JP6488229B2 - Elevator device and confinement rescue operation method - Google Patents

Description

  The present invention relates to an elevator apparatus and a confinement rescue operation method that can efficiently and safely perform a confinement rescue operation (adjacent elevator rescue function) in an elevator apparatus.

  In particular, in a high-rise elevator, if the elevator stops for some reason while traveling near a skip floor without a hatch door and the restart becomes impossible, an elevator confinement occurs. In the confinement occurrence near the skip floor where there is no hatch door, a confinement rescue operation (adjacent elevator rescue function) is executed as a function for rescue.

  The confinement rescue operation (adjacent elevator rescue function) is to rescue an elevator car adjacent to a stopped elevator car by approaching the failure stop position and transferring passengers between the elevator cars. At this time, if there is a building beam in the vicinity of the failure stop position, it is not possible to transfer, so the elevator car that has stopped will be moved in the height direction to transfer at a height position without building beams. Considering passengers' anxiety, it is necessary to execute in a short time and safely.

  With respect to this point, in Patent Document 1, before entering these states, it is determined whether the automatic rescue operation of confinement by the car (adjacent elevator rescue function) can be used, and is displayed in advance, which is a waste of the automatic rescue operation. It is proposed to eliminate unnecessary time. Specifically, in Patent Document 1, it is possible to display whether or not a rescue car can be rescued or to rescue a stopped car based on the presence or absence of an obstacle such as a building beam at the stop position of the car that has been stopped and trapped. A technique for displaying the distance traveled to a position has been proposed, and the time required for rescue is shortened by informing in advance of a rescue method other than the rescue method using an adjacent car.

JP 2007-186323 A

  However, it is difficult to smoothly move the car unless a skilled engineer has a certain degree of skill in releasing the brake, which is used as a means for moving the car that is stopped and confined to a position where it can be rescued. Especially when the car is stopped on the skip floor where there is no hatch door or emergency rescue exit, the distance to travel is increased by releasing the brake, and passengers confined in the car will be disengaged by the longer distance. You will feel a lot of ups and downs in the car. In addition, the passengers sometimes felt anxiety, distrust, and poor physical condition due to up and down shaking, and it was not possible to fully consider these.

  Therefore, in the present invention, there is provided an elevator apparatus and a confinement rescue operation method capable of shortening the rescue time by accurately controlling the distance traveled by releasing the brake and minimizing anxiety and distrust of the confined passenger. It is intended to provide.

  In order to solve the above-mentioned problem, in the present invention, “at least two or more elevators having a car on one end of a main rope suspended on a hoist equipped with a brake and a weight suspended on the other end are adjacent to each other. An elevator apparatus having an adjacent elevator rescue function that can be rescued by moving a passenger from an arranged and stopped first car to an adjacent second car, using the load of the stopped first car , A first means for estimating a moving direction when releasing the brake of the first car, an estimated direction and a position avoiding an obstacle in the space between the adjacent first and second cars Is set to the rescue position, the second means for moving the second car to the rescue position, and the third means for releasing the brake of the stopped first car and leading to the rescue position, Means save the first basket Elevator apparatus, characterized in that the number of times of opening of the brake to run until guided to a position predetermined within a limited number of times. "A.

  According to the present invention, the rescue time can be shortened by accurately controlling the distance traveled by releasing the brake, and the anxiety and distrust of the trapped passenger can be reduced.

The flowchart which shows the operation | movement (control) procedure of the elevator apparatus which concerns on this invention. The figure which shows the whole elevator apparatus structure which performs elevator confinement rescue operation. The figure which showed the judgment method for determining the rescue availability and the rescue position. The figure which showed the judgment method for determining the rescue availability and the rescue position. The figure which showed the judgment method for determining the rescue availability and the rescue position. The figure which shows the outline | summary of a general confinement rescue operation (adjacent elevator rescue function). 10 is a flowchart showing an operation (control) procedure of the elevator apparatus according to the second embodiment. 10 is a flowchart showing an operation (control) procedure of the elevator apparatus according to the second embodiment. The figure which showed the relation between brake release time T and movement distance.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  FIG. 6 is a diagram showing an outline of a general confinement rescue operation (adjacent elevator rescue function). In FIG. 6, when the building 100 is a particularly high-rise building (8th floor in the example of FIG. 6), a skip floor FS (4th to 7th floor) without a hatch door may be set. When the elevator car CA of such a high-rise elevator is traveling near the skip floor FS without a hatch door, if the elevator stops for some reason and cannot be restarted, the passenger MA in the car CA is in the elevator. It is trapped and elevator confinement occurs.

  If this elevator stop occurs in the vicinity of the normal floor with hatch doors (in the example of Fig. 6, the first floor to the third floor, the eighth floor), there is a countermeasure to evacuate from the nearest floor, but there is no hatch door In the case of the skip floor FS, the rescuer MB enters the car CB adjacent to the car CA from the first floor and heads for rescue. In this case, a confinement rescue operation (adjacent elevator rescue function) is provided as a function for rescue in the occurrence of confinement near the skip floor FS without the hatch door.

  The confinement rescue operation (adjacent elevator rescue function) is specifically performed as follows. First, the elevator car CB of the same type adjacent to the elevator car CA position stopped and confined is moved, and the height position is synchronized by a photoelectric device (not shown) provided in the car CA and the car CB, and stopped horizontally. Let This operation is performed by automatic operation, and the car CB can be automatically stopped after operation until the car CA stop position. After the height position synchronization, the rescuer MB in the car CB unlocks the emergency door 7B on the side of the car room of the car CB with a special key, and then opens the emergency door 7A of the car CA from the outside of the car CA. Unlocked, forms a passage between the car CA and the car CB, transfers to the car CA, and by these means, the passenger MA trapped in the car CA is moved to the car CB and rescued. Needless to say, the positions of the emergency doors in the car CA and the car CB are placed opposite to each other.

  The confinement rescue operation (adjacent elevator rescue function) is executed as described above, and can safely collect passengers in a short time. However, in the state where the position of the trapped car CA is stopped near the height position of the building beam 11 shown in FIG. 6, when the car CB is rescued, the building beam 11 of the building becomes an obstacle, and the car CA and the car CB It may be difficult for passengers to move between the two. In such a case, the confinement automatic rescue operation (adjacent elevator rescue function) by the adjacent elevator in the above-described content and procedure cannot be used, and the rescue time may be long.

  In this case, the car CA that has been stopped is moved to a height where the building beam 11 of the building does not interfere, and further measures are required to allow passengers to move between the car CA and the car CB. Consideration should be given to alleviate the anxiety given to passengers. There are many types of anxiety given to passengers, but it can be roughly classified into anxiety caused by a long rescue operation and anxiety caused by the car moving up and down. In the present invention, such anxiety is solved as much as possible, and an attempt is made to realize it by a simple method.

  FIG. 2 is a diagram illustrating an overall configuration of an elevator apparatus that performs an elevator confinement rescue operation (adjacent elevator rescue function).

  In the elevator apparatus of FIG. 2, the first elevator car CA in which the passenger MA is trapped due to a failure and the second elevator car CB on which the worker MB who is a rescue engineer rides are adjacent to each other. Are arranged. Since the two sets of elevator apparatuses have basically the same configuration, the first elevator side will be denoted by the symbol A, and the second elevator side will be denoted by the symbol B.

  In the machine room M, hoisting machines 1A and 1B of the first elevator and the second elevator, control panels 2A and 2B, speed governors 3A and 3B, and position sensors 4A and 4B are installed. The rotational speeds of 1A and 1B can be adjusted by the control panels 2A and 2B. Further, as will be described later, in the present invention, devices for electrically opening the brake are added to the control panels 2A and 2B, and the brake of the hoisting machine can be operated. In addition, when the car is abnormally stopped, the car hoisting machine is automatically braked to prevent movement from the position.

  In the hoistway R, the cars CA and CB are suspended from one end of the main ropes 5A and 5B, and the suspension weights 9A and 9B are suspended from the other end. Further, governor ropes 6A and 6B are arranged between the governors 3A and 3B and the cars CA and CB. Between the car CA and the car CB in the hoistway R, obstacles such as building beams 11 are arranged at appropriate positions in the height direction.

  In the elevator car CA and the car CB, emergency doors 7A and 7B are arranged on the walls facing each other, and sensors 10A and 10B for irradiating, for example, infrared rays in the direction facing each other are installed. The sensors 10A and 10B are provided at the same height position of the car CA and the car CB, and are configured to sense the reflection of the infrared rays emitted from the car and transmit them to the control panels 2A and 2B as detection signals PA and PB. ing. Also, a plurality of sensors 10A and 10B are installed in the height direction of each car CA, CB, and it is preferable that the height position can be confirmed at least two places above and below the emergency doors 7A, 7B. . In FIG. 2, sensors are installed at two places above and below the emergency doors 7A and 7B. In other cars CA and CB, load detection sensors 8A and 8B in the car are installed. As will be described later, the determination of the position at which rescue is possible and the position at which rescue is impossible can be detected using sensors 10A, 10B installed in the car CA and the car CB, for example.

  According to the structure of the building in FIG. 2, the area where the confinement rescue operation (adjacent elevator rescue function) can be realized is restricted by obstacles such as the building beam 11, and the rescue operation is possible in the area B. In region A, rescue operation cannot be performed.

  In the following description, the description will be made on the premise that equipment for confinement rescue operation (adjacent elevator rescue function) is provided in the control panels 2A, 2B, but in addition to the system permanently installed in the control panels 2A, 2B, You may carry in to a machine room as an apparatus installed separately at the time of emergency, and connect to control panel 2A, 2B and perform a confinement rescue operation (adjacent elevator rescue function). Although the control panel 2A controls the car CA and the control panel 2B controls the car CB, it is assumed here that each other's information is shared and a series of procedures are executed in cooperation with each other. . Further, it is assumed that monitor screens are appropriately installed on the control panels 2A and 2B so that various information including progress and progress can be provided to the worker.

  Through the above equipment configuration and the like, at least the detection signals PA and PB from the sensors 10A and 10B of the cars CA and CB and the load detection sensors 8A and 8B in the cars CA and CB are provided to the control panels 2A and 2B on the stop car side. Detection signals WA and WB are input. The output is appropriately displayed on the monitor screen, and the release signal S is appropriately given to a brake release device that electrically releases the brake of the hoist 1A. As will be described later, the brake release signal S is preferably given by the operator from the control panel 2B side.

  3, 4, and 5 are diagrams illustrating a determination method for determining whether or not rescue is possible and determining a rescue position when it is impossible. This determination is to confirm and determine whether or not the building beam 11 of the building is an obstacle, and further, the nearest position where the moving distance is the shortest. This process is performed using the detection signals PA and PB by the sensors 10A and 10B through movement in a plurality of height positions shown in these drawings, for example.

  First, FIG. 3 assumes a case where the load WA detected by the load detection sensor 8A in the car CA is 50% or less in relation to the load of the counterweight 9A. Here, 50% means that the load of the car CA and the lifting weight 9A is equal, 50% or less means that the car CA is lighter, and 50% or more means that the car CA is heavier. ing.

  Therefore, as shown in the scene 30 of FIG. 3, when the brake of the hoist 1A is released, the car CA moves upward. Since it is obvious from the load WA detected by the load detection sensor 8A that the car CA will move upward due to the release of the brake, the car CB waits at the upper position of the car CA and the car CA approaches. Will wait. What should be a problem at this time is to minimize the travel distance of the car CA as much as possible and to relieve passengers' anxiety. In this case, the shortest position is the nearest position. The rescue position is more desirable as the moving distance of the car CA becomes smaller, but the effect of the present invention can be obtained even if it is not necessarily minimum.

  Further, in the scene 30 of FIG. 3, in the height positional relationship between the car CA that has stopped and the car CA that has moved from the first floor, the upper sensor 10AU of the car CA among the sensors 10A and 10B receives the building beam 11 from the reflected wave. None of the other sensors detect the building beam 11.

  In this state, in the process of moving the car CB upward as shown in the scene 31, the upper sensor 10BU of the car CB detects the building beam 11 from the reflected wave and further moves the car CB upward. The lower sensor 10BD of the car CB detects the building beam 11 from the reflected wave as shown in the scene 32, and the lower sensor 10BD of the car CB detects the building beam 11 from the reflected wave as shown in the scene 33. Disappear. In the present invention, the car CB is stopped at the position where the lower sensor 10BD of the car CB in the scene 33 no longer detects the building beam 11 from the reflected wave, and the car stops rising here. Wait for. This determines the travel distance of the car CA, which is L in the scene 33 in FIG. The moving distance of the car CA is the height direction distance between the lower sensor 10BD of the car CB and the lower sensor 10AD of the car CA in this state.

  FIG. 4 also assumes a case where the load WA detected by the load detection sensor 8A in the car CA is 50% or less in relation to the load of the suspension weight 9A. Therefore, as shown in the scene 40 of FIG. 4, when the brake of the hoist 1A is released, the car CA moves upward. Since it is obvious from the load WA detected by the load detection sensor 8A that the car CA will move upward due to the release of the brake, the car CB waits at the upper position of the car CA and the car CA approaches. Will wait.

  In the scene 40 of FIG. 4, all the sensors 10 </ b> A and 10 </ b> B do not detect the building beam 11 from the reflected wave in the height positional relationship between the stopped car CA and the car CA moved from the first floor. In this state, in the process of moving the car CB upward as shown in the scene 41, the upper sensor 10BU of the car CB detects the building beam 11 from the reflected wave and further moves the car CB upward. The lower sensor 10BD of the car CB detects the building beam 11 from the reflected wave as shown in the scene 42, and then the lower sensor 10BD of the car CB detects the building beam 11 from the reflected wave as shown in the scene 43. Disappear. In the present invention, the car CB is stopped at the position where the lower sensor 10BD of the car CB in the scene 43 no longer detects the building beam 11 from the reflected wave, and the car stops rising here. Wait for. This determines the travel distance of the car CA, which is L in the scene 43 of FIG. The moving distance of the car CA is the height direction distance between the lower sensor 10BD of the car CB and the lower sensor 10AD of the car CA in this state.

  3 shows a state in which the building beam 11 is detected in the initial determination, and FIG. 4 shows a state in which the building beam is not detected in the initial determination.

  FIG. 5 assumes a case where the load WA detected by the load detection sensor 8A in the car CA is 50% or more in relation to the load of the counterweight 9A. Therefore, as shown in the scene 40 of FIG. 5, when the brake of the hoisting machine 1A is released by the control panel 2A, the car CA moves downward. Since it is obvious from the load WA detected by the load detection sensor 8A that the car CA will move downward due to the release of the brake, the car CB waits at the lower position of the car CA and the car CA approaches. I will wait for you.

  In the scene 40 of FIG. 5, all the sensors 10 </ b> A and 10 </ b> B do not detect the building beam 11 from the reflected wave in the height positional relationship between the stopped car CA and the car CA that has moved from the first floor. In this state, as shown in the scene 51, in the process of moving the car CB upward to bring it closer to the car CA, the upper sensor 10BU of the car CB detects the building beam 11 from the reflected wave and further moves upward. Give up and move down to find the nearest location. In this case, as shown in the scene 53, the car CB is stopped with the position where the lower sensor 10BD of the car CB does not detect the building beam 11 from the reflected wave as the nearest position, and the stopped car rises here. Wait for it to come. This determines the travel distance of the car CA, which is L in the scene 52 of FIG. The moving distance of the car CA is the height direction distance between the lower sensor 10BD of the car CB and the lower sensor 10AD of the car CA in this state.

  According to the determination concept shown in FIGS. 3 to 5 above, the standby position direction of the rescue car is determined to be either up or down depending on the load of the stop car. Also, when waiting on the upper side, the nearest position is the point where the lower sensor of the rescue car no longer detects the building beam 11, and when waiting on the lower side, the nearest position is the upper sensor of the rescue car. Is a point where the building beam 11 is no longer detected. By determining the nearest position, the travel distance of the stop car is minimized.

  In this way, the presence or absence of an obstacle such as the building beam 11 is detected using the sensor signals PA and PB of the sensors 10A and 10B installed in the respective cars CA and CB. As shown in FIG. Is the rescueable position when the sensor signal 10B does not detect a certain distance. In the case where there is an obstacle such as the building beam 11 at the stop position of the car CA, the sensor signals PA and PB are temporarily blocked or the blocking is continued to identify the position where rescue is impossible.

  Also, as shown in FIG. 4, when there is an obstacle such as a building beam 11 between the top and bottom of the sensors 10 </ b> A and 10 </ b> B, the sensor 10 </ b> A of the car CA cannot detect the obstacle 11. However, the car CB operates in the upward direction from the lowest floor, and when the car CA is detected by the sensor 10B, the car CB is driven to a position where the upper and lower sensors are synchronized. Since the upper sensor of the car CB temporarily detects an obstacle such as the building beam 11, the car CB determines that it cannot be rescued at the stop position of the car CA and continues the ascending operation. After that, at the position where there is no building beam 11, the upper sensor passes without detecting an obstacle for a certain distance, and the lower sensor stops at the position where the obstacle is not detected. It is possible to stop the car CB at the nearest position of the cage CA.

  In addition, the stop position of the car CB is a position where there is no obstacle such as the building beam 11, the load detection value immediately before the car CA stops, and the load in the car when the car is stopped are detected and matched. Detects the condition that has been removed, and automatically calculates the upper side or the lower side to determine. As a result, when the car CA is heavily loaded as shown in FIG. 5, the car CA descends when the brake is released. Therefore, the waiting position of the car CB is below the car CA and at the nearest position. Stop automatically. In the case of a stop failure related to the failure of the load detection sensor, the worker checks the actual direction of movement when the brake is released, determines whether the stop position of the car CB is correct, and determines whether the brake electric release device is correct. It is better to determine continuation of work by inputting.

  In addition, when the operation direction of the car CA is opposite to the expected direction from the load when the brake is released, it is necessary to correct the position of the car CB. Until the automatic adjustment of CB to the proper position is completed, the brake release cannot be performed.

  Also, in the event of a stop failure related to a brake failure, this function will allow the brakes to be opened electrically as long as both brakes do not become abnormal, but if an abnormality is detected in both brakes, In the same way as before, the brake is released by manual operation of the lever. In this case, when the car CA completes moving to the horizontal position of the car CB, the buzzer sounds and the car CA is moved to the rescueable position. It is desirable to have a function of notifying the worker B that the has moved.

  In the example of FIG. 3 and the like, the position where the car CA is stopped represents the positional relationship in which the rescue by the car CB is difficult because the building beam 11 of the building is present. In this state, the rescue operation by the car CB is not possible except for moving the car CA. Moreover, in the current general elevator, after the rescue operation is attempted in this state, the rescue operation becomes impossible, so that the rescue procedure is changed, which causes a longer rescue time.

  In the present invention described below with reference to the processing flowchart of FIG. 1, when rescue is possible, it has a function of notifying the rescuer that the rescue is possible in advance. In addition, if the position of the car CA cannot be rescued, in addition to being impossible, it is necessary to release the brake in addition to whether the car CA moves from the stop position of the car CA or the load in the car. Has a function of notifying the worker heading for rescue before the worker arrives.

  A flow chart showing an operation (control) procedure of the elevator apparatus according to the present invention is shown in FIG. This flow is basically configured by using a computer or the like in the control panels 2A and 2B, and the flow proceeds so as to include instruction information from some workers.

  In the first processing step S11 of the processing flow, after the occurrence of confinement, a request for automatic rescue operation is confirmed by, for example, an operation of a changeover switch by a worker who is rescued, and use of this function is started.

  In the next processing step S12, it is confirmed whether or not the stop position of the car CA is a rescueable position. This confirmation may be judged using detection signals from the sensors 10A and 10B of the cars CA and CB, or the height position detected by the position sensor 4A associated with the hoist 1A and the architectural design of the building 100. You may judge by comparing the height position of the building beam 11 described in the document etc.

  If it is a position that can be rescued, in the processing step S13, an automatic rescue operation is performed in which the car CB is moved to the same height position without moving the car CA, and rescue is performed by rescuing passengers by transferring between cars. It will be completed.

  In this invention, it concerns on the countermeasure especially when it is not a position which can be rescued. In the case where the position is not a rescueable position, the present invention first estimates the moving direction when the brake is released from the load WA of the car CA. The determination for this is processing steps S14 and S15. In processing step S14, when the load WA of the car CA is 50%, the processing proceeds to processing step S18. At this time, it is considered that the weights of the car CA and the suspension weight 9A are equal, and even if the brake is released, there is a possibility that the car CA does not move up and down.

  In process step S14, when the load WA of the car CA is not 50%, it is further confirmed in process step S15 whether or not the load WA of the car CA is 50% or more. When it is 50% or more, the process proceeds to processing step S17, and when it is 50% or less, the process proceeds to processing step S16.

  In process step S16, the car CB is moved to the nearest position above the car CA. In processing step S17, the car CB is moved to the nearest position below the car CA. Here, the nearest position is determined by the method using the detection signals from the sensors 10A and 10B of the cars CA and CB described with reference to FIGS. Alternatively, the nearest position may be determined by comparing the height position detected by the position sensor attached to the hoist 1 </ b> A and the height position of the building beam 11 on the structure of the building 100.

  The determination of the moving direction in the processing steps S14 and S15 is based on the assumption that when the load WA in the car CA is less than half of the load on the elevator, the brake is released according to the weight on the side of the suspension weight 9A. The car CA is taking advantage of the rise. Therefore, in the processing step S16, the car CB is controlled to automatically stop at a position above the stop position of the car CA and at a position closest to the position where there is no obstacle such as the building beam 11.

  Similarly, when the load WA in the car CA is more than half of the load weight of the elevator, it is utilized that the car CA is lowered when the brake is released due to the weight on the side of the suspension weight 9A. . Therefore, in the processing step S17, the car CB is controlled to automatically stop at the nearest position where there is no obstacle such as the building beam 11 below the stop position of the car CA.

  In order to move the car CA to the nearest position where the car CB stands by, in step S20, the car CA is electrically brake-released. Specifically, for example, the operator is informed in advance that the brake is required to be released, so the worker prepares to release the brake of the car CA in the machine room M, and the car CB is the nearest. After stopping at the position, the brake CA is released electrically.

  The electric brake release is performed only when a failure signal from the control panel 2A of the stopped car CA is transmitted to the control panel 2B of the car CB and there is a failure signal in the control panel 2B. It has a structure that can be operated from. The reason for this is that the state management and control of the two cars can be performed in one place, and the rescue operation is directly performed by the control panel 2A that may be involved in the cause of the stoppage failure of the car CA. There is also the implication of improving the reliability by eliminating. This operation can also be incorporated as a brake release operation device having another configuration, and FIG. 2 shows the brake release operation device in this case as H.

  As a result, it is possible to apply an open current to the brake of the car CA from the control panel 2B of the car CB. For actual release, an electric signal is sent by operating a brake release push button, etc. Manipulate the current possible. Also, even when the brake release push button is pressed once, the release time does not flow beyond the upper limit set time, and if there is a mechanical malfunction of the brake release push button, or if the operation is incorrect Therefore, even when the brake release push button is continuously operated, safety is taken into consideration so that the brake release time does not exceed a certain value.

  In processing step S21, it is determined whether or not the direction (up or down) in which the car CA has moved by releasing the brake is the same as the direction determined from the load WA in processing steps S16 and S17. If they are the same, the process proceeds to processing step S22, and if they are not the same, the process proceeds to processing step S23.

  In the processing step S22, the car 10 is detected by the sensor 10B of the car CB to be synchronized with the result that the car CA is close to the horizontal position of the car CB as a result of intermittently releasing the brake by the push button for releasing the brake. The brake electric release is controlled to the position where the height position is the same). If it is confirmed that this has reached the same height position, the rescue operation is executed. When the car CB sensor 10B finally detects that the car CA is almost level with the car CB, the brake cannot be released even if the brake release button is pressed. Yes.

  If there is a difference in the direction of movement contrary to expectation, the car CB is moved to the nearest position in the direction in which the car CA actually moved in processing step S23. Since the subsequent operation is a repetition of the processing step S20 to the processing step S22, a detailed description is omitted.

  In the processing step S14, in the state where it is determined that it is 50% and it is estimated that the vehicle does not move in either the upper or lower direction even if the brake is released, the following processing is performed.

  When the load of the car CA is exactly half of the load, even if the brake is released, the car CA is in a state of neither rising nor lowering because it is suspended from the weights. In this case, the car CB stands by at the nearest rescue position where the operation direction due to the load is ignored from the stop position of the car CA (processing step S18). The operator is notified of whether to do this (processing step S34).

  Moreover, since the brake electric release time when the load is suspended is set longer than that when the load is unbalanced, the car can be moved by hand-running operation (processing step S25). Even in this case, if the brake release button is released, the electrical release of the brake will be cut off, so if the car accelerates during the turning operation, the operation of the brake release button will be interrupted. Can be released and the car can be stopped.

  When the car CB sensor detects the car CA and the car moves to the horizontal position, the brake release is forcibly cut off and the buzzer sounds to inform that the horizontal height of the car position is the same ( Processing step S26) makes it possible to match the stop position. In this way, the worker permits the brake release operation and presses it down, but by controlling the brake release almost automatically, the movement and stop position of the car CA should not change depending on the skill level of the worker. Is possible.

  In the first embodiment, when the automatic rescue operation cannot be executed due to an obstacle, the entire process of the method of rescue by guiding the stop car to the nearest position by adopting break opening has been described in detail. On the other hand, in the second embodiment, a specific method for accurately controlling the moving distance and shortening the rescue time when the brake is released in the stop car in which the passengers in the stop car are most likely to feel uneasy. is suggesting.

  In the method of the second embodiment, since the movement by releasing the brake greatly affects the passenger psychology, the number of times of releasing the brake and the release time (and hence the movement distance per one) are optimized.

  7a and 7b show a flowchart showing the operation (control) procedure of the elevator apparatus according to the second embodiment. The procedure of the process shown here is described mainly with process step S20 in the overall process of FIG. 1, but the description starts including the processes of process steps S12, S15, S16, and S17. To do.

  In the first processing step S100 in FIG. 7a, it is determined whether or not the stop position of the confined car CA is a position where the rescue operation from the adjacent elevator is possible. The determination method described in the first embodiment can be applied as it is. For example, the data of areas A and B that can be determined whether rescue is possible or not shown in FIG. 2 is stored in the microcomputers of the control panels 2A and 2B, and the determination is made in relation to the stop position of the car CA in the confined state. It is also possible to detect whether the rescue is possible by detecting the position with a sensor or the like.

  If the stop position of the car CA is the rescueable area A, the process proceeds to processing step 101, where the worker MB who is rescued gets into the car CB and the nearest position where the position detector 10B operates in the maintenance operation (in this case, the car CA). To the stop position) and rescue. In this case, the rescue is completed.

  When the stop position of the car CA is in the non-rescueable region B, it is determined whether the car load of the car CA is less than 50% in the processing step S102, and the moving direction when the brake of the car CA is released is specified. If it is less than 50%, the moving direction is upward, so that in the processing step S103, the rescue worker MB gets into the car CB and moves the car CB to the nearest area A in the upward direction of the car CA. In the case of 50% or more, the moving direction is downward, so that in the processing step S104, the rescue worker gets into the car CB and moves the car CB to the nearest area A in the downward direction of the car CA. In the case of balance, the car CA does not move just by releasing the brake, but the car CA is moved in an appropriate direction using an auxiliary tool.

  After confirming that the car CB has stopped at the rescue position, in a processing step S105, a moving distance L from the car CA to the car CB is calculated. In the second embodiment, the calculation function of the movement distance L is described as being performed by the control panel 2A in a confined state. In addition, the confinement rescue operation (adjacent elevator rescue function) implemented here has another function that has a function of detecting the movement distance of the car CA, a function of detecting the movement distance of the car CB, and a function of supplying a voltage directly to the brake of the corresponding car. It is also possible to incorporate this as a brake release operation device, and in the following description, it is assumed that operation control is performed by a brake release operation device having a different configuration. Or it is good also as what is performed from the control panel 2B of a rescue side like Example 1. FIG.

  Next, in process step S106, the brake release operating device H is connected to the control panel 2A on the elevator side in the confined state.

  In the processing step S107, the worker who rescues in the machine room M operates the brake release operation device H while communicating with the rescue worker MB who has boarded the passenger MA of the car CA and the car CB through the interphone. When the brake release operating device H is operated, the brake is released only for a preset brake release initial time T0. The initial brake release time T0 is set to a value that does not exceed the allowable error LA of the rescue operation even at the maximum travel distance assumed in the specification of the elevator.

  In processing step S108, the travel distance when the brake is actually released at the initial brake release time T0 is measured and stored as L0, and the travel distance L to the car CB is divided by the travel distance L0 at the initial brake release time T0. It is determined whether the value is less than or equal to the upper limit NM of the number of brake releases until rescue. If it is equal to or less than NM, it is determined that the position of the car CB can be reached within the upper limit NM of the number of brake releases by repeating the brake release initial time T0, and the brake release at the brake release initial time T0 is the nearest in process step S109. Repeat until position is detected.

  If the value obtained by dividing the travel distance L to the car CB by the travel distance L0 at the initial brake release time T0 exceeds the upper limit NM of the number of brake releases until rescue, the car CB must be reached within the upper limit count. judge. Therefore, the process proceeds to processing step S110, where a predetermined addition time TA is added to the initial brake release time T0, and the brake release is performed with T0 + TA = T1 as the brake release correction time. Further, the distance traveled by the brake release at the brake release correction time T1 is measured and stored as L1. Then, it is determined whether the value obtained by dividing the remaining travel distance Lx = (L−L0−L1) to the car CB by the travel distance L1 at the brake release correction time T1 is equal to or less than the upper limit NM of the number of brake releases until rescue. To do.

  If it is less than or equal to the upper limit NM of the number of brake releases, the car CB can be reached within the upper limit NM of the number of brake releases by repeating the brake release correction time T1 or the brake release initial time T0. For this reason, it progresses to process step S111, and it is determined whether distance (L + LA) is exceeded by the movement of the distance L1 by the next brake releasing. If the distance exceeds (L + LA), the target position will be exceeded if the brake is released at the brake release correction time T1, and therefore the process proceeds to processing step S109 and the brake is released at the brake release initial time T0.

  If the distance (L + LA) is not exceeded, the process proceeds to step S112, where the brake is released at the brake release correction time T1, and it is confirmed whether the nearest position is detected. If the nearest position is not detected, the process returns to process step S111 and the same process is repeated.

  In processing step S110, if the value obtained by dividing the remaining travel distance Lx = (L−L0−L1) to the car CB by the travel distance L1 at the brake release time T1 exceeds the upper limit NM of the number of brake releases until rescue. , Tn = T1 + TA is set as the brake release re-correction time, and the process proceeds to the processing step S120 of FIG. 7b.

  In processing step S120, the brake is released at the brake release re-correction time Tn, and the value obtained by dividing the remaining movement distance Lx = (L-L0-L1-Ln) to the car CB by the movement distance Ln at the brake release re-correction time Tn is obtained. Then, it is determined whether or not the upper limit NM of the number of brake releases until rescue is exceeded.

  If not, the process proceeds to processing step S121, and it is determined whether the distance (L + LA) is exceeded by the movement of the distance Ln by the next brake release. If not exceeded, the process proceeds to processing step S122, and the brake is released at the brake release re-correction time Tn. Open and check if the nearest position is detected. If the nearest position is not detected, the process returns to process step S121 to repeat the process. If the distance (L + LA) exceeds the distance (L + LA) due to the next release of the brake, the process proceeds to step S300, and the nearest position is the shortest of the remaining distances L1 to Ln from the remaining movement distance Lx. The brake release time is selected by selecting a brake release time that reaches the distance L and does not exceed the distance (L + LA).

  In the processing step S120, the value obtained by dividing the remaining moving distance Lx = (L−L0−L1−Ln) to the car CB by the moving distance Ln at the brake opening re-correction time Tn is the upper limit NM of the number of times of releasing the brake until the rescue. When not exceeding, it progresses to process step S130, and (Tn + TA) is further performed by distance calculation, and it is determined whether this value exceeds the upper limit TM of brake release time.

  When (Tn + TA) exceeds the upper limit TM of the brake release time, the brake release time cannot be increased any longer, and the process proceeds to processing step S121. If (Tn + TA) does not exceed the upper limit TM of the brake release time, the process proceeds to processing step S131, and the brake is further released at (Tn + TA).

  The value obtained by dividing the remaining travel distance Lx = (L−L0−L1−Ln−L (n + 1)) by the travel distance L (n + 1) during the brake release time (Tn + TA) exceeds the upper limit NM of the number of brake releases until rescue. If TA is added, TA is further added, Tn = TN + 2 × TA, and the process proceeds to processing step S120 to repeat the process.

  The value obtained by dividing the remaining travel distance Lx = (L−L0−L1−Ln−L (n + 1)) by the travel distance L (n + 1) during the brake release time (Tn + TA) exceeds the upper limit NM of the number of brake releases until rescue. If not, the process proceeds to processing step S132, and it is determined whether or not (L + LA) is exceeded by moving the distance L (n + 1) at the next brake release. If exceeded, the process proceeds to processing step S300, and the brake release time that reaches L in the shortest of the existing brake release movement distances L1 to Ln from the value of the remaining movement distance Lx and does not exceed (L + LA) is selected. Open.

  If (L + LA) is not exceeded by moving the distance L (n + 1) at the next brake release, the process proceeds to step S133, the brake is released at (Tn + TA), and it is determined whether the nearest position has been detected. Returning to processing step S132, the processing is repeated.

  In the second embodiment described above, the initial brake release time T0 and the addition time TA are described as being fixed for each elevator specification. However, as shown in FIG. From the viewpoint of minimizing the number of times and time, a set value is set and controlled for each car load.

  FIG. 8 is a diagram showing the relationship between the brake release time T and the movement distance. FIG. 8 shows the relationship between the car load and the moving distance at the initial brake release time T0, and shows that the moving distance becomes longer as the car load decreases. The lower part of FIG. 8 shows the relationship between the car load and the travel distance when the brake release correction time T1 is added to the initial brake release time T0, and the travel distance increases as the car load decreases. Represents that. Moreover, even if it is the same car load, it represents that a moving distance becomes longer than the time of the brake releasing initial time T0.

  In the above description, the limit NM of the number of brake releases is a guideline for the number of brake releases allowed before rescue, and is set to an appropriate number in consideration of the passenger's psychological state and the like. The initial brake release time T0 is the first set release time and is the time when the effort to the passenger is the least. The brake release correction time T1 added with the addition time TA has a long moving distance per time. The effort will increase, but it will contribute to shortening the time. The upper limit TM of the brake release time is the maximum allowable time determined from the maximum acceleration that can be generated by releasing the brake. The target moving distance L is a distance that the car CA should move to the nearest position where the rescue car is waiting, and the allowable error LA is a stop allowable error in the rescue operation.

  When the car load is small, the moving distance at the brake release initial time T0 is detected to be large. For this reason, when the movement distance to the nearest position is long, even if it is within the limit number of times, it is assumed that the movement distance of one time becomes a size that causes anxiety to the passengers. In consideration of this point, it is better to consider a device for setting a short time limit to prevent a large movement when the car load is small.

  By performing the control process described above, it becomes possible to accurately and efficiently move the trapped car CA to the position of the car CB waiting at the rescueable position by releasing the brake. In addition, according to this control process, even if it is a single elevator, it is possible to stop accurately by the same method when the distance to be moved by clearing the brake is clear.

CA, CB: Car FS: Skip floor H: Brake release operation device MA: Passenger MB: Rescuer (worker)
1A, 1B: Hoisting machine 2A, 2B: Control panel 3A, 3B: Speed governor 4A, 4B: Position sensor 5A, 5B: Main rope 6A, 6B: Speed governor rope 7A, 7B: Emergency door 8A, 8B: Load detection sensors 9A, 9B: suspension weights 10A, 10B: sensors 11: building beams (obstacles)
100: Building

Claims (6)

At least two elevators having a car at one end of a main rope suspended from a hoisting machine equipped with a brake and a suspension weight at the other end are arranged adjacent to each other from the stopped first car. An elevator apparatus equipped with an adjacent elevator rescue function capable of rescuing passengers by moving them to a second car,
A first means for estimating a moving direction when the brake of the first car is released using a load of the first car that has stopped;
A position that is in the estimated direction and avoids an obstacle in the space between the adjacent first and second cars is set as a rescue position, and the second car is moved to the rescue position. A second means;
A third means for releasing the brake of the first car that has stopped and guiding it to the rescue position;
The elevator apparatus according to claim 3, wherein the third means sets the number of times of release of the brake to be executed before the first car is led to the rescue position within a predetermined number of times. The elevator apparatus according to claim 1,
The third means sets the release time of the brake per time to the first time, and from the distance traveled by the first car at the first time and the distance to the rescue position The elevator apparatus determines whether or not the rescue position is reached by repeatedly releasing the brake at the first time within the limit number of times. The elevator apparatus according to claim 2,
When the third means determines that the rescue position is not reached by repeating the release of the brake at the first time within the limit number of times, the third means sets the first time to a longer second time. Change, and from the distance traveled by the first car at the second time and the distance to the rescue position to the rescue position by repeating the release of the brake at the second time within the limit number of times The elevator apparatus characterized by determining whether it arrives. The elevator apparatus according to claim 3,
The elevator device according to claim 3, wherein the third means sets a time limit allowed to release the brake per time, and limits the second time within the time limit. The elevator apparatus according to claim 1,
The elevator apparatus according to claim 3, wherein the third means further defines a time limit allowed for the brake to be released once. At least two elevators having a car at one end of a main rope suspended from a hoist equipped with a brake and a suspension weight at the other end are disposed adjacent to each other, and the first car abnormally stops and A confinement rescue operation method in an elevator device that rescues passengers by a second car adjacent when the hoisting machine is braked,
The moving direction when releasing the brake is estimated using the load of the stopped first car, and the estimated direction is in the space between the adjacent first and second cars. A position avoiding an obstacle is set as a rescue position, the second car is moved to the rescue position, the brake of the stopped first car is released and guided to the rescue position, and the first car A confinement rescue operation method characterized in that the number of times of release of the brake to be executed before the car is led to the rescue position is within a predetermined limit.

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