JP4483381B2 - Multi-car elevator - Google Patents

Description

  The present invention relates to an elevator system in which a plurality of cars are operated in the same hoistway, and in particular, a smooth operation of a multi-car elevator system in which a plurality of cars are controlled by one set or a plurality of sets of driving ropes. And an elevator suitable for use.

  The following is an example of a conventional technology for a system in which a plurality of passenger cars serve in one hoistway.

  Compared to the conventional rope type elevator, where the car cage and the counterweight are arranged in a 1: 1 or 2: 1 roping in a suspending manner and driven by a drive motor in the opposite direction, the counterweight is another JP-A-58-59174 discloses a twin car elevator system in which two cars are replaced by a car and two cars are operated by one drive motor to effectively use the hoistway space. As means for raising and lowering the car, a proposal has been made to locally process the landing error in the car portion by a leveling mechanism attached to the car.

  A one-shaft multi-motor that connects multiple cars to ring-shaped ropes installed in one hoistway, supports the car weight with ropes, generates only driving force with a linear motor, and saves energy. A car proposal is made in Japanese Patent Laid-Open No. 8-59139.

  Furthermore, a two-story elevator (so-called double deck elevator) in which two passenger cars can be connected or relatively displaced via a leveling mechanism is also an elevator in which a plurality of cars are arranged in one hoistway in a broad sense. . Regarding the operation of multiple double-deck elevators, Japanese Patent Application Laid-Open No. 7-109076 proposes that the same double-deck elevator be actively assigned to calls in the same direction from successive floors to shorten the lap time. There is also a proposal for joint operation of a double deck elevator and a general single deck elevator in Japanese Patent Application Laid-Open No. 9-301646, which is called a single deck elevator when the degree of congestion is low, and a double deck elevator when crowded. A method of preferentially allocating and performing energy saving control has been proposed.

JP 58-59174 A JP-A-8-59139 JP-A-7-109076 JP-A-9-301646

  In the prior art 1, due to the fate of the twin car elevator, the landing error that must be generated between the two car floors and the building side floor when the rope length is extended due to annual changes or passenger volume In order to make it completely zero, the leveling mechanism provided on the side of the car is not a motor for driving the car, but the car floor is adjusted by adjusting the floor of the car floor, but a special leveling device is added to the car. It is necessary to do this, and there is a difficulty that the factor of the cost increase is attached.

  On the other hand, in the prior art 2, since a plurality of cars are connected to a ring-shaped rope and operated, the effect of rope elongation appears as a landing error between the elevator floor and the building floor. Although it has the same problems as elevators, there is no mention of this point. In addition, there is a proposal for a guidance display regarding restraint suspension to the other car by a user of another car, but there is no proposal such as information transmission to the hall.

  Further, in the prior art 3, it is stated that a plurality of cars of a double deck elevator assign priority to calls in the same direction from successive floors on the building side. There is no mention of the proposals from, and even into the uniform and non-uniform control regarding the handling between the cages.

  In the prior art 4, there are proposals such as assigning calls to double deck elevators and ordinary single deck elevators to single deck elevators for energy conservation when it is quiet, and to double deck elevators for transportation efficiency in crowded areas. However, the control object is group management control for an elevator system having a plurality of normal hoistways, and is not a proposal for solving a problem caused by a plurality of car systems in the same hoistway.

  The object of the present invention is to minimize the elevator cross-sectional area of the elevator in the building, and to construct a plurality of cars in a squirrel shape in one hoistway, or to connect a car and a weight in a squirrel shape. A multi-car elevator system that stores multiple sets of elevators in the same hoistway or moves two or more cars in a circulating manner in the same hoistway. Various uniform and non-uniformity for each car, landing, etc. Elevator that occupies the building by providing an in-building moving system that offers a service that is easy to control, and that has no incongruity in user-friendliness compared to a normal elevator that is configured like a crane and weight. The purpose is to reduce the floor area (hoistway cross-sectional area) of the system.

In order to achieve the above object, according to the present invention, there is provided an elevator in which a plurality of elevator cars are connected to both ends of the drive rope in an elevator in which the position is controlled by the drive rope in the same hoistway. Means for non-uniformly controlling the two elevator cars moving, the plurality of cars, means for uniformly controlling the plurality of cars, and means for performing non-uniformity under predetermined conditions; And means for switching the uniform means for operation, and landing control at the landing as the means for non-uniformly performing is based on the ratio of the number of people getting on and off in the two elevator cars. The vehicle is distributed in inverse proportion to the car, and the position of the car and the landing is controlled.

In addition, in the above, if there is no user who enters the car on the floor where the car is scheduled to stop, the name of the floor where the car is present is not displayed on the platform side as the car position. It is desirable to do.

Furthermore, in the above, it is desirable to stop the opening / closing of the car of the two passenger cars where there is no passenger or no passenger.

  According to the present invention, in a multi-car elevator system in which a plurality of elevator cars are installed in one hoistway, compared with a conventional general elevator, there is no sense of inconvenientness in use, and space-saving, energy-saving, and maintenance-saving are achieved. , Can enjoy many effects such as attentiveness to users with VIP and handicap.

  DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, a first embodiment of the invention will be described with reference to the drawings.

  FIG. 1 is a configuration diagram of a multi-car elevator showing an embodiment of the present invention. In FIG. 1, the basic configuration will be described first. A plurality of cars are installed inside one hoistway 1, and the situation from the third floor to the sixth floor is shown as an example in the vertical direction. The car 2 and the car 3 are connected at both ends by a drive rope 4 and are caught by a sheave 5-1 connected to a drive motor (not shown), and the two cars move dependently in opposite directions. This is the basic configuration. Compared to a system in which a normal car and a weight are connected like a vine, another car is stored in the space of the weight width + α, so there are some restrictions that the two cars cannot be controlled completely independently. Equivalent transportation capacity has been improved and the area occupied by the elevators has been reduced. Furthermore, at the upper part of the hoistway 1, there is another elevator system in the hoistway, in which the car 6 and the counterweight 7 are connected in a rope shape with a rope 8, and the sheave 5-2 is hooked. Although the movement of the car 6 and the counterweight 7 is restricted by the movement of the other cars 2 and 3, it becomes a subordinate service, but since the third car can be stored in one hoistway, further transportation You can increase your ability.

Here, in an elevator system in which a plurality of cars are stored in one hoistway and a floor space is reduced, the following unique characteristics are attached and there is a possibility of causing a sense of incongruity not found in a normal elevator.
(1) The car 2, the car 3, and the car 6 are affected by the operation of other cars, and waiting passengers at the landing and passengers in the car may be unnecessarily stopped, moved, and dissatisfied. It moves.
(2) Since the two cars cannot be controlled independently, the landing control of the two cars cannot be completely zero at the same time if the rope length changes.
(3) A specific car may be operated in a biased manner, and there may be a bias in the consumption of moving parts.
(4) Multiple passenger cars may arrive at the adjacent platform, causing confusion in getting on and off the passengers.

Therefore, the following proposals have been made for these problems. Firstly, the car 2 is ascending, the car 3 is descending, the car 6 is descending, the third floor is for service to the fifth floor, the fourth floor is for the sixth floor, the fifth floor is for the fourth floor The service in the situation where there is no platform user on the 6th floor. Destination floor registration devices 9-3, 9-4, 9-5, and 9-6 are installed at the landings on the respective floors. The fifth floor is 9-3, the sixth floor is 9-4, and the first floor is 9-5. The floor, 9-6, is unregistered. In addition, indicators 10-3, 10-4, 10-5, 10-6 indicating the position of the elevator are installed, and guidance indicators 11-3, 11-4 to the landing side users are provided.
11-5 and 11-6 are installed. Here, an embodiment of a service for waiting customers on the third floor will be described. The user on the third floor wants to drive up, and the car 3 stops on the third floor as a subordinate operation in which the car 2 stops to service the user on the fourth floor, but there are 3 in the car. The door 12-3 is not opened or closed when there is no user to get off at the floor. This is because the car 3 is not used for getting on and off the 3rd floor, and therefore prevents unnecessary opening and closing of the door and suppresses the consumption of moving parts. Details of this door control algorithm are shown in FIG. This door opening / closing prevention suppresses the occurrence of unnecessary dissatisfaction caused by waiting for passengers on the third floor to realize that the car 3 stops on the third floor, so that the indicator 10-3 has a position of the car 3 in the car 10 Non-uniform display control is performed so as not to display. Details of the appropriate indicator display algorithm for the car position are shown in FIG. In addition, the guidance display 11-3 provides non-uniform apologetic guidance that the arrival of the rising car has not arrived for a while, rather than the contents of the normal boarding guidance. Make system efforts to gain understanding. Details of this platform guidance display algorithm are shown in FIG. Of course, even if there is no user as in normal driving, the doors are opened and closed, the car position indicator displays the car position and driving direction, and the platform guide shows uniform control indicating the arrival of an inappropriate car May be performed. In addition, a display 15-3 is installed in the car, and when there are passengers, the car position and the scheduled stop floor are displayed as a uniform service for each car. Since there is no passenger for a while, it is meaningless to display uselessly, so as a non-uniform service, the display 15-3 in the car is turned off to perform control to save energy and extend the life of the equipment. Details of the control algorithm of the in-car display will be described with reference to FIG. In addition, a shield plate sensor 13-3 is attached to the car 3 as a device in the tower so as to face the shield plate 14-3 installed in the hoistway, and the car arrives at the landing on the third floor. It is possible to measure the distance traveled after that. The error between the floor surface of the car 3 and the floor surface of the third-floor landing is assumed to be LE2, and the positioning control method of the car 3 will be disclosed in detail when explaining the movement on the fourth floor.

Next, an outline of an embodiment of uniform and non-uniform control at the fourth floor platform will be described. Here, there is a passenger who gets off on the fourth floor in the car 2, and a user who desires the sixth floor is waiting for the elevator to arrive at the fourth floor. Since there are users getting on and off this floor, it is necessary to control the landing error as small as possible to prevent tripping. Therefore, the landing error LE1 of this floor is set to zero, and the landing error LE2 of the other car 3 that is not used becomes large, and the landing as shown in detail in FIG. Perform non-uniform control of floor error. This control is due to the fact that, since the two cars are connected by a rope, if the rope length becomes an inappropriate length, the landing errors of the two cars cannot be made zero at the same time. Thereby, the effect which does not produce a problem in the raising / lowering of the car in which a user exists is exhibited. However, if the user gets on and off the 3rd floor even in the car 3, the landing error of both is not zero, but evenly distributed and uniform landing control is carried out. To prevent such problems. Naturally, since the user changes every moment, dynamically switching between the uniform control and the non-uniform control described above is an effective method for constructing a realistic system. In addition, even when both passengers get on and off, there is a high probability that they will be VIP-operated or stumble on a floor with a large number of passengers. Is big. These are functions that can be realized because there is information from VIP calls and destination floor registration methods that can recognize VIPs and the number of passengers. Similarly to the car 3 and the third-floor hoistway, the car 13 is also provided with a sensor 13-2 for measuring the landing error with the arrival floor at the time of landing, and the shielding plate 14- 4 is installed in the hoistway and recognizes the change in the rope length in relation to the sensor 13-3 and the shielding plate 14-3. This rope length measurement function can be used to eliminate unnecessary inspections, detect that the length of the drive rope 4 has greatly changed over time, and issue an alarm to a maintenance center or the like. This is one of the constant monitoring effects in the maintenance of the embodiment. Since an available car 2 arrives at an elevator user on this floor within a short time, the indicator 10-4 displays the car position as normal uniform control. The difference between the uniform and non-uniform control of the car position display is performed in consideration of the difference in the situation where the third floor and the fourth floor are placed. Details of this difference in handling will be described with reference to FIG. As for the guidance indicator 11-4, the display is different from the “ridden car” indication on the guidance indicator 11-3 on the third floor.
If you know that many users will get off on this 4th floor because the uniform control shown in the general situation of “arrival in the car that can be boarded” and pre-registration of the getting-off floor are made, that fact Display by flexible non-uniform control such as flowing to the 4th floor and opening the vicinity of the door is useful for the user, and the details will be described with reference to FIG. Furthermore, a uniform display to the effect that passengers in the car 3 have arrived on the fourth floor is sent to the car indicator. The uniform / non-uniform control of the car display is shown in detail in FIG.

  Next, the situation on the fifth floor will be described. On this floor, we assumed a situation where a VIP who wants to descend to the fourth floor is waiting at the landing. The VIP inputs the fourth floor, which is the desired destination floor, using the destination register 9-5 or a portable terminal (not shown). On this 5th floor, the car 3 passed in a descending operation before the car 6 arrived, and it was possible to assign a call to it, but there were passengers in the subordinate car 2, and other than VIP The car 6 was prevented from being affected by the floor stop, the interior was enhanced, and the car 6 capable of VIP priority control for landing error was preferentially assigned. Inge control during this time will be described in detail with reference to FIG. 3, landing guidance display with reference to FIG. 4, and landing error control with reference to FIG.

  Finally, I will explain the 6th floor where there are no waiting passengers at the platform. Despite the approach of the car 2, there is no input from the destination register 9-6, so it is determined that there is no waiting person at the landing, and the display on the indicator 10-6 and the guidance display 11-6 is displayed normally. From the display, non-uniform lighting is turned off to show the effect of energy saving and lamp life extension. Details of these uniform / non-uniform control will be described with reference to FIGS.

FIG. 2 shows a flowchart of the elevator car and landing door opening / closing control program P10. This program P10 and the program described below are started by a timer interrupt of a short time interval or an interrupt associated with the occurrence of an event by a management program (not shown), and return to the interrupt waiting state when the processing is completed. When this program P10 is activated, it is determined in process P101 whether there is a passenger to the car or a passenger getting off from the car. If there is a passenger, a uniform control is performed in step P102 as a door control. Open / close prevention control is not performed, and general uniform control for opening / closing the door is performed. Next, in process P103, are there many passengers in the car or at the landing? Or is there a user with a handicap such as VIP or handicapped? Make a decision. If there is, process P for door opening and closing
In 104, non-uniform control is applied instead of the normal uniform control, and attention control such as reducing the door opening / closing speed or delaying the door closing start timing to prevent the user from hitting the door is performed. . Since this non-uniform control always reduces the transportation efficiency, it is implemented dynamically as a non-uniform control only when the system determines that it is necessary for its implementation, and a detailed service is performed while minimizing adverse effects. Demonstrate the effect that can provide. Details will be described in other figures, but when this process P104 is performed, a process of giving attention to other cars in a subordinate relationship or other platforms and carrying out driving operation is obtained to obtain the understanding of other users. You may incorporate it into this program. When the process P103 is not in a special situation, the door opening / closing speed and the door closing start timing are uniformly controlled according to the average value and the initial value in the process P105 as in the case of the other cars. On the other hand, when it is determined in process P101 that there are no passengers to the car and no passengers from the car, in process P106, the door is prevented from being opened and closed as non-uniform control. This means that when there are no passengers, unnecessary door movement is wasteful for energy saving and consumption of movable parts, and can be said to be a reasonable control. Of course, there are no passengers, but under the condition that there are passengers in the car and the door is not opened / closed even though the car is stopped, this process P106 is a normal door. You may change to the uniform control which opens and closes. The above process is terminated, and the door opening / closing control program P10 is terminated via process P107. According to this embodiment, there are effects such as timely door opening / closing control, energy saving, and extension of the life of the equipment that facilitate the user's comfortable use of the elevator while smoothly getting on and off the multiple car system.

FIG. 3 shows a flowchart of the car position display control program P20 in the platform and the car. In addition, the car position said here has shown the floor name in which a car exists. As for the car position display, a system in which three or more landings exist rather than a shuttle system that goes back and forth between two landings causes an event that the car passes, and the car position display control is useful information for the user. It is an indispensable element as a device that gives When this program is started, first, in process P201, is there a user who gets in this car on the floor where this car is scheduled to stop? Or is there no passengers in this car? Judging.
If yes, it is next determined in process P202 whether or not uniform display is requested regardless of the driving situation in relation to car position display. If yes, the position of this car or all the cars is displayed in the platform and the car as normal uniform control in process P203. If no, non-uniform control is performed in process P204, and in the situation where there is no viewer, or in the situation where the driving direction is reversed and meaningless to see, the process of not displaying useless car positions is performed. To do. This process not only saves energy but also has the effect of delaying the lamp from running out of lamps in systems such as incandescent lamps. In addition, it is unnecessary not to provide meaningless information for people waiting for arrival at the platform. It also has a psychological effect that makes it difficult to distrust. Also, in order to improve transportation efficiency, even if the car is driving in the same direction as the desired direction of the waiting area for the landing, the overall transportation efficiency and average waiting time are improved by passing the floor. In such a situation, non-display of the car position by this non-uniform control exhibits an effect of suppressing the occurrence of dissatisfaction. The request for uniform display in process P202 is a process in the case where a display request is received from a building administrator or the like. If such an event does not occur, the determination process and the uniform display process P203 may be omitted. Good. In that case, there are other effects such as improvement of processing speed and reduction of memory space. If NO is determined in process P201, the normal car position is displayed as a uniform process in process P205, and the process returns to waiting for an interrupt via process P206. According to the present embodiment, there is an effect of providing timely information that allows the user to comfortably use the elevator in the multi-car system.

  FIG. 4 shows a flowchart of the platform guidance display control program P30. In the two-car system with another car connected in place of the counterweight and the system shown in Fig. 1 with a normal elevator and the so-called multi-car system in the form of a ferris wheel, Since it arrives at the landing one after another, the landing guide display device is an important device for smooth use of the car. Furthermore, in systems where there are more than two landings, there is an event that the car passes through, as compared to a system that goes back and forth between two landings, and the landing guide display control is an essential element for realizing smooth getting on and off. It is. P30 controls the display. When this program is activated, it is first determined in process P301 whether the next approaching car stops at this floor, and if it stops, it is determined in process P302 whether the waiting passenger at the landing is a car. . If yes, it is determined in process P303 whether there are passengers getting off at this floor, and if yes, it is determined in process P304 that there is a user getting off the car as a non-uniform process. Display on the platform side, open the space in front of the doors to get off smoothly, avoid unnecessary collisions, shorten the boarding time, etc., and demonstrate the timely boarding / exiting effect according to the situation. This effect is particularly noticeable for a multi-car system in which landings are made with high density. If it is determined that there is no passenger getting off at process P303, there is no possibility of a collision between passengers. Therefore, as a non-uniform process at process P305, a prompt boarding display is performed to shorten the stop time at the landing. Demonstrate the effect. In particular, when it is not necessary to increase the transportation efficiency, this process P305 may be made uniform and a general display such as “arrival” may be displayed without the boarding promotion display. When it is determined in process P302 that the platform user is not a car to be boarded, in process P306, guidance display to the arrival location of the car suitable for boarding is performed as non-uniform processing. As a matter of course, since a guidance display to that effect is given to the arrival location of the car suitable for the boarding by the control device at that location, there is no problem even if the processing P306 is made uniform and the guidance display is omitted. In consideration of the standing position, etc., the guidance display by this non-uniform processing exhibits a user-friendly guidance effect. If it is determined in process P301 that the floor does not stop, it is determined in process P307 whether the driving direction desired by the platform user and the driving direction of the approaching car are the same. In process P308, an apology for passing the car is displayed by non-uniform processing as a unique event. This is a display that is displayed when it is determined that it is generally preferable to prevent a decrease in driving efficiency due to an unnecessary stop, such as VIP driving, full boarding from this floor, and so on. When it is determined in the process P307 that the driving direction is opposite to the desired direction, the process ends without displaying anything as a uniform process in the process P309, and the process returns to waiting for an interrupt via the process P310. According to the present embodiment, it is possible to smoothly get on and off the multi-car system and to provide timely information that allows the user to comfortably use the elevator.

  FIG. 5 shows a flowchart of the car interior lighting / guidance display control program P40. When this program is started, is there a passenger in the car in process P401? If YES in step P402, control for turning off the lights in the car without passengers is performed as non-uniform control in process P402 to increase the energy saving effect. Normally, an energy-saving mode is implemented in which the fluorescent lamps are turned off after a short while after the operation is stopped. In this embodiment, the lighting equipment is not a fluorescent lamp whose number of on / off operations is related to the lifetime, but if a white LED or the like is used, the on-off lifetime is not frequently adversely affected. Similarly, the display in the car unnecessary in the process P403 is also turned off as non-uniform control, and an energy saving effect is exhibited. On the other hand, when it is determined in the determination P401 that there is a passenger, the turn-off process in the car is not performed as a uniform process in the process P404. If there is a passenger coming from the floor, a special display such as “There is a passenger” is displayed as a non-uniform display, and a smooth boarding effect is also exhibited. These processes are terminated, and the process returns to waiting for an interrupt via process P406. According to this embodiment, it is possible to appropriately turn on / off unnecessary car lighting and guidance display for an empty car that is likely to occur in a multi-car system, such as energy saving and equipment life extension. The effect can be demonstrated.

FIG. 6 shows a flowchart of the landing error control program P50. When this program is started, first, is one or more subordinate cars connected to the other end of the target car that is being controlled this time in process P501? Make a decision. That is, in FIG. 1, is the relationship between the car 2 and the car 3 or is the car 6 controlled? Judging. If there is a dependent car, it is determined in process P502 whether landing control is given priority to the dependent car over its own direct car. Judgment materials include the number of people getting on and off at the boarding place, whether or not a person with a handicap such as a VIP or a wheelchair gets on or off. If yes, in step P503, non-uniform control is performed to reduce the landing error of the highly important dependent car. In a system with a dependent car, particularly when the rope elongation compensation mechanism is not provided, when the rope elongation occurs, the landing error is unwillingly generated. At that time, in process P503, temporary measures are taken to avoid as much as possible the occurrence of a failure due to the landing error. Specifically, if the landing error is divided in proportion to the number of passengers in inverse proportion, or if there is a person with a handicap such as a VIP or a wheelchair, the landing error of that car will be calculated. For example, it is set to zero and the landing error is reduced to the other car. Although not shown in the figure, it is also advantageous in terms of safety to display timely information guidance on the car and landing on the wrinkled side. If priority is not given to the dependent car in process P502, it is determined in process P504 whether the car is given priority. If yes, non-uniform control as described in process P502 is performed on the car in process P503. If it is determined in steps P502 and P504 that the priorities are substantially equal, in step P506, uniform control processing is performed in which landing errors that must be generated are equally allocated to the two cars. In the case where there is no dependent car in the process P501, that is, in the case of the car 6 in FIG. 1, the landing control of the own car does not cause an influence on other cars, so that the landing error of the own car is reduced to zero in the process P507. Implement uniform control to control. If abnormal rope elongation can be determined from the sensors 13- * and 14- * in FIG. 1 in process P508, the system administrator and maintenance personnel are notified that the rope elongation has exceeded the reference value in process P509. To do. Here, the sensors 13- * and 14- * in FIG. 1 are usually attached to each floor for each car to detect a slight slip between the rope and the sheave, and are used to correct the car position. Then, the amount of rope elongation is detected from the difference in interrupt timing and the number of pulses generated from a pulse generator (not shown) attached to the end of the motor shaft in the meantime. Then, the process returns to waiting for an interrupt via process P510.

  Here, the process of evenly allocating the landing error in the process P506 is a uniform process from the viewpoint of treating the problem with an average solution for a non-uniform process in which special measures are taken in a system with a dependent car. Although described from the standpoint of landing control of an independent car, it is not appropriate to express it as non-uniform control because it performs control that leaves half the landing error instead of zero. According to the present embodiment, since various events occur and can be appropriately controlled, there is an effect that the landing error of the multi-car system can be dynamically set to the best state.

FIG. 7 shows a flowchart of the elevator car assignment control program P60. When this program is started, is the attribute of the elevator user used as a judgment material for non-uniform assignment control in process P601 first? Make a decision. If yes, in step P602, does VIP or a highly important user desire elevator service? If the answer is yes, then in process P603, as non-uniform control, a car having a function capable of providing advanced information, a car fully equipped with interiors, and a safety device installed in the tower are particularly reliable. A car corresponding to a high-level device is preferentially assigned to the desired call. If the result is NO in process P602, all the plurality of cars are handled equally, and uniform control is performed using an algorithm used for conventional assignment control such as driving direction and car position. When it is determined in the process P601 that the assignment is not determined based on the attribute of the user, it is determined in the process P605 whether non-uniform allocation is performed from the maintenance viewpoint. If yes, in process P606, control for preferentially allocating calls to a car having a high operating rate as non-uniform control or control for allocating calls so that the operating rates are equalized is performed. In the former, maintenance personnel who perform two-person work at the time of maintenance are concentrated on one car, and the effect of maintaining and repairing moving parts in small units is demonstrated. The latter is the majority of cars However, the maintenance of large-scale maintenance has to be extended to the maximum and the effect of being able to extend back to the maximum and partial repairs due to the multiple cage system. This is based on the unique situation of the multi-cage system, in which even partial repairs cannot be operated. On the other hand, in the uniform control of process P607, as equalization control, calls are assigned to a plurality of cars randomly or evenly. Thereby, since it is not necessary to carry out complicated operation status determination within a short time for determining the assigned number machine, a high-speed processing device is unnecessary. According to the present embodiment, there is an effect that the car can be rationally allocated according to the situation.

  Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and it goes without saying that various modifications can be made without departing from the scope of the present invention.

1 is an overall configuration diagram of a multi-car elevator showing a first embodiment of the present invention. It is a flowchart of the door opening / closing control program in 1st Embodiment. 5 is a flowchart of a platform and car position display control program in the first embodiment. It is a flowchart of the platform guidance display control program in 1st Embodiment. It is a flowchart of the car illumination and guidance display control program in 1st Embodiment. It is a flowchart of the landing error control program in 1st Embodiment. It is a flowchart of the car allocation control program in 1st Embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Elevator hoistway, 2, 3, 6 ... Riding car, 4,8 ... Driving rope, 5-1, 5-2 ... Sheave, 7 ... Counterweight, 9-3, 9-4, 9-5 9-6 ... Destination register, 10-3, 10-4, 10-5, 10-6 ... Car position indicator (indicator), 11-3, 11-4, 11-5, 11-6 ... Platform guidance Display, 12-3, 12-6 ... door, 13-2, 13-3, 13-6 ... shielding plate sensor, 14-3, 14-4, 14-5 ... shielding plate, 15-2, 15- 3 ... Display in car, LE1, LE2 ... landing error, P10 ... Door opening / closing control program, P20 ... landing, car cage position display control program, P30 ... landing guide display control program, P40 ... lighting in car Guide display control program, P50 ... landing error control program, P60 ... Rikago allocation control program.

Claims (3)

In an elevator in which a plurality of elevator cars are position-controlled by a drive rope in the same hoistway,
Two elevator cars connected to both ends of the drive rope, each moving dependently in opposite directions,
Means for non-uniformly controlling the plurality of cars;
Means for uniformly controlling the plurality of cars;
Means for switching and operating the non-uniformly performing means and the uniformly performing means according to a predetermined condition;
The landing control at the landing as the means for performing the non-uniform distribution is performed by distributing the landing error to the two passenger cars in inverse proportion to the ratio of the number of passengers in the two elevator passenger cars. A multi-car elevator in which position control with respect to the landing is performed. The name of the floor where the car is located is displayed on the platform side as the position of the car if there is no user who will enter the car on the floor where the car is scheduled to stop. Multi-cage elevator characterized by not controlling. The multi-car elevator according to claim 1, wherein the door opening / closing of a car in which no boarding user or no passenger gets out of the two cars is suspended.

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