JP2020019613A - Multi-car elevator and car movement controlling method - Google Patents

Abstract

To provide a multi-car elevator capable of achieving landing operation at power failure without increasing the buttery capacity.SOLUTION: The multi-car elevator includes: a plurality of pairs of cars provided to be circularly movable; a car driving circuit unit for driving a car on the basis of a command; a battery for supplying power to the car driving circuit unit during power failure; a car position detection unit for detecting a car position of a car; a load computing unit for computing car-inside load; a nearest floor computing unit for computing a nearest floor for a pair of cars when the pair of cars travel in a light-load direction; and a travel control unit for outputting a command for operating a plurality of cars existing in a traveling path whose total car-inside load becomes lighter in an upward direction when nearest floors of respective pairs of cars are identical if the pair of cars respectively travel in the light-load direction and when the light-load directions of respective pairs of cars whose nearest floors in the light-load directions are the same are identical to each other.SELECTED DRAWING: Figure 8

Description

  The present invention relates to a multi-car elevator in which a plurality of cars move and a car movement control method.

  2. Description of the Related Art Conventionally, there is known an automatic landing device at the time of a power failure, in which a power supply is switched to a battery when a power failure is detected, and an elevator (car) is automatically operated to the nearest floor to stand by. By such control, in a building without a private power generation facility, it is possible to suppress confinement in the car during a power outage.

  For example, Patent Literature 1 states, "After completing the landing operation control during a power failure, the control device suspends the operation of elevators other than a specific elevator, and uses the surplus power of the battery provided in each of the elevators to The backup control at the time of a power failure, in which operation is continued by being integrated into a specific elevator, is executed. "

JP 2013-352957 A

  Incidentally, a multi-car elevator in which a plurality of cars circulate and move in a hoistway is known. The technique described in Patent Literature 1 aims to effectively utilize surplus power after completing the landing operation control at the time of power failure, and to perform automatic landing operation at the time of power failure of a multi-car elevator (hereinafter, “ALP operation”). ) Is not mentioned. Since a multi-car elevator has a plurality of cars, preparing a battery for each car greatly increases the battery capacity.

  In view of the above situation, there has been a demand for a method of implementing landing operation during a power outage without increasing the battery capacity in a multi-car elevator.

  A multi-car elevator according to one embodiment of the present invention is a car drive circuit for driving a plurality of pairs of cars and a car provided so as to be able to circulate on a first traveling path and a second traveling path in a hoistway. Unit, a power failure automatic landing operation battery that supplies power to the car drive circuit unit at the time of power failure, and a car position detection unit that detects a car position on the first travel path or the second travel path of the car. A load detection unit provided at the lower floor of the car and outputting a detection signal according to the load, a load calculation unit for calculating the load in the car from the detection signal of the load detection unit, A nearest floor calculator that calculates the nearest floor of the paired car when traveling in the load direction, and the nearest floor of each paired car when each of the paired cars travels in the light load direction. Are different, and whether each pair rides If the nearest floors are the same, it is determined whether the light load directions of all pairs of cars with the same light load direction of the nearest floor are all the same, and the If the light load directions are all the same, the loads in each car are totaled for each travel path, and a command is issued to drive multiple cars on the lighter travel path in the ascending direction. And a travel control unit configured to output to the circuit unit.

  According to at least one aspect of the present invention, a power failure landing operation can be realized without increasing the battery capacity in a multi-car elevator. Problems, configurations, and effects other than those described above will be apparent from the following description of the embodiments.

It is a schematic structure figure of a multi car elevator concerning one embodiment of the present invention. It is the figure which looked at the multi-car elevator concerning one embodiment of the present invention from the upper surface. It is a schematic structure figure of a car concerning one embodiment of the present invention. It is a block diagram of the elevator which performs the conventional ALP operation. It is a figure explaining the outline of the multi car elevator which realizes ALP operation concerning one embodiment of the present invention. It is a flow chart which shows an outline of car movement control processing at the time of ALP operation concerning one embodiment of the present invention. It is a block diagram showing the example of internal composition of the control device with which the multi-car elevator concerning one embodiment of the present invention is provided. It is a block diagram showing an example of functional composition of the whole controller of the control device concerning one embodiment of the present invention. FIG. 2 is a block diagram illustrating a hardware configuration example of a computer included in a control device according to an embodiment of the present invention. It is a flowchart which shows the example of a procedure (1) of the car movement control processing which concerns on one Embodiment of this invention. It is a flowchart which shows the example of a procedure (2) of the car movement control processing which concerns on one Embodiment of this invention. It is a flowchart which shows the example of a procedure (3) of the car movement control processing which concerns on one Embodiment of this invention. It is a flowchart which shows the example of a procedure (4) of car movement control processing which concerns on one Embodiment of this invention. It is a figure showing example (1) of movement of a car at the time of ALP operation concerning one embodiment of the present invention. It is a figure showing movement example (2) of a car at the time of ALP operation concerning one embodiment of the present invention. It is a figure showing example (3) of movement of a car at the time of ALP operation concerning one embodiment of the present invention.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. In the specification and the accompanying drawings, components having substantially the same function or configuration are denoted by the same reference numerals, and redundant description will be omitted.

<One embodiment>
[Configuration of multi-car elevator]
First, a configuration example of a multi-car elevator 100 according to an embodiment of the present invention will be described with reference to FIGS.

  FIG. 1 is a schematic configuration diagram of a multi-car elevator 100 according to one embodiment. FIG. 2 is a diagram of the multi-car elevator 100 as viewed from above. The multi-car elevator 100 shown in these figures includes a hoistway 20 penetrating in the vertical direction of a building, and a plurality of pairs (here, as an example, provided) capable of circulating vertically in the hoistway 20. (3 pairs). Further, the multi-car elevator 100 has a control device 6 (see FIG. 7) for controlling the operation of the car 1.

  The hoistway 20 includes a first hoistway 20u (an example of a first running path) and a second hoistway 20d (an example of a second running path). A lift platform 9 is provided on each floor of the first hoistway 20u. A descent platform 10 is provided on each floor of the second hoistway 20d. During normal operation, the car 1 moves in the first hoistway 20u in the ascending direction, and the car 1 moves in the second hoistway 20d in the descending direction. However, during the control operation, the car 1 may move in the hoistways 20u and 20d in the opposite direction to the above. In the following description, the cars A1, A2, B1, B2, C1, and C2 are also referred to by the reference numerals attached to the car doors for each of the cars 1 in the drawing in order to easily distinguish the cars 1 from each other. .

[Installation state of the car]
First, as the installation state of the cars A1 to C2 in the hoistway 20, a pair of cars A1 and A2 will be described as an example. As shown in FIG. 2, one end of the car A1 is fixed so as to grip the endless first main rope 21A by the grip 2a, and the other end of the car A1 is endless by the grip 2b. The second main rope 22A is gripped and fixed. The first main rope 21A is stretched over a pair of drive pulleys 23 (an example of a drive sheave) and a lower pulley 25 (an example of a lower sheave). The second main rope 22A is stretched between a pair of drive pulleys 24 (an example of a drive sheave) and a lower pulley 26 (an example of a lower sheave). The reinforcing member 28 is connected between the grip 2a and the grip 2b, and between the grip 3a and the grip 3b.

  The pair of cars A1, A2 are arranged at symmetrical positions so as to function as counterweights when fixed to the first main rope 21A and the second main rope 22A. That is, the car A1 and the car A2 are fixed to the main ropes so that the distance between the axis of the pulley close to the car 1 and the grip portion is equal.

  Three sets of the first main rope and the second main rope are provided in accordance with the pair of the car 1. In FIG. 1, “first main rope 21” and “second main rope 22” are described without distinguishing the types of pairs of the car 1. The drive pulley 23 and the lower pulley 25, and the drive pulley 24 and the lower pulley 26 are provided in three sets coaxially in accordance with the pair of the car 1 respectively. That is, each of the endless first main ropes 21B and 21C is stretched over the corresponding drive pulley 23 and the lower pulley 25 in accordance with the pair of the car 1, and the endless second main ropes 22B and 22C. Are suspended on the corresponding drive pulley 24 and lower pulley 26.

  Each of the pair of cars B1 and B2 is fixed to the endless first main rope 21B and the endless second main rope 22B so as to function as a counterweight. Each of the pair of cars C1 and C2 is fixed to an endless first main rope 21C and an endless second main rope 22C so as to function as a counterweight.

  The three pairs of cars A <b> 1 to C <b> 2 installed as described above are identical in the hoistway 20 at each speed in a limited range by the driving of the three driving pulleys 23 and the three driving pulleys 24. Circulating on the same orbit and stopping on the same orbit. For example, the three pairs of cars A1 to C2 circulate inside the hoistway 20 in a clockwise circulation direction.

  Further, by controlling the rotation direction of the drive pulleys 23 and 24, the circulation directions of the three pairs of cars A1 and C2 can be reversed. The drive pulleys 23 and 24 constitute an upper traveling direction reversing unit 27u that reverses the traveling direction of the car 1 (from the rising direction to the descending direction or from the descending direction to the rising direction). In addition, the lower pulleys 25 and 26 constitute a lower traveling direction reversing unit 27d that reverses the traveling direction of the car 1. In the following, the upper traveling direction reversing section 27u and the lower traveling direction reversing section 27d are referred to as “traveling direction reversing section 27” when not distinguished. In FIG. 1, the car C2 is passing through the upper traveling direction reversing part 27u (during lateral movement), and the car C1 is passing through the lower traveling direction reversing part 27d.

  The drive pulley 24 is provided with the encoder 5. The encoder 5 detects the rotation direction and the rotation amount of the drive pulley 24, and outputs an encoder signal (see FIG. 7) to the control device 6 as a detection signal. It is possible.

[Structure of the car]
The car 1 includes a car door 14 shown in FIG. The car door 14 is provided on the front of the car 1. The car door 14 is used for passengers to get on and off. On the stop floor of the car 1, an ascending platform 9 and a descending platform 10 are provided. In FIG. 1, the ascending landing 9 is arranged on each floor on the left side of the hoistway 20, and the descending landing 10 is arranged on each floor on the right side of the hoistway 20. In the ascending landing 9 and the descending landing 10, a landing door is generally provided at a position facing the car door 14.

  FIG. 2 shows an example in which one car door 14 is provided on the front surface of the car 1. However, for example, a configuration in which a car door for car is provided on the front surface of the car 1 and a car door for getting off on the back surface is provided. Is also good. In this case, a landing door and a landing door for ascending, and a landing door and a landing door for descent are provided on one floor corresponding to each car door.

  FIG. 3 is a schematic configuration diagram of the schematic configuration of the car 1. FIG. 3 illustrates a state in which the direction of the car door 14 is visually recognized from inside the car 1. On the left side of the car door 14, a destination button 16, a monitor 17, and a speaker 18 are provided. A lighting fixture 15 is installed on the ceiling of the car 1. The destination button 16 is a button by which a passenger (hereinafter, also referred to as a “passenger”) who has boarded the car 1 performs an operation (car call) of registering a destination floor.

  The monitor 17 is used as an example of a display unit that displays information on the floor on which the car 1 is traveling or stopped and guidance for prompting the user to get off, and is configured by, for example, a liquid crystal display panel. The speaker 18 is used as an example of a sound emitting unit that notifies the floor where the car 1 has arrived, and emits a guidance or the like that prompts a user to get off. The monitor 17 and the speaker 18 are examples of an output unit that performs output processing by voice or display based on an instruction from the control device 6. The operations of the car door 14 and the lighting fixture 15 are configured to be controllable by an overall controller 8 shown in FIG. 7 described later. The car 1 may be provided with either the monitor 17 or the speaker 18.

  A load sensor 19 is provided at the center of the lower part of the floor of the car 1. The load sensor 19 detects the load of the user who has entered the car 1 and the load carried, that is, the load in the car 1, and outputs the detection result to the control device 6.

[Platform doors on each floor]
Returning to FIG. 1, the description will be continued. An elevator landing door (not shown) is provided at the elevator landing 9 in the hoistway 20u where the car 1 ascends during normal operation. The car door 14 engages with the landing door on the floor that arrives while the car 1 is ascending. Then, following the opening and closing of the car door 14, the landing door opens and closes.

  On the other hand, on the hoistway 20 d where the car 1 descends during normal operation, a descending landing door (not shown) is provided at the descending landing 10. The car door 14 engages with the landing door on the floor that arrives while the car 1 descends. The landing door opens and closes following the opening and closing of the car door 14.

  During normal operation, passengers are prohibited from riding in the car 1 until the car 1 ascends and reaches the top floor and then turns down via the drive pulleys 23 and 24. Therefore, on the top floor, the passenger of the car 1 must get off. Therefore, on the top floor where the car 1 has risen, only the lift landing 9 is provided, and there is no lift call button 13u. Conversely, after the car 1 descends and reaches the lowest floor, the passengers are prohibited from riding in the car 1 until the car 1 turns up via the lower pulleys 25 and 26. Therefore, on the lowest floor, the passenger of the car 1 must get off. Therefore, on the lowest floor where the car 1 descends, only the descending landing 10 is provided, and there is no descending call button 13d.

[Platform equipment]
An ascending call button 13u and a descending call button 13d are provided near hall doors on each floor of the hoistway 20 as hall buttons for registering a car call for a passenger to use the car 1. When the up call button 13u and the down call button 13d are not distinguished, they are described as "hole buttons 13." When the hall button 13 is pressed, a normal car call signal (referred to as a "normal call signal") is transmitted to the control device 6, and the car call is registered. Then, the control device 6 moves the car 1 on the nearest floor to the floor where the car call is registered. As a result, the user who has pressed the hall button 13 can get on the car 1. The car call is also referred to as a "hall call".

[Elevator for conventional ALP operation]
Here, a configuration of a conventional elevator that performs the ALP operation will be described. FIG. 4 shows a configuration example of a conventional elevator that performs the ALP operation.

  The general elevator shown in FIG. 4 includes a car 201 connected to a counterweight 204 via a main rope 202, a sheave 203 around which the main rope 202 is stretched, and a control device 205 for controlling the operation of the sheave 203. , And an ALP battery 206 provided for each control device 205. The counterweight 204 is adjusted so as to be balanced with the car 201 when the load in the car 201 (hereinafter also referred to as “car load”) is 50% of the maximum load capacity.

  The control device 205 drives the car 1 to arrive at the rescue floor (generally, the nearest floor) in the ALP operation mode when a power failure occurs. At this time, the sheave 203 is always in a regenerative direction (light load direction) in which regenerative power is generated, such as an ascending direction if the load in the car 1 is less than 50%, and a descending direction if the load is 50% or more. And the capacity of the ALP battery 206 was suppressed.

[Configuration for ALP operation according to the present embodiment]
Next, a multi-car elevator for realizing the ALP operation according to the present embodiment will be described. FIG. 5 is a diagram illustrating an outline of a multi-car elevator that realizes ALP operation according to one embodiment.

(Problems with ALP operation in a multi-car elevator)
Precondition: The operation direction in the ALP mode is the same as the conventional light load direction in order to suppress the battery capacity.
-Car A1 and car A2 form a pair (loop A), controlled by loop controller A-Car B1 and car B2 form a pair (loop B), controlled by loop controller B-Car load If (Car A1)> (Car A2), (Car B1) <(Car B2), in loop A, car A1 goes down, and in loop B car B2 goes down, and loop In A and loop B, the rescue floor (nearest floor) overlaps and ALP operation becomes impossible.

  In the following, when describing the magnitude relationship between the loads in the car, it is represented using only reference numerals. For example, if the load in the car has a relationship of (car A1)> (car A2), it is expressed as A1> A2.

(Solution)
(1) If A1 + B1> A2 + B2 in relation to the above-described car load, the car A1 and the car B1 are driven in the descending direction. At this time, since the loop controller A performs the regenerative operation and the loop controller B performs the power running operation, the loop controller B needs power for the power running. However, regenerative operation is performed for the entire multi-car elevator.
(2) Conversely, if A1 + B1 <A2 + B2, the car A1 and the car B1 are driven in the ascending direction. At this time, the loop controller A performs the power running operation, and the loop controller B performs the regenerative operation. Therefore, the loop controller A needs power for the power running. However, regenerative operation is performed for the entire multi-car elevator.

  If an ALP battery is provided for each loop controller as in the related art, each loop controller needs a battery capacity (designed at a car internal load of 100%) necessary for powering operation. However, when the ALP battery 31 (battery for automatic landing operation at the time of power failure) that supplies power to each loop controller 7 at the time of power failure is shared by all loop controllers, less than half of the entire loop controller will be in power running operation. Therefore, the battery capacity can be reduced. Also, the number of ALP batteries can be reduced.

  In addition, if the regenerative electric power of the loop controller that performs the regenerative operation is supplied to the loop controller that performs the power running operation, the battery capacity can be further reduced.

[Overview of car movement control processing during ALP operation]
FIG. 6 is a flowchart illustrating an outline of the car movement control process during the ALP operation according to the embodiment. This car movement control processing is executed by, for example, an overall controller 8 (see FIG. 7) described later.

  First, when detecting the occurrence of a power failure (S1), the overall controller 8 shifts to the ALP operation mode (S2). Next, when each loop runs in the light load direction, it is determined whether or not the rescue floor of each loop is different (S3). If the rescue floor of each loop is different (YES in S3), each car Drive 1 to each rescue floor.

  On the other hand, when the rescue floor of each loop is the same (NO in S3), when the rescue floor of the target loop overlaps with another loop, it is determined whether or not the light load direction is the same in the target loop and the other loop. (S5). If the light load direction is the same in the target loop and the other loops (YES in S5), each car 1 in each loop is driven to the rescue floor from the car 1 near the rescue floor (S6).

  Next, when the light load direction is different between the target loop and the other loops (NO in S5), the loads of the cars 1 of all the loops are totaled for each hoistway (running path), and the total load of each hoistway is calculated. And all the loops are operated in the direction of light load (S7).

  After the processing of step S4, step S6, or step S7 ends, the overall controller 8 ends the ALP operation mode and waits (S8).

[Control device]
Next, a control system of the multi-car elevator 100 will be described. FIG. 7 is a block diagram illustrating an example of an internal configuration of the control device 6 included in the multi-car elevator 100.

  The control device 6 is for controlling the operation of the multi-car elevator device, and is constituted by, for example, a computer. The computer is hardware used as a so-called computer.

  Such a control device 6 includes three loop controllers 7 that control the movement or stop of the cars A1 to C2 by driving the drive pulleys 23 and 24, and an overall controller that centrally controls the operations of the three loop controllers 7. 8 and an ALP battery 31. Power for the three loop controllers 7 is supplied from a power supply unit 30.

(Loop controller)
One of the three loop controllers 7 (“loop controller A” in the figure) is a set of a first main rope 21 and a second main rope 22 that are held by a pair of cars A1 and A2. The drive pulleys 23 and 24 are driven in synchronization with each other. Similarly, another one loop controller 7 (“loop controller B” in the figure) is a set in which a first main rope 21 and a second main rope 22 held by a pair of cars B1 and B2 are stretched. The drive pulleys 23 and 24 are driven in synchronization with each other. Still another loop controller 7 (“loop controller C” in the figure) is a set of drives on which a first main rope 21 and a second main rope 22 held by a pair of cars C1 and C2 are stretched. The drive is controlled in synchronization with the pulleys 23 and 24.

  Each loop controller 7 can determine the moving direction and the moving amount of the car 1 controlled by each loop controller 7 based on the encoder signal (detection signal) output from the encoder 5. Accordingly, each loop controller 7 obtains the current car position and the traveling speed of the car 1 for each car 1 controlled by each loop controller 7, and the overall controller 8 determines the current car position of the car 1 And information on the traveling speed. That is, each loop controller 7 has a function as a car position detection unit.

(Overall controller)
The overall controller 8 controls the operation of all the cars 1 in the hoistway 20 based on information on the current position of the car 1 and the traveling speed input from each loop controller 7. The overall controller 8 can control the driving of the drive pulleys 23 and 24 in two operation modes, a normal operation mode and an automatic landing operation mode during power failure (ALP operation mode). Further, the overall controller 8 controls operations of the car door 14 and the lighting equipment 15 of the car 1 in the ALP operation mode.

  The normal operation mode is an operation mode in which the passenger can get on the car 1. In the normal operation mode, the customer can press the hall button 13 to register a hall call, and the passenger who has boarded the car 1 can press the destination button 16 to register the destination floor. And the passenger who boarded the car 1 can go to the registered destination floor.

  The ALP operation mode is a mode in which the car 1 is automatically landed on the nearest floor when a power failure occurs. In the ALP operation mode, when a power outage is detected, the power supply is switched from the power supply unit 30 to the ALP battery 31, and the car 1 is automatically operated to the nearest floor and put on standby.

  Next, the overall controller 8 will be described in more detail. FIG. 8 is a block diagram illustrating a functional configuration example of the overall controller 8.

  The overall controller 8 includes a power failure detection unit 81, an operation mode switching unit 82, a load calculation unit 83, a nearest floor calculation unit 84, and a travel control unit 85.

  The power failure detection unit 81 monitors the motive power (for example, current, voltage, etc.) supplied from the power supply unit 30 to each of the loop controllers 7 of the control device 6, detects the occurrence of a power failure, and reports the detection result to an operation mode switching unit. 82. For example, not only when the power supply is stopped, but also when the power supply supplied from the power supply unit 30 does not satisfy the power supply specification required by the loop controller 7, a state similar to the power failure occurs. You may decide.

  The operation mode switching unit 82 is configured to switch from the normal operation mode to the ALP operation mode when a power failure occurs in response to the detection result of the power failure detection unit 81. The operation mode switching unit 82 switches at least two operation modes, the normal operation mode and the ALP operation mode, and outputs information on the current operation mode to the load calculation unit 83.

  The load calculation unit 83 receives the detection signal (weight data) of the load sensor 19 provided under the floor of the car 1 and calculates the load in the car 1, and calculates the calculation result as the nearest floor calculation unit 84 or It is configured to output to the travel control unit 85. Further, the load calculation unit 83 is configured to total the loads of the cars 1 in all loops for each hoistway, and to output the calculation result to the nearest floor calculation unit 84 or the travel control unit 85.

  The nearest floor calculation unit 84 is configured to calculate the nearest floor of the pair of cars 1 when the pair of cars 1 travels in the light load direction, and output the calculation result to the travel control unit 85. ing. The nearest floor calculation unit 84 sends the current car of the car 1 on the first hoistway 20u (first travel path) or the second hoistway 20d (second travel path) from each loop controller 7 to the nearest car. The position and the traveling speed are input.

  The traveling control unit 85 is configured to control operations of all the cars 1 in the hoistway 20 in two operation modes, a normal operation mode and an ALP operation mode. That is, in each of the normal operation mode and the ALP operation mode, the traveling control unit 85 determines the driving direction and the driving direction of the car 1 corresponding to the loop controller 7 (a motor drive circuit (not shown) included in the car) for each pair of the cars 1. The speed is determined, and a command is output to each loop controller 7 to control the driving of each car 1. Each loop controller 7 is an example of a car drive circuit unit.

  For example, the traveling control unit 85 is configured to determine whether or not the nearest floor of each of the paired cars 1 is different when each of the paired cars 1 travels in the light load direction in the ALP operation mode. Have been. In addition, in the ALP operation mode, when the nearest floor of each pair of cars 1 is the same in the ALP operation mode, the traveling control unit 85 determines whether the nearest car in the light load direction has the same nearest floor. It is configured to determine whether all the load directions are the same. Further, in the ALP operation mode, when the light load direction of each pair of cars 1 is the same in the ALP operation mode, the traveling control unit 85 sums up the loads in each car 1 for each hoistway (traveling path). A plurality of cars 1 on a hoistway (runway) with a light load are driven in the ascending direction.

  Further, in the ALP operation mode, the traveling control unit 85 sets the circulation direction of the car 1 traveling in the first hoistway 20u (first traveling path) in the first direction (for example, in the upward direction) in the first direction. It is configured to be able to switch to a second direction (downward) opposite to the direction of 1. Thereby, the degree of freedom in the driving direction of the car 1 to be moved is increased as compared with the case where the car 1 moves circularly in one direction, and the driving efficiency can be improved.

[Hardware configuration of control device]
FIG. 9 is a block diagram illustrating a hardware configuration example of a computer included in the control device 6. The computer shown in FIG. 9 includes a CPU (Control Processing Unit: central processing unit) 71, a ROM (Read Only Memory) 72, and a RAM (Random Access Memory) 73 connected to a bus 78, respectively. Further, the computer includes a storage device 74, an operation unit 75, a display unit 76, and a communication interface 77.

  The CPU 71 reads out from the ROM 72 a program code of software for realizing each function according to the present embodiment, and executes the program code. In the RAM 73, variables, parameters, and the like generated during the arithmetic processing are temporarily written. Execution of processing in each system and apparatus according to the present embodiment is realized mainly by the CPU 71 executing program codes. The CPU 71, the ROM 72, and the RAM 73 are examples of a control unit.

The display unit 76 is, for example, a liquid crystal display monitor, and the result of the process executed by the computer is displayed on the display unit 76 to the operator.
For example, a keyboard, a mouse, or the like is used for the operation unit 75, and an operator performs a predetermined input using the operation unit 75. The display unit 76 and the operation unit 75 are used during maintenance of the elevator. Note that the control device 6 may be configured not to include the display unit 76 and the operation unit 75.

As the storage device 74, for example, a large-capacity data storage medium such as an HDD (Hard Disk Drive) and an SSD (Solid State Drive) is used. In the storage device 74, various data such as an operation control program and an operation history are recorded.
As the communication interface 77, for example, an NIC (Network Interface Card) or the like is used. The communication interface 77 transmits and receives various data to and from external devices and other controllers via a LAN (Local Area Network) to which terminals are connected, a dedicated line, or the like.

[Example of car movement control procedure]
Next, an example of a procedure of a car movement control process according to an embodiment will be described with reference to FIGS. The description will be made assuming a multi-car elevator having three pairs of cars 1 shown in FIG.

  FIG. 10 is a flowchart illustrating a procedure example (1) of the car movement control processing. FIG. 11 is a flowchart illustrating a procedure example (2) of the car movement control processing. FIG. 12 is a flowchart illustrating a procedure example (3) of the car movement control processing according to the embodiment. FIG. 13 is a flowchart illustrating a procedure example (4) of the car movement control processing according to the embodiment.

  FIG. 14 is a diagram illustrating a movement example (1) of the car 1 during the ALP operation. FIG. 15 is a diagram illustrating a movement example (2) of the car 1 during the ALP operation. FIG. 16 is a diagram illustrating a movement example (3) of the car 1 during the ALP operation.

  In FIG. 10, when the power failure detection unit 81 detects a power failure, the operation mode switching unit 82 switches from the normal operation mode to the ALP operation mode, and the ALP operation mode is started. After the start of the ALP operation mode, each loop controller 7 acquires information on the car position and the traveling speed of the car 1 in each loop. In addition, the load calculation unit 83 calculates the load in the car 1 of each loop based on the weight data input from the load sensor 19. Then, the nearest floor calculation unit 84 calculates the nearest floor in the light load direction of each loop based on the car position of the car 1 of each loop and the load balance of the car 1 of each loop (S11).

  In the following description, the combination of the cars A1 and A2 shown in FIG. 1 and the first main rope 21 and the second main rope 22 is referred to as “loop A”. Similarly, the combination of the cars B1, B2 and the first main rope 21 and the second main rope 22 is referred to as "Loop B", and the combination of the cars C1, C2 and the first main rope 21 and the second main rope 22 is referred to as "Loop B". C ". The traveling control unit 85 rescues the car 1 with a lighter load when both cars 1 in each of the loops A to C have not been rescued, and rescues when one car 1 has been rescued. It is determined whether all the nearest floors of the uncompleted car 1 in the light load direction are different floors (S12). This is based on the assumption that even if there is a landing on the floor (for example, a rescue floor) where one of the cars 1 has landed, there is no landing on the opposite side of the car 1 that forms a pair.

  If the nearest floors in the light load direction of the corresponding car 1 are all different (YES in S12), the traveling control unit 85 determines that the rescue is not completed and the load of each of the loops A to C is lower. The lighter car 1 is driven to the nearest floor in the light load direction. In addition, when one of the cars 1 has been rescued, the traveling control unit 85 drives the unrescued car 1 to the nearest floor (S13). The processing in step S13 corresponds to the processing in step S4 shown in FIG.

  Next, after the target car 1 has landed on the nearest floor, the traveling control unit 85 opens the car door 14 and the landing door, and after a certain period of time, turns off the lighting fixture 15 and closes each door (S14). Next, the traveling control unit 85 determines whether or not the cars 1 (for example, the cars A1, B1, and C1) of all the loops A to C have arrived at the respective nearest floors and the rescue has been completed (S15). If the rescue has not been completed (NO in S15), this determination processing is repeated.

  The general controller 8 performs the processing of steps S11 to S15 for each of the loops A to C.

  On the other hand, when the rescue of the cars 1 in all the loops A to C is completed (YES in S15), the traveling control unit 85 determines whether the rescue of all the cars 1 is completed. (S16) When the rescue of all the cars 1 is completed (YES in S16), the ALP operation mode ends. Alternatively, if the rescue of all the cars 1 (cars A1 to C2) has not been completed (NO in S16), the process returns to the step S11. For example, when the rescue of the cars A1, B1, and C1 is completed, but the rescue of the cars A2, B2, and C2 forming the respective pairs is not completed, the determination is NO.

  Next, in step S12, if all the nearest floors in the light load direction of the corresponding car 1 do not differ (NO in S12), the traveling control unit 85 sets the nearest floor in the light load direction. It is determined whether the light load directions of all the loops on the same floor are the same (S17). Here, when the light load directions of the loops in which the nearest floor in the light load direction is the same floor are not all the same (NO in S17), the process proceeds to step S30 in FIG. The determination processing in step S17 corresponds to the determination processing in step S5 in FIG.

  In FIG. 11, the load calculator 83 calculates the total load in each car 1 for each hoistway (the first hoistway 20u and the second hoistway 20d) (S30). Next, the traveling control unit 85 performs the ALP operation such that the car 1 on the hoistway with a light total load in the car 1 is in the ascending direction (S31). The processing in steps S30 to S31 corresponds to the processing in step S7 in FIG.

  For example, as shown in FIG. 5, when the loads in the car are A1> A2 and B1 <B2, and if the relation of A1 + B1 <A2 + B2 is satisfied, the traveling control unit 85 raises the car A1 and the car B1. Drive in the direction.

  Next, the traveling control unit 85 causes the first car 1 for which rescue has not been completed to arrive at the door zone on the nearest floor (S32). Then, after the target car 1 has landed on the nearest floor, the traveling control unit 85 opens the car door 14 and the landing door, turns off the lighting fixture 15 and closes each door after a predetermined time has elapsed (S33).

  Next, the traveling control unit 85 determines whether all of the cars 1 have arrived at the nearest floor and whether the doors have been opened and turned off (S34). If opening and turning off have not been performed (NO in S34), the process returns to step S11. When all the cars 1 have arrived at the nearest floor and the doors have been opened and turned off (YES in S34), the traveling control unit 85 ends the ALP operation mode.

  Returning to the description of FIG. In step S17, when all the light load directions of the loops in which the nearest floor in the light load direction is the same are the same (YES in S17), the traveling control unit 85 sets the loop in which the nearest floor is the same. It is determined whether or not there are two or more and the nearest floor on the light car side of each loop is the end floor (S18). Information as to whether or not the floor is an end floor is stored in the ROM 72 or the storage device 74. The processing after step S18 corresponds to the processing of step S6 in FIG.

  In step S18, if the nearest floor on the light car side of each loop is the end floor (YES in S18), the process proceeds to step S40 in FIG. The car movement control processing shown in FIG. 12 corresponds to the processing in step S6 in FIG.

  Next, the car movement control processing in steps S40 to S49 in FIG. 12 will be described with reference to FIG. In FIG. 14, the car load conditions are A1 <A2 and C1 <C2.

  12, the travel control unit 85 sets the car C1 (the leading car) closer to the end floor as the rescue target car (S40), and moves the rescue target car C1 to the nearest floor (end floor). The vehicle is driven (S41). Next, after the car C1 to be rescued has landed on the nearest floor (the ascending platform 9-5), the traveling controller 85 opens the car door 14 and the platform door, and turns off the lighting fixture 15 after a certain period of time. To close each door (S42).

  Next, the traveling control unit 85 determines whether the car C2 of the pair of the car C1 to be rescued has been rescued (S43), and when the rescue of the car C2 has been completed (S43). YES), and proceeds to the determination processing of step S47. On the other hand, when the rescue of the car C2 has not been completed (NO in S43), the traveling control unit 85 determines whether or not the car C2 of the pair of the car C1 to be rescued has landed. (S44) If the player has landed (YES in S44), the process proceeds to step S47.

  Alternatively, the traveling control unit 85 travels the paired car C2 to the nearest floor (S45), after the paired car C2 has landed on the nearest floor, opens the car door 14 and the landing door, and waits for a certain period of time. After elapse, the lighting fixture 15 is turned off and each door is closed (S46).

  Next, in the case of a YES determination in step S43, in the case of a YES determination in step S44, or after the processing in step S46, the traveling control unit 85 determines whether or not the rescue of all the cars A1 to C2 has been completed ( S47) If the rescue of all the cars A1 to C2 has been completed (YES in S47), the ALP operation mode ends. Alternatively, when the rescue of all the cars A1 to C2 is not completed (NO in S47), the traveling control unit 85 determines that the next car A1 is the nearest car (for ascending) to the car C1 to be rescued. The vehicle moves to a position where it can travel to the landing 9-5) (that is, a stop space on the nearest floor is opened) (S48). Then, the traveling control unit 85 sets the next car A1 as the car to be rescued (S49), and proceeds to the process of step S41.

  Returning to the description of FIG. In step S18, when the nearest floor on the light car side of each loop is not the end floor (NO in S18), the traveling control unit 85 determines that three loops have the same nearest floor, and It is determined whether or not the stop floor next to the nearest floor on the side of the light car in the loop is the end floor (S19).

  In step S19, if the stop floor next to the nearest floor on the light car side of each loop is the end floor (YES in S19), the process proceeds to step S50 in FIG. The car movement control processing shown in FIG. 13 corresponds to the processing in step S6 in FIG.

  Next, the car movement control processing in steps S50 to S57 in FIG. 13 will be described with reference to FIG. In FIG. 15, the car load conditions are A1 <A2, B1 <B2, and C1 <C2.

  In FIG. 13, the leading car C1 travels to the end floor (elevation platform 9-5), and the second car A1 travels to the nearest floor (elevation platform 9-4) (S50). . Then, after the cars C1 and A1 have landed on the end floor and the nearest floor, respectively, the traveling control unit 85 opens the respective car doors 14 and the landing doors, turns off the lighting fixtures 15 after a certain period of time, and turns off the respective lighting doors. Is closed (S51).

  Next, the travel control unit 85 travels the unrescued cars C2 and A2 of the two loops C and A for which rescue has been completed to another floor (the lowest floor in FIG. 15) and the nearest floor (S52). . Then, after the cars C2 and A2 land on the floor and the nearest floor, respectively, the traveling control unit 85 opens the respective car doors 14 and the landing doors, turns off the lighting fixtures 15 after a certain period of time, and turns off the respective lighting doors 15. Is closed (S53).

  Next, the traveling control unit 85 moves the cars C1, C2, A1, and A2 of the two loops C and A to a position where the car 1 of the remaining loop B can travel to the nearest floor, and the remaining loop B The lighter car B1 travels to the nearest floor (S54). Then, after the car B1 has landed on the nearest floor, the traveling control unit 85 opens the car door 14 and the landing door, and after a certain time has elapsed, turns off the lighting device 15 and closes each door (S55).

  Next, the travel control unit 85 travels the remaining car B2 of the remaining loop B to the nearest floor (the descending landing 10-2) (S56). Then, after the car B2 has landed on the nearest floor, the traveling control unit 85 opens the car door 14 and the landing door, and after a certain period of time, turns off the lighting fixture 15 and closes each door (S57). After the processing in step S57 ends, the ALP operation mode ends.

  Returning to the description of FIG. In step S19, when the stop floor next to the nearest floor on the light car side of each loop is not the end floor (NO in S19), the traveling control unit 85 proceeds to step S20. The process in step S20 corresponds to step S6 in FIG.

  Next, step S20 will be described with reference to FIG. In FIG. 16, the car load conditions are A1 <A2, B1 <B2, and C1 <C2.

  If the loops on which the nearest floor is the same are two loops, the traveling control unit 85 determines that the first car C1 is the next floor of the lightest car side (C1 side) next to the nearest floor (elevation platform 9-). 4), the second car A1 travels to the nearest floor (elevation platform 9-3), and the remaining car B1 travels to the nearest floor in the light load direction on the lighter car side ( S20).

  In addition, when the loop where the nearest floor is the same is three loops, the traveling control unit 85 determines that the car C1 of the leading car is the next floor (ascending) of the nearest car on the light car side (C1 side). The second car A1 travels to the next floor of the nearest floor (ascending platform 9-4), and the third car B1 goes to the nearest floor. The vehicle travels (S20).

  Then, the traveling control unit 85 opens the car door 14 and the landing door after each of the cars 1 in the loop in which the nearest floor is the same is placed on the nearest floor or another floor, and after a certain period of time, The lighting device 15 is turned off and each door is closed (S21).

  Then, the traveling control unit 85 determines whether or not the rescue of all the cars 1 has been completed (S22), and when the rescue of all the cars 1 has been completed (YES in S22), the ALP operation mode. To end. Alternatively, when the rescue of all the cars 1 (cars A1 to C2) is not completed (NO in S22), the process returns to the step S11.

  According to the multi-car elevator 100 and the car movement control processing thereof according to the above-described embodiment, the landing operation during power failure (ALP operation) can be realized without increasing the battery capacity of the ALP battery 31.

  That is, in the multi-car elevator 100 according to the embodiment, the ALP battery 31 is shared by the entire multi-car elevator 100, and all the cars 1 are identical so that the ALP operation direction is the light load direction in the entire multi-car elevator 100. Run in the direction. Accordingly, even in the case of, for example, three or more loops, the maximum capacity of the ALP battery 31 only needs to have a capacity that can cover the load increase of 100% in the car in the entire system, so that the battery capacity can be reduced. .

  Further, if the regenerative electric power of the loop controller 7 corresponding to the loop that performs the regenerative operation is supplied to the loop controller 7 of the loop that performs the power running operation, it is possible to further reduce the battery capacity.

  In addition, each of the car movement control processes shown in FIGS. 10 and 12 to 13 described above uses the other floors when the rescue floors of a plurality of loops are the same, and the passengers in the car 1 use the other floors. Since the rescue is performed, the rescue time can be reduced as compared with a method in which the car 1 sequentially arrives at the rescue floor.

<Modification>
In the multi-car elevator 100 described above, the overall controller 8 may control the operation of each car 1. Alternatively, each loop controller 7 may be configured to control the operation of each car 1 for each pair of the cars 1. Each loop controller 7 has each functional unit provided in the overall controller 8, and by communicating with each other, it is possible to grasp the status of the car 1 that is controlled and driven by each loop controller 7. .

  The number of cars 1 provided in the multi-car elevator 100 is not limited to six, and the number of cars 1 may be five or less, or seven or more.

  Further, in the above-described embodiment, an example is described in which the vertical direction, which is the vertical direction, is applied as the first direction in which the car 1 mainly moves, but the present invention is not limited to this. For example, the first direction may be an oblique direction inclined from the vertical direction and the horizontal direction. As a multi-car elevator, at least a first direction in which the car 1 mainly moves (for example, the vertical direction in the above-described embodiment) and a second direction intersecting the first direction (for example, the above-described embodiment) In this case, a multi-car elevator that can move in the horizontal direction is applied.

  Furthermore, the present invention is not limited to the above-described embodiments and modifications, but may take various other application examples and modifications without departing from the gist of the invention described in the claims. Of course.

  For example, in the above-described embodiment, the configuration of the multi-car elevator is described in detail and specifically in order to easily explain the present invention, and is not necessarily limited to the one including all the described components. Further, it is also possible to add, delete, or replace other components with respect to a part of the configuration of the above embodiment.

  In addition, a part or all of the above components, functions, processing units, and the like may be realized by hardware, for example, by designing an integrated circuit. In addition, control lines and information lines are shown as necessary for the description, and do not necessarily indicate all control lines and information lines on a product. In fact, it can be considered that almost all components are connected to each other.

  DESCRIPTION OF SYMBOLS 1 ... Car, 5 ... Encoder, 8 ... Overall controller, 27u ... Upper traveling direction reversing part, 27d ... Lower traveling direction reversing part, 31 ... ALP battery, 81 ... Power failure detection part, 82 ... Operation mode switching part, 83 ... Load calculator, 84: nearest floor calculator, 85: travel controller, 100: multi-car elevator

Claims (4)

A plurality of pairs of cars provided so as to be able to circulate on the first traveling path and the second traveling path in the hoistway;
A car drive circuit unit for driving the car,
A power failure automatic landing operation battery that supplies power to the car drive circuit unit during a power failure,
A car position detecting unit that detects a car position on the first traveling path or the second traveling path of the car;
A load detection unit that is provided at a lower part of the floor of the car and outputs a detection signal according to a load,
A load calculation unit that calculates a load in the car from a detection signal of the load detection unit,
A nearest floor calculation unit that calculates the nearest floor of the paired car when the paired car runs in the light load direction,
When each of the paired cars travels in the light load direction, it is determined whether or not the nearest floor of each pair of cars is different.If the nearest floor of each pair of cars is the same, Determines whether or not the light load directions of the cars in each pair are the same in the nearest floor of the light load direction, and the light load directions of the cars in each pair are all the same. In this case, the loads in the respective cars are totaled for each of the traveling paths, and a command to operate the plurality of the cars on the traveling path having a lighter load in the ascending direction is output to the car driving circuit unit. And a travel control unit configured to perform the operation. When the paired cars run in the light load direction and the nearest floors of the paired cars are the same when the paired cars run in the light load direction, the traveling control section drives the paired cars to the nearest floors. The multi-car elevator according to claim 1. The traveling control unit is configured such that, when the paired cars travel in the light load direction, the nearest floors of the paired cars are the same, and the nearest floors in the light load direction are the same. 2. The multi-car elevator according to claim 1, wherein when the light load directions of all the cars are the same, each pair of cars is driven to the nearest floor from the car closest to the nearest floor. A plurality of pairs of cars provided so as to be able to circulate in a first traveling path and a second traveling path in a hoistway, a car driving circuit section for driving the car, and the car driving circuit in the event of a power failure A battery for automatic landing operation at the time of a power outage that supplies power to the section, a car position detecting section that detects a car position on the first traveling path or the second traveling path of the car, and a lower part of the floor of the car. A car movement control method of a multi-car elevator, comprising: a load detection unit provided to output a detection signal according to a load; and a load calculation unit to calculate a load in the car from the detection signal of the load detection unit. And
A process of calculating the nearest floor of the paired car when the paired car runs in the light load direction;
When each of the paired cars travels in the light load direction, it is determined whether or not the nearest floor of each pair of cars is different.If the nearest floor of each pair of cars is the same, Determines whether or not the light load directions of the cars in each pair, in which the nearest floor in the light load direction is the same, are all the same, and the light load directions of the cars in each pair are all the same. In this case, the loads in the respective cars are totaled for each of the traveling paths, and a command to operate the plurality of cars in the traveling path having a lighter load in the ascending direction is output to the car driving circuit unit. A car movement control method.

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