JP6686670B2 - Double deck elevator - Google Patents

Description

  The present invention relates to a double-deck elevator, and more particularly, to a double-deck elevator having an upper car and a lower car provided in an outer car frame.

  The double-deck elevator, which has a two-story structure with an upper car and a lower car installed in the outer car frame that moves up and down in the hoistway, has a higher transportation capacity than an elevator composed of a single car. Excel. In addition, the installation space for obtaining the same transportation capacity is small. For this reason, it is being introduced into large-scale high-rise buildings.

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

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

  In a double-deck elevator installed in a building with uneven floor heights like this, it is necessary to adjust the distance between the upper car and the lower car according to the floor heights of the two floors, the upper floor and the lower floor, which land simultaneously. As a double-deck elevator that enables this adjustment, the upper car is hung on one end side of the wire rope, which is a kind of cord-shaped body that is folded and folded around the drive sheave that is rotationally driven by the drive motor, and the other end side There is known one having a structure in which a lower car is suspended (Patent Documents 1 and 2). In this configuration, the wire rope functions as a support unit that supports the upper car and the lower car in the outer car frame while being vertically separated from each other.

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

  It is desirable to know that the car interval adjusted as described above is accurately adjusted by actually measuring the car interval and before the outer car frame reaches the target stop position. As a result, a series of driving operations from landing of the upper and lower cars to opening and closing of the car doors become smooth, which contributes to the improvement of the transportation efficiency of passengers. For the car interval, for example, the position of the upper and lower cars in the vertical direction relative to the outer car frame (hereinafter referred to as "car position") is detected by the detection means, and the car position detected by one car and the other car are detected. It can be measured by the difference in the cage position.

  However, since the wire rope that suspends the upper and lower cars has elasticity in the vertical direction (length direction), if a passenger jumps in the car, for example, this causes the car to vibrate vertically. There are cases. Regardless of when the car is stationary with respect to the outer car frame, the car position detected when the car vibrates up and down in this way has large variations, which may result in inaccurate car spacing measurements. is there.

  The above-mentioned problem is not limited to the double-deck elevator in which the supporting means for the upper and lower cars is a cord (wire rope), and other supporting means, for example, the plunger is moved relative to the cylinder in the axial direction. A double-deck elevator in which the upper and lower cars are supported in the outer car frame in a vertically separated state by using the hydraulic jack of the configuration Also common to double deck elevators where the above mentioned vibrations can occur in the car.

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

  The present invention has been made in view of the above problems, and an object thereof is to provide a double-deck elevator capable of grasping a car interval more accurately than before even if an upper car or a lower car is vibrating.

In order to achieve the above object, the double-deck elevator according to the present invention elevates and lowers an outer car frame to a target stop position in a hoistway, and vertically moves the outer car frame into and out of the outer car frame by supporting means having elasticity. A double-deck elevator for landing an upper car and a lower car, which are supported in a separated state in each direction, on their respective target floors, wherein the upper car and the lower car are vertically separated by two car floors. Car height adjusting means for adjusting the floor height of the car, car position detecting means for detecting the position of at least one of the upper car and the lower car in the vertical direction with respect to the outer car frame, and the car space adjusting means. After the car interval is adjusted by the above, the detection result by the car position detecting means is sampled to obtain a group of car position data including a plurality of car position data. And Rukago position data acquiring means, wherein the on car or said lower car regardless of whether or not vibrating, from a group of car position data where the cage position data acquiring means obtains, after adjustment by the cage distance adjusting means And a car interval indexing means for indexing the car interval.

  In addition, the car spacing indexing means calculates the center position of the vibration from the group of car position data, assuming that at least one of the cars vibrates in the vertical direction as the supporting means expands and contracts. The calculated center position is estimated as the position of the car in the vertical direction with respect to the outer car frame after the adjustment, and the adjusted car interval is calculated from the estimated position of the car.

  Further, the car space indexing means indexes the adjusted car space until the outer car frame reaches the target stop position.

  In addition, an allowable range for the floor height of the target floor is set for the adjusted car spacing, and the car spacing adjustment means is configured to adjust the car spacing after the adjustment by the car spacing indexing means. When the interval exceeds the allowable range, the car interval is readjusted so as to be within the allowable range.

  Further, the supporting means includes a cord-shaped body that is hung on a sheave and folded back, and has a configuration in which an upper car is hung at one end of the cord and a lower car is hung at the other end. It is characterized by

  According to the double-deck elevator of the present invention having the above configuration, the detection result by the car position detection means is sampled and acquired by the car position data acquisition means, and a car interval is obtained from a group of car position data including a plurality of car position data. Based on the result of indexing by the indexing device, the car interval after adjustment by the car interval adjusting device can be measured. Therefore, even if the car supported by the elastic support means is vibrating, the detected car position has a large variation and the car interval cannot be accurately measured. It becomes possible.

It is a figure which shows schematic structure of the double deck elevator which concerns on Embodiment 1. It is a top view showing a schematic structure of a photosensor and a light-shielding plate which constitute a car frame detection means, an upper car detection means, and a lower car detection means provided in the double deck elevator. FIG. 4 is a block diagram showing a hoisting machine, a main controller that controls the hoisting machine, and a sub-controller that controls the moving unit and the moving unit. It is a figure which shows a raising / lowering table. It is a figure which shows a part of memory area in RAM and ROM which the sub-control apparatus installed in the outer car frame of the said double deck elevator has. It is a figure for explaining the state where the car is vibrating up and down. It is a flow chart which shows the contents of the cage interval measurement processing program run in the above-mentioned sub control device. It is a flowchart which shows the content of the raising / lowering operation control program of the said double deck elevator. It is a figure which shows schematic structure of the double deck elevator which concerns on Embodiment 2. It is a figure which shows schematic structure of the double deck elevator which concerns on Embodiment 3.

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

<Embodiment 1>
〔overall structure〕
The double-deck elevator 10 according to the first embodiment includes an upper beam 12A, a lower beam 12B, and two standing frames 12C and 12D connecting the upper beam 12A and the lower beam 12B, as shown in FIG. The outer car frame 12 has a substantially rectangular shape that is long in the vertical direction (vertical direction).

  Inside the outer car frame 12 (inside the frame), an upper car 14 and a lower car 16 are provided side by side in the vertical direction with a space therebetween.

  A driven sheave 18 is attached to the outer car frame 12, and one end of a wire rope 20 which is hooked on the driven sheave 18 and folded back above the upper car 14 is connected to the upper car 14 and the other end thereof. Is connected to the lower car 16. As a result, the upper car 14 is suspended on one end side of the wire rope 20 hung on the driven sheave 18, and the lower car 16 is suspended on the other end side. That is, in the configuration, the wire rope 20 functions as a support unit that supports the upper car 14 and the lower car 16 in the outer car frame 12 in a state of being vertically separated from each other. The driven sheave 18 is, as will be described later, a sheave that is rotated by being driven by the wire rope 20 that travels as the lower car 16 moves up and down. The upper car 14 and the lower car 16 are vertically movably guided by a pair of guide rails (not shown) installed between the upper beam 12A and the lower beam 12B.

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

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

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

  When the lower car 16 is moved upward by driving the jack 24, the upper car 14 connected to the lower car 16 by the wire rope 20 hung on the driven sheave 18 moves due to its own weight to the moving distance of the lower car 16. Move downward by the same distance as. This makes it possible to shorten the vertical distance between the upper car 14 and the lower car 16 (hereinafter referred to as "car space").

  On the other hand, when the jack 24 is driven to move the lower car 16 downward, the upper car 14 is pulled upward by the same distance as the moving distance of the lower car 16, so that the car interval can be lengthened.

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

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

  Since the upper car 14 and the lower car 16 have substantially the same weight, the jack 24 for vertically moving the upper car 14 and the lower car 16 suspended from the wire rope 20 in a slanting manner has the upper car 14 and the lower car 16 When the passenger is not in any of the above, the load is not so heavy. However, when a passenger gets on the lower car 16, the corresponding load is downwardly applied to the jack 24, and when a passenger gets on the upper car 14, the corresponding load is upwardly applied to the jack 24. Therefore, the jack 24 also has a function of supporting a load caused by a weight imbalance caused by a difference in the number of passengers in the upper car 14 and the lower car 16.

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

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

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

  As a mode of this stretching, for example, the upper end of the magnetic tape 30 is fixed to the support bracket (not shown) fixed to the upper part of the standing frame 12D or the upper beam 12A, while the lower end of the magnetic tape 30 and the standing frame are fixed. The support bracket (not shown) fixed to the lower part of 12D or the lower beam 12B is connected by a tension coil spring (not shown) so that the magnetic tape 30 is hung around with a constant tension. Can be considered.

  Further, instead of the tension coil spring, a weight (not shown) may be hung on the lower end of the magnetic tape 30 so that the magnetic tape 30 is attached with a certain tension.

  Not limited to the suspension, for example, the magnetic tape 30 is provided on the surface of the above-described guide rail (not shown) that guides the upper car 14 and the lower car 16 in the vertical direction, which does not hinder the guidance of the upper car 14 and the lower car 16. May be attached.

  In this example, the magnetic tape 30 is attached in a direction in which the scale is in a state of being scaled from the bottom to the top (that is, in the direction in which the scale value increases toward the upper side). The magnetic tape 30 may be attached to the outer car frame 12 in the opposite direction.

  The reading unit 32 is fixed to the upper car 14, and the other reading unit 34 is fixed to the lower car 16. It should be noted that the fixed positions in the vertical direction with respect to the upper car 14 and the lower car 16 of the reading units 32 and 34 are arbitrary. The fixed positions of the reading units 32 and 34 with respect to the upper car 14 and the lower car 16 are such that when the upper car 14 and the lower car 16 are moved up and down by the moving unit 22, the reading units 32 and 34 are respectively attached to the magnetic tape 30. It may be any position as long as it can be moved along and the magnetic scale recorded on the magnetic tape 30 can be read.

  In the magnetic scale 28 provided as described above, the value of the magnetic scale read by the reading unit 32 indicates the absolute position of the upper car 14 in the vertical direction with respect to the outer car frame 12 at the time of reading, and the reading unit 34 The value of the read magnetic scale indicates the absolute position of the lower car 16 in the vertical direction with respect to the outer car frame 12 at the time of reading. That is, the magnetic scale 28 can detect the absolute position of the upper car 14 and the lower car 16 in the vertical direction with respect to the outer car frame 12.

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

  As described above, the machine room 38 is provided in the upper part of the hoistway 36 where the outer car frame 12 provided with the upper car 14, the lower car 16 and the like moves up and down, and the machine room 38 has the hoist 40. Is installed. The hoist 40 includes a hoist motor 40A (FIG. 3), a sheave 40B provided on an output shaft (not shown) of the hoist motor 40A, and a rotary encoder 40C provided coaxially with the output shaft. Including etc. As the rotary encoder 40C, for example, a multi-turn absolute type can be used.

  A deflector wheel 42 is installed in the machine room 38 adjacent to the hoisting machine 40, and a main rope 44 is hung on the sheave 40B and the deflector wheel 42 of the hoisting machine 40. The outer car frame 12 is connected to one end of the main rope 44, and the counterweight 46 is connected to the other end. When the sheave 40B of the hoisting machine 40 is rotated by using the hoisting machine motor 40A (FIG. 3) as a drive source, the outer car frame 12, and by extension, the upper car 14, the lower car 16 and the counterweight 46, the hoistway. Ascending and descending inside 36.

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

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

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

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

  Since the photosensors 54A, 54B, and 54C have basically the same configuration, the alphabetical suffixes (A, B, C) will be omitted when it is not necessary to distinguish them. The same applies to the light shielding plates 56A, 56B, and 56C.

  As shown in FIG. 2, the photo sensor 54 is a transmissive photo sensor in which a light emitting element 542 and a light receiving element 544 are provided so as to face each other. It is configured to detect the entering light shield plate 56.

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

  First, the light-shielding plates 56B and 56C will be described. The light-shielding plate 56B is fixed to a position detected by the photosensor 54B when the upper car 14 is in a state of landing on the destination floor.

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

  Therefore, it can be determined whether or not each of the upper car 14 and the lower car 16 is landing on the destination floor depending on whether or not the photosensors 54B and 54C detect the light shielding plates 56B and 56C, respectively.

  The light-shielding plate 56A is located at a position detected by the photosensor 54A when the upper car 14 and the lower car 16 are simultaneously landing on their respective floors and the length of the wire rope 20 is the reference length. It is fixed. Here, the reference length means the length of the wire rope 20 when the double deck elevator 10 is completely installed in the building and no passengers are on the upper car 14 and the lower car 16. In other words, the reference length is the length of the wire rope 20 defined by the design specifications.

  The light shielding plate 56B and the light shielding plate 56C are provided as a pair for each of the two destination floors where the upper car 14 and the lower car 16 simultaneously land. Further, a light shielding plate 56A is provided so as to correspond to the pair of light shielding plates 56B and 56C. That is, the light shielding plate 56A is provided for each target stop position in the up-down direction within the hoistway 36 of the outer car frame 12.

  Operation control (FIGS. 7 and 8) and the like of the double-deck elevator 10 having the above configuration is performed by the main control device 58 and the sub control device 66.

  The main controller 58 is installed in the machine room 38 and controls the drive of the hoisting machine 40 and the like, and the opening / closing control of the car doors (not shown) of the upper car 14 and the lower car 16. Main controller 58 controls rotation of hoist motor 40A (FIG. 3) based on the output value (rotation angle) from rotary encoder 40C of hoist 40 to raise / lower outer car frame 12.

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

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

  The target rotation angle is referred to by the CPU 60 in the elevation control of the outer car frame 12. The CPU 60 rotationally drives the hoist motor 40A until the output value (rotation angle) from the rotary encoder 40C matches the target rotation angle (any one of E1, E2, E3, ...) Corresponding to the destination floor. , The hoist motor 40A is stopped in a matched state. As a result, the outer car frame 12 is stopped at a position (target stop position) in which the upper car 14 and the lower car 16 can simultaneously land on the respective destination floors in the vertical direction within the hoistway 36. Become. Since the target rotation angle has a one-to-one correspondence with the target stop position of the outer car frame 12 in the vertical direction within the hoistway 36, the target rotation angle is nothing but the target stop position.

  Each of the target rotation angles in the lift table 620 is stored during the data acquisition operation. In the data acquisition operation, the outer car frame 12 is actually moved up and down, and each output value (rotation angle) output by the rotary encoder 40C when the car frame detection means 48 detects the outer car frame 12 is stored in the elevating table 620. To do. The data acquisition operation is performed when the double-deck elevator 10 is installed in a building and periodically thereafter, and the target rotation angle of the lifting table 620 is updated in a timely manner.

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

  Returning to FIG. 3, the CPU 60 executes various control programs stored in the ROM 62 to comprehensively control the hoisting machine motor 40A and the like, and to smoothly control the hoisting machine motor 40A and the like (the upper car 14, the lower car 16). The operation by the ascending / descending operation in the hoistway 36) is realized. The RAM 64 serves as a work memory used by the CPU 60 to execute various control programs. Further, the main control device 58 (the CPU 60 of the main control device 58) issues various execution commands to the sub control device 66 at predetermined timing, such as a "car interval adjustment command" and a "car interval measurement command", which will be described later.

  The sub control device 66 is installed in the outer car frame 12 as shown in FIG. The sub control device 66 mainly drives and controls the moving unit 22 to adjust the car distance D or to measure the adjusted car distance D. As shown in FIG. 3, the sub control device 66 has a CPU 68 and a ROM 70 and a RAM 72 connected to the CPU 68.

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

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

  The ROM 70 further has a car interval information table 702 as shown in FIG. The car interval information table 702 stores car interval identification information d1, d2, d3, d4 and the scale differences ΔS1, ΔS2, ΔS3, ΔS4 corresponding to them, respectively. These scale differences ΔS1 to ΔS4 are hereinafter referred to as “reference scale differences”. Each of the standard graduation differences ΔS1 to ΔS4 has an allowable width in consideration of the car spacing accuracy required for landing the upper car 14 and the lower car 16. That is, an allowable range for the floor height of the target floor of each of the upper car 14 and the lower car 16 is set for the car spacing after the adjustment by the moving unit 22.

  When the car interval adjustment command including the car interval identification information (any one of d1, d2, d3, and d4) is received from the main controller 58, the CPU 68 receives the corresponding rotation angle (e1, e2, from the car interval adjustment table 700). read either e3 or e4). Then, the CPU 68 rotationally drives the pump motor 26B until the output value (rotation angle) from the rotary encoder 26C coincides with the read rotation angle in a state where the opening / closing valve of the pipe 27 is open, and the state is in agreement. Then, the pump motor 26B is stopped and the control valve is closed. The hydraulic pump 26A is operated by the rotation drive, and the plunger 24B is moved up and down by the displacement amount (any one of DP1, DP2, DP3, and DP4) corresponding to the read rotation angle, and the upper car 14 and the lower car 14 are moved. The car 16 is moved vertically. As a result, the car spacing D is adjusted to a car spacing (any of D1 to D4) that matches the floor heights of the upper and lower target floors.

  If the above adjustment is accurate, the cage distance D after the adjustment is adapted to the floor heights of the two upper and lower target floors. The adjusted car distance D is actually measured by the magnetic scale 28 that detects the absolute position of the upper car 14 and the lower car 16 in the vertical direction with respect to the outer car frame 12, and specifically, the reading unit 32. It can be grasped by calculating the scale difference between the scale value read by and the scale value read by the reading unit 34. Then, by comparing the calculated graduation difference with the corresponding reference graduation difference (any one of ΔS1, ΔS2, ΔS3, and ΔS4), is the present cage interval D after adjustment within the allowable range of the reference graduation difference? It becomes possible to confirm whether or not.

  However, since the wire rope 20 that suspends the upper car 14 and the lower car 16 has elasticity in the vertical direction (length direction) as described above, for example, passengers jump in the cars 14 and 16. If this is done, this may cause the cars 14 and 16 to vibrate up and down as shown in FIG. 6 (a). Regardless of when the cars 14 and 16 are stationary with respect to the outer car frame 12 (when not vibrating), the cars 14 and 16 detected by the reading units 32 and 34 when vibrating up and down in this manner. The car positions of 16 have large variations, and therefore the car distance D may not be accurately measured.

  On the other hand, if the vibrations of the cars 14 and 16 are stopped, the car distance D can be accurately measured, but the car distance D after adjustment cannot be accurately grasped until the vibration is stopped. The smooth operation of the elevator 10 may be hindered.

  Therefore, in the present embodiment, the adjusted car spacing D is measured using the magnetic scale 28 as follows, regardless of whether the cars 14 and 16 are vibrating. To adjust the car distance D, the RAM 72 of the sub control device 66 has a storage area for storing the scale values read by the reading units 32 and 34 of the magnetic scale 28 as “car position data”, and the CPU 68 It functions as a work memory used when executing various control programs.

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

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

  As described above, the sub-control device 66 (CPU 68) samples a scale value (detection result) read by the reading units 32 and 34 of the magnetic scale 28, and includes a group of a plurality of (upper / lower) car position data. The above (upper / lower) car position data is stored in the (upper / lower) car position storage areas 722 and 724 in the RAM 72 to function as a car position data acquisition unit.

[Cage separation measurement process]
Next, the process of measuring the car distance D executed by the sub control device 66 in response to the "car distance measurement command" from the main control device 58 will be described with reference to FIGS.

  First, the principle of the process of estimating the car position (step S12 in FIG. 7) will be described with reference to FIG. It should be noted that FIG. 6A shows that both the upper car 14 and the lower car 16 vibrate, but the principle of estimating the car position is basically the upper car 14 as well. The lower basket 16 is also the same. Therefore, the lower car 16 will be described below as an example, and the upper car 14 will be referred to as necessary.

  In the present embodiment, it is assumed that the lower car 16 is in damped vibration, the center position L of this damped vibration is calculated, and the calculated center position L is estimated to be the car position of the lower car 16. I have decided.

  FIG. 6B is a diagram showing a virtual vibration waveform of the lower car 16, and is a graph of a vibration function in which the horizontal axis represents time and the vertical axis represents displacement. In the damping vibration of the lower car 16 in FIG. 6B, the amplitude A of the extreme value (maximum point or minimum point) in the sine curve of the sine wave represented by the broken line is predetermined for each extreme value that appears over time. It is a vibration that has a characteristic that it becomes a size multiplied by the damping ratio and gradually decreases. In the range corresponding to two cycles (0 ≦ t ≦ 2T) of such damped vibration, the local maximum points and the local minimum points alternate, and the first local maximum point U1, the first local minimum point L1, and the second local maximum. The point U2 and the second minimum point L2 appear in this order.

^Assuming that the attenuation ratio is “γ (= e ^−αt )”, the amplitude of the sine curve is “A”, and the angular frequency is “ω”, the amplitudes at the maximum points U1 and U2 and the minimum points L1 and L2 are Each is represented by the following formulas (1) to (4).

          U1 = L + γAsinωt (1)

L1 = L + γ ² Asinωt (2)

U2 = L + γ ³ Asinωt (3)

L2 = L + γ ⁴ Asinωt (4)

  At the maximum points U1 and U2 on the sine curve, “sin ωt = 1” is established, so that the respective amplitudes are “A”. Further, at the minimum points L1 and L2, since “sin ωt = −1”, the amplitude of each becomes “−A”. Therefore, the above formulas (1) to (4) can be expressed as the following formulas (5) to (8).

          U1 = L + A · γ (5)

L1 = LA−γ ² (6)

U2 = L + A · γ ³ (7)

^{L2 = L-A · γ 4} (8)

  In the damping vibration of the lower car 16, if the points (hereinafter referred to as "extreme points") indicating these four extreme values (maximum points U1, U2, minimum points L1, L2) are determined, the damping ratio γ is It can be calculated by the equation (9).

          γ = (L2-L1) / (U2-U1) (9)

  If the damping ratio γ of the vibration of the lower car 16 can be obtained, the center position L of the vibration can be calculated by the following equation (10).

          L = (γ · U2 + L2) / (γ + 1) (10)

  As described above, in order to calculate the center position L of the vibration of the lower car 16, it is sufficient to set four extreme points, and these four extreme points are equivalent to two cycles (0 ≦ t ≦ 2T). Therefore, if the sampling time (period) of the group of lower car position data by the magnetic scale 28 is set to be two cycles of the vibration of the lower car 16, the above-mentioned formula (9) is calculated from the acquired group of lower car position data. ), The center position L of the vibration of the lower car 16 can be calculated based on the equation (10).

  Since the car distance D is measured after the car distance D is adjusted, the rope length between the portion of the wire rope 20 hung on the driven sheave 18 and the lower car 16 is lower. As long as the car 16 is stationary with respect to the outer car frame 12, it is fixed. When the rope length is determined, the spring constant of the wire rope 20 at the rope length is also determined. Therefore, when the vibration generated in the lower car 16 is regarded as a so-called vertical spring pendulum, the natural frequency of the lower car 16 is the above-mentioned spring. It can be determined by the total weight of the lower car 16 including the constant and passengers.

  Since the rope length has a one-to-one correspondence with the car distance D, the natural frequency of the lower car 16 can be determined for each corresponding car distance D1, D2, D3, D4. Since the natural period is also determined when the natural frequency is determined, the sampling time can be set to two cycles of the vibration of the lower car 16 based on the natural period.

  When the lower car 16 is connected to the plunger 24B of the jack 24 as in this example, the natural frequency of the lower car 16 is calculated by adding the above rope length (spring constant) and the total weight of the lower car 16. Therefore, the jack 24 will also be affected. In such a case, the natural frequency of the lower car 16 may be experimentally obtained in consideration of the influence of the jack 24.

  Based on the above principle, in the present embodiment, in the acquired group of lower car position data, the lower car position data of one point presumed to be the first maximum point U1 and the lower car position data of two points before and after it are included. The total sum of the lower car position data of a total of 5 points is calculated as a first maximum point group ΣU1, and this first maximum point group ΣU1 is treated as the first maximum point U1.

  The first local minimum point L1, the second local maximum point U2, and the second local minimum point L2 are the same as the first local maximum point U1. That is, the first car obtained by calculating the total sum of the lower car position data of one point estimated to be the first minimum point L1 and the lower car position data of two points before and after the first car position data. The local minimum point group ΣL1 is treated as the first local minimum point L1, and a total of five points consisting of lower car position data of one point presumed to be the second local maximum point U2 and lower car position data of two points before and after it. The second maximum point group ΣU2 obtained by calculating the total sum of the car position data is treated as the second maximum point U2, and the lower car position data of one point estimated to be the second minimum point L2 and its front and rear. The second minimum point group ΣL2 obtained by calculating the total sum of the five lower car position data consisting of the two lower car position data is treated as the second minimum point L2.

  Therefore, in the present embodiment, the damping ratio γ is calculated by the following formula (11), and the center position L of the vibration of the lower car 16 is calculated by the following formula (12).

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

          L = (γ · ΣU2 + ΣL2) / (γ + 1) (12)

  In order to execute the above-described processing, it is necessary to acquire a group of lower car position data including lower car position data of at least 20 points. Therefore, in the present embodiment, the sampling time is set so that the lower car position data of 20 cycles for 2 cycles based on the natural cycle can be reliably sampled.

  Specifically, of the four car distances D1, D2, D3, and D4, when the rope length of the wire rope 20 hooked around the driven sheave 18 and folded back is the longest, that is, the car distance D is the largest. The spring constant corresponding to the rope length of the wire rope 20 on the other end side that suspends the lower car 16 and the weight when the total weight of the lower car 16 is the maximum (the maximum weight of the lower car 16 is the maximum load). Based on the natural period determined by the weight added with the load), the sampling period is set for the two periods. The longer the rope length, the smaller the spring constant, and accordingly the longer the natural period. Therefore, with such a setting, regardless of the adjusted cage distance D being D1, D2, D3, or D4, a group of lower cage position data satisfying the condition that the above processing can be executed is acquired. You can

  As in the present embodiment, the damping ratio γ and the center position L of vibration are calculated based on the two local maximum points ΣU1 and ΣU2 and the two local minimum points ΣL1 and ΣL2, whereby the lower car position data Since it is possible to mitigate the deviation between the indexed car position and the actual car position that may occur when there is a disturbance such as a passenger jumping during sampling, after the car distance D is adjusted. It is possible to estimate the car position of the lower car 16 as accurately as possible.

  Next, the process of measuring the car distance D will be described with reference to the flowchart shown in FIG.

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

  The CPU 68 acquires the scale value (lower car position data) read by the reading unit 34 and detects the car position of the lower car 16 (step S121). In step S121, the reading unit 34 reads a plurality of scale values according to the preset sampling time, and transmits each read scale value to the sub control device 66.

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

  When step S123 is completed, the CPU 68 refers to the plurality of car position data (scale values) stored in the RAM 72, and based on the above-described principle, the above-mentioned formula (11) and formula (12) allows the lower car 16 to operate. The center position of vibration is determined (step S125).

  In step S12, the same processes as those in steps S121, S123, and S125 described above are also executed on the upper car 14 in parallel. That is, the scale value (upper car position data) read by the reading unit 32 is acquired to detect the car position of the upper car 14 (step S122), and the reading unit 32 stored in the upper car position storage area 722 of the RAM 72 is read. The detection results (scale values) are sequentially sampled to obtain a plurality of scale values (a group of upper car position data) (step S124), and from the above formulas (11) and (12), the center of vibration of the upper car 14 The position is calculated (step S126). When step S12 is completed and the center positions of the vibrations of the upper car 14 and the lower car 16 are determined, the process proceeds to step S14.

  In step S14, the scale difference between the center positions of the vibrations of the upper car 14 and the lower car 16 calculated in step S12 is calculated. Since the scale difference obtained by the calculation corresponds to the car distance D calculated from the estimated positions of the upper car 14 and the lower car 16, calculating the scale difference means measuring the car distance D. It is none other than. Therefore, at the time when this scale difference is calculated and obtained, the measurement process of the car interval D is completed.

  As described above, in the present embodiment, the car positions of the cars 14 and 16 are estimated as described above. Therefore, even if the cars 14 and 16 are vibrating, the estimated car position and the actual car position are The distance between the cages is small, and the car distance D can be measured as accurately as possible. Therefore, even if there are large variations in the car position detection results, the car distance D can be grasped more accurately than in the conventional case.

[Elevation operation control]
Next, the up-and-down operation control of the double deck elevator 10 including the above-described cage interval measurement processing will be described with reference to the flowchart shown in FIG.

  The ascending / descending operation control program is executed after the next destination floor is determined from the situation of the in-car call of the upper car 14 and the lower car 16 and the landing call of each floor.

  The CPU 60 of the main controller 58 first confirms whether or not the next destination floor is determined (step S20). When the destination floor has been determined (step S20: YES), the CPU 60 refers to the lifting table 620 stored in the ROM 62 to rotationally drive the hoisting machine motor 40A, and the outer car frame 12 toward the target stop position. The ascending / descending operation is started (step S22), and at the same time, a car interval adjustment command is transmitted to the sub control device 66 (step S24). On the other hand, when the destination floor is not determined (step S20: NO), the standby state is set.

  The CPU 68 of the sub-control device 66, which has received the car space adjustment command, drives the jack 24 by referring to the car space adjustment table 700 stored in the ROM 70 and moves the upper car 14 and the lower car 16 in the vertical direction. Thus, the car spacing D is adjusted to a spacing that matches the floor heights of the upper and lower target floors (step S40). Subsequently, the CPU 68 confirms whether or not the movement of the cars 14 and 16 is completed (step S42), and if it is not completed yet (step S42: NO), the adjustment is continued. On the other hand, if the movement of the cars 14 and 16 has already ended (step S42: YES), the CPU 68 sends a message to the main controller 58 that the car interval D has been adjusted.

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

  After measuring the car distance D in step S44, the CPU 68 refers to the car distance information table 702 stored in the ROM 70, compares the measured car distance D with the corresponding reference scale difference, and measures the car distance D. It is determined whether or not the car distance D is within the allowable range of the reference scale difference (step S46). If it exceeds the allowable range (step S46: NO), the car distance D is readjusted (step S48), and the car distance D after readjustment is measured again (step S44), as in step S40. Then, step S44, step S46 and step S48 are repeatedly executed until the measured cage distance D falls within the allowable range of the reference scale difference. When the car interval D is within the allowable range of the reference scale difference, the fact that the adjustment of the car interval D is completed is transmitted to the main control device 58 (step S46: YES).

  The main controller 58 then stops the outer car frame 12 at the target stop position (step S28). At this point, (i) when the main controller 58 has received the notification that the adjustment of the car distance D has been completed, the upper car 14 and the lower car 16 also receive their destination floors at the same time when the outer car frame 12 is stopped. Then, the state of landing with high accuracy is achieved (step S30). On the other hand, (ii) when the main controller 58 does not receive the fact that the adjustment of the car distance D is completed, the adjustment of the car distance D is completed at the time of receiving the notification, and the upper car 14 and the lower car 16 are , It is in the state of landing on each destination floor with high accuracy (step S30).

  When the upper car 14 and the lower car 16 are landed, the main control device 58 sets the car doors of the upper car 14 and the lower car 16 to the open state (step S32), and determines whether the passengers have finished getting on and off. It is monitored (step S34). The main controller 58 keeps the car door open when the passenger has not finished getting in and out (step S34: NO), and when the passenger has finished getting in and out (step S34: YES), the main controller 58 opens the car door. Close (step S36).

  When the passengers get on and off, the main control device 58 confirms the presence or absence of the next destination floor (step S38), and if the next destination floor has been determined (step S38: YES), moves to the next target stop position. The raising / lowering of the outer car frame 12 toward the start is started (step S22), and at the same time, a car interval adjustment command is transmitted to the sub control device 66 (step S24). On the other hand, when the next destination floor has not been determined (step S38: NO), the lifting operation control is temporarily terminated and the standby state is entered.

  In the above-described elevator operation control of the double-deck elevator 10, adjustment of the car interval D is performed, for example, immediately after the car doors of the upper car 14 and the lower car 16 are fully closed and the outer car frame 12 starts to move up and down. It is desirable to carry out at the earliest possible timing until the outer car frame 12 reaches the target stop position. As a result, it is possible to secure a longer time for completing the adjustment of the car distance D until the outer car frame 12 reaches the target stop position.

  If it is known that the car distance D is accurately adjusted before the outer car frame 12 is stopped at the target stop position, the outer car frame 12 will be At the time of stopping at the target stop position, it becomes possible to recognize that the cars 14 and 16 can be landed on the target floor with a high level of accuracy, so that the car door (not shown) is opened immediately before landing. That is, it is possible to safely carry out so-called door-opening traveling. As a result, the up-and-down operation of the double-deck elevator 10 becomes smooth, which contributes to the improvement of the transportation efficiency of passengers.

<Embodiment 2>
The double-deck elevator 10 according to the first embodiment is a jack-type double-deck elevator in which one of the upper car 14 and the lower car 16 (in this example, the lower car 16) is moved vertically by the jack 24. However, in the double-deck elevator 74 according to the second embodiment, as shown in FIG. 9, the wire rope 20 that connects the upper car 14 and the lower car 16 is a sub-winding installed on the upper beam 12A of the outer car frame 12. It is a traction type double-deck elevator that is hung on the drive sheave 76A of the upper machine 76 and rotationally drives the drive sheave 76A by the motor 76B to change the car spacing D.

  The double-deck elevator 74 according to the second embodiment has substantially the same configuration as the double-deck elevator 10 according to the first embodiment, except that the drive system for changing the car distance D between the upper car 14 and the lower car 16 is different. is there. Therefore, in FIG. 9, the substantially same components as those of the double deck elevator 10 shown in FIG. 1 are designated by the same reference numerals, and the description thereof will be omitted.

  The sub-control device 66 of the double-deck elevator 74 is also the same as that of the first embodiment, although the installation position is different. Further, in the second embodiment, the car interval estimation processing program and the car interval measurement program executed by the CPU 68 of the sub control device 66 are the same as those described based on the flowchart shown in FIG. 7, and the main control device 58. Since the elevating operation control program executed by the CPU 60 of FIG. 8 and the CPU 68 of the sub-control device 66 in cooperation with each other is the same as that described based on the flowchart shown in FIG.

  As described above, the traction double-deck elevator 74 according to the second embodiment has the configuration in which the wire rope 20 that connects the upper car 14 and the lower car 16 is hung on the drive sheave 76A. The natural frequency is determined by the spring constant corresponding to the rope length from the portion of the wire rope 20 that is hung on the drive sheave 76A to the lower car 16 and the total weight of the lower car 16.

<Embodiment 3>
In the first and second embodiments, when the car distance D is adjusted, the upper car 14 and the lower car 16 are both “movable cars” that move vertically with respect to the outer car frame 12. In 3, the one car (the upper car in this example) is a “fixed car” fixed to the outer car frame 12, and only the other car (the lower car in this example) is vertically moved. It is a "movable basket".

  As shown in FIG. 10, the double-deck elevator 80 according to the third embodiment is different from that of the second embodiment except that the upper car 82 is fixed to the outer car frame 12 and only the lower car 16 is vertically moved up and down by the jack 24. The structure is basically the same as the double deck elevators 10 and 74 (FIGS. 1 and 9) according to the first and second embodiments. Therefore, in FIG. 10, constituent elements that are substantially the same as those of the double-deck elevators 10 and 74 are denoted by the same reference numerals, and the description thereof will be referred to as necessary, and hereinafter, different points will be mainly described. To do.

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

  When the jack 24 is driven, the lower car 16 is moved in the vertical direction for adjusting the car distance D, and at the same time, by the jack 24, the lower car 16 is moved in the outer car frame 12 in the vertical direction with respect to the upper car 82. It is supported in a separated state. That is, in the double-deck elevator 80 according to the third embodiment, the jack 24 constitutes a part of the moving unit 22 that functions as a car-spacing adjusting means, and also has a function as a supporting means that supports the lower car 16. .

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

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

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

  Although the double-deck elevator according to the present invention has been described above based on the embodiment, the present invention is not limited to the above-described mode, and may be carried out in the following modes, for example. .

  (1) In the above embodiment, the car is assumed to undergo damped vibration, the center position of the vibration is calculated, and the calculated center position is estimated to be the car position. This is merely an example of an advantageous method for estimating the position, and other methods may be applied to estimate the car position.

  For example, the arithmetic mean value of the sampled group of car position data may be estimated as the car position. Alternatively, the car position may be estimated by calculating a standard error with a group of car position data as a population. The point is that even in situations where it is difficult to detect the car position accurately and the car position detection results vary widely, the car position detection results can be used to determine the car interval as accurately as possible. All you have to do is grasp it.

  (2) In the above embodiment, the car distance D is adjusted immediately after the car doors of the upper car 14 and the lower car 16 are fully closed and the outer car frame 12 starts to move up and down. It may be performed immediately before the outer car frame 12 starts to move up and down when the car door is fully closed. In short, the condition that the adjustment of the car distance D can be started, that is, the car door is fully closed (step S36 in FIG. 8), the car inside call of the upper car 14 and the lower car 16 and the landing call of each floor, When the condition that the next destination floor is determined (step S38 in FIG. 8: YES) is met, the car interval D may be adjusted at the earliest possible timing.

  (3) In the above-described embodiment, the main control device 58 sequentially issues the “car spacing adjustment command (step S24 in FIG. 8)” and the “car spacing measurement command (step S26 in FIG. 8)” to the sub control device 66 in sequence. However, it is also possible to include both as a single command as a "cage interval grasping command" and to collectively transmit them. Alternatively, the sub-control device 66 may be configured to open and close the car door based on a command from the main control device 58. It suffices that the main control device 58 and the sub control device 66 cooperate with each other to reliably execute the processing required for performing the above-described lifting operation control.

  (4) In the above-described embodiment, the car position data, which is the detection result, is sequentially transmitted from the reading unit that is the car position detecting means to the sub control device. If a sub-control device is stored in the memory of the reading unit, the sub-control device is temporarily stored in the memory of the reading unit. The configuration may be such that the car position data is read and the car position estimation process is executed.

  Alternatively, from the group of car position data stored in the memory of the reading unit, the reading unit is caused to execute the car position estimation processing described above, and the estimated car position is stored in a predetermined storage area in the memory. Alternatively, the sub-control device may read the estimated car position at a required timing. With such a configuration, the amount of communication data between the reading unit and the sub control device can be reduced.

  (5) In the above-described first and second embodiments, the upper car and the lower car are the "movable cars" that move in the vertical direction. The mode of supporting the car that is referred to as the "movable car" may be different from that of the above-described first and second embodiments. For example, the upper car and the lower car may be supported by dedicated jacks. Alternatively, instead of the moving unit 22 in the first embodiment, the lower car 16 may be moved up and down by a driving method such as a ball screw or a pantograph.

  In the third embodiment, the upper car is the “fixed car” and the lower car is the “movable car”. However, the opposite mode, that is, the upper car is the “movable car”. , And the lower car may be a “fixed car”. Further, the drive system for moving the movable car in the vertical direction is not limited to the jack, and may be, for example, a traction drive system in which the movable car is connected to the counterweight in a slippery manner.

  As described above, the present invention can be applied to a double-deck elevator in which a car is supported so that vertical vibration can occur in at least one of the upper car and the lower car.

  (6) In the above-described first and third embodiments, the jack 24 connected to the lower car 16 is installed in a posture in which the axial center direction of the plunger 24B is the vertical direction, but the installation posture of the jack 24 is not always this. It does not have to be such a posture. For example, a configuration is adopted in which the jack 24 is installed in a posture in which the axial center of the plunger 24B intersects with respect to the vertical direction and the driving force of the jack is transmitted in the vertical direction via a known link mechanism or the like. Is also possible.

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

  (8) In the above-described embodiment, there are four types of cage intervals to be adjusted (D1, D2, D3, D4), but needless to say, this is not a limitation. Depending on the design of the building in which the double-deck elevator is installed, it can be set to 2, 3, or 5 or more. Alternatively, the car spacing D to be adjusted may be set for all floors in the building. For example, in the case of a 10-story building, the car spacing D is set to 9 ways (D1 to D9). This is because the floor height of a building does not always follow the plan.

  The present invention can be carried out in a mode in which various improvements, modifications, or variations are added based on the knowledge of those skilled in the art without departing from the spirit of the present invention. Further, within the range in which the same action or effect is produced, any of the matters specifying the invention may be replaced with another technique.

10,74,80 Double deck elevator 12 Outer car frame 14 Upper car 16 Lower car 18 Driven sheave 20 Wire rope 22 Moving unit 28 Magnetic linear scale 58 Main control device 66 Sub control device 72 Sub hoist 76A Drive sheave

Claims (5)

The outer car frame is moved up and down to the target stop position in the hoistway, and the upper car and the lower car supported in the vertically separated state in the outer car frame by the supporting means having elasticity in the vertical direction, respectively. A double-deck elevator to land on the destination floor of
Car spacing adjusting means for adjusting the car spacing in the vertical direction of the upper car and the lower car to the floor heights of the two upper and lower target floors,
Car position detecting means for detecting the position of at least one of the upper car and the lower car in the vertical direction with respect to the outer car frame,
Car position data acquisition means for acquiring a group of car position data including a plurality of car position data by sampling the detection result by the car position detection means after the car distance adjustment by the car distance adjustment means ,
Regardless of whether the upper car or the lower car is vibrating , the car space after the adjustment by the car space adjusting device is calculated from the group of car position data acquired by the car position data acquiring device. Means of delivery
A double-deck elevator characterized by having. The cage interval indexing means is
Assuming that at least one of the cars is vibrating in the vertical direction as the support means expands and contracts, the center position of the vibration is calculated from the group of car position data,
Estimating the calculated center position as the position of the car in the vertical direction with respect to the outer car frame after the adjustment,
The double-deck elevator according to claim 1, wherein the adjusted car distance is calculated from the estimated position of the car.   The double-deck elevator according to claim 1 or 2, wherein the car interval indexing means indexes the adjusted car interval before the outer car frame reaches the target stop position. . In the car interval after the adjustment, an allowable range for the height of the target floor is set,
When the cage spacing after the adjustment indexed by the cage spacing indexing means exceeds the allowable range, the cage spacing adjusting means may readjust the cage spacing so that the cage spacing falls within the allowable range. The double-deck elevator according to any one of claims 1 to 3, which is characterized. The supporting means includes a cord-shaped body that is hung on a sheave and folded back,
5. The double car according to any one of claims 1 to 4, wherein the upper car is suspended on one end side of the cord-like body and the lower car is suspended on the other end side. Deck elevator.

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