JP2019081647A - Double deck elevator - Google Patents

Abstract

To provide a double deck elevator capable of grasping a car interval more accurately than before even when an upper car or a lower car vibrates.SOLUTION: A double deck elevator comprises: a moving unit 22 which is car interval adjustment means for adjusting a car interval D in a vertical direction between an upper car 14 and a lower car 16 supported inside an outer car frame 12 in a vertically separated state by a wire rope 20 which is support means having elasticity in the vertical direction; a magnetic scale 28 which is car position detection means for detecting a position of at least one of the upper car 14 and the lower car 16 in the vertical direction with respect to the outer car frame 12; and a sub control device 66 functioning as car position data acquisition means for acquiring a group of car position data including a plurality of car position data by sampling detection results by the magnetic scale 28 after the car interval D is adjusted, and as car interval indexing means for indexing the adjusted car interval D from the acquired group of car position data.SELECTED DRAWING: Figure 1

Description

  BACKGROUND OF THE INVENTION Field of the Invention The present invention relates to a double deck elevator, and more particularly to a double deck elevator in which an upper car and a lower car are provided in an outer car frame.

  The double deck elevator, which has a two-story structure with an upper cage and a lower cage installed in an outer car frame that moves up and down in the hoistway, has a transportation capacity compared to a single car elevator. Excellent. In addition, the installation space for obtaining the same transport capacity can be reduced. For this reason, introduction to large scale high-rise buildings is being promoted.

  The outer car frame is connected to a counterweight by a main rope, and the main rope is hung on a sheave of a hoist installed in a machine room on the hoistway. Then, by driving the hoisting machine motor constituting the hoisting machine and rotating the sheave, the outer car frame is moved up and down to the target stop position corresponding to the target floor of each of the upper and lower cars, The upper car and the lower car are placed on different floors.

  By the way, depending on the building, the floor height may be uneven. For example, the first floor is an entrance hall with a high ceiling, and the second floor and above is an office floor with a ceiling lower than the first floor.

  Thus, in the double deck elevator installed in a building with uneven floor height, it is necessary to adjust the distance between the upper car and the lower car according to the floor heights of the upper and lower two floors to be landed simultaneously. As a double-deck elevator that enables this adjustment, the upper car is suspended at one end of a wire rope that is a type of cord-like body that is hung and folded back on a drive sheave that is rotationally driven by a drive motor. The one having a configuration in which the lower car is suspended is known (Patent Document 1, Patent Document 2). In the configuration, the wire rope functions as a support means for supporting the upper car and the lower car in the outer car frame vertically spaced apart.

  According to the configuration, when the drive sheave is rotated in the first direction by the drive motor and the lower car is pulled up and raised, the upper car is lowered and the distance between the cars can be shortened. When the upper car is pulled up and raised by rotating it in a second direction opposite to that of the lower car, the lower car can be lowered and the car interval can be increased, so that the car interval can be changed. At that time, the rotation angle detected by a rotary encoder provided coaxially with the drive sheave is monitored, and the detected rotation angle is associated with a predetermined car interval (a car interval matching the height of the destination floor) By stopping the rotation of the drive sheave when the rotation angle is matched, the distance between the upper and lower cars can be adjusted to the desired floor.

  It is desirable to actually measure the cage interval before the outer cage frame arrives at the target stop position that the cage interval adjusted as described above is correctly adjusted. As a result, a series of operation operations from the landing of each of the upper and lower cars to the opening and closing of the car door becomes smooth, which contributes to the improvement of the transportation efficiency of passengers. The car interval is detected, for example, by the detection means by detecting the position in the vertical direction with respect to the outer cage frame of the upper and lower cars (hereinafter referred to as "car position"), and the car position detected by one car and the other car It can be measured by the difference in car position.

  However, since the wire ropes that suspend the upper and lower cars have elasticity in the vertical direction (longitudinal direction), for example, when a passenger jumps in the car, the car vibrates up and down due to this. There is a case. Regardless of when the car is at rest with respect to the outer cage frame, the car position detected when vibrating up and down in this way can not identify which position in the upper and lower amplitudes of the car. There is a risk that the car spacing may not be accurately measured with only one car position.

  The above-mentioned problems are not limited to double deck elevators in which the support means of the upper and lower cars are wire ropes, but as another support means, for example, the plunger is relatively moved in the axial direction with respect to the cylinder. Double deck elevator supported with upper and lower cars separated vertically in the outer cage frame by the hydraulic jacks provided in a posture in which the axial center direction is the vertical direction using the hydraulic jacks of the configuration The same is true for double deck elevators where such vibrations as described above may occur in the car.

JP, 2011-116541, A Patent No. 5523625 gazette Patent No. 5837800

  An object of the present invention is to provide a double deck elevator capable of grasping a car interval more accurately than ever, even if the upper car or the lower car is vibrating, in view of the above-mentioned problems.

  In order to achieve the above object, a double deck elevator according to the present invention raises and lowers an outer car frame in a hoistway to a target stop position, and supports means having elasticity in the up and down direction. A double deck elevator for landing an upper car and a lower car supported in a state of being separated in a direction to the respective target floors, wherein the upper car and the lower car have an interval between the upper and lower sides of the lower car at two upper and lower target floors. Car space adjustment means for adjusting the floor height of the car to a target, car position detection means for detecting the position of at least one car in the upper car and lower car with respect to the outer car frame in the vertical direction, and the car space A set of car position data including a plurality of car position data by sampling the detection result by the car position detection means after the adjustment of the car interval by the adjustment means is performed It has a car interval indexing means for acquiring car position data acquiring means, and a car interval data after adjustment by the car space adjusting means from the group of car position data acquired by the car position data acquiring means. I assume.

  Further, the car interval indexing means calculates the center position of the vibration of the at least one car vibrating in the vertical direction due to the elasticity of the supporting means from the group of car position data. The calculated center position is estimated to be the position of the car in the vertical direction with respect to the outer car frame after the adjustment, and the adjusted car interval is determined from the estimated position of the car.

  Further, the car interval indexing means is characterized in that the adjusted car interval is indexed before the outer car frame reaches the target stop position.

  In addition, an allowable range for the floor height of the destination floor is set in the adjusted car interval, and the car interval adjusting means is configured to adjust the car after the adjustment indexed by the car interval indexing means. When the interval exceeds the allowable range, the car interval is adjusted again so as to fall within the allowable range.

  Further, the support means includes a cord-like body hooked and folded back to a sheave, and the upper car is suspended at one end of the cord-like body and the lower car is suspended at the other end. It is characterized by

  According to the double deck elevator of the present invention having the above configuration, the car interval is obtained from a group of car position data including a plurality of car position data acquired by sampling the detection result by the car position detection means by the car position data acquisition means. According to the result of the indexing by the indexing means, the cage interval after adjustment by the cage interval adjusting means can be measured. For this reason, even if the car supported by the elastic support means is vibrating, it is possible to grasp the car spacing more accurately than in the conventional case where the car spacing is simply measured from one detected car position. It becomes.

1 is a view showing a schematic configuration of a double deck elevator according to Embodiment 1. FIG. It is a top view which shows schematic structure of the photosensor and the light-shielding plate which comprise the car frame detection means provided in the said double deck elevator, an upper car detection means, and a lower car detection means. FIG. 7 is a block diagram showing a main control device that controls a hoisting machine and the hoisting machine and the like, and a sub control device that controls a moving unit and the moving unit and the like. It is a figure which shows a raising / lowering table. It is a figure which shows a part of storage area in RAM which a sub control apparatus installed in the outer cage frame of the said double deck elevator has, and in ROM. It is a figure for demonstrating the state which the cage | basket vibrates up and down. It is a flowchart which shows the content of the cage | basket space | interval measurement processing program performed in the said sub control apparatus. It is a flowchart which shows the content of the raising / lowering operation control program of the said double deck elevator. FIG. 6 is a view showing a schematic configuration of a double deck elevator according to a second embodiment. It is a figure which shows schematic structure of the double deck elevator which concerns on Embodiment 3. FIG.

  Hereinafter, an embodiment of a double deck elevator of the present invention will be described with reference to the drawings.

First Embodiment
〔overall structure〕
The double deck elevator 10 according to the first embodiment includes, as shown in FIG. 1, an upper beam 12A, a lower beam 12B, and two upright frames 12C and 12D connecting the upper beam 12A and the lower beam 12B. And an outer cage frame 12 having a substantially rectangular shape which is long in the vertical direction (vertical direction).

  On the inner side (within the frame) of the outer car frame 12, an upper car 14 and a lower car 16 are provided separately in the vertical direction and arranged side by side.

  A driven sheave 18 is attached to the outer car frame 12, and one end of a wire rope 20 which is hooked and folded over the driven sheave 18 above the upper car 14 is connected to the upper car 14, and the other end Are connected to the lower car 16. Thus, the upper car 14 is suspended at one end of the wire rope 20 hung on the driven sheave 18, and the lower car 16 is suspended at the other end. That is, in the said structure, the wire rope 20 functions as a support means to support the upper cage | basket 14 and the lower cage | basket 16 in the state mutually spaced apart in the up-down direction in the outer cage | frame frame 12. The driven sheave 18 is a sheave that rotates following the wire rope 20 traveling along with the vertical movement of the lower car 16 as described later. The upper car 14 and the lower car 16 are vertically movably guided by a pair of guide rails (not shown) disposed between the upper beam 12A and the lower beam 12B.

  Below the lower car 16 in the outer car frame 12, a moving unit 22 for moving the lower car 16 in the vertical direction is attached. The moving unit 22 includes a hydraulic jack 24 (hereinafter simply referred to as "jack 24") having a cylinder 24A and a plunger 24B moved relative to the cylinder 24A in the axial direction, and a hydraulic power unit for driving the jack 24. And 26. The jack 24 is provided in a posture in which the axial center direction is the vertical direction, and the upper end portion of the plunger 24 B is connected to the lower end portion of the lower car 16.

  The hydraulic power unit 26 includes a hydraulic pump 26A, a pump motor 26B for operating the hydraulic pump 26A, and a rotary encoder 26C provided coaxially with the output shaft of the pump motor 26B. For example, a multi-turn absolute type can be used as the rotary encoder 26C.

  The hydraulic pump 26A is connected to the cylinder 24A of the jack 24 via a pipe 27. The pipe 27 is provided with an on-off valve (not shown). The pump motor 26B operates the hydraulic pump 26A to deliver hydraulic oil to the cylinder 24A through the pipe 27 or discharge it from the cylinder 24A to move the plunger 24B in the vertical direction. At this time, the amount of displacement of the plunger 24B in the vertical direction with respect to the cylinder 24A is adjusted based on the amount of hydraulic fluid flowing between the hydraulic pump 26A and the cylinder 24A. The oil amount can be detected based on the output value (rotation angle) from the rotary encoder 26C.

  When the lower car 16 is moved upward by driving the jacks 24, the upper car 14 connected to the lower car 16 with the wire rope 20 hung on the driven sheave 18 is moved by the weight of the lower car 16 by its own weight. Move down the same distance as. Thereby, the space | interval (henceforth "car space | interval") in the up-down direction of the upper car 14 and the lower car 16 can be shortened.

  On the other hand, when the lower car 16 is moved downward by driving the jacks 24, the upper car 14 is pulled upward by the same distance as the movement distance of the lower car 16, so the car interval can be increased.

  As described above, the moving unit 22 changes the car interval by moving the lower car 16 in the vertical direction by driving the jacks 24 with the hydraulic power unit 26, and when changing the cage 24A, the plunger 24B moves vertically with respect to the cylinder 24A. It functions as a car interval adjustment means that adjusts the car interval by adjusting the displacement amount.

  Here, the “car spacing” refers to the distance (D) in the vertical direction between the floor 16A of the lower car 16 and the floor 14A of the upper car 14. In this example, the car interval D to be adjusted is, for example, four ways of D1, D2, D3, D4 (D1> D2> D3> D4). That is, in a building in which double deck elevator 10 is installed, there are four floor heights between two floors on which lower car 14 and upper car 16 are simultaneously seated.

  Since the upper car 14 and the lower car 16 have substantially the same weight, the jack 24 for vertically moving the lower car 16 suspended in a sliding manner by the upper car 14 and the wire rope 20 includes the upper car 14 and the lower car 16. With no passengers on either of these, there is not much load. However, when the passenger gets on the lower car 16, the load for that amount is applied downward to the jack 24, and when the passenger gets on the upper car 14, the load for that amount is applied upward to the jack 24. Therefore, the jack 24 also has a function of supporting the load caused by the weight imbalance caused by the difference in the number of passengers between the upper car 14 and the lower car 16 or the like.

  In order to measure the car interval D after adjustment by the moving unit 22, in the present embodiment, a car position detection means for detecting the absolute position of the upper car 14 and the lower car 16 in the vertical direction with respect to the outer car frame 12 is provided. There is. As the car position detection means, the double deck elevator 10 is provided with an absolute type magnetic linear scale 28 (hereinafter referred to as "magnetic scale 28").

  The magnetic scale 28 is a magnetic tape 30 which is a recording tape in which absolute position (distance) information from one end to the other end is recorded as a magnetic pattern (magnetic scale) with a resolution of, for example, 0.5 mm. It includes two reading units 32 and 34 for reading the magnetic scale from the magnetic tape 30. As this magnetic scale 28, for example, a known one such as "Absolute Magnetic Scale LIMAX Series" manufactured by Ergo Electronics Co., Ltd. can be used.

  The magnetic tape 30 is attached to the outer cage frame 12 so that the length direction is in the vertical direction. In this example, the upper beam 12A and the lower beam 12B are stretched. Note that the magnetic tape 30 is not limited to the upper beam 12A and the lower beam 12B, and for example, support brackets (not shown) may be fixed to the upper and lower portions of the upright frame 12D, respectively, and stretched between the support brackets. I do not care.

  As an embodiment of this stretching, for example, the upper end of the magnetic tape 30 is fixed to the support bracket (not shown) fixed to the upper portion of the standing frame 12D or the upper beam 12A, while the lower end of the magnetic tape 30 and the standing frame Connecting the support bracket (not shown) fixed to the lower part of 12D or the lower beam 12B with a tension coil spring (not shown) so that the magnetic tape 30 is stretched under a constant tension. Is considered.

  Also, instead of the tension coil spring, the magnetic tape 30 may be attached in a state in which a constant tension is applied by suspending a weight (not shown) at the lower end of the magnetic tape 30.

  For example, the magnetic tape 30 may be provided on the surface of the above-mentioned guide rail (not shown) for guiding the upper car 14 and the lower car 16 in the vertical direction, as well as the extension, which does not interfere with the guidance of the upper car 14 You do not mind sticking it.

  In this example, the magnetic tape 30 is attached in a direction in which the scale is graduated from the bottom to the top (that is, the direction in which the value of the scale increases toward the upper side). The direction in which the magnetic tape 30 is attached to the external cage frame 12 may be reversed.

  The reading unit 32 is fixed to the upper car 14, and the other reading unit 34 is fixed to the lower car 16. The fixed position in the vertical direction with respect to the upper car 14 and the lower car 16 of each of the reading units 32 and 34 is arbitrary. The fixed positions with respect to the upper car 14 and the lower car 16 of each of the reading units 32 and 34 are such that when the upper car 14 and the lower car 16 are moved up and down by the moving unit 22, the reading units 32 and 34 each It does not matter as long as it can move along and can read the magnetic scale recorded on the magnetic tape 30.

  In the magnetic scale 28 provided as described above, the value of the magnetic scale read by the reading unit 32 indicates the absolute position of the upper cage 14 with respect to the outer cage frame 12 at the time of reading. The value of the magnetic scale to be read indicates the absolute position of the lower car 16 in the vertical direction with respect to the outer cage frame 12 at the time of reading. That is, the magnetic scale 28 can detect the absolute position of the upper cage 14 and the lower cage 16 with respect to the outer cage frame 12 in the vertical direction.

  In addition, the difference between the reading unit 32 and the reading value of the magnetic scale read by the reading unit 34 (hereinafter referred to as "scale value") (hereinafter referred to as "scale difference") corresponds to the car interval D one to one. Index the interval D. As shown in FIG. 1, when the reading units 32 and 34 are fixed at the same height from the floor surfaces 14A and 16A of the upper car 14 and the lower car 16, respectively, the scale difference is equal to the car interval D. The scale value read by the reading units 32 and 34 is referred to, and the car interval D is measured in order to grasp the adjusted car interval D as described later.

  As described above, the machine room 38 is provided in the upper part of the hoistway 36 where the external car frame 12 provided with the upper car 14 and the lower car 16 etc. is raised and lowered. Is installed. The hoisting machine 40 includes a hoisting machine motor 40A (FIG. 3), a sheave 40B provided on an output shaft (not shown) of the hoisting machine motor 40A, and a rotary encoder 40C provided coaxially with the output shaft. Etc. For example, a multi-turn type absolute encoder can be used as the rotary encoder 40C.

  In the machine room 38, a diverter 42 is installed adjacent to the hoisting machine 40, and a main rope 44 is hung on the sheave 40B of the hoisting machine 40 and the diverter 42. The outer cage frame 12 is connected to one end of the main rope 44, and the counterweight 46 is connected to the other end. When the sheave 40B of the hoisting machine 40 is rotated with the hoisting machine motor 40A (FIG. 3) as a drive source, the outer car frame 12, and hence the upper car 14, the lower car 16 and the counterweight 46, are hoistways The interior of 36 is moved up and down in opposite directions.

  In the double deck elevator 10, a car frame detection means 48 for detecting the position of the outer car frame 12 in the vertical direction in the hoistway 36 and a position in the vertical direction of the upper car 14 in the hoistway 36 are also detected. An upper car detection means 50 and a lower car detection means 52 for detecting the position of the lower car 16 in the vertical direction in the hoistway 36 are provided.

  The car frame detection means 48 includes a photo sensor 54A fixed to the outer car frame 12 and a light shielding plate 56A fixed to the side wall 36A of the hoistway 36.

  The upper car detection means 50 includes a photo sensor 54 B fixed to the upper car 14 and a light shielding plate 56 B fixed to the side wall 36 A of the hoistway 36.

  The lower car detection means 52 includes a photo sensor 54C fixed to the lower car 16 and a light shielding plate 56C fixed to the side wall 36A of the hoistway 36.

  The photosensors 54A, 54B, and 54C basically have the same configuration, and therefore, when there is no need to distinguish between them, alphabet subscripts (A, B, and C) are omitted. The same applies to the light shielding plates 56A, 56B, and 56C.

  The photo sensor 54 is a transmission type photo sensor in which the light emitting element 542 and the light receiving element 544 are provided opposite to each other as shown in FIG. It is configured to detect the light shielding plate 56 entering.

  Returning to FIG. 1, the fixed positions of the light shielding plates 56A, 56B, 56C in the vertical direction will be described.

  First, the light shielding plates 56B and 56C will be described. The light shielding plate 56B is fixed at a position detected by the photo sensor 54B when the upper car 14 lands on the destination floor.

  The light shielding plate 56C is fixed at a position detected by the photo sensor 54C when the lower car 16 lands on the target floor.

  Therefore, it can be determined whether each of the upper car 14 and the lower car 16 has landed on the destination floor depending on whether the photosensors 54B and 54C respectively detect the light shielding plates 56B and 56C.

  The light shielding plate 56A is at a position detected by the photo sensor 54A when the upper car 14 and the lower car 16 simultaneously land on the respective destination floors and the length of the wire rope 20 is a reference length. It is fixed. Here, the reference length refers to the length of the wire rope 20 in a state in which no passenger or the like gets on the upper car 14 and the lower car 16 when the installation of the double deck elevator 10 in the building is completed. In other words, the reference length is the length of the wire rope 20 defined in the design specification.

  The light shielding plate 56B and the light shielding plate 56C are provided as a pair for every two target floors on which the upper car 14 and the lower car 16 are simultaneously seated. A light shielding plate 56A is provided corresponding to the pair of light shielding plates 56B and 56C. That is, the light shielding plate 56A is provided for each target stop position in the vertical direction in the hoistway 36 of the outer car frame 12.

  Operation control (FIGS. 7 and 8) and the like are performed by the main controller 58 and the sub controller 66 in the double deck elevator 10 having the above configuration.

  The main control device 58 is installed in the machine room 38, and performs drive control of the hoisting machine 40 and the like, open / close control of the upper car 14 and the lower car car door (not shown), and the like. Main controller 58 controls rotation of hoisting machine motor 40A (FIG. 3) based on the output value (rotational angle) from rotary encoder 40C of hoisting machine 40 to raise and lower outer cage frame 12.

  As shown in FIG. 3, the main controller 58 has a configuration in which the ROM 62 and the RAM 64 are connected to the CPU 60.

  The ROM 62 has a lift table 620, as shown in FIG. The elevation table 620 is a table in which the target rotation angle of the rotary encoder 40C and the car interval identification information are stored in association with each set of floors (destination floors) on which the lower car 16 and the upper car 14 simultaneously land. Each of the associations is identified by an ID (001, 002, 003, ...).

  The target rotation angle is referred to by the CPU 60 in the elevation control of the outer cage frame 12. The CPU 60 rotationally drives the hoist motor 40A until the output value (rotation angle) from the rotary encoder 40C matches the target rotation angle (one of E1, E2, E3,...) Corresponding to the target floor. And stops the hoist motor 40A in the coincident state. Thus, the outer car frame 12 is stopped at a position (target stop position) at which the upper car 14 and the lower car 16 can land simultaneously on the respective target floors in the vertical direction in the hoistway 36. Become. The target rotation angle corresponds to the target stop position of the outer car frame 12 in the vertical direction in the hoistway 36 in a one-to-one manner, so the target rotation angle is nothing but the target stop position.

  Each of the target rotation angles in the lifting table 620 is stored at the time of data acquisition operation. In the data acquisition operation, the outer cage frame 12 is actually moved up and down, and each output value (rotation angle) output by the rotary encoder 40C when the outer cage frame 12 is detected by the cage frame detection means 48 is stored in the lifting table 620 Do. The data acquisition operation is performed regularly when the double deck elevator 10 is installed in a building and thereafter, and the target rotation angle of the lifting table 620 is updated in a timely manner.

  The car interval identification information d1, d2, d3 and d4 specify car intervals D1, D2, D3 and D4, respectively. For example, when the destination floor of the lower car 16 is 1 and the destination floor of the upper car is 2, the car interval D should be adjusted to D1, so the ID of the car interval identification information of the lifting table 620 corresponds to 001 In the field, "d1" is stored.

  Returning to FIG. 3, the CPU 60 executes various control programs stored in the ROM 62 to control the hoist motor 40A etc. in an integrated manner, and the smooth outer car frame 12 (upper car 14, lower car 16). Operation by the raising and lowering operation and the like in the hoistway 36 of FIG. The RAM 64 is a work memory used by the CPU 60 to execute various control programs. Further, (the CPU 60 of) the main controller 58 issues various execution commands such as “car interval adjustment command” and “car interval measurement command” described later to the sub controller 66 at predetermined timing.

  The sub control device 66 is installed in the outer car frame 12 as shown in FIG. The sub control device 66 mainly controls the movement unit 22 to adjust the car interval D or measure the adjusted car interval D. The sub control device 66 has a CPU 68 and a ROM 70 and a RAM 72 connected to the CPU 68, as shown in FIG.

  The ROM 70 stores, in a storage area, a table in which various programs executed by the CPU 68 and various information are stored.

  The ROM 70 has a car interval adjustment table 700, as shown in FIG. 5 (a). The car interval adjustment table 700 stores the car interval identification information d1, d2, d3 and d4 in correspondence with the rotation angles e1, e2, e3 and e4 of the rotary encoder 26C which are control parameters of the hydraulic power unit 26 respectively corresponding to them. doing. Each of the rotation angles e1, e2, e3 and e4 is a drive amount of the jack 24 required to adjust to the cage intervals D1, D2, D3 and D4 (that is, displacement amounts DP1, DP2, DP3 and DP4 of the plunger 24B) And one-on-one correspondence.

  The ROM 70 further has a car interval information table 702, as shown in FIG. 5 (b). The car interval information table 702 stores car interval identification information d1, d2, d3, d4 and scale differences ΔS1, ΔS2, ΔS3, ΔS4 respectively corresponding to each other. Hereinafter, these scale differences ΔS1 to ΔS4 are referred to as “reference scale differences”. Each of the reference scale differences ΔS1 to ΔS4 is considered to have an allowable width in consideration of the cage interval accuracy necessary for landing of the upper car 14 and the lower car 16. That is, in the car interval after adjustment by the mobile unit 22, an allowable range for the floor height of the destination floor of each of the upper car 14 and the lower car 16 is set.

  Upon receiving a car interval adjustment command including car interval identification information (any of d1, d2, d3 and d4) from main controller 58, CPU 68 receives corresponding rotation angles (e1, e2,. Read e3 or e4). Then, the CPU 68 rotationally drives the pump motor 26B until the output value (rotational angle) from the rotary encoder 26C matches the read rotational angle in a state where the on-off valve of the pipe 27 is open. The pump motor 26B is stopped and the control valve is closed. The hydraulic pump 26A is operated by the rotational drive, and the plunger 24B is moved up and down by the amount of displacement (one of DP1, DP2, DP3, DP4) corresponding to the read rotational angle to move the upper car 14 and lower. The cage 16 is moved up and down. As a result, the car interval D is adjusted to the car interval (one of D1 to D4) adapted to the floor height of the two upper and lower destination floors.

  If the adjustment described above is correct, the adjusted car interval D is adapted to the floor heights of the upper and lower two target floors. The actual car interval D after the adjustment is actually measured by the magnetic scale 28 which detects the absolute position of the upper car 14 and the lower car 16 with respect to the outer car frame 12 in the vertical direction. This can be grasped by calculating the scale difference between the scale value read out and the scale value read out by the reading unit 34. Then, compare the calculated scale difference with the corresponding reference scale difference (any of ΔS 1, ΔS 2, ΔS 3, ΔS 4) to determine whether the current cage interval D after adjustment is within the allowable range of the reference scale difference It becomes possible to confirm whether it is not.

  However, as described above, the wire rope 20 hanging the upper car 14 and the lower car 16 is stretchable in the vertical direction (longitudinal direction), so, for example, a passenger jumps in the cars 14 and 16, etc. If this happens, the cars 14 and 16 may vibrate up and down, as shown in FIG. 6 (a). The car 14, 14 is detected by the reading unit 32, 34 when it vibrates up and down like this, when the car 14, 16 is stationary with respect to the outer cage frame 12 (when it is not vibrating). The 16 car positions have large variations, so the car interval D may not be accurately measured.

  On the other hand, although the cage interval D can be measured accurately if the vibration of the cages 14 and 16 is settled, the cage interval D after adjustment can not be accurately grasped until the vibration is settled. The smooth operation of the elevator 10 may be impeded.

  Therefore, in the present embodiment, the cage interval D after adjustment is measured as follows using the magnetic scale 28 regardless of whether or not the cages 14 and 16 vibrate. The RAM 72 of the sub control device 66 functions as a work memory used when the CPU 68 executes various control programs, and for adjusting the car interval D, the scale values read by the reading units 32 and 34 of the magnetic scale 28 are It has a storage area etc. which are stored as "car position data".

  As shown in FIG. 5C, the RAM 72 has an upper car position storage area 722 for storing the scale value read by the reading unit 32, and a lower car position storage area 724 for storing the scale value read by the reading unit 34. Have. In the upper cage position storage area 722, a plurality of scale values read by the reading unit 32 are sampled and stored in the order of reading. Similarly, in the lower car position storage area 724, a plurality of scale values read by the reading unit 34 are sampled and stored in the order of reading.

  Here, each of the scale values stored in the upper car position storage area 722 is hereinafter referred to as “upper car position data”, and a plurality of scale values stored in the upper car position storage area 722 are hereinafter referred to as “group of It is called "upper cage position data". Similarly, each of the scale values stored in the lower car position storage area 724 is hereinafter referred to as "lower car position data", and a plurality of scale values stored in the lower car position storage area 724 are hereinafter referred to as "group of It is referred to as "lower cage position data".

  As described above, the sub control unit 66 (CPU 68) samples the scale values (detection results) read by the reading units 32, 34 of the magnetic scale 28, and includes a plurality of (upper and lower) cage position data It functions as a car position data acquisition means acquired by storing (upper / lower) car position data in the (upper / lower) car position storage areas 722 and 724 in the RAM 72.

[Car interval measurement processing]
Next, the process of measuring the car interval D performed by the sub control apparatus 66 in response to the “car interval measurement command” from the main control apparatus 58 will be described with reference to FIGS. 6 and 7.

  First, the principle of the process for estimating the car position (step S12 in FIG. 7) will be described based on FIG. Although FIG. 6A shows that the upper car 14 and the lower car 16 both vibrate, the principle of estimating the car position is basically the upper car 14 as well. The lower car 16 is also the same. Therefore, hereinafter, the lower car 16 will be described as an example, and the upper car 14 will be referred to as necessary.

  FIG. 6 (b) is a graph showing a vibration waveform, with time on the horizontal axis and displacement of the lower car 16 on the vertical axis. In the present embodiment, the lower car 16 is assumed to be damped and vibrated, and its vibration waveform is shown by a solid line. The central position L of the damping vibration is calculated, and the central position L obtained by calculation is regarded (estimated) as the car position of the lower car 16. Further, the vibration waveform in the case where there is no damping is regarded as a sine curve, and is shown by a broken line in FIG.

  In a range corresponding to two cycles (0 ≦ t ≦ 2T) of such damping vibration, a maximum point and a minimum point appear alternately in total of four.

Here, the damping ratio in the damping vibration is "γ (= e ^-αt )", the amplitude of the sinusoidal curve is "A", and the angular frequency is "ω". In addition, pole points appearing in two cycles of the damped oscillation are set as a first maximum point U1, a first minimum point L1, a second maximum point U2, and a second minimum point L2 in chronological order. In addition, suppose that the same code | symbol is used also for the extreme value of these local maximum and local minimum. That is, the first maximum value U1, the first minimum value L1, the second maximum value U2, and the second minimum value L2 are used.
The maximum values U1 and U2 and the minimum values L1 and L2 are represented by the following equations (1) to (4), respectively.

          U1 = L + γ Asin ωt (1)

L1 = L + γ ² Asin ωt (2)

U2 = L + γ ³ Asin ωt (3)

L2 = L + γ ⁴ Asin ωt (4)

  Since the maximum points U1 and U2 in the sine curve are “sin ωt = 1” and the minimum points L1 and L2 are “sin ωt = −1”, the equations (1) to (4) can be expressed by the following equations It can be expressed as (5) to (8).

          U1 = L + A · γ (5)

L1 = L−A · γ ² (6)

U2 = L + A · γ ³ (7)

L2 = L−A · γ ⁴ (8)

here,
(L2-L1) / (U1-U2)
= {(L-A. [Gamma] ⁴ )-(L-A. [Gamma] ² )} / {(L + A- [gamma])-(L + A- [gamma] ³ )}
= {A · γ ² · (1-γ ² )} / {A · γ · (1-γ ² )}
= Γ (9)
It becomes.

  Therefore, if the four extreme values (local maximum values U1 and U2, local minimum values L1 and L2) can be grasped in the damping vibration of the lower cage 16, the damping ratio γ can be obtained.

Also,
(Γ · U2 + L2) / (γ + 1)
= (Γ · L + A · γ ⁴ + L-A · γ ⁴ ) / (γ + 1)
= {(Γ + 1) · L} / (γ + 1)
= L (10)
It becomes.

  Therefore, if the damping ratio γ of the vibration of the lower cage 16 and the extreme value (maximum value U2 and minimum value L2) can be grasped, the central position L of the vibration can be obtained. The damping ratio γ can be obtained if the extreme values U1, U2, L1 and L2 can be grasped as described above. Therefore, if the four extreme values U1, U2, L1 and L2 can be grasped after all, the central position L should be obtained It is possible to

  These four extreme values appear in a range corresponding to two cycles (0 ≦ t ≦ 2T) of the vibration of the lower cage 16. Therefore, the sampling time (period) of the group of lower car position data of the group by the magnetic scale 28 is the two cycles of the vibration of the lower car 16 (first maximum point U1, first minimum point L1, second maximum point If U2 and the second minimum point L2 are set to a time (period) long enough to include two cycles (in this order), the above-mentioned group of lower-cage position data The center position L of the vibration of the lower car 16 can be determined based on the equations (9) and (10).

  Since the measurement of the car interval D is performed after adjustment of the car interval D, the rope length between the portion of the wire rope 20 which is hung on the driven sheave 18 and the lower car 16 is lower As long as the car 16 is stationary with respect to the outer car frame 12, it does not change. Since the spring constant of the wire rope 20 at the time of the rope length is also determined if the rope length is determined, if the vibration generated in the lower car 16 is regarded as a so-called vertical spring pendulum, the natural frequency of the lower car 16 is the spring It can be determined by the total weight of the lower car 16 including the constant and the passengers.

  Since the rope length corresponds to the car interval D on a one-to-one basis, the natural frequency of the lower car 16 can be determined for each corresponding car interval D1, D2, D3, D4. If the natural frequency is determined, the natural period is also determined, so that two cycles of the vibration of the lower car 16 can also be determined based on the natural period.

  When the lower car 16 is connected to the plunger 24B of the jack 24 as in this example, the natural frequency of the lower car 16 is added to the above-mentioned rope length (spring constant) and the total weight of the lower car 16 Therefore, the influence of the jack 24 is also received. In such a case, the natural frequency of the lower car 16 may be determined experimentally in consideration of the influence of the jacks 24.

  In the present embodiment, in the acquired group of lower car position data, the magnitude relationship of six consecutive car position data is compared, and the value of the car position data is increased three consecutive times and then decreased two consecutive times. In this case, it is assumed that a local maximum exists during this time. Hereinafter, “the value of the car position data increases three consecutive times and then decreases two consecutive times” is referred to as “maximum value condition”.

  Also, in the acquired group of lower car position data, the magnitude relationship of consecutive six car position data is compared, and when the value of the car position data decreases for three times consecutively and then increases for two consecutive times, It is assumed that a local minimum exists during this period. Hereinafter, “the value of the car position data decreases three consecutive times and then increases two consecutive times” is referred to as “minimum value condition”.

  Then, the acquired car position data is sequentially examined from the beginning, and the first one of the six car position data in the case where the maximum value condition (referred to as “first maximum value condition”) is satisfied first The five car position data except this are set as the first maximum point group, and the total (that is, of the first maximum point group) of the five car position data is set as ΣU1.

  In addition, the first one of the six car position data in the case where the first minimum value condition is satisfied and then the minimum value condition (referred to as the “first minimum value condition”) is satisfied is excluded. Five car position data are set as a first minimum point group, and a sum (that is, of the first minimum point group) of the five car position data is set as ΣL1.

  Similarly, when the maximum value condition is satisfied after the first maximum value condition (when the second maximum value condition is satisfied), the total sum of the second maximum point group is ΣU 2 and the first minimum value condition Next, when the minimum value condition is satisfied (when the second minimum value condition is satisfied), the total sum of the second minimum point group is ΣL2.

  In the present embodiment, the first maximum point group, the first minimum point group, the second maximum point group, and the second minimum point group are respectively referred to as a first maximum point U1 and a first minimum point. Suppose that the center position L is calculated using the sums UU1, 2U2, 総 和 L1, and LL2 of each of the four maximum point groups, which are treated as the point L1, the second maximum point U2, and the second minimum point L2. There is.

  That is, in the present embodiment, the damping ratio γ is calculated by the following equation (11) corresponding to equation (9), and the center position L of the vibration of the lower cage 16 is obtained by the following equation corresponding to equation (10) Calculated by (12).

          γ = (ΣL2−ΣL1) / (ΣU1−ΣU2) (11)

          L = (γ · 2+ U 2 + L L 2) / (γ + 1) (12)

  The reason why the center position L is determined using the equations (11) and (12) as described above (the reason for using a plurality of car position data for grasping (estimating) the maximum value or the minimum value) is as follows: It is street.

  That is, as is apparent from the purpose of car position detection, what is required is the car position in the case where the vibration converges, that is, the center position L of the vibration.

  When determining the car position, when the lower car 16 is not vibrating up and down and is stationary, the car position data read by the magnetic scale 28 and output from the magnetic scale 28 (reading unit 34) is used be able to.

  However, when the lower car 16 vibrates in the vertical direction, since one car position data read by the reading unit 34 can not identify which position in the upper and lower amplitude of the lower car 16, the one car position data Only can not grasp the exact car interval.

  Therefore, by using (total of five) (in this example, five) car position data while it is estimated that the maximum value or the minimum value appears, the true maximum value or the maximum value as much as possible This is to reduce the error with the minimum value. Since the attenuation ratio γ and the center position L are calculated by the ratio of UU1, UU2, ΣL1, ΣL2 as the sum, as is apparent from the equations (11) and (12), the equation (9) and the equation It is possible to obtain the same dimensional result as calculated in (10).

  In the above example, when applying the equations (9) and (10), the maximum values U1 and U2 and the minimum values L1 and L2 are estimated by UU1, UU2, ΣL1 and ΣL2, and the equations (11) and the equations Although the center position L is obtained using (12), the present invention is not limited to this, and it is also possible to estimate the maximum values U1, U2 and the minimum values L1, L2 by arithmetic mean of ΣU1, UU2, ΣL1, ΣL2. Absent.

  That is, U1 = (. SIGMA.U1) / 5, U2 = (. SIGMA.U2) / 5, L1 = (. SIGMA.L1) / 5, L2 = (. SIGMA.L2) / 5, and the center position using equations (9) and (10). L may be calculated. This is because it is possible to estimate local minima or maxima from a plurality of (in this example, five) car position data.

  In order to execute the processing as described above, as described above, the sampling time is set to the first maximum point U1, the first minimum point L1, the second maximum point U2, and the second minimum point L2. It is necessary to set the time (period) long enough to include two cycles including in this order. In order to do that, first, it is necessary to grasp two cycles (0 ≦ t ≦ 2T) when the cycle of vibration of the lower car 16 is maximized.

  Specifically, of the four car distances D1, D2, D3 and D4, when the rope length of the wire rope 20 hung on the driven sheave 18 and folded back is the longest, that is, the car distance D is the largest. The spring constant corresponding to the rope length of the wire rope 20 on the other end side hanging the lower car 16 at D1 and the weight when the total weight of the lower car 16 is maximum (maximum load on the weight of the lower car 16) It is possible to grasp the maximum two cycles based on the natural cycle determined by the weight applied). The longer the rope length, the smaller the spring constant, and hence the longer the natural period.

  As in the present embodiment, by determining the damping ratio γ and the center position L of the vibration based on the two totals UU1 and UU2 and the two totals ΣL1 and LL2, the passenger during sampling of the lower car position data Can reduce the deviation between the calculated car position and the actual car position, which may occur when there is a disturbance such as a jump, so that the lower car 16 after the car interval D is adjusted. It is possible to estimate the position of the car of the car as accurately as possible.

  Subsequently, a measurement process of the car interval D will be described with reference to a flowchart shown in FIG.

  When a car interval measurement command is received from main controller 58 (step S10: YES), CPU 68 (FIG. 3) of sub controller 66 executes a process (step S12) of estimating the car position. In step S12, the car position of the upper car 14 and the car position of the lower car 16 are estimated. The process of estimating the car position is basically the same for both the upper car 14 and the lower car 16.

  The CPU 68 acquires the scale value (lower car position data) read by the reading unit 34, and detects the car position of the lower car 16 (step S121). In step S121, the reading unit 34 reads the scale value a plurality of times at predetermined equal time intervals (for example, about 10 msec) during a preset sampling time, and transmits each of the read scale values to the sub control device 66. Send.

  Each of the scale values transmitted from the reading unit 34 is stored in the lower car position storage area 724 of the RAM 72 in the order of reading. As described above, the CPU 68 of the sub control device 66 sequentially samples the detection result (scale value) by the reading unit 34 and stores the result in the RAM 72 (lower car position storage area 724). Position data is acquired (step S123).

  When step S123 is completed, the CPU 68 refers to the plurality of car position data (scale values) stored in the RAM 72, and based on the principle described above, according to the above equations (11) and (12), The center position of the vibration is determined (step S125).

  In step S12, the same processing as the above-described steps S121, S123, and S125 is performed on the upper car 14 in parallel. That is, the scale value (upper car position data) read by the reading unit 32 is acquired to detect the car position of the upper car 14 (step S122), and the reading unit 32 stored in the upper car position storage area 722 of the RAM 72. A detection result (scale value) is sequentially sampled to obtain a plurality of scale values (group of upper car position data) (step S124), and from the above equations (11) and (12), the center of vibration of the upper cage 14 The position is determined (step S126). When step S12 is completed and the central position of each of the upper car 14 and the lower car 16 is determined, the process proceeds to step S14.

  In step S14, the scale difference of the central position of the vibration of each of the upper car 14 and the lower car 16 is calculated. Since the scale difference obtained by the calculation corresponds to the car interval D determined from the estimated position of each of the upper car 14 and the lower car 16, calculating the scale difference is to measure the car interval D. It is nothing but Therefore, the measurement processing of the car interval D ends when the scale difference is calculated and obtained.

  Thus, in the present embodiment, since the car positions of the cars 14 and 16 are estimated as described above, even if the cars 14 and 16 are vibrating, the estimated car position and the actual car position The gap between the two is small, and since the car interval D can be measured as accurately as possible, it becomes possible to grasp the car interval D more accurately than in the prior art.

[Up-and-down operation control]
Next, elevation operation control of the double deck elevator 10 including the car interval measurement process described above will be described with reference to the flowchart shown in FIG.

  The elevation operation control program is executed after the next target floor is determined from the status of the in-car call of the upper car 14 and the lower car 16 and the platform call of each floor.

  The CPU 60 of the main control device 58 first confirms whether or not the next target floor has been determined (step S20). When the destination floor has been determined (step S20: YES), the CPU 60 refers to the lifting table 620 stored in the ROM 62 to rotationally drive the hoist motor 40A, and the outer cage frame 12 directed to the target stop position. Start moving up and down (step S22), and send a car interval adjustment command to the sub control device 66 (step S24). On the other hand, when the destination floor is undecided (step S20: NO), the standby state is established.

  The CPU 68 of the sub control device 66 having received the car spacing adjustment command refers to the car spacing adjustment table 700 stored in the ROM 70 to drive the jacks 24 to move the upper car 14 and the lower car 16 in the vertical direction. Thus, the car interval D is adjusted to a target interval which matches the floor heights of the upper and lower two target floors (step S40). Subsequently, the CPU 68 confirms whether or not the movement of the cars 14 and 16 is completed (step S42), and if not completed (step S42: NO), the adjustment is continued. On the other hand, when the movement of the cars 14 and 16 has already ended (step S42: YES), the CPU 68 transmits to the main control device 58 that the adjustment of the car interval D has been made.

  When the main control device 58 receives that the adjustment of the car interval D has been made, the CPU 60 subsequently transmits a car interval measurement command to the sub control device 66 (step S26). The CPU 68 of the sub control device 66 having received the car interval measurement command executes the above-described car interval measurement process (FIG. 7) to measure the adjusted car interval D (step S44).

  After measuring the car interval D in step S44, the CPU 68 refers to the car interval information table 702 stored in the ROM 70 to compare the measured car interval D with the reference scale difference corresponding thereto. It is determined whether the car interval D is within the tolerance of the reference scale difference (step S46). If it exceeds the allowable range (step S46: NO), the car interval D is adjusted again (step S48) as in step S40, and the car interval D after the readjustment is measured again (step S44). Then, steps S44, S46 and S48 are repeatedly executed until the measured car interval D falls within the allowable range of the reference scale difference. If the car interval D is within the allowable range of the reference scale difference, the main controller 58 is notified that the adjustment of the car interval D is completed (Step S46: YES).

  Then, main controller 58 causes outer cage frame 12 to stop at the target stop position (step S28). At this point, (i) when the main control unit 58 receives that adjustment of the car interval D is completed, the upper car 14 and the lower car 16 also have their respective target floors simultaneously with the stop of the outer car frame 12. It becomes in the state where it landed accurately in step S30. On the other hand, (ii) when the main control unit 58 has not received that the adjustment of the car interval D has been completed, the adjustment of the car interval D is completed when receiving that effect, and the upper car 14 and the lower car 16 , And the state of accurately landing on the respective target floors (step S30).

  When the upper car 14 and the lower car 16 are landed, the main control device 58 keeps the car door of each of the upper car 14 and the lower car 16 open (step S32), and the passenger getting on / off is completed. To monitor (step S34). Main controller 58 maintains the open state of the car door when the passenger getting on and off is not completed (step S34: NO), and when the passenger getting on and off is completed (step S34: YES), the car door Close (step S36).

  When the passenger's getting on and off is completed, the main control unit 58 confirms the presence or absence of the next destination floor (step S38), and if the next destination floor is determined (step S38: YES), the next target stop position At the same time as raising and lowering of the directed external car frame 12 is started (step S22), a car interval adjustment command is transmitted to the sub control device 66 (step S24). On the other hand, when the next target floor is undecided (step S38: NO), the lift operation control is temporarily ended, and the standby state is established.

  In the above-mentioned elevating operation control of the double deck elevator 10, adjustment of the car interval D may be performed, for example, immediately after the upper car 14 and the lower car 16 are fully closed and the outer car frame 12 starts moving up and down It is desirable to do as early as possible before the outer car frame 12 arrives at the target stop position. This makes it possible to secure a longer time for completing the adjustment of the car interval D until the outer car frame 12 reaches the target stop position.

  If it is known that the car interval D is correctly adjusted before the outer car frame 12 is stopped at the target stop position, the outer car frame 12 is moved even if the outer car frame 12 is moving up and down. When it stops at the target stop position, it will be possible to recognize that the cars 14 and 16 can be landed on the target floor with high accuracy, so the car door (not shown) starts to open immediately before landing. So-called door open traveling can be carried out safely. As a result, the elevating operation of the double deck elevator 10 becomes smooth, which contributes to the improvement of the transportation efficiency of passengers.

Second Embodiment
The double deck elevator 10 according to the first embodiment is a jack type double deck elevator in which one of the upper car 14 and the lower car 16 (in this example, the lower car 16) is vertically moved by the jack 24. However, as shown in FIG. 9, the double deck elevator 74 according to the second embodiment has the wire rope 20 connecting the upper car 14 and the lower car 16 installed in the upper beam 12A of the outer car frame 12. It is a traction type double deck elevator which changes the car interval D by being driven by the drive sheave 76A of the upper machine 76 and rotationally driving the drive sheave 76A by the motor 76B.

  The double deck elevator 74 according to the second embodiment has substantially the same configuration as the double deck elevator 10 according to the first embodiment except that the driving method for changing the car interval D between the upper car 14 and the lower car 16 is different. is there. Therefore, in FIG. 9, the same code | symbol is attached | subjected to the structure substantially the same as the double deck elevator 10 shown in FIG. 1, and it abbreviate | omits about the description.

  The sub control device 66 of the double deck elevator 74 is also the same as that of the first embodiment although the installation position is different. In the second embodiment, the car interval estimation processing program and the car interval measurement program executed by the CPU 68 of the sub control device 66 are also the same as those described based on the flowchart shown in FIG. The lift operation control program executed in cooperation with the CPU 60 and the CPU 68 of the sub control device 66 is also the same as that described based on the flowchart shown in FIG.

  In the traction type double deck elevator 74 according to the second embodiment, as described above, the wire rope 20 connecting the upper car 14 and the lower car 16 is hung on the drive sheave 76A. The natural frequency is determined by the spring constant corresponding to the rope length between the portion of the wire rope 20 which is hung on the drive sheave 76 A and the lower car 16 and the total weight of the lower car 16.

Embodiment 3
In the first and second embodiments, the upper cage 14 and the lower cage 16 are both moved in the vertical direction with respect to the outer cage frame 12 when the cage interval D is adjusted. In 3, the one car (the upper car in this example) is a "fixed car" fixed to the outer car frame 12, and only the other car (the lower car in this example) is moved up and down. It is configured as a “movable cage”.

  As shown in FIG. 10, the double deck elevator 80 according to the third embodiment is an embodiment except that the upper car 82 is fixed to the outer car frame 12 and only the lower car 16 is moved up and down by the jack 24. The configuration is basically the same as that of the double deck elevators 10 and 74 (FIGS. 1 and 9) according to 1 and 2, respectively. Therefore, in FIG. 10, components substantially the same as double-deck elevators 10 and 74 are given the same reference numerals, and the description thereof will be referred to as necessary, and the following description will be focused on differences. Do.

  In the double deck elevator 80, the outer car frame 12 further includes an intermediate beam 12E. The intermediate beam 12E is horizontally extended slightly above the middle portion in the vertical direction of the standing frames 12C and 12D. An upper car 82 is fixed to the upper surface side of the intermediate beam 12E via a vibration-proof rubber 84. The upper end of the magnetic tape 30 constituting the magnetic scale 28 is also fixed to the intermediate beam 12E, and the magnetic tape 30 is stretched between the intermediate beam 12E and the lower beam 12B.

  The lower car 16 is moved in the vertical direction to adjust the car interval D by driving the jack 24. At the same time, the lower car 16 is vertically moved in the outer car frame 12 by the jack 24 with respect to the upper car 82. It is supported in a separated state. That is, in the double deck elevator 80 according to the third embodiment, the jack 24 constitutes a part of the moving unit 22 functioning as a car interval adjustment means, and also has a function as a support means for supporting the lower car 16 .

  The sub control unit 66 of the double deck elevator 80 is the same as that of the first embodiment, and in the third embodiment, a car interval estimation processing program and a car interval measurement program executed by the CPU 68 of the sub control unit 66 are also Basically, it is the same as that described based on the flowchart shown in FIG. Further, the elevation operation control program executed by the CPU 60 of the main controller 58 and the CPU 68 of the sub controller 66 in cooperation with each other is substantially the same as that described based on the flowchart shown in FIG. Therefore, the following description will be focused on the differences from the first and second embodiments.

  In the double deck elevator 80, since the upper car 82 is fixed to the outer car frame 12, the car position of the upper car 82 can be handled as being fixed (immobile). Therefore, when measuring the car interval D, only the lower car 16 in which the above-described vibration can occur is required to execute the car interval estimation process. In this case, as the car position of the upper car 14, a fixed value corresponding to the scale value obtained by measurement in advance may be stored in the storage area of the ROM 70 or the RAM 72.

  Therefore, in the third embodiment, similarly to steps S121, S123, and S125 shown in FIG. 7, the car position estimation processing is executed to estimate the car position of the lower car 16, and similarly to step S14 shown in FIG. By calculating the difference between the fixed value indicating the car position of the upper car 14 and the scale value indicating the estimated position of the lower car 16, the car interval D can be measured.

  As mentioned above, although the double deck elevator which concerns on this invention was demonstrated based on embodiment, of course, this invention is not limited to an above-described form, For example, you may implement with the following forms. .

  (1) In the above embodiment, the central position of the vibration of the vibrating car is calculated, and the central position obtained by calculation is estimated to be the car position. This is merely illustrated as an example of the advantageous method, and other methods may be applied to estimate the car position.

  For example, as described above, in addition to estimating the arithmetic mean value of the sampled group of car position data as the car position, the car position is calculated by calculating a standard error with the group of car position data as a population. It does not matter as estimating. The point is that even in a situation where accurate car position detection is difficult due to vibration, it is sufficient if the car interval can be grasped as accurately as possible from the detection results of car positions that can be acquired.

  (2) In the above embodiment, adjustment of the car interval D is performed immediately after the upper car 14 and the lower car 16 are fully closed and the outer car frame 12 starts moving up and down, for example, It may be performed immediately before the outer car frame 12 starts to move up and down with the car door fully closed. The point is that conditions under which adjustment of the car interval D can be started, that is, the car door is fully closed (step S36 in FIG. 8), and from the in-car call of the upper car 14 and the lower car 16 and the landing call of each floor, The adjustment of the car interval D may be performed as early as possible when the condition that the next target floor is determined (step S38 in FIG. 8: YES) is satisfied.

  (3) In the above embodiment, the main control unit 58 sequentially separates “car spacing adjustment command (step S24 in FIG. 8)” and “car spacing measurement command (step S26 in FIG. 8)” to the sub control unit 66. However, both may be included in a single command and collectively transmitted as a "car interval grasping command". Alternatively, the sub control unit 66 may be configured to perform the opening and closing operation of the car door based on a command from the main control unit 58. It is only necessary that the main controller 58 and the sub controller 66 cooperate with each other to surely execute the processing necessary for performing the above-described elevation operation control.

  (4) In the above embodiment, the car position data which is the detection result is sequentially transmitted to the sub control device from the reading unit which is the car position detecting means. For example, the memory on the reading unit side If a group of car position data that has been read is temporarily stored in the memory of the reading unit, and the sub controller is stored in the memory at the required timing. The car position data may be read out and the car position estimation process may be executed.

  Alternatively, based on a group of car position data stored in the memory of the reading unit, the reading unit executes the car position estimation process described above, and the estimated car position is stored in a predetermined storage area in the memory. Alternatively, the auxiliary controller may be configured to read the estimated car position at a required timing. With such a configuration, the amount of communication data between the reading unit and the sub control device can be reduced.

  (5) In the first and second embodiments, the upper car and the lower car are supported by the movable cage in which the upper car and the lower car move in the vertical direction. The mode of supporting the car referred to as the “movable car” may be a mode different from those of the first and second embodiments. For example, the upper car and the lower car may be supported by dedicated jacks. Alternatively, instead of the moving unit 22 in the first embodiment, the lower car 16 may be vertically moved by a driving method such as a ball screw or a pantograph.

  In the third embodiment described above, the upper car is a "fixed car" and the lower car is a "movable car". However, the mode is the reverse of this, that is, the upper car is "a movable car". And the lower car may be a fixed car. Furthermore, the drive system for moving the movable car in the vertical direction is not limited to the jack, and may be, for example, a traction drive system in which the movable car is coupled to the counterweight in a support manner.

  Thus, the present invention can be applied to a double deck elevator in which a car is supported such that up and down vibrations can occur in at least one of the upper car and the lower car.

  (6) In the first and third embodiments, the jack 24 connected to the lower car 16 is installed in a posture in which the axial center direction of the plunger 24B is in the vertical direction. It doesn't have to be like that. For example, the jack 24 is installed in a posture in which the axis of the plunger 24B intersects in the vertical direction, and the driving force of the jack is transmitted in the vertical direction via a known link mechanism or the like. Is also possible.

  (7) In the above embodiment, a magnetic linear scale is adopted as the car position detection means, but other detection means may be adopted. For example, known sensors such as an optical one-dimensional code sensor, an optical two-dimensional code sensor, a laser distance sensor, and an ultrasonic distance sensor can be used.

  (8) In the above-described embodiment, the car intervals to be adjusted are four (D1, D2, D3, D4), but of course the present invention is not limited to this. Depending on the design of the building where the double deck elevator is installed, it can be set to two ways, three ways, or five or more ways. Alternatively, the car interval D to be adjusted between all the floors in the building may be set. For example, in the case of a 10-storey building, the car interval D is set to 9 ways (D1 to D9). It is because the floor height in a building does not necessarily become according to a plan.

  (9) In the above embodiment, two maximum values (U1, U2) and two minimum values (L1, L2) that subsequently appear in the vibration of the car are estimated from the group of car position data. From the two maximum values and the two minimum values, the center position L was calculated by the equations (9) and (10).

  Then, as estimated values to be applied to the equation (9) and the equation (10), the total sum 総 和 U1, UU2, ΣL1, ΣL2 (the equation (11), the equation (12)) or the calculated average value U1 = (ΣU1) / 5, U2 = (. SIGMA.U2) / 5, L1 = (. SIGMA.L1) / 5, and L2 = (. SIGMA.L2) / 5 were used. However, the present invention is not limited to this, and may be performed as follows.

  That is, in the above embodiment, when the maximum value condition is satisfied in the group of car position data, the sum or arithmetic average value of the five car position data excluding the first one among the continuous six car position data Of the six car position data, the car position data (i.e., the fourth car position data from the beginning) immediately before turning from increase to decrease is regarded as the maximum value (but estimated). You may pick it up and estimate this as a local maximum.

  Similarly, in the above embodiment, when a minimum value condition is satisfied in a group of car position data, the sum or arithmetic average value of the five car position data excluding the first one is regarded (estimated) as the minimum value. The present invention is not limited to this, among the six car position data, pick up the car position data (i.e., the fourth car position data from the first) just before turning from a decrease to an increase, and estimate this as the minimum value. I don't care.

  That is, in the above embodiment, each of the first maximum value, the second maximum value, the first minimum value, and the second minimum value to be substituted in the equations (9) and (10) has a magnetic scale. Although the sum or arithmetic average of a plurality (five in this example) of car position data detected at 28 is used, each of the four extremes to be substituted in the equations (9) and (10) is magnetic One car position data detected by the scale may be used as it is. That is, the car position data considered to correspond to the extremum is picked up from the group of car position data, and the picked up car position data (extreme value) is substituted into the equations (9) and (10).

  In this case, although one car position data detected by the magnetic scale is used as it is, the one car position data is a maximum value or a minimum value from a group of car position data (that is, a plurality of car position data). Since the car position data selected as corresponding to the value, the required car position (maximum point, minimum point) can be grasped more accurately than in the prior art using simply detected one car position data. is there.

  The present invention can also be carried out in variously modified, modified or modified forms based on the knowledge of those skilled in the art without departing from the spirit of the invention. Moreover, you may implement in the form which substituted any invention specific matter to the other technique in the range to which the same effect | action or effect arises.

10, 74, 80 Double-deck elevator 12 Outer cage 14 Upper cage 16 Lower cage 18 Driven sheave 20 Wire rope 22 Moving unit 28 Magnetic linear scale 58 Main controller 66 Secondary controller 72 Secondary hoist 76A Drive sheave

Claims (5)

The upper car and the lower car supported by the outer car frame are vertically separated from each other by raising and lowering the outer car frame to the target stop position in the hoistway, and by the support means having elasticity in the vertical direction. A double deck elevator landing on the destination floor of
Car interval adjusting means for adjusting the car interval in the upper and lower direction of the upper car and the lower car to target the floor height of the two upper and lower target floors;
Car position detection means for detecting the position of at least one of the upper car and the lower car in the vertical direction with respect to the outer car frame;
Car position data acquisition means for acquiring a group of car position data including a plurality of car position data by sampling the detection result by the car position detection means after adjustment of the car distance by the car space adjustment means; ,
Car interval indexing means for determining the car interval after adjustment by the car interval adjustment means from the group of car position data acquired by the car position data acquisition means;
The double deck elevator characterized by having. The car interval indexing means is
From the group of car position data, the central position of the vibration of the at least one car vibrating in the vertical direction due to the elasticity of the support means is calculated;
Estimating the calculated center position as the position of the car in the vertical direction with respect to the outer car frame after the adjustment;
The double deck elevator according to claim 1, wherein the adjusted car interval is determined from the estimated position of the car.   The double deck elevator according to claim 1 or 2, wherein the car spacing indexing means indexes the adjusted car spacing before the outer car frame reaches the target stop position. . A tolerance range for the floor height of the destination floor is set in the adjusted car interval,
When the adjusted car interval indexed by the car interval indexing means exceeds the allowable range, the car interval adjustment means re-adjusts the car interval so as to fall within the allowable range. The double deck elevator according to any one of claims 1 to 3, characterized in that: The support means includes a cord-like body hung on a sieve and folded back;
The double car according to any one of claims 1 to 4, characterized in that the upper car is suspended at one end of the cord-like body and the lower car is suspended at the other end. Deck elevator.

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