.

  The communication units (1F, 2F) of the elevator control devices 1D, 2D use communication cables between each other, and transmit operation status information of their own elevators to each other. The control processing unit (1G, 2G) is based on the operation status information of its own elevator and the operation status information of the other elevator obtained from the respective communication units (1F, 2F), the hoisting machine (1C, 2C), The entire elevator system is controlled by determining commands and notifications to the doors (not shown) and the cars (1, 2) and sending them to each device via the communication units (1F, 2F). The control processing units (1G, 2G) include a storage area for storing information exchanged with the communication units (1F, 2F) and various data calculated by its own processing.

  In addition, the elevator control devices 1D and 2D further obtain and use the landing button operation status (landing call) from the landing button 10 of each landing as represented by broken lines as operation status information including the elevator operation status. .

  As an example of the configuration of the elevator control devices 1D and 2D, the communication unit (1F, 2F) is composed of a transceiver, and the control processing unit (1G, 2G) is controlled by hardware such as a processor and a memory, and by the processor. Software consisting of a program stored in a memory. The memory (including the volatile area and the nonvolatile area) also stores various data necessary for the control process and various data of the control process result.

  An example of a functional block diagram of the control processing units 1G and 2G is shown in FIG. 9, for example. The control processing units 1G and 2G drive and stop the cars 1 and 2 by driving the hoisting machines 1C and 2C according to the communication control unit G1, which communicates with the communication units 1F and 2F, the normal car call and the hall call. A car basic control unit G2 and a car start prevention control unit G3, a possible departure time prediction unit G4, a notification control unit G5, a door closing command generation unit G6, and a door opening restriction unit G7 according to the present invention described below are included. These are executed by the processor according to a program stored in a memory corresponding to the storage unit GM. That is, the processors are indicated by G1-G7.

  Although the elevator control devices 1D and 2D can independently control the elevator 1 and the elevator 2 by the communication control unit G1 and the car basic control unit G2, the elevator control devices 1D and 2D communicate with each other. Since they are connected by cable and can know the position in the hoistway of each other's car, the door state, etc., each control processing unit (1G, 2G) will start when the car starts running by calling the car etc. When the car is positioned in the vicinity of the traveling direction, it can be recognized that there is a risk that the cars will collide with each other. In such a case, the car activation prevention control unit G3 of the control processing unit (1G, 2G) performs control so that its own car does not start traveling.

  FIG. 2 is a diagram for explaining an example in which the car 2 prevents the car 1 from starting to travel. In FIG. 2, the car 1 is stopped at the third floor hall and the door is closed. Furthermore, it is assumed that the second floor has already been registered as the destination floor of the car 1. In addition, it is assumed that the car 2 is stopped at the second floor hall and that the first floor is registered as the destination floor. However, it is assumed that the car 2 is kept open due to factors such as passengers getting on and off.

  As a case where the door cannot be closed because there are users getting on and off, when the user at the landing is operating the elevator call button (the landing button 10) at the landing, or the door opening button (the car operation in the car) It is conceivable that the panel 1H) is operated by a passenger. In addition, a safety device using a photoelectric sensor (door control device 1I) is installed on the door, and the door is closed even if a person or object is detected between the doors. Operation is blocked.

  In the case of the example in FIG. 2, when paying attention to the car 1, since the second floor has already been registered as the destination floor and the door has been closed, the vehicle immediately starts traveling downward and heads to the second floor. This is the original operation. However, since the car 2 is stopped on the second floor with its door open, the car 1 cannot start running so that the cars do not collide with each other. The car 1 is allowed to start running toward the second floor only after the door 2 is closed and the car 2 starts running toward the first floor.

  In the case of the above example, in order to prevent the cars from colliding with each other, it is unavoidable to control the car 1 so that the car 1 does not start to run by the car activation prevention control unit G3 of the control processing unit 1G of the car 1. However, a possible departure time prediction unit G4, a notification control unit G5, a door closing command generation unit G6, a door for the purpose of preventing a decrease in operation efficiency and alleviating the uncomfortable feeling of a user riding in the car 1. The opening restriction unit G7 performs an operation for prompting the car 2 to close and start running by operating a push button installed on the car operation panel 1H in the car 1.

  Here, the door closing / running start promoting operation for the car 2 based on the flowcharts of FIGS. 3 and 4 in the example shown in FIG. 2 will be described.

  First, FIG. 3 is an operation flow in the car 1. In the case of FIG. 2, the car basic control unit G2 registers the second floor as the destination floor, and when the door is completely closed, the car is ready to start traveling downward (step S1). .

  If the car 2 is located on the first floor or the basement floor, the car basic control unit G2 causes the car 1 to immediately start traveling toward the second floor, but the car start prevention control unit G3 From the situation shown in FIG. 2, it is determined that the car 1 is prevented from starting to run by the car 2 (step S2).

  At this time, the notification control unit G5 outputs a command for notifying the notification device 1J of the car 1 of a message telling the own car, that is, the passenger of the car 1, that the vehicle 1 waits for a while to start running (step S3). When the notification device 1J detects the command, it notifies an appropriate message. The notification form may be a voice message such as an announcement or a display message using an indicator or the like (the same applies hereinafter).

  Next, the possible departure time prediction unit G4 calculates the estimated departure time of the car 1, and stores the calculation result in the data storage area of the storage unit GM (step S4). The estimated departure time T of the car 1 is calculated from the operation status of the car 2 that can be obtained by the communication unit 1F. For example, the predicted departure time T is calculated by the following equation (1).

T = X + Y + Z + α (1)
here,
X: Opening duration when there is no subsequent passenger getting on and off in the car 2,
Y: Time required for the door of the car 2 to reach the fully closed state from the fully open state,
Z: Time required for the car 2 to move from the second floor (current floor) to the first floor (one floor ahead of the destination floor of the car 1),
α: Time until the door closing promotion operation is implemented

  X, Y, Z, and α may be constants set by the designer at the time of designing the elevator system, or may be determined from data measured during operation of the elevator. For example, X is a fixed value set by the elevator system designer, Y is a value that is uniquely determined by the door closing speed of the elevator door during normal service, and Z is a travel when the car travels from the second floor to the first floor. It can be calculated based on the speed change and the inter-floor distance between the first floor and the second floor. Specifically, the traveling speed when the car travels from the second floor to the first floor is considered as a function of time, the integral function is obtained, and the time when the value of the integral function is equal to the distance between the first floor and the second floor May be defined as Z. Further, α can be a constant that is appropriately set by the designer of the elevator system in order to prevent the convenience of the door closing in the present invention from impairing the convenience. These preset data are stored in a memory (storage unit GM).

  Thereafter, the car activation prevention control unit G3 of the car 1 measures an elapsed time until the car 1 can start running. When the time T has not elapsed, the car start prevention control unit G3 repeatedly checks the state of the car 2 (steps S5 to S6). If the car 1 can start running before the time T has elapsed, the car start prevention control unit G3 confirms this, and the car basic control unit G2 directs the car 1 to the second floor. (Step S6 → S11).

  On the other hand, when the time T has elapsed without the car 2 being fully closed, the notification control unit G5 performs a door closing button operation on the notification device 1J of the car 1 via the communication unit 1F. A command for executing the notification to be promoted (instructed) is output (step S5 → S7). This notification is a message intended for passengers in the car 1. Even after this message is output, the car activation prevention control unit G3 continues the process of monitoring the status of the car 2 and confirming whether the car 1 can start running (steps S8 → S10).

  If the passenger of the car 1 operates the door closing button in response to the message before the car 1 starts traveling (step S8), the door closing button is operated from the car operation panel 1H of the car 1. Information is transmitted to the control processing unit 1G via the communication unit 1F of the elevator control device 1D. Then, the door closing command generation unit G6 generates a forced door closing command for the control device 2D of the car 2, and outputs the command to the control device 2D via the communication unit 1F (steps S8 → S9).

  The behavior of the elevator control device 2D that has received the forced door closing command and the operation of the car 2 will be described later. Even after the forced door closing command is output, the car start prevention control unit G3 of the control processing unit 1G continuously monitors the status of the car 2 and confirms whether the car 1 can start running. Eventually, when the car 1 can start traveling, the car basic control unit G2 causes the car 1 to travel toward the second floor (steps S10 → S11).

  On the other hand, FIG. 4 shows the operation of the control device 2D that has received a forced door closing command from the control device 1D of the car 1 and the operation flow of the car 2. First, when the control device 2D has not received a forced door closing command from the control device 1D of the car 1, the car basic control unit G2 of the control processing unit 2G of the control device 2D operates normally in the car 2. Is continued (step S12 → S13).

  When the forced door closing command from the control device 1D of the car 1 is detected in the communication unit 2F of the control device 2D, the forced door closing command is sent to the control processing unit 2G. In the control processing unit 2G, the door closing command generating unit G6 confirms information on the door state from the door control device 2I of the car 2, and if the door closing has already been completed, the special control is not performed. First, the car basic control unit G2 causes the car 2 to perform a normal operation (step S14 → 13).

  If the door of the car 2 is left open, the notification control unit G5 of the control processing unit 2G causes the door closing promotion operation to the notification device 2J of the car 2 via the communication unit 2F. A command for informing the passenger of the selection is output (step S14 → S15). At this time, the door opening restriction unit G7 also outputs a command for invalidating the photoelectric sensor for detecting the passenger installed in the door control device 2I and stopping the door closing operation to the door control device 2I (step S16). ). This is a treatment that takes into account the case where the passenger has closed the door against his / her intention, unlike when the door is blocked by a door open button or the like. In this case, for example, door opening other than the door opening button is disabled.

  Thereafter, the door closing command generation unit G6 of the control processing unit 2G outputs the door closing command to the door control device 2I of the car 2 via the communication unit 2F, thereby performing the door closing operation of the car 2. Implement (step S17). However, when the door opening button in the car is operated, it is determined that the door closing is prevented by the intention of the passenger of the car 2, and it is dangerous to carry out the control for closing the door against that intention. Therefore, in such a case, the car basic control unit G2 performs the door opening operation (steps S18 → S19).

  By adopting the control method as described above, the operation of the elevator in the car 1 can prompt the door 2 to close and start running, and the car 1 can be prevented from starting excessively. Can be prevented.

  In the example shown in FIG. 2, the case where the destination floor of the car 1 is a floor adjacent to the stopped floor is taken up. Suppose that the destination floor of the car 1 is the third basement floor that is further away. In this case, to prevent the car 1 from colliding with the car 2 while moving from the third floor to the third basement, the car 2 must move from the second floor to at least the fourth basement. At this time, if the car 2 is registered with a destination floor between the first floor and the third basement floor, or if it travels while responding to a call from a landing on the middle floor, it will reach the fourth basement floor The required time increases. In such a case, among the variables for calculating the estimated departure possible time T of the car 1, it is necessary to replace the required time Z for the car to move with an appropriate value Z '. In addition, when the traveling direction is reversed before the car 2 reaches the destination floor of the car 1, the waiting time for the car 1 is further increased. Car 1 is not assigned to the car 2 so that the car 2 does not turn in the dark. For example, the car 2 is not assigned, and the car 2 does not respond to the car call behind the car 2 when the car 2 is traveling upward. Since it can be controlled by the two car basic control units G2, in this embodiment, it is not considered when calculating the estimated departure possible time T of the car 1.

  At this time, the maximum value of the estimated required time, that is, the required time for the car 2 to move while stopping on each floor up to the fourth floor may be set as Z ′, or the required time Z ′ The expected departure time T of the car 1 may be determined as a function of the number of floors that the car 2 must stop. The number of floors that the car 2 must stop can be easily determined from information on the registered destination floor (car call) of the car 2 and the presence / absence of a call from the landing (call to the hall). The information is input to the control processing unit 1G via the communication unit 2F of the elevator control device 2D and the communication unit 1F of the elevator control device 1D, and is used for calculation of the predicted departure time T. A specific method for calculating Z 'is shown below. The stop position of the car 2 and the distance from the destination floor of the car 1 to the next floor is D, the stop call number for the car 2 landing call, the car stop response number N, and the rated speed of the car 2 V It is defined as Approximately, the time required for the car 2 to travel from the destination floor of the car 1 to the next floor is calculated by D / V. Further, if an increment of time required when the car call or the hall call is stopped is defined as aN using the constant coefficient a, an approximate value of the required time can be obtained as Z '= D / V + aN.

  Moreover, in this Embodiment 1, when the forced door closing command from the car 1 to the car 2 is output unnecessarily, the passenger getting on and off the passenger in the car 2 will get too short, which may be inconvenient. There is. In such a case, it is possible to prevent forced door closing from being performed at an inappropriate time by appropriately setting the estimated departure possible time T of the car 1. For example, the constant α that can be freely set by the designer of the elevator system can be set to a larger value, and the timing for performing the forced door closing can be delayed. Alternatively, the number of passengers in the car 2 can be obtained by the control processing unit 1G of the car 1 (using the measured value of a load weighing meter (not shown) provided in the car), and the number of passengers in the car 2 is If there are many, it is determined that it may take more time to get on and off than usual, and there is also a method of setting the predicted departure time T to a larger value. When the latter method is used, by using the constant coefficient b, the increase in required time by getting on and off the passenger can be obtained as bL from the load L, and the calculation formula of Z ′ can be set as Z ′ = D / V + aN + bL. .

  Further, in the first embodiment, the case where there are two cars in service in the same hoistway is described. However, the number of cars is three or more, that is, the own car and a plurality of other cars. However, the operation status of each other's car is transmitted to each control processing unit, and when a car that is prevented from starting to travel appears, the estimated start time T of that car is set as the start of travel. The present invention can be implemented with the same operation flow by appropriately obtaining the state of all the cars that are obstructing.

  Specifically, a case will be described in which three cars are in service in the same hoistway. In order from the car installed at the bottom, the car 1, car 2 and car 3 will be referred to as the car between the stop position of the car 1 and the destination floor set for the car 1. 2. Consider a case in which both cars 3 are present. At this time, it is possible to calculate the estimated departure possible time T2 for the car 2 due to the car 2 being prevented from being activated with respect to the car 3 in the same manner as described above. In calculating T2, the floor to which the car 3 should move is farther than the floor one that is the destination floor of the car 1 and the floor one car ahead of the destination floor of the car 2. Set as floor. Next, a possible departure time T1 for the car 1 is obtained. When obtaining T1, it is assumed that the car 2 starts to travel when the time T2 has elapsed, and the time Z2 required for the car 2 to reach the next floor of the car 1 destination floor If it calculates | requires with the calculation formula similar to Z '= D / V + aN + bL, the departure possible | forecast estimated time T1 of the car 1 can be calculated as T1 = T2 + Z2. For the car 1, when the estimated departure time T1 has elapsed, if either the car 2, the car 3, or both of the cars are not yet closed, the car is not closed On the other hand, it carries out notification for door closing promotion and outputs a door closing command.

  The communication control unit G1 of each car control processing unit is a communication control unit, the car basic control unit G2 is a car basic control unit, the car start prevention control unit G3 is a car start prevention control unit, and a startable time predicting unit G4 is started. The possible time predicting means, the notifying control unit G5 constitutes notifying control means, the door closing command generating part G6 constitutes a door closing command generating means, the door opening restricting part G7 constitutes a door opening restricting means, and the storage part GM constitutes a storing means. Moreover, it is good also as a structure which puts together the control processing part of each cage | basket | car, and intensively controls each said functional block G1-G7, GM for each function.

In addition, the car start prevention control means configured by the car start prevention control unit G3 is based on the position of the destination floor of the target car in the fully closed state after getting on and off and the position of the adjacent car in the direction of the destination floor of the target car. Although the start of the car is blocked, the destination floor of the target car and its position are obtained from each car basic control unit G2, and the position of the adjacent car is obtained from the detected value of the encoder of the hoisting machine.
Further, the possible departure time predicting means configured by the possible departure time predicting unit G4 is configured such that when the target car is stopped by the car start prevention control means, the position of the target car on the destination floor, the position of the adjacent car, and the boarding / exiting state. On the basis of this, a predicted startable time at which the target car can start is predicted, and the boarding / alighting state of the adjacent car is obtained from the door state from the door control device of the adjacent car.

Embodiment 2. FIG.
Next, as a second embodiment of the present invention, consider a multi-deck elevator system in which a multi-deck car formed by connecting a plurality of passenger cars moves up and down in a hoistway. Hereinafter, for convenience of explanation, a double deck elevator system in which two passenger cars are connected will be described as an example. FIG. 5 is a diagram schematically showing an overall configuration of a double (multi) deck elevator system according to Embodiment 2 of the present invention. FIG. 6 is a schematic diagram showing an example in which the start of traveling of the double deck car is hindered because the lower car door is open in the second embodiment of the present invention.
FIG. 7 is a flowchart for selecting a forced door closing operation for a car that is obstructing the start of traveling by the operation of a passenger in Embodiment 2 of the present invention. FIG. 8 is a flowchart relating to the operation of the car when the forced door closing operation is selected.

  As shown in FIG. 5, the double deck car 3 has a shape in which two passenger cars 31 and 32 are connected vertically. The upper car 31 is called “upper car”, and the lower car 32 is called “lower car”. The double deck car 3 is connected to a counterweight 3B via a rope 3A indicated by a two-dot chain line. As the hoisting machine 3C rotates, the double deck car 3 moves up and down in the hoistway with the upper car and the lower car connected. The hoisting machine 3C is controlled by an elevator control device 3D. Further, a deflecting wheel 3E is installed so that the counterweight 3B does not interfere with the double deck car 3.

  The functions of the elevator control device 3D are roughly classified into a communication unit 3F and a control processing unit 3G that performs various controls while communicating via the communication unit 3F. The communication unit 3F includes a hoisting machine 3C, a car operation panel 3H of the upper car 31, a door control device 3I, a notification device 3J, a car operation panel 3K of the lower car 32, a door control device 3L, a notification device 3M and a communication cable. Connected through.

The communication unit 3F of the elevator control device 3D includes an encoder (not shown) of the hoisting machine 3C connected to itself, a destination floor button installed on the car operation panels 3H and 3K, a door opening and a door closing button. For elevator operations, including buttons (not shown), the position and state of the doors detected by the door control devices 3I and 3L, the position in the hoistway of the double deck car 3, the door state, the passenger operating status, etc. Necessary operation status information is obtained using communication and input to its own control processing unit 3G.
The position of the car in the hoistway (car position) is obtained from the encoder of the hoisting machine 3C, the door position and state are obtained from the door control devices 3I and 3L, and the elevator operation status by the passenger is installed in the car operation panels 3H and 3K. It is obtained from the pushed button and the landing button described later.

  The control processing unit 3G determines commands and notifications of the hoisting machine 3C, the door (not shown), the upper car 31 and the lower car 32 based on the operation status information of the double deck car 3 obtained from the communication unit 3F. The entire elevator system is controlled by sending it to each device via the communication unit 3F. The control processing unit 3G includes a storage area for storing information exchanged with the communication unit 3F and various data calculated by its own processing.

  In addition, the elevator control device 3D further obtains and uses the landing button operation state (landing call) from the landing button 10 of each landing as represented by the broken line as operation state information including the elevator operation state.

  As an example of the configuration of the elevator control device 3D, the communication unit 3F is composed of a transceiver, and the control processing unit 3G is stored in a memory for causing the processor to perform control processing and hardware such as a processor and a memory. It consists of software consisting of programs. The memory (including the volatile area and the nonvolatile area) also stores various data necessary for the control process and various data of the control process result.

  An example of a functional block diagram of the control processing unit 3G is shown in FIG. 10, for example. The control processing unit 3G includes a communication control unit 3G1 that communicates with the communication unit 3F, a car basic control unit 3G2 that drives the hoisting machine 3C in accordance with a normal car call and landing call to run and stop the double deck car 3, and A car start prevention control unit 3G3, a possible departure time prediction unit 3G4, a notification control unit 3G5, a door closing command generation unit 3G6, and a door opening restriction unit 3G7 according to the present invention described below are included. These are executed by the processor in accordance with a program stored in a memory corresponding to the storage unit 3GM. That is, the processor is indicated by 3G1-3G7.

  In the above configuration, the difference from the first embodiment is that the two connected cars, the upper car 31 and the lower car 32, must always perform a common operation for running and stopping in the vertical direction in the hoistway. is there. However, the control of the door device and the notification control of the car can be controlled independently by the upper car 31 and the lower car 32. Therefore, when the destination floor is registered in one car (own car) and the door closing is completed, there is a case where the door of the opposite car (connection car) remains open. At this time, the destination floor and door state of each car are sent to the control processing unit 3G via the communication unit 3F. When the door is opened in one of the cars, the control processing unit 3G controls the double deck car 3 so as to continue the stopped state in order to prevent a user from being caught between the door and the building.

  FIG. 6 shows an example in which the lower car 32 prevents the double deck car 3 from starting to run. Since the first floor is registered as the destination floor in the upper car 31 and the door is closed, it is possible to start the double deck car 3 as soon as possible from the viewpoint of the passengers in the upper car 31. Looks like there is. However, the control processing unit 3G detects that the lower car 32 is in a door open stop state on the second floor, and prevents the double deck car 3 from starting to run. In such a case, the lower car 32 is urged to close by the control method similar to that of the first embodiment, and the elevator car 3 starts to travel immediately.

  Here, the operation | movement which prompts the door closing of the lower cage | basket | car 32 based on the flowchart of FIG.7 and FIG.8 in the example shown in FIG. 6 is demonstrated.

  First, FIG. 7 is an operation flow focusing on the upper car 31. In the case of FIG. 6, the basic car control unit 3G2 registers the first floor of the upper car 31 as the destination floor, and when the door is closed, the car is ready to start traveling downward (step S21). .

  In the situation shown in FIG. 6, the car start prevention control unit 3G3 determines that the double deck car 3 is prevented from starting running due to the lower car 32 being opened (step S22). At this time, the notification control unit 3G5 outputs a command for notifying the notification device 3J of the upper car 31 of a message telling the passengers of the upper car 31 to wait for a while to start traveling (step S23). When the notification device 3J detects the instruction, it notifies an appropriate message. The notification form may be a voice message such as an announcement or a display message using an indicator (the same applies hereinafter).

  Next, the possible departure time prediction unit 3G4 calculates the estimated departure time of the double deck car 3, and stores the calculation result in the data storage area of the storage unit 3GM (step S24). In FIG. 7, the predicted startable time T of the double deck car 3 is equal to the predicted value of the time required for the lower car 32 to be fully closed. The value of the estimated departure possible time T is calculated from the situation of the lower car 32 that can be obtained by the communication unit 3F. For example, the predicted departure time T is calculated by the following equation (2).

T = U + V + α (2)
here,
U: Opening duration when there is no subsequent passenger entry / exit in the lower car 32,
V: Time required for the door of the lower car 32 to reach the fully closed state from the fully open state,
α: Time until the door closing promotion operation is implemented

  U, V, and α may be constants set by the designer at the time of designing the elevator system, or may be determined from data actually measured during operation of the elevator. For example, U can be a fixed value set by the elevator system designer, and V can be a value uniquely determined from the door closing speed of the elevator door during normal service. Further, α can be a constant that is appropriately set by the designer of the elevator system in order to prevent the convenience of the door closing in the present invention from impairing the convenience. These preset data are stored in a memory (storage unit GM).

  Thereafter, the car activation prevention control unit 3G3 measures an elapsed time until the double deck car 3 can start running. When the time T has not elapsed, the car start prevention control unit 3G3 repeatedly checks the state of the lower car 32 (steps S25 → S26). If the lower car 32 is fully closed before the time T has elapsed, the car start prevention control unit 3G3 confirms this, and the car basic control unit 3G2 starts running the double deck car 3 (step). S26 → S31).

  On the other hand, when the time T has elapsed without the lower car 32 being fully closed, the notification control unit 3G5 performs a door closing button operation on the notification device 3J of the upper car 31 via the communication unit 3F. A command for executing the notification to be promoted (instructed) is output (step S25 → S27). This notification is a message intended for passengers in the upper car 31. Even after this message is output, the car activation prevention control unit 3G3 continues the process of monitoring the status of the double deck car 3 and confirming whether the double deck car 3 has started running (step S28 → S30).

  If the passenger of the upper car 31 operates the door closing button in response to the message before the lower car 32 is completely closed, information indicating that the door closing button has been operated from the car operation panel 1H of the upper car 31 is the elevator. The data is transmitted to the control processing unit 3G via the communication unit 3F of the control device 3D. Then, the door closing command generator 3G6 selects the forced door closing operation of the lower car 32 (steps S28 → S29).

  Details of the forced door closing operation of the lower car 32 will be described later. Even after the forced door closing operation is selected, the car start prevention control unit G3 of the control processing unit 3G continuously monitors the status of the lower car 32 and confirms whether the double deck car 3 can start running, Eventually, when the lower car 32 is fully closed and the double deck car 3 can start to travel, the travel is started (steps S30 to S31).

  On the other hand, FIG. 8 shows an operation flow of the lower car 32 in which the forced door closing operation is selected. First, when the forced door closing operation is not selected, the car basic control unit G2 causes the lower car 32 to continue the normal operation (steps S32 → S33).

  When the forced door closing command is detected in the control processing unit 3G, the door opening restriction unit 3G7 confirms the information on the door state from the door control device 3L of the lower car 32, and if the door closing has already been completed, No special control is performed, and the car basic control unit 3G2 causes the lower car 32 to perform a normal operation (steps S34 → S33).

  If the door of the lower car 32 remains open, the notification control unit 3G5 of the control processing unit 3G causes the door closing promotion operation to the notification device 3M of the lower car 32 via the communication unit 3F. A command for informing the passenger of the selection is output (step S34 → S35). At this time, the door opening restriction unit 3G7 also outputs a command to invalidate the photoelectric sensor installed in the door control device 3L to the door control device 3L (step S36). In this case, for example, door opening other than the door opening button is disabled.

  Thereafter, the door closing command generating unit G6 of the control processing unit 3G outputs the door closing command to the door control device 3L of the lower car 32 via the communication unit 3F to perform the door closing operation of the lower car 32. Implement (step S37). However, when the door opening button in the lower car 32 is operated, it is determined that the door closing is prevented by the intention of the passenger of the lower car 32, and the door closing control is executed against the intention. Since there is a danger, the door opening operation is performed in such a case (steps S38 → S39).

  By adopting the control method as described above, the operation of the elevator in the upper car 31 can prompt the door closing operation of the lower car 32 and the start of running of the double deck car 3, and the double deck car 3 can be driven quickly. Can be started.

  Further, as in the first embodiment, it is not desirable to select the forced door closing operation for the double deck elevator mentioned in the second embodiment. In order to prevent this, it is conceivable to appropriately set the startable time T. For example, consider a configuration in which the control processing unit 3G can obtain information on the load on the car (by a load weight meter provided on the car), the registration status of the destination floor (car call), and the registration status of the hall call. At this time, for example, when the load on the car is large and the destination floor registration is only a single floor, it is considered that there are many users getting off on that floor. In such a case, it is assumed that the door opening time on that floor becomes long. Assuming such a case, the time α that is a grace period until the door closing promotion operation is performed, which is defined when calculating the possible departure time T of the double-deck car 3, is subjected to the forced door closing operation. A method of replacing the load value of the car and the function α ′ of the number of floors where the call exists can be considered. A specific example for obtaining α ′ is shown below. Let L be the load value of a car that is getting on and off, and N be the number of car calls registered immediately before the car arrives at the stop floor. At this time, α ′ = a (L / N) is defined using the constant coefficient a. By using such α ′, when the number of calls is small compared to the car load, that is, when there is a possibility that many passengers will get off at the stop floor, the elevator startable predicted time T is set to a large value. Can be set.

  Further, in the second embodiment, even when the number of connected cars is three or more, the operation state of each other's cars is transmitted to the control processing unit 3G, and the start of travel is prevented. When the car appears, the present invention can be implemented in the same operation flow by appropriately obtaining the estimated time T that can be taken from the car from the state of all the cars that are preventing the start of traveling. For example, in an elevator in which three cars are connected, the car 1, the car 2, and the car 3 will be referred to in order from the car below. If the car 2 and the car 3 are both in an unfinished state when the car 1 is completely closed, the passengers 2 and 3 will be given the duration of unoccupied door opening. When the time required to reach the fully closed state from the fully open state is defined as V2 and V3, and the time α2 and α3 that are postponed until the door closing promoting operation is performed, the estimated departure time T of the elevator concerned May be set as a larger value of (U2 + V2 + α2) and (U3 + V3 + α3).

  The communication control unit G1 of the control processing unit is a communication control unit, the car basic control unit G2 is a car basic control unit, the car start prevention control unit G3 is a car start prevention control unit, and a startable time predicting unit G4 is a startable time prediction. The notification control unit G5 is a notification control unit, the door closing command generating unit G6 is a door closing command generating unit, the door opening limiting unit G7 is a door opening limiting unit, and the storage unit 3GM is a storage unit.

  In addition, the car start prevention control means configured by the car start prevention control unit 3G3 is configured so that the multi-deck car can be controlled based on the state of getting on / off of each connected car connected to the target car in the fully-closed state after the multi-deck car is completely boarded When the startable time predicting unit configured by the startable time predicting unit 3G4 to prevent start and the multideck car is stopped by the car start prevention control unit, the multideck is determined based on the boarding / alighting state of each connected car. The estimated departure possible time when the car can start is predicted, and the boarding / alighting state of each connected car is obtained from the door state from the door control device of the connected car.

  The present invention is not limited to the above embodiments, and includes all possible combinations thereof.

1,2,31,32 Ride car, 1A, 2A, 3A rope (main rope),
1B, 2B, 3B weight, 1C, 2C, 3C hoisting machine,
1D, 2D, 3D elevator control device, 1E, 3E baffle,
1F, 2F, 3F communication unit, 1G, 2G, 3G control processing unit,
1H, 2H, 3H, 3K car operation panel, 1I, 2I, 3I, 3L door control device,
1J, 2J, 3J, 3M alarm device, 3 double deck cage,
3G1, G1 communication control unit, 3G2, G2 car basic control unit,
3G3, G3 car start prevention control unit, 3G4, G4 departure possible time prediction unit,
3G5, G5 notification control unit, 3G6, G6 door closing command generation unit,
3G7, G7 door opening restriction unit, 3GM, GM storage unit,
10 Platform button.

Claims (6)

A control device for a one-shaft multi-car elevator in which a plurality of cars are put into service in the same hoistway,
Car start inhibition control means for preventing the start of the target car based on the position of the destination floor of the target car in the fully closed state after getting on and off and the position of the adjacent car in the direction of the destination floor of the target car;
When the target car is stopped by the car start prevention control means, based on the destination floor position of the target car, the position of the adjacent car, and the boarding / alighting state, the target car can start. A possible departure time prediction means for predicting time;
A door closing command generating means for transmitting a door closing command to the adjacent car and closing the door when the door closing button of the target car is pressed after the estimated departure possible time has elapsed;
Door opening limiting means for invalidating door opening other than the door opening button of the adjacent car before closing the door in the adjacent car;
Notification control means for instructing passengers in the target car to press a door closing button after the predicted departure time has elapsed and for informing the passengers in the adjacent car that door closing is to be performed. When,
One-shaft multi-car elevator control device.   2. The one-shaft multi-car elevator control device according to claim 1, wherein the possible departure time predicting unit performs prediction based on a car call and a hall call of the target car and the adjacent car.   The control device for a one-shaft multi-car elevator according to claim 1 or 2, wherein the notification control means further notifies a passenger of the target car that the car is being stopped by the car start prevention control means. In a control device for a multi-deck elevator that operates a multi-deck car in which a plurality of cars are connected in a hoistway,
Car start prevention control means for preventing the start of the multi-deck car based on the boarding / alighting state of each connected car connected to the target car in the door fully closed state after boarding / exiting the multi-deck car;
When the multi-deck car is stopped by the car start prevention control means, based on the boarding / alighting state of each connected car, a possible start time prediction for predicting a possible start time for the multi-deck car is predicted. Means,
A door closing command generating means for transmitting a door closing command to each of the connected cars and closing the door when the door closing button of the target car is pressed after the estimated departure possible time has elapsed;
Door opening restricting means for invalidating door opening other than the door opening button of each connected car before closing each connected car;
Notification control for instructing passengers in the target car to press the door closing button after the estimated departure time has elapsed, and informing the passengers in each connected car to perform door closing Means,
A control device for a multi-deck elevator, comprising:   5. The control apparatus for a multi-deck elevator according to claim 4, wherein the possible departure time predicting means performs prediction based on a further car call and landing call of the target car and each of the connected cars.   6. The control apparatus for a multi-deck elevator according to claim 4, wherein the notification control means further notifies a passenger of the target car that the car is being stopped by the car start prevention control means.

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