JP5790462B2 - Elevator equipment - Google Patents

Description

  The present invention relates to an elevator apparatus that reduces the consumption of standby power when it is not in use.

  In a conventional elevator apparatus, when a predetermined time elapses in a state where the car is in a door-closing standby state, a power supply is cut off by outputting a standby signal to the drive device and other devices. At this time, power supply to the destination floor registration device and the hall call registration device is maintained. When the operation button of the hall call registration device is operated, the call direction indicator lamp corresponding to the operated operation button is turned on, and a call registration signal is output to the elevator control device. When the call registration signal is input, the elevator control device restarts the power supply by outputting a standby release signal to the drive device and other devices. As a result, it is possible to save power without degrading service to the user (see, for example, Patent Document 1).

JP 2009-91132 A

  In the conventional elevator apparatus as described above, when the power supply to the safety monitoring apparatus that monitors whether there is an abnormality is resumed, an operation for causing the safety monitoring apparatus to recognize the state of the elevator is required. This causes an increase in time until the service is restarted from the state where the power supply of standby power is cut off, resulting in a decrease in serviceability of the elevator apparatus.

  The present invention has been made to solve the above-described problems, and can cut down standby power when the use is not in use and then reduce the time required for preparation for service resumption and suppress deterioration in serviceability. An object is to obtain an elevator apparatus.

Elevator apparatus according to the present invention, the car, and controls the operation of the car, the elevator control device stops the power supply to part of the equipment at the time of use off-peak, and with a safety monitoring apparatus for monitoring the presence of abnormality, cage Includes first and second cars that are lifted and lowered independently from each other in a common hoistway, and the safety monitoring device monitors the risk of collision between the first and second cars, and the elevator control device Stops the power supply to the safety monitoring device when it is not in use, and when the power supply is resumed, the service is resumed after performing an operation for causing the safety monitoring device to recognize the position of the car.

  Since the elevator apparatus according to the present invention restarts the service after performing the operation for causing the safety monitoring apparatus to recognize the position of the car when the power supply is restarted, the time required for preparation for the service restart is shortened. The decline in sex can be suppressed.

BRIEF DESCRIPTION OF THE DRAWINGS It is a block diagram which shows the elevator apparatus by Embodiment 1 of this invention. It is a graph which shows the overspeed monitoring reference | standard set to the safety monitoring apparatus of FIG. It is a flowchart which shows the service suspension operation | movement of the elevator control apparatus of FIG. It is a block diagram which shows the one shaft multicar type | mold elevator apparatus by Embodiment 2 of this invention. It is a graph which shows the overspeed monitoring reference | standard for 1st cars set to the safety monitoring apparatus of FIG. It is a graph which shows the overspeed monitoring reference | standard for 2nd cars set to the safety monitoring apparatus of FIG. It is a graph which shows the 1st and 2nd collision monitoring reference | standard set to the safety monitoring apparatus of FIG. It is a flowchart which shows the service suspension operation | movement of the 1st elevator control apparatus of FIG. It is a flowchart which shows the service suspension operation | movement of the 2nd elevator control apparatus of FIG. It is a block diagram which shows the elevator apparatus by Embodiment 3 of this invention. It is a flowchart which shows the service suspension operation | movement of the elevator control apparatus of FIG.

Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings.
Embodiment 1 FIG.
1 is a block diagram showing an elevator apparatus according to Embodiment 1 of the present invention. In the figure, a machine room 2 is provided in the upper part of the hoistway 1. In the machine room 2, a hoisting machine 3 is installed. The hoisting machine 3 has a drive sheave, a hoisting machine motor that rotates the driving sheave, and a hoisting machine brake that brakes the rotation of the driving sheave.

  The suspension means 4 is wound around the drive sheave. As the suspension means 4, a plurality of ropes or a plurality of belts are used.

  The car 5 and the counterweight 6 are suspended in the hoistway 1 by the suspension means 4, and are raised and lowered in the hoistway 1 by the hoisting machine 3. In the hoistway 1, a pair of car guide rails (not shown) for guiding the raising and lowering of the car 5 and a pair of counterweight guide rails (not shown) for guiding the raising and lowering of the counterweight 6 are installed. Has been.

  In the machine room 2, an elevator control device 7 and a safety monitoring device (electronic safety device) 8 are installed. The elevator control device 7 performs operation management, power control, and the like of the car 5. The safety monitoring device 8 monitors the state of the elevator device (whether there is an abnormality). The elevator control device 7 and the safety monitoring device 8 each have an independent computer. Thereby, the safety monitoring device 8 monitors the state of the elevator device independently of the elevator control device 7.

  A speed governor 9 is installed in the machine room 2. The governor 9 has a governor sheave. A loop-shaped governor rope 11 is wound around the governor sheave. A tension wheel 10 is provided at the lower part of the hoistway 1. The lower end portion of the governor rope 11 is wound around the tension wheel 10.

  The governor rope 11 is connected to the car 5 and is circulated and moved as the car 5 moves up and down. Thereby, the governor sheave is rotated at a speed corresponding to the traveling speed of the car 5. A governor encoder 12 that is a rotation detector for detecting the rotation amount of the governor sheave is disposed on the same axis as the governor sheave.

  An upper hoistway switch 13 for detecting the passage of the car 5 is installed near the upper terminal floor in the hoistway 1. A lower hoistway switch 14 for detecting the passage of the car 5 is installed near the lower terminal floor in the hoistway 1. A switch operating member (rail) 15 for operating the hoistway switches 13 and 14 is attached to the car 5.

  Landing plates 16 are installed at a plurality of positions corresponding to a plurality of stop floors in the hoistway 1. A landing sensor 17 for detecting the landing plate 16 is mounted on the car 5. The landing sensor 17 can detect that the car 5 is located in a door zone in which safe door opening and closing can be performed, and can detect the floor of the landing floor.

  Here, in order to identify which floor a part of or all of the landing plate 16 corresponds to, for example, information in which ID information is embedded in a conventionally used landing plate An RF tag or an IC tag as a storage medium is added. Further, in order to detect ID information embedded in the landing plate 16, a tag reader is added to the landing sensor 17 in comparison with the landing sensors that have been generally used conventionally.

  In the car 5, an in-car destination registration device 18 and an in-car display device 19 are provided. A hall call registration device 20 and a hall display device 21 are respectively provided at the halls on the plurality of stop floors. In addition to the above, the elevator device includes a plurality of devices controlled by the elevator control device 7. In FIG. 1, these devices are combined into one block and shown as an elevator device 22.

  Signals from the governor encoder 12, the hoistway switches 13 and 14, and the landing sensor 17 are input to the safety monitoring device 8. The safety monitoring device 8 monitors whether the car 5 is traveling at an overspeed. And when overspeed driving | running | working is detected, the safety monitoring apparatus 8 outputs the command signal for operating a hoisting machine brake.

  In the safety monitoring device 8, an overspeed monitoring reference (threshold value) V1 as shown in FIG. 2 is set. In FIG. 2, a running curve V0 is a curve depicting a trajectory of speed when the car 5 normally travels from the upper terminal floor (or lower terminal floor) to the lower terminal floor (or upper terminal floor). The overspeed monitoring reference V1 is set higher than the travel curve V0, and is set so as not to detect overspeed as long as the car 5 travels normally.

  The overspeed monitoring reference V1 is a curve that changes according to the position of the car 5, and continuously decreases toward the end in the vicinity of the lowermost floor and the uppermost floor, that is, near the end floor of the hoistway. Is set to Thereby, the overspeed in the vicinity of the end portion can be detected at an early stage, and the safety space in consideration of the collision of the car 5 with the end portion can be reduced.

  The safety monitoring device 8 needs to detect the position of the car 5 in order to set the overspeed monitoring reference V1 that changes according to the position of the car 5. Therefore, the safety monitoring device 8 detects the passing of the detection position of the car 5 by a signal from the upper hoistway switch 13, the lower hoistway switch 14, or the landing sensor 17, and then determines the moving distance of the car 5. By detecting with the encoder 12, the position of the car 5 is detected.

  In order to realize this, the safety monitoring device 8 detects the position of the car 5 when the upper hoistway switch 13 operates (P1 in FIG. 2) and the position of the car 5 when the lower hoistway switch 14 operates (FIG. 2). P2) and the position of the car 5 when the landing sensor 17 detects the landing plate 16 are stored as the reference position. The safety monitoring device 8 can also correct an error in the position information of the car 5 detected by the governor encoder 12 using the reference position.

  In this example, the hoistway switches 13 and 14 are provided at two locations, but may be provided at three or more locations. For example, if the number of hoistway switches is increased, the number of times the position information error can be corrected increases, and a more accurate car position can be detected. However, considering the contact sound between the hoistway switch and the switch operating member 15, it is difficult to install the hoistway switch near the intermediate floor where the speed of the car 5 is increased. In order to reduce the contact noise, the hoistway switch 13 is installed at a position where the car 5 stops on the top floor or immediately before the stop, and the hoistway switch 14 is placed at a position where the car 5 stops on the bottom floor or immediately before the stop. It is effective to install it at the position.

  Further, the safety monitoring device 8 detects the speed of the car 5 by performing arithmetic processing using the output signal from the governor encoder 12. Then, the safety monitoring device 8 compares the detected speed of the car 5 with the overspeed monitoring reference V1, and determines that it is overspeed running when the detected speed of the car 5 becomes higher than the overspeed monitoring reference V1. And outputs a command signal for operating the hoisting machine brake.

  When the power supply to the safety monitoring device 8 is cut off, the safety monitoring device 8 stops its function without following the procedure for storing the position information of the car 5 at that time.

  On the other hand, when it is found that the power supply to the safety monitoring device 8 is cut off, the safety monitoring device 8 stores the position information of the car 5 and the stored position information when the power supply is resumed. A method of resuming overspeed monitoring using a computer is also conceivable. However, in this method, when the car 5 moves for some reason while the power supply is cut off, the car position information is deviated, and erroneous overspeed monitoring is executed.

  In order to prevent such erroneous monitoring, when the power supply is cut off, the safety monitoring device 8 stops its function without following the procedure for storing the position information.

  Here, in the safety monitoring device 8 according to the first embodiment, the position of the car 5 can be quickly detected using the ID information embedded in the landing plate 16 when the power supply is resumed, and thereby the normal service when the power supply is resumed. It is possible to speed up the return to.

  Next, a processing operation for reducing standby power executed by the elevator apparatus according to the first embodiment will be described. While the elevator apparatus according to the first embodiment is performing a normal service, all elevator equipment is supplied with electric power by the elevator control apparatus 7. When the elevator control device 7 monitors the service status and determines that the service may be temporarily suspended, the elevator control device 7 stops the power supply to the elevator equipment that does not require the power supply.

  The criterion for determining that the elevator control device 7 may temporarily stop the service is, for example, a predetermined time such as night when the door closing stop time continues for a predetermined time or more. Or a case of manual operation by a building manager or a user. In the case of manual operation, it is necessary to install an operation switch for service suspension.

  For example, the processing operation of the elevator control device 7 based on a case where the door closing stop time continues for a predetermined time or more will be described with reference to the flowchart of FIG. First, when the elevator control device 7 recognizes that the car 5 is waiting for door closing, the elevator control device 7 measures the time during which the door closing standby is continued. Then, it is determined whether or not the door-closing standby of the car 5 continues for a specified time (step S1).

  If the door-closing standby of the car 5 continues for a specified time or longer, the power supply to the elevator equipment that does not require power supply is stopped (step S2). Although not shown in FIG. 3, the power supply may be stopped after the car 5 has traveled to the floor where the flooring plate 16 to which the RF tag or the IC tag is added is installed.

  The elevator equipment that does not require power supply includes the car 5, the hoisting machine 3, the operation control and drive control unit in the elevator control device 7, the in-car display device 19, the other elevator devices 22, and the safety monitoring device 8. The governor encoder 12, the landing sensor 17, the upper hoistway switch 13, and the lower hoistway switch 14. As a result, power supply to the elevator control device 7 other than the power supply control unit, the car destination registration device 18, the hall call registration device 20, and the hall display device 21 is stopped, and the power consumption is reduced.

  Here, the elevator control device 7 can also notify the user that the power consumption is suppressed by causing the hall display device 21 to sequentially display, for example, E, C, and O. Further, the elevator control device 7 can also stop the power supply to the hall display device 21 and further reduce the power consumption. Which device to stop power supply can be set as appropriate.

  Next, while the power supply is stopped, the elevator control device 7 determines whether or not the hall call registration device 20 is operated (step S3) and determines whether or not the car destination registration device 18 is operated (step S3). S4).

  When the hall call registration device 20 is operated, or when the car destination registration device 18 is operated, the hall display device 21 is turned back on during normal service (step S5), and the power supply is resumed (step S6). ).

  After restarting the power supply, the elevator control device 7 moves to the floor where the flooring plate 16 to which the RF tag or the IC tag is added is installed as an operation for causing the safety monitoring device 8 to recognize the car position. The car 5 is caused to travel, and the ID information stored in the RF tag or the IC tag is detected by the tag reader (step S7).

  If the car 5 is already on the floor where the flooring plate 16 to which the RF tag or IC tag is added when the power supply is resumed, the safety monitoring device 8 recognizes the car position. Traveling is not necessary. In this case, the operation for causing the safety monitoring device 8 to recognize the car position only needs to detect the ID information stored in the RF tag or the IC tag by the tag reader.

  The elevator apparatus according to the first embodiment can reduce the power consumption by repeating the flow from the start to the end shown in FIG.

  In addition, during standby power reduction, power supply to the safety monitoring device 8 and related devices is also stopped, so that a high power reduction effect can be obtained. In addition, when the power supply is resumed, the service is resumed after the operation for causing the safety monitoring device 8 to recognize the position of the car 5 is resumed, so the time required for preparation for the service resumption is shortened and the serviceability is degraded. Can be suppressed.

  Further, the car position recognition operation is performed when the power supply is resumed, or the power supply is stopped after the car 5 is moved to the position of the RF tag or the IC tag. It can be shortened.

  Furthermore, since the RF tag or the IC tag is added to the landing plate 16 and the tag reader is added to the landing sensor 17, the safety monitoring device 8 can recognize the position of the car 5 earlier by a simple configuration. Can do.

Embodiment 2. FIG.
Next, FIG. 4 is a block diagram showing a one-shaft multi-car type elevator apparatus according to Embodiment 2 of the present invention. In the figure, the machine room 2 is provided with first and second hoisting machines 3A and 3B. The first hoisting machine 3A includes a first driving sheave, a first hoisting machine motor that rotates the first driving sheave, and a first hoisting machine brake that brakes the rotation of the first driving sheave. Have. The second hoisting machine 3B includes a second driving sheave, a second hoisting machine motor that rotates the second driving sheave, and a second hoisting machine brake that brakes the rotation of the second driving sheave. Have.

  The first suspension means 4A is wound around the first drive sheave. The second suspension means 4B is wound around the second drive sheave. A plurality of ropes or a plurality of belts are used as the first and second suspension means 4A, 4B.

  The first car 5A and the first counterweight 6A are suspended in the hoistway 1 by the first suspension means 4A, and are raised and lowered in the hoistway 1 by the first hoisting machine 3A. The second car 5B and the second counterweight 6B are suspended in the hoistway 1 by the second suspension means 4B, and are raised and lowered in the hoistway 1 by the second hoisting machine 3B.

  The first car 5A is disposed immediately above the second car 5B. The first and second cars 5A and 5B are guided by a common car guide rail and are raised and lowered independently of each other in the common hoistway 1.

  In the machine room 2, a first elevator control device 7A, a second elevator control device 7B, and a safety monitoring device (electronic safety device) 8 are installed. The first elevator control device 7A performs operation management and power control of the first car 5A. The second elevator control device 7B performs operation management of the second car 5B, power control, and the like.

  The safety monitoring device 8 monitors the state of the elevator device (whether there is an abnormality). The first elevator control device 7A, the second elevator control device 7B, and the safety monitoring device 8 each have an independent computer. Thereby, the safety monitoring device 8 monitors the state of the elevator device independently of the first and second elevator control devices 7A and 7B.

  The machine room 2 is provided with first and second speed governors 9A and 9B. The first governor 9A has a first governor sheave. The second governor 9B has a second governor sheave. A loop-shaped first governor rope 11A is wound around the first governor sheave. A loop-shaped second governor rope 11B is wound around the second governor sheave.

  In the lower part of the hoistway 1, first and second tension wheels 10 </ b> A and 10 </ b> B are provided. The lower end portion of the first governor rope 11A is wound around the first tensioning wheel 10A. The lower end portion of the second governor rope 11B is wound around the second tension wheel 10B.

  Further, the first governor rope 11A is connected to the first car 5A, and is circulated and moved as the first car 5A moves up and down. Thereby, the first governor sheave is rotated at a speed corresponding to the traveling speed of the first car 5A. A first governor encoder 12A for detecting the amount of rotation of the first governor sheave is arranged on the same axis as the first governor sheave.

  Further, the second governor rope 11B is connected to the second car 5B and is circulated and moved as the second car 5B moves up and down. Thereby, the second governor sheave is rotated at a speed corresponding to the traveling speed of the second car 5B. A second governor encoder 12B for detecting the rotation amount of the second governor sheave is disposed on the same axis as the second governor sheave.

  A first upper hoistway switch 13 </ b> A for detecting the passage of the first car 5 </ b> A is installed near the upper terminal floor in the service section of the first car 5 </ b> A in the hoistway 1. A first lower hoistway switch 14 </ b> A for detecting the passage of the first car 5 </ b> A is installed near the lower terminal floor in the service section of the first car 5 </ b> A in the hoistway 1. A first switch operating member (rail) 15A for operating the hoistway switches 13A and 14A is attached to the first car 5A.

  Near the upper terminal floor in the service section of the second car 5B in the hoistway 1, a second upper hoistway switch 13B for detecting the passage of the second car 5B is installed. A second lower hoistway switch 14B for detecting the passage of the second car 5B is installed in the vicinity of the lower terminal floor in the service section of the second car 5B in the hoistway 1. A second switch operating member (rail) 15B for operating the hoistway switches 13B and 14B is attached to the second car 5B.

  A first landing sensor 17A for detecting the landing plate 16 is mounted on the first car 5A. A second landing sensor 17B for detecting the landing plate 16 is mounted on the second car 5B.

  In the first car 5A, a first car destination registration device 18A and a first car display device 19A are provided. A second in-car destination registration device 18B and a second in-car display device 19B are provided in the second car 5B.

  Signals from the governor encoders 12A and 12B, the hoistway switches 13A, 14A, 13B, and 14B and the landing sensors 17A and 17B are input to the safety monitoring device 8. The safety monitoring device 8 monitors whether or not the first and second cars 5A and 5B are traveling at an overspeed. When the overspeed traveling is detected, the safety monitoring device 8 outputs a command signal for operating the hoisting machine brakes of the hoisting machines 3A and 3B.

  The safety monitoring device 8 also monitors the risk of collision between the first and second cars 5A, 5B. When it is detected that the risk of collision has increased, the safety monitoring device 8 outputs a command signal for operating the hoisting machine brakes of the hoisting machines 3A and 3B.

  The safety monitoring device 8 includes an overspeed monitoring reference (threshold value) V1A for the first car 5A as shown in FIG. 5 and an overspeed monitoring for the second car 5B as shown in FIG. A reference (threshold) V1B is set. In FIG. 5, a traveling curve V0A is a curve depicting a trajectory of speed when the first car 5A normally travels from the upper terminal floor toward the lowest floor that can be serviced by the first car 5A. is there. The overspeed monitoring reference V1A is set higher than the travel curve V0A, and is set so as not to detect the overspeed as long as the first car 5A travels normally.

  Further, the overspeed monitoring reference V1A is a curve that changes according to the position of the first car 5A, and is set to be continuously lowered toward the terminal end near the top floor. Thereby, the overspeed near the upper terminal floor can be detected at an early stage, and the safety space can be reduced in consideration of the collision of the first car 5A with the top of the hoistway.

  In FIG. 6, a running curve V0B is a curve depicting a trajectory of speed when the second car 5B normally travels from the lower terminal floor toward the uppermost floor that can be serviced by the second car 5B. It is. The overspeed monitoring reference V1B is set to be higher than the travel curve V0B, and is set not to detect overspeed as long as the second car 5B travels normally.

  Further, the overspeed monitoring reference V1B is a curve that changes in accordance with the position of the second car 5B, and is set to be continuously lowered toward the terminal end in the vicinity of the lowest floor. Thereby, the overspeed in the vicinity of the lower terminal floor can be detected at an early stage, and the safety space in consideration of the collision of the second car 5B with the bottom of the hoistway can be reduced.

  The safety monitoring device 8 is set with first and second collision monitoring standards V2A and V2B as shown in FIG. In FIG. 7, the first and second collision monitoring standards V2A and V2B are set using the positions and speeds of the first and second cars 5A and 5B.

  Specifically, in the first collision monitoring reference V2A, the position at which the second car 5B can be stopped in the shortest time is estimated from the current speed of the second car 5B, and the estimated second car 5B can be stopped. This is a speed value determined by the distance of the first car 5A to the correct position.

  Similarly, in the second collision monitoring reference V2B, the position at which the first car 5A can stop in the shortest time is estimated from the current speed of the first car 5A, and the estimated first car 5A can be stopped. This is a trajectory of a speed value determined by the distance of the second car 5B to the position.

  Further, the first and second collision monitoring standards V2A and V2B are designed so that the first and second cars 5A and 5B do not collide with each other in consideration of the braking characteristics of the first and second cars 5A and 5B. Is set.

  The safety monitoring device 8 needs to detect the first and second cars 5A and 5B in order to perform the safety monitoring as described above. Therefore, the safety monitoring device 8 detects the passage of the detection position of the first car 5A by a signal from the first upper hoistway switch 13A, the first lower hoistway switch 14A, or the first landing sensor 17A. After that, the position of the first car 5A is detected by detecting the moving distance of the first car 5A by the first governor encoder 12A.

  Similarly, the safety monitoring device 8 passes the detection position of the second car 5B by a signal from the second upper hoistway switch 13B, the second lower hoistway switch 14B, or the second landing sensor 17B. After the detection, the position of the second car 5B is detected by detecting the moving distance of the second car 5B by the second governor encoder 12B.

  In order to realize this, the safety monitoring device 8 includes the position of the first car 5A when the upper hoistway switch 13A operates (P1A in FIG. 5), and the first car when the lower hoistway switch 14A operates. The position of 5A (P2A in FIG. 5) and the position of the first car 5A when the landing sensor 17A detects the landing plate 16 are stored as the reference position.

  Similarly, the safety monitoring device 8 includes a position of the second car 5B when the upper hoistway switch 13B operates (P1B in FIG. 6), and a first time when the lower hoistway switch 14B operates. The position of the second car 5B (P2B in FIG. 6) and the position of the second car 5B when the landing sensor 17B detects the landing plate 16 are stored as reference positions.

  The safety monitoring device 8 uses these reference positions to detect the error in the position information of the first car 5A detected by the first governor encoder 12A and the second governor encoder 12B. It is also possible to correct an error in position information of the second car 5B.

  The safety monitoring device 8 detects the speed of the first car 5A by performing arithmetic processing using the output signal from the governor encoder 12A. Similarly, the safety monitoring device 8 detects the speed of the second car 5B by performing arithmetic processing using the output signal from the governor encoder 12B.

  Then, the safety monitoring device 8 compares the detected speed of the first car 5A with the first overspeed monitoring reference V1A, and when the detected speed of the first car 5A is higher, It judges that it is speed running and outputs a command signal for operating the hoisting machine brake of the first hoisting machine 3A. Similarly, the safety monitoring device 8 compares the detected speed of the second car 5B with the second overspeed monitoring reference V1B, and when the detected speed of the second car 5B is higher, It is determined that the vehicle is traveling at an overspeed and a command signal for operating the hoisting machine brake in the second hoisting machine 3B is output.

  The safety monitoring device 8 compares the detected speed of the first car 5A with the first collision monitoring reference V2A, and if the detected speed of the first car 5A is higher, It is determined that the risk has increased, and a command signal for operating the hoisting machine brakes of the first and second hoisting machines 3A and 3B is output. Similarly, the safety monitoring device 8 compares the detected speed of the second car 5B with the second collision monitoring reference V2B, and if the detected speed of the second car 5B is higher, the safety monitoring device 8 It is determined that the danger of the hoisting machine 3 has increased, and a command signal for operating the brakes in the hoisting machine 3A and the hoisting machine 3B is output.

  When the power supply to the safety monitoring device 8 is cut off, the safety monitoring device 8 stops its function without following the procedure for storing the position information of the first and second cars 5A and 5B at that time. This is to prevent erroneous monitoring due to movement of the first or second car 5A, 5B while the power supply is cut off, as described in the first embodiment.

  Here, the safety monitoring device 8 according to the second embodiment can quickly recognize the positions of the first and second cars 5A and 5B using the ID information embedded in the landing plate 16 when power supply is resumed. It is possible to speed up the return to the normal service when the power supply is resumed. Other configurations are the same as those in the first embodiment.

  Next, a processing operation for reducing standby power executed by the elevator apparatus according to the second embodiment will be described. While the elevator apparatus according to the second embodiment is normally in service, all other elevator equipment is supplied with power by the first and second elevator control apparatuses 7A and 7B. Then, when the first and second elevator control devices 7A and 7B monitor the service status and determine that the service may be temporarily suspended, the power to the elevator equipment that does not require power supply Stop supplying. The criteria for determining whether to execute the pause are the same as in the first embodiment.

  For example, the processing operations of the first and second elevator control devices 7A and 7B based on the case where the door closing stop time continues for a predetermined time or more will be described with reference to the flowcharts of FIGS. Note that the first elevator control device 7A and the second elevator control device 7B are capable of communicating with each other because they require coordinated operations.

  First, when the first elevator control device 7A recognizes that the first car 5A is in the door closing standby, it measures the time during which the door closing standby is continued. Then, it is determined whether the door closing standby of the first car 5A has continued for a predetermined time or more (step S11 in FIG. 8). Similarly, when the second elevator control device 7B recognizes that the second car 5B is waiting for door closing, the second elevator control device 7B measures the time during which the door closing standby is continued. Then, it is determined whether the door closing standby of the second car 5B has continued for a predetermined time or more (step S21 in FIG. 9).

  If the door closing standby of the first car 5A continues for a specified time or longer, the first elevator control device 7A transmits a message to that effect to the second elevator control device 7B (step S12 in FIG. 8). Then, based on the signal from the second elevator control device 7B, it is determined whether or not the door closing standby of the second car 5B has continued for a predetermined time or more (step S13 in FIG. 8).

  The second elevator control device 7B transmits a message to that effect to the first elevator control device 7A when the door closing standby of the second car 5B continues for a specified time or longer (step S22 in FIG. 9). Then, based on the signal from the first elevator control device 7A, it is determined whether or not the door closing standby of the first car 5A continues for a specified time or more (step S23 in FIG. 9).

  When the first elevator control device 7A confirms that both the first and second cars 5A, 5B have been closed for a predetermined time or longer, the first elevator control device 7A supplies power to the elevator equipment that does not require power supply. Stop (step S14 in FIG. 8). Similarly, when the second elevator control device 7B confirms that the door closing standby of both the first and second cars 5A and 5B has continued for a predetermined time or longer, the second elevator control device 7B The power supply is stopped (step S24 in FIG. 9).

  Although not shown in FIGS. 8 and 9, after the first and second cars 5A and 5B are run to the floor where the flooring plate 16 to which the RF tag or the IC tag is added is installed. The power supply may be stopped.

  In addition, elevator devices that do not require power supply include cars 5A and 5B, hoisting machines 3A and 3B, operation control and drive control units in elevator control devices 7A and 7B, in-car display devices 19A and 19B, and the like. The elevator device 22, the safety monitoring device 8, the governor encoders 12A and 12B, the landing sensors 17A and 17B, the upper hoistway switches 13A and 13B, and the lower hoistway switches 14A and 14B.

  As a result, the power supply to the elevator control devices 7A and 7B other than the power control unit, the car destination registration devices 18A and 18B, the hall call registration device 20, and the hall display device 21 is stopped, and the power consumption can be reduced. It becomes.

  Here, the first or second elevator control device 7A, 7B displays to the user that the power consumption is suppressed by causing the hall display device 21 to sequentially display, for example, E, C, O. It is also possible to notify. Further, the first or second elevator control device 7A, 7B can also stop the power supply to the hall display device 21, and further reduce the power consumption. Which device to stop power supply can be set as appropriate.

  Next, the first elevator control device 7A determines whether or not the hall call registration device 20 has been operated (step S15 in FIG. 8) and determines whether or not the first car destination registration device 18A has been operated. (Step S16 in FIG. 8). Similarly, the second elevator control device 7B determines whether or not the hall call registration device 20 has been operated (step S25 in FIG. 9), and determines whether or not the second car destination registration device 18B has been operated. (Step S26 in FIG. 9).

  When the hall call registration device 20 is operated, and when the first car destination registration device 18A is operated, the first elevator control device 7A returns the hall display device 21 to lighting during normal service ( Step S17 in FIG. 8) restarts the power supply (step S18 in FIG. 8). The second elevator control device 7B resumes power supply when the hall call registration device 20 is operated and when the second car destination registration device 18B is operated (step S27 in FIG. 9). .

  After restarting the power supply, the first elevator control device 7A is installed with the landing plate 16 to which an RF tag or an IC tag is added as an operation for causing the safety monitoring device 8 to recognize the position of the first car 5A. The car 5A is made to travel to the floor, and the ID information stored in the RF tag or the IC tag is detected by the tag reader (step S19 in FIG. 8). Similarly, the second elevator control device 7B has a floor on which a landing plate 16 to which an RF tag or an IC tag is added is installed as an operation for causing the safety monitoring device 8 to recognize the position of the second car 5B. The second car 5B travels to the floor, and the ID information stored in the RF tag or IC tag is detected by the tag reader (step S28 in FIG. 9).

  If the first or second car 5A, 5B is already on the floor where the flooring plate 16 to which the RF tag or IC tag is added is already installed when the power supply is resumed, safety monitoring is performed. The traveling for making the device 8 recognize the car position becomes unnecessary. In this case, the operation for causing the safety monitoring device 8 to recognize the car position only needs to detect the ID information stored in the RF tag or the IC tag by the tag reader.

  Here, in the car position recognition operation, in order to prevent the first and second cars 5A and 5B from colliding with each other, a rule is set for causing the first and second cars 5A and 5B to travel only in directions away from each other. Yes. If this rule is violated, the safety monitoring device 8 detects an abnormality. Further, the landing plate 16 in which the ID information is embedded is arranged on the assumption that the car position recognition operation is performed in accordance with the above rules.

  The one-shaft multi-car (double car) type elevator apparatus according to the second embodiment can reduce power consumption by repeating the flow from the start to the end shown in FIGS.

  In addition, during standby power reduction, power supply to the safety monitoring device 8 and related devices is also stopped, so that a high power reduction effect can be obtained. In addition, when the power supply is resumed, the service is resumed after the operation for causing the safety monitoring device 8 to recognize the positions of the cars 5A and 5B is resumed. Can be suppressed.

  Furthermore, since the car position recognition operation is performed when the power supply is resumed, or the car 5A, 5B is moved to the position of the RF tag or the IC tag, the power supply is stopped, so it takes time to prepare for service resumption. Can be further shortened.

  Furthermore, since an RF tag or IC tag is added to the landing plate 16 and a tag reader is added to the landing sensor 17, the safety monitoring device 8 recognizes the positions of the cars 5A and 5B earlier by a simple configuration. Can be made.

  Furthermore, in the car position recognition operation, the cars 5A and 5B are caused to travel only in directions away from each other, so that the collision between the cars 5A and 5B can be more reliably prevented.

In the first and second embodiments, the information storage medium is provided on the landing plate 16, but the information storage medium may be arranged separately from the landing plate 16. In this case, the information regarding the position in the hoistway 1 may not be information indicating which floor.
Further, the method of causing the safety monitoring device 8 to recognize the car position is not limited to the method of reading the position information stored in the information storage medium. For example, a method of mounting a plurality of position detection switches on a car and recognizing the car position depending on which position detection switch is operated may be used.
Furthermore, although the two cars 5A and 5B are shown in the second embodiment, an elevator apparatus in which three or more cars are provided in the common hoistway 1 may be used.

Embodiment 3 FIG.
Next, FIG. 10 is a block diagram showing an elevator apparatus according to Embodiment 3 of the present invention. In the third embodiment, addition of a tag to the landing plate 16 and addition of a tag reader to the landing sensor 17 are not essential. For this reason, conventional landing plates and landing sensors for simply detecting whether the car 5 is located in the door zone can be used (not shown in FIG. 10).

  The safety monitoring device 8 detects the movement distance of the car 5 by the governor encoder 12 after detecting the passage of the car 5 by the signal from the upper hoistway switch 13 or the lower hoistway switch 14, The position of the car 5 is detected.

  In order to realize this, the safety monitoring device 8 detects the position of the car 5 when the upper hoistway switch 13 operates (P1 in FIG. 2) and the position of the car 5 when the lower hoistway switch 14 operates (see FIG. 2 P2) is stored as a reference position. The safety monitoring device 8 can also correct an error in the position information of the car 5 detected by the governor encoder 12 using the reference position.

  When the power supply to the safety monitoring device 8 is cut off, the safety monitoring device 8 stops its function without following the procedure for storing the position information of the car 5 at that time, as described in the first embodiment.

  For this reason, the safety monitoring device 8 cannot determine the position of the car 5 until the passage of the car 5 is detected by the upper hoistway switch 13 or the lower hoistway switch 14 even after the power supply is resumed. Accordingly, during this time, the safety monitoring device 8 cannot perform overspeed monitoring using the overspeed monitoring reference V1 (FIG. 2) changed according to the position, and is based on the overspeed monitoring reference that is constant regardless of the position of the car 5. Overspeed monitoring is performed.

  At this time, for example, when the safety space at the end portion is reduced, the safety monitoring device 8 performs overspeed monitoring using a constant low overspeed monitoring standard that can ensure safety even in the safety space. Accordingly, the elevator control device 7 needs to keep the traveling speed of the car 5 low.

  However, in the third embodiment, when the elevator control device 7 temporarily suspends the service when the use is quiet, the power supply to the safety monitoring device 8 is continued without being cut off. Other configurations and processing operations for reducing standby power are the same as those in the first embodiment.

  FIG. 11 is a flowchart showing a service suspension operation of the elevator control apparatus of FIG. The difference from the first embodiment is that the power supply to the safety monitoring device 8 is maintained when the power supply is stopped (step S2) and the car position recognition operation is not performed after the power supply is resumed (step S6).

  Therefore, in the third embodiment, the elevator equipment that does not require power supply when the service is suspended includes the car 5, the hoisting machine 3, the operation control and drive control unit in the elevator control device 7, the car display device 19, and others. Each of the elevator devices 22. Thereby, the power supply control unit in the elevator control device 7, the car destination registration device 18, the hall call registration device 20, the hall display device 21, the safety monitoring device 8, the governor encoder 12, the upper hoistway switch 13, and the lower hoisting The power supply to other than the path switch 14 is stopped, and the power consumption is reduced.

  The elevator apparatus according to the third embodiment can reduce the power consumption by repeating the flow from the start to the end shown in FIG.

  In addition, since the power supply to the safety monitoring device 8 and related devices continues while the standby power is reduced, the elevator control device 7 does not need to limit the traveling speed of the car 5 to be low immediately after the power supply is resumed. For this reason, it is possible to shorten the time required for preparation for service resumption, and to suppress deterioration in serviceability.

In the third embodiment, only one car 5 is shown, but a one-shaft multi-car elevator device in which two or more cars are provided in the common hoistway 1 may be used.
Moreover, the layout of the whole elevator apparatus is not limited to FIG. 1, FIG. 4 and FIG. 10. For example, the present invention is a 2: 1 roping type elevator apparatus, a machine room-less type elevator apparatus, and a double deck. The present invention can be applied to various types of elevator apparatuses such as a type elevator apparatus and a linear motor drive type elevator apparatus.

  DESCRIPTION OF SYMBOLS 1 Hoistway, 5 car, 5A 1st car, 5B 2nd car, 7 Elevator control apparatus, 7A 1st elevator control apparatus, 7B 2nd elevator control apparatus, 8 Safety monitoring apparatus.

Claims (1)

Basket,
An elevator control device that controls the operation of the car and stops power supply to some equipment when it is not in use, and a safety monitoring device that monitors whether there is an abnormality,
The car includes first and second cars that are lifted and lowered independently from each other in a common hoistway,
The safety monitoring device monitors the risk of collision between the first and second cars;
The elevator control device includes:
When the usage is off, power supply to the safety monitoring device will be stopped.
When the power supply is resumed, a car position recognition operation is performed in which the safety monitoring device moves the car to a position where the position of the car is recognized,
In the car position recognition operation, the first and second cars travel only in directions away from each other.

Images