JPS59153773A - Elevator - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION Description of the Technical Field The present invention relates to an elevator system in which a plurality of cars run on the same hoistway.

[Explanation of conventional technology and its problems]

Generally speaking, there is one elevator in one hoistway as shown in Figure 1.
There are several elevator cars in operation.

On the other hand, an appropriate number of elevators is required depending on the number of people living or working in a building, and generally speaking, a building with a large population will have a large number of elevators and, at the same time, a large number of hoistways. In addition, the number of high-rise buildings has increased recently, and since high-rise buildings necessarily have a large number of people and a large number of floors, elevator service floors are divided into sections. As a result, the number of elevators increases, and the installation area of the elevators relative to the area of the building becomes extremely large, resulting in a major disadvantage in that the living area becomes smaller.

As an example of improving this, a double-deck elevator with a structure in which two cars are stacked has been put into practical use as shown in Figure 2, but this requires the building floor height I to be equal on all floors, so the height of the building is increased. In addition, the lower departure floor at the building entrance is divided into two floors: the F [floor] and the F2 floor, and even if a call occurs that requires only one of the upper and lower cars to land, other cars cannot Passenger service is poor, as the trains often stop at the same time.Furthermore, during off-peak hours during the day, a small number of people must be carried in two cars, which consumes a lot of electricity.

OBJECTS AND SUMMARY OF THE INVENTION The present invention eliminates the above-mentioned drawbacks and provides an elevator system with a small footprint and a large transportation capacity. In Japan, it is prohibited by law to operate multiple elevators with one control device and hoisting machine, but the present invention allows two or more independent cars to operate one hoistway. By having each car serve all the floors that need to be serviced, the area occupied by the elevator hoistway in the building is reduced to X:3A.

[Embodiments of the invention]

(5) Structure of the invention FIG. 3 and subsequent figures are diagrams showing embodiments of the present invention.

One hoistway 5 is provided with a pair of car guide rails 7゜7 and a - pair of counterweight rails 8, 8, and the car guide rails include a first heel (upper heel) 9 and a second heel 9. The heel (lower heel) 10 runs independently, and the weight rails 8, 8 have a first suspension weight 12 connected to the first car and the main rope 11, and a second car and the main rope 1.
The second counterweight I4 connected by 3 runs.

Fl is inside the landing of the hoistway where these two cars run,
Fn represents the lowest floor, and Fn represents the highest floor.

Only the second heel (lower heel) 10 stops on the lowest floor Fl, and only the first heel (upper heel) 9 lands on the top floor Fn. All landing entrances and exits, except those on the top and bottom floors, will be operated so that at most both the first and second vehicles can land.

Here, the case where both elevators are rope type elevators is shown, and the first heel 9 and the first counterweight 12
shows an example in which the hoist 15 is driven by the l:l roving method, but 2:l roving may also be used. Further, the second heel and the second counterweight are driven by the hoisting machine 16 in a 2:l roving method so that the first car and the rope do not interfere with each other.

The positions of the two counterweights are such that when the two cars are driven in directions that separate them, the two counterweights also move away from each other. That is, the first heel (upper heel) 9
The first counterweight 12 corresponding to the first counterweight 12 is installed below the second counterweight 14. This allows the two cars to freely move up and down together with the counterweight within a range that does not interfere (collide). Since the first counterweight is below the second counterweight, the main rope 11 of the l:10-bing passes through the hole 17 provided in the center of the second counterweight 14. At the bottom of the hoistway, there are two shock absorbers [8] in case the second heel (lower heel) 10 descends too far and collides with the pit, and a shock absorber 18 for the first counterweight. put.

Figures 5 and 6 show the required minimum distance between the first heel (upper heel) 9 and the second heel 10 during normal operation (equivalent to the legal minimum pit depth in a normal elevator).
FIG. 6 is a diagram illustrating a method of installing a shock absorber to reduce the impact when the second heel is hit close to the second heel. FIG. 5 shows an example in which a shock absorber 18 is installed above the upper beam 19 of the second heel 10 and is buffered between it and the lower frame 20 of the first heel 9.

FIG. 6 shows another embodiment in which a shock absorber 18 is attached to the lower surface of the lower frame 20 of the first heel 9, and a shock absorber 18 is attached to the lower surface of the lower frame 20 of the first heel 9. FIG. 3 is a diagram showing the installation of a buffer 21. FIG. FIG. 7 shows two shock absorbers 21 and 21 with the main rope 14 running above the first counterweight 12.
It has been established. Figure 8 shows the second counterweight 14
This is a case where hanging shock absorbers 21, 21 are provided at the bottom of the. Both are methods of reducing the impact between two counterweights. Furthermore, since these shock absorbers act almost simultaneously with the car shock absorber 18, it is also possible to omit either the car shock absorber or the counterweight shock absorber.

A switch is attached to the heel or counterweight as shown in Fig. 9 to stop the car in the event that the car or the counterweight is about to collide with the bottom of the hoistway due to an accident.

A switch 22 for stopping the first car when the first counterweight is about to collide with the bottom of the hoistway is provided at the top of the hoistway and at the first heel 9, as in the case of a normal elevator. It is operated by cam 23. Furthermore, in order to detect when the second car is about to collide with the bottom, the switch 22 provided at the bottom of the hoistway is actuated by the cam 23 of the second car IO, similar to a normal elevator. Even if the first car descends too far, it will not collide with the bottom of the hoistway, but there is a risk of colliding with the second car, so the first heel 9 will descend too far and will likely collide with the second heel 10. A switch 24 is provided at the top of the second heel 10 to stop the first car when
It is activated by

Similarly, in case the second counterweight descends too far and collides with the first counterweight, the cam 23 and switch 24 are used to prevent the second counterweight from rising too far (second counterweight). This prevents the weight from descending too much and simultaneously operating.

The switch 24 and the cam 23 are also used as switches for detecting that 1:2 cars have approached abnormally during normal operation. The same effect can be obtained by providing the cam in the second car and the switch at the bottom of the first car, contrary to the illustration.

As shown in FIG. 10, a shelter space 25 is provided in the hoistway below Fl on the lowest floor. If you do this, the second heel will be 10
By evacuating there, the first roof 9 will be able to service all floors.

Similarly, if a shelter space (not shown) is provided above the hoistway and the first cage 9 is sheltered, the second cage can service all floors, contrary to the above.

(B) Effects of the invention By configuring as described above, two units of Gato 9, 1O
The first car can land on the top floor, the second car can land on the bottom floor, and both cars can land on all other floors and operate independently without interfering with each other. It becomes possible to do so.

(The hall call button is not shown in the figure, but it can be installed separately for two cars, or it can be used for one car in a two-car group shared system.) This makes it possible to use elevators when there is a high demand for elevator traffic, such as when commuting to and leaving work in the morning and evening, and during lunch. During off-peak hours, both cars are operated to increase transportation capacity, and during off-peak hours, the first car is parked on the top floor, and the second car is parked on the top floor.

By stopping the machine at the lowest floor, only one machine can be operated in one hoistway, thereby saving power.

If there are multiple hoistways, go up the main floor.

You can also sort it below.

By doing this, the area of the hoistway for one car (22
Since two elevators can be installed and both can service almost all floors, it is possible to obtain transportation capacity that is about twice as large as the installation space for conventional elevators. Conversely, the space required to install an elevator with the same transport capacity is approximately % of the space required for a normal elevator, making it possible to significantly reduce construction costs.

Also, regarding the cost of elevators, guide rails,
Since the hall entrance/exit device, landing detection device, etc. can be shared by two elevators except for the top and bottom floors, the number of elevators can be greatly reduced.

Furthermore, when shelter spaces are provided at the top and bottom of the hoistway, all cars can service all floors, resulting in more efficient operation both during rush hours and during off-peak hours.

[Brief explanation of the drawing]

Fig. 1 is a schematic diagram of a conventional elevator, Fig. 2 is a schematic diagram of a conventional double deck elevator, Fig. 3 is a schematic side view of an elevator according to the present invention, Fig. 4 is a front view of Fig. 3, and Fig. 5 is a schematic diagram of a conventional double deck elevator. Figure, Figure 6 Diagram of the heel-mounted shock absorber, Figure 7, Figure 8
The figure is a diagram of a shock absorber with a counterweight attached, Figure 9 is a diagram of the installation of a cam and switch for detecting overshooting of the car, and Figure 1o is a schematic diagram of an elevator with a shelter space. 4.11113... Main rope 5... Hoistway 7.8
...Guide rail 9,1o...First and second weights 12.14...First and second counterweights 15.1
6...Hoisting machine IL2t...Buffer device 22,
24...Switch 23...Cam (7317) Representative Patent Attorney Kensuke Chika (1 person) 1st
Figure 2nd interval 4th cause
3rd interval Figure 7 Figure 8 Figure 9 Figure 1 [ ''Vθ /ρ

Claims (1)

[Claims] Incorporating multiple cars and counterweights in the same hoistway,
An elevator in which each car is driven and runs independently and is characterized by a hoistway with a shelter space for the cars outside the range of service floors.