KR102326645B1 - Elevator device - Google Patents

Abstract

The elevator apparatus includes an independent operation mode in which the cars are run independently so that the cars do not get too close to each other, and a proximity synchronization operation mode in which the cars are integrally synchronized so that the cars do not move too far away from each other as the operation mode of the elevator apparatus. Including, when switching the driving mode, brake one car and then approach or separate the other car, and after switching the driving mode is performed, the braking is released.

Description

Elevator Device {ELEVATOR DEVICE}

The present invention relates to a multi-car type elevator apparatus in which a plurality of cars are provided in a common hoistway.

BACKGROUND ART In recent years, with the increase in the height of a building, it is required to increase the capacity of the elevator device while increasing the speed, thereby increasing the amount of transport. As an elevator apparatus corresponding to such a request, a double-deck elevator having a two-story building car is known. Also, there is known a multi-car type elevator device in which a plurality of cars independently travel in a common hoistway.

However, although the double-deck elevator is suitable for mass transportation during reciprocating operation, it is not possible to increase the amount of transportation when passengers are waiting on a plurality of floors because of lack of freedom of operation.

On the other hand, a multi-car elevator device (see, for example, Patent Document 1) is suitable for a reciprocating operation that transports a large number of passengers at a time because the movement of each car is restricted in order to avoid collisions between the cars. don't For example, in the prior art described in Patent Document 1, when two cars are traveling in the same direction, it is assumed that the stopping distance in an emergency increases as the speed increases, so that it is necessary to provide a time difference for starting the traveling in advance. have. As a result, in the reciprocating operation, the amount of transport equivalent to that of a double-deck elevator cannot be realized.

Japanese Patent Publication No. 2010-538948

Here, in the prior art, as described above, when two cars travel in the same direction, it is necessary to provide a time difference for the start of travel in advance, assuming that the stopping distance in an emergency increases as the speed increases. , as a result, there is a problem that transport efficiency is poor.

The present invention has been made in order to solve the above problems, and an object of the present invention is to obtain an elevator apparatus capable of realizing a transport volume equivalent to that of a double-deck elevator even during reciprocating operation.

An elevator apparatus according to the present invention includes: a first car running on a common hoistway; a second car positioned below the first car; and a driving device for raising and lowering the first car and the second car independently of each other; A braking device for independently braking a car and a second car, and an elevator control device for controlling the driving device and the braking device, wherein the braking device includes a safety gear for braking the first car; The control device includes an independent driving mode in which the first car and the second car run independently of each other so that the first car and the second car do not get too close to each other, and the first car and the second car so that the first car and the second car do not move too far from each other. The first car is braked by controlling the braking device when switching to the proximity synchronous driving mode in which two cars are driven integrally in synchronization and performing the first switching from the independent driving mode to the proximity synchronous driving mode Next, after the second car approaches the first car by controlling the driving device and the first switching is performed, the braking to the first car is released by controlling the braking device.

ADVANTAGE OF THE INVENTION According to this invention, the elevator apparatus which can implement|achieve the amount of transportation equivalent to that of a double-deck elevator even at the time of a reciprocating operation operation can be obtained.

BRIEF DESCRIPTION OF THE DRAWINGS It is the block diagram of the elevator apparatus of the multi-car system in Embodiment 1 of this invention.
Fig. 2 is an explanatory diagram for explaining the safety monitoring algorithm used in the independent operation mode by the safety control device according to the first embodiment of the present invention.
Fig. 3 is an explanatory diagram for explaining the safety monitoring algorithm used in the independent operation mode by the safety control device according to the first embodiment of the present invention.
Fig. 4 is an explanatory diagram for explaining the safety monitoring algorithm used in the independent operation mode by the safety control device according to the first embodiment of the present invention.
5 is an explanatory diagram for explaining a safety monitoring algorithm used in the independent operation mode by the safety control device according to the first embodiment of the present invention.
6 is an explanatory diagram for explaining a safety monitoring algorithm used in the independent operation mode by the safety control device according to the first embodiment of the present invention.
Fig. 7 is an explanatory diagram for explaining the safety monitoring algorithm used in the independent operation mode by the safety control device according to the first embodiment of the present invention.
Fig. 8 is an explanatory diagram for explaining the safety monitoring algorithm used in the proximity synchronous operation mode by the safety control device according to the first embodiment of the present invention.
Fig. 9 is an explanatory diagram for explaining the safety monitoring algorithm used in the proximity synchronous operation mode by the safety control device according to the first embodiment of the present invention.
Fig. 10 is a flowchart showing control processing for switching the driving mode executed by the first driving control device in the first embodiment of the present invention.
11 is a flowchart showing control processing for switching the driving mode executed by the second drive control device in Embodiment 1 of the present invention.
12 is a flowchart showing a control process for switching an operation mode executed by the safety control device according to the first embodiment of the present invention.
Fig. 13 is an explanatory diagram for explaining a safety monitoring algorithm used at the time of operation mode switching by the safety control device according to the first embodiment of the present invention.
Fig. 14 is an explanatory diagram for explaining a safety monitoring algorithm used at the time of operation mode switching by the safety control device according to the first embodiment of the present invention.
Fig. 15 is a block diagram of an elevator apparatus of a multi-car system according to Embodiment 2 of the present invention.
16 is a flowchart showing control processing for switching the driving mode executed by the first drive control device in the second embodiment of the present invention.
Fig. 17 is a flowchart showing a control process for switching the driving mode executed by the second drive control device in the second embodiment of the present invention.
18 is a flowchart showing a control process for switching an operation mode executed by the safety control device according to the second embodiment of the present invention.
19 is a flowchart showing a control process for switching an operation mode executed by the safety control device according to the second embodiment of the present invention.
Fig. 20 is an explanatory diagram for explaining a safety monitoring algorithm used at the time of operation mode switching by the safety control device according to the second embodiment of the present invention.
Fig. 21 is an explanatory diagram for explaining a safety monitoring algorithm used at the time of operation mode switching by the safety control device according to the second embodiment of the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, an elevator apparatus according to the present invention will be described with reference to the drawings in accordance with preferred embodiments. In addition, in description of drawing, the same code|symbol is attached|subjected to the same part or an equivalent part, and the overlapping description is abbreviate|omitted. Moreover, in each embodiment, the case where this invention is applied to the elevator apparatus of the multi-car system provided with two cars as a plurality of cars is exemplified.

Embodiment 1

BRIEF DESCRIPTION OF THE DRAWINGS It is the block diagram of the elevator apparatus of the multi-car system in Embodiment 1 of this invention. In FIG. 1 , a first car 11 and a second car 21 positioned below the first car 11 travel on a common hoistway 1 . In the common hoistway (1), the first car (11), the first counterweight (12) corresponding to the first car (11), the second car (21), and the second car (21) correspond to each other. A second counterweight 22 is provided.

The first car 11 and the first counterweight 12 are connected by a first suspension 13 . The second car 21 and the second counterweight 22 are connected by a second suspension 23 . As the first suspension body 13 and the second suspension body 23, for example, a plurality of ropes or a plurality of belts are used. The second car 21 is disposed directly below the first car 11 .

A first hoisting machine 14 and a second hoisting machine 24 are provided at the upper portion of the hoistway 1 , respectively, as driving devices for lifting and lowering the first car 11 and the second car 21 independently. Specifically, in the upper part of the hoistway 1, the first hoisting machine 14 for elevating the first car 11 and the first counterweight 12, the second car 21, and the second counterweight 22 are installed. A second hoisting machine 24 for lifting and lowering is provided. The first hoisting machine 14 and the second hoisting machine 24 are provided with a drive sheave, a motor for rotating the drive sheave, and a brake as a braking device for braking the rotation of the drive sheave, respectively.

A brake as a braking device provided in each of the first hoisting machine 14 and the second hoisting machine 24 serves to independently brake the first car 11 and the second car 21 , respectively.

The first suspension body 13 is wound around the drive sheave of the first hoisting machine 14 , and the second suspension body 23 is wound around the drive sheave of the second hoisting machine 24 . The first car 11 and the second car 21 are each independently raised and lowered in the hoistway 1 by the first hoisting machine 14 and the second hoisting machine 24 .

In addition, in FIG. 1 , the first car 11 and the second car 21 and the first counterweight 12 and the second counterweight 22 are suspended in a 1:1 roping manner. However, it is not limited thereto.

The first car 11 is equipped with an emergency stop device 15 as a braking device for preventing the first car 11 from falling. When the emergency stop device 15 operates, a braking shoe member provided in the emergency stop device 15 is pressed against the rail. In the emergency stop device 15, when the first car 11 falls while the emergency stop device 15 is in operation, the force for pressing the brake shoe material against the rail increases, and the first car 11 falls due to the frictional force that has grown. It has a structure that generates a braking force to block it.

The emergency stop device 15 as a braking device provided in the first car 11 serves to independently brake the first car 11 .

The second car 21 is provided with an inter-car buffer 26 for mitigating collisions between the first car 11 and the second car 21 . Specifically, the cargan shock absorber 26 is attached to the upper part of the second car 21 . At the lower part of the first car 11, a buffer abutment member 16 is mounted on which the cargan buffer 26 abuts. If the first car 11 and the second car 21 collide, the cargan shock absorber 26 collides with the shock absorber pedestal 16, and the impact is alleviated.

Elevation of the first car 11 and the second car 21 is controlled by the elevator control device 100 . The elevator control device 100 is realized by, for example, a microcomputer that executes a program stored in a memory.

The elevator control device 100 includes a first drive control device 110 for driving control of the first hoisting machine 14, a second drive control device 120 for driving control of the second hoisting machine 24, and a platform or car and a driving control device 130 for allocating the first car 11 or the second car 21 for calls from .

The first drive control device 110 includes a position information signal P10 indicating information on the position of the first car 11 and a speed information signal V10 indicating information on the speed of the first car 11 . is input The first drive control device 110 drives and controls the first hoisting machine 14 by using the input position information signal P10 and the speed information signal V10 to raise/lower the first car 11 . to control

To the second drive control device 120 , a position information signal P20 indicating information on the position of the second car 21 and a speed information signal V20 indicating information on the speed of the second car 21 are provided. is input The second drive control device 120 drives and controls the second hoisting machine 24 by using the input position information signal P20 and the speed information signal V20 to raise/lower the second car 21 . to control

As the respective position information signals P10 and P20 and speed information signals V10 and V20 of the first car 11 and the second car 21 , for example, a traction machine encoder, a governor encoder, and a first car 11 . and a signal from a sensor installed in each of the second car 21 or a sensor installed in the hoistway 1 or the like.

The first drive control device 110 and the second drive control device 120 are configured to communicate information with each other. In addition, the first drive control device 110 and the second drive control device 120 transmit and receive mutual information, thereby executing drive control so as to avoid collision of the first car 11 and the second car 21 . .

The operation control device 130 monitors the states of the first drive control device 110 and the second drive control device 120 and the presence or absence of a call, and determines the destinations of the first car 11 and the second car 21 . decide

That is, when the call button of the platform or the destination button in the car is operated, the operation control device 130 includes information about the operation, the position and speed of the first car 11 , and the position and speed of the second car 21 . It is determined which car of the first car 11 and the second car 21 is to be assigned based on the information such as. Next, the driving control device 130 transmits a driving command to the first driving control device 110 or the second driving control device 120 as a driving control device corresponding to the assigned car.

The safety control device 200 is a safety device for ensuring safety against the collision between the first car 11 and the second car 21 in the event that an abnormality occurs in the elevator components. Here, the function of the safety control device 200 may be incorporated into the elevator control device 100 as a part of the function. Alternatively, the safety control device 200 may be provided as an independent device from the elevator control device 100 . Alternatively, after the safety control device 200 is provided as an independent device from the elevator control device 100 , the function may be further incorporated into the elevator control device 100 as a part of the function. In the first embodiment, considering that the reliability of the function can be increased by providing the safety control device 200 as a device independent from the elevator control device 100 , it is a device independent from the elevator control device 100 . A case in which it is provided is shown. Further, the safety control device 200 is realized by, for example, a microcomputer that executes a program stored in a memory.

The safety control device 200 monitors the position and speed of the first car 11 and the position and speed of the second car 21 independently of the elevator control device 100 , and as a result of the monitoring, an abnormality is detected. In this case, a command for shifting the first car 11 and the second car 21 to a safe state is transmitted. Thereby, the safety control device 200 prevents a collision between the first car 11 and the second car 21 .

The safety control device 200 includes a position information signal P10 of the first car 11 , a speed information signal V10 of the first car 11 , and a position information signal P20 of the second car 21 . ) and the speed information signal V20 of the second car 21 are directly input without going through the elevator control device 100 .

The safety control device 200 uses the input position information signal P10, the speed information signal V10, the position information signal P20, and the speed information signal V20 to execute arithmetic processing by a microcomputer. Accordingly, abnormalities following the collision of the first car 11 and the second car 21 are monitored.

In addition, the microcomputer used in the safety control device 200 is an independent microcomputer different from the microcomputer used in the first drive control device 110 , the second drive control device 120 , or the operation control device 130 . . However, the microcomputer used in the safety control device 200 may be the same microcomputer as the microcomputer used in the first drive control device 110 , the second drive control device 120 , or the operation control device 130 .

Next, an operation mode of the elevator control device 100 will be described. The operation mode of the elevator control apparatus 100 includes an independent operation mode and a proximity synchronous operation mode. The elevator control device 100 switches between the independent operation mode and the proximity synchronous operation mode. In addition, in FIG. 1, the driving state in the independent driving mode is shown.

The independent driving mode is a driving mode in which the first car 11 and the second car 21 are each independently driven so that the first car 11 and the second car 21 do not come too close to each other. The proximity synchronous driving mode is a driving mode in which the first car 11 and the second car 21 run in synchronization with each other so as not to move too far away from each other.

The operation control apparatus 130 determines an appropriate operation mode from among the independent operation mode and the proximity synchronous operation mode, and sets the determined operation mode to the first drive control apparatus 110 , the second drive control apparatus 120 , and the safety control apparatus ( 200) is sent. As a result, the driving mode of each of the driving control device 130 , the first driving control device 110 , the second driving control device 120 , and the safety control device 200 is changed in association with each other.

When the driving mode is the independent driving mode, the driving control device 130 selects the first car 11 or the second car 21 as the optimal car according to the call, and selects the first car 11 or the second car 21 as the driving control device corresponding to the selected car. A command is transmitted to the first drive control device 110 or the second drive control device 120 . The first drive control device 110 and the second drive control device 120, in response to a call or a command from the operation control device 130, respectively, the first car 11 and the second car 21 corresponding to each other run control of the

When the driving mode is the independent driving mode, the safety control device 200 performs safety monitoring for preventing a collision by using the safety monitoring algorithm shown in FIGS. 2 to 7 .

Specifically, the safety control device 200 monitors the respective positions and speeds of the first car 11 and the second car 21 so that the state of the first car 11 meets the monitoring standard of the first car. When it exceeds, it is determined that abnormality has occurred, and a brake operation command is transmitted as a command to operate the brake of the 1st hoisting machine 14. As shown in FIG.

Similarly, the safety control device 200 monitors the positions and speeds of the first car 11 and the second car 21, respectively, and when the state of the second car 21 exceeds the monitoring standard of the second car, In this case, it is determined that an abnormality has occurred, and a brake operation command is transmitted as a command to operate the brake of the second hoisting machine 24 .

When the first hoisting machine 14 receives a brake operation command, the brake of the first hoisting machine 14 starts a braking operation to stop the first car 11 . Similarly, when the second hoisting machine 24 receives a brake operation command, the brake of the second hoisting machine 24 starts a braking operation to stop the second car 21 .

Here, the safety monitoring algorithm shown in FIG. 2 and FIG. 3 is demonstrated. 2 and 3 are explanatory diagrams for explaining the safety monitoring algorithm used in the independent operation mode by the safety control device 200 according to the first embodiment of the present invention.

In addition, in the graphs shown in FIGS. 2 and 3 , the vertical axis indicates the positions of the first car 11 and the second car 21 , and the horizontal axis indicates the speed of the first car 11 and the second car 21 . indicates Also, in the case where the first car 11 and the second car 21 are traveling in a direction approaching each other in the independent driving mode, the monitoring standard set by the safety control device 200 is shown.

The safety control device 200 determines a position at which _{the first car 11 can stop (P in the figure, (P 10} , V ₁₀ ) from the position and speed (in the figure, corresponding to (P 10 , V 10 )) of the first car 11 . ₁₁ , corresponding to 0)) to set the exclusive section of the first car.

In addition, the safety control device 200 sets the monitoring reference speed when the second car 21 that can be stopped before entering the set exclusive section of the first car approaches as the monitoring standard of the second car, The speed of the second car 21 is monitored. The safety control device 200 determines that an abnormality has occurred when the speed of the second car 21 exceeds the monitoring standard of the second car.

The stopping distance of the first car 11 is different depending on the speed of the first car 11 . Accordingly, as shown in FIG. 2 , when the speed of the first car 11 is high, a long exclusion section is provided in the traveling direction of the first car 11 . On the other hand, as shown in FIG. 3 , when the speed of the first car 11 is low, a short exclusion section is provided in the traveling direction of the first car 11 .

Next, the safety monitoring algorithm shown in FIG. 4 and FIG. 5 is demonstrated. 4 and 5 are explanatory diagrams for explaining the safety monitoring algorithm used in the independent operation mode by the safety control device 200 according to the first embodiment of the present invention.

In addition, in the graphs shown in FIGS. 4 and 5 , the vertical axis indicates the positions of the first car 11 and the second car 21 , and the horizontal axis indicates the speed of the first car 11 and the second car 21 . indicates Also shown is a monitoring standard set by the safety control device 200 in the case where the first car 11 and the second car 21 are traveling in a direction approaching each other in the independent driving mode.

The safety control device 200 determines a position at which _{the second car 21 can stop (P in the figure, (P 20} , V ₂₀ ) from the position and speed (in the figure, corresponding to (P 20 , V 20 )) of the second car 21 . ₂₁ , corresponding to 0)) to set the exclusive section of the second car.

In addition, the safety control device 200 sets the monitoring reference speed when the first car 11 that can stop before entering the set exclusive section of the second car as the monitoring reference of the first car, 1 Monitor the speed of the car (11). The safety control device 200 determines that an abnormality has occurred when the speed of the first car 11 exceeds the monitoring standard of the first car.

The stopping distance of the second car 21 is different depending on the speed of the second car 21 . Accordingly, as shown in FIG. 4 , when the speed of the second car 21 is high, a long exclusion section is provided in the traveling direction of the second car 21 . On the other hand, as shown in FIG. 5 , when the speed of the second car 21 is low, a short exclusion section is provided toward the traveling direction of the second car 21 .

Next, the safety monitoring algorithm shown in FIG. 6 and FIG. 7 is demonstrated. 6 and 7 are explanatory diagrams for explaining the safety monitoring algorithm used in the independent operation mode by the safety control device 200 according to the first embodiment of the present invention.

In the graphs shown in FIGS. 6 and 7 , the vertical axis indicates the positions of the first car 11 and the second car 21 , and the horizontal axis indicates the speed of the first car 11 and the second car 21 . indicates Also, in the case where the first car 11 and the second car 21 are traveling in the same direction in the independent driving mode, the monitoring standard set by the safety control device 200 is shown.

As shown in FIG. 6 , when the first car 11 is preceding, the safety control device 200 sets an exclusive section of the first car in front of the first car 11 . In addition, the safety control device 200 monitors the speed of the second car 21 by setting the monitoring standard of the second car 21 so that the second car 21 stops immediately before the exclusive section of the first car. The safety control device 200 determines that an abnormality has occurred when the speed of the second car 21 exceeds the monitoring standard of the second car.

As shown in FIG. 7 , when the second car 21 is preceding, the safety control device 200 sets an exclusive section of the second car in front of the second car 21 . In addition, the safety control device 200 monitors the speed of the first car 11 by setting the monitoring standard of the first car so that the first car 11 stops immediately before the exclusion section of the second car. The safety control device 200 determines that an abnormality has occurred when the speed of the first car 11 exceeds the monitoring standard of the first car.

When the driving mode is the proximity synchronous driving mode, the first drive control device 110 and the second drive control device 120 communicate with the first car 11 according to a call or a command from the operation control device 130 . , so that the distance of the second car 21 does not exceed the monitoring reference distance Lcr, the first car 11 and the first car 11 and The running of the second car 21 is controlled. The monitoring reference distance Lcr is set in the safety control device 200 .

At this time, the first drive control device 110 and the second drive control device 120 transmit and receive signals indicating each other's status, and synchronize with each other. In addition, when the distance between floors is different, the distance between the first car 11 and the second car 21 does not exceed the monitoring reference distance Lcr. It responds by fine-tuning the distance of

When the driving mode is the proximity synchronous driving mode, the safety control device 200 uses the safety monitoring algorithm shown in FIGS. 8 and 9 if the first car 11 and the second car 21 collide. Safety monitoring is carried out to prevent excessive impact at the time of occurrence.

8 and 9 are explanatory diagrams for explaining the safety monitoring algorithm used in the proximity synchronous operation mode by the safety control device 200 according to the first embodiment of the present invention.

In the graphs shown in FIGS. 8 and 9 , the vertical axis indicates the positions of the first car 11 and the second car 21 , and the horizontal axis indicates the speed of the first car 11 and the second car 21 . indicates Also, in the case where the first car 11 and the second car 21 are traveling in the same direction in the proximity synchronous driving mode, the monitoring reference distance Lcr set in the safety control device 200 is shown. .

Specifically, in the safety control device 200 , the monitoring reference distance Lcr in the proximity synchronous operation mode is set. The safety control device 200 monitors the respective positions of the first car 11 and the second car 21 , and the distance to each other, that is, the distance between the cargan buffer 26 and the shock absorber pedestal 16 | P10 When -P20| exceeds the monitoring reference distance Lcr (that is, when |P10-P20|>Lcr holds), it is determined that an abnormality has occurred and a brake operation command is transmitted.

In addition, the safety control device 200 has an abnormality even when the distance between the first car 11 and the second car 21 becomes 0 (that is, when |P10 - P20 | = 0 holds). , and transmits a brake operation command.

The monitoring reference distance Lcr is the maximum speed that can be reached from the distance between the first car 11 and the second car 21 adjacent to each other when an abnormality occurs. Even if (21) collides, the maximum speed is set to a distance that is less than or equal to the speed at which the shock can be safely mitigated by the cargan buffer 26.

For example, considering the free fall of the first car 11 as an example of the current situation, and considering the safety in the free fall of the first car 11, the monitoring reference distance Lcr is set to the It is desirable to set the distance equal to or less than the buffer stroke of 26).

Next, the switching of the operation mode of the elevator control device 100 will be described with reference to FIGS. 10 to 12 . 10 is a flowchart showing control processing for switching the driving mode executed by the first drive control device 110 in the first embodiment of the present invention. 11 is a flowchart showing control processing for switching the driving mode executed by the second drive control device 120 in the first embodiment of the present invention. 12 is a flowchart showing control processing for switching the operation mode executed by the safety control device 200 according to the first embodiment of the present invention. Switching of the driving mode is performed by the driving control device 130 sending a command to the first driving control device 110 and the second driving control device 120 .

The operation control device 130 sets the driving mode, for example, when a switching command signal of the driving mode is input from the outside, when a predetermined time has come, or when the usage status of the elevator device becomes a preset usage status, etc. switch

For example, the proximity synchronous operation mode is selected when the ratio of the number of times of use of the middle floor among the total number of uses is less than the threshold, and the independent operation mode is selected when the ratio of the number of times of use of the middle floor among the total number of uses is equal to or greater than the threshold can be set to

First, switching from the independent operation mode to the proximity synchronous operation mode will be described. In the independent operation mode, the first drive control device 110 stops the first car 11 when receiving a command to switch to the proximity synchronous operation mode from the operation control device 130 (Step 101 to Step) 103).

After confirming that the first car 11 is stopped, the first drive control device 110 transmits a switching command to the proximity synchronous operation mode to the safety control device 200 (Step 104).

Similarly, in the independent operation mode, the second drive control device 120 stops the second car 21 when receiving a command to switch to the proximity synchronous operation mode from the operation control device 130 (Step 201 to Step 201 ). Step 203).

After confirming that the second car 21 is stopped, the second drive control device 120 transmits a switching command to the proximity synchronous operation mode to the safety control device 200 (Step 204).

When the safety control device 200 receives the switching command to the proximity synchronous operation mode from the first drive control device 110 and the second drive control device 120 , the brake of the first hoisting machine 14 and the emergency stop A braking operation command is transmitted to the device 15 (Step 301 to Step 303). Accordingly, the operation of the first hoisting machine 14 is restrained, and if the first car 11 is lowered, the emergency stop device 15 brakes.

That is, if the first counterweight 12, the first suspension body 13, the first drive control device 110, and the first hoisting machine 14, such as the first car 11 traveling equipment, Even when an abnormality occurs, it is possible to prevent the first car 11 from moving toward the second car 21 .

In this way, when the elevator control device 100 performs switching from the independent operation mode to the proximity synchronous operation mode, the safety control device 200 provides a brake and an emergency stop device ( 15) to brake the first car 11 .

Further, the braking device is constituted by an emergency stop device 15 for braking the first car 11 and a brake for braking the first hoisting machine 14 as a driving device. Therefore, even if the first suspension body 13 connected to the first car 11 is broken or the brake of the first hoisting machine 14 is broken, the first car 11 is ) to prevent high-velocity collisions.

Next, the safety control device 200 uses the safety monitoring algorithm shown in FIGS. 13 and 14 to monitor the second car 21 when the second car 21 approaches the first car 11 . Set the approach standard speed as (Step 304).

13 and 14 are explanatory diagrams for explaining the safety monitoring algorithm used at the time of operation mode switching by the safety control device 200 according to the first embodiment of the present invention.

In addition, in the graphs shown in FIGS. 13 and 14 , the vertical axis indicates the positions of the first car 11 and the second car 21 , and the horizontal axis indicates the speed of the first car 11 and the second car 21 . indicates In addition, in the case of switching the driving mode, the monitoring standard of the second car set by the safety control device 200 is shown.

Specifically, as shown in FIG. 13 , the approach reference speed as the monitoring standard of the second car is a speed at which the shock can be safely relieved by the cargan buffer 26 , for example, the buffer stroke of the cargan buffer 26 . The average deceleration is set to a constant speed that is lower than the speed at which the average deceleration can be stopped by gravity acceleration (indicated as the allowable collision speed of the buffer in the drawing).

In addition, as shown in FIG. 14 , the approach reference speed is set such that the speed when the second car 21 collides with the first car 11 is less than or equal to the speed at which the shock can be safely relieved by the cargan buffer 26 . , may be set to a speed that is variable according to the remaining distance to the collision.

As a result, even if the second car 21 collides with the first car 11 that is stopped, the impact can be suppressed to a safe level.

In addition, when the elevator control device 100 performs switching from the independent operation mode to the proximity synchronous operation mode, the safety control device 200 is configured to bring the second car 21 closer to the first car 11 . The approach speed of the second car 21 seen from the first car 11 at the time is monitored.

When an abnormality is detected in the monitored approach speed, the safety control device 200 brakes the second car 21 by controlling the brake of the second hoisting machine 24 as a braking device. The safety control device 200 detects an abnormality in the approach speed when the monitored approach speed exceeds the approach reference speed.

Next, the safety control device 200 transmits, to the first drive control device 110 and the second drive control device 120 , a command to permit switching to the proximity synchronous operation mode (Step 305).

The second drive control device 120 causes the second car 21 to approach the approach set by the safety control device 200 when receiving a command permitting switching to the proximity synchronous operation mode from the safety control device 200 . The first car 11 is approached at a speed not exceeding the reference speed. In addition, the second drive control device 120 determines that the distance remaining until the second car 21 collides with the first car 11 is equal to or less than the monitoring reference distance Lcr in the proximity synchronous operation mode. and then stop (Step 205, Step 206).

In this way, the elevator control device 100 controls the second car 21 by controlling the second hoisting machine 24 as a driving device after the safety control device 200 brakes the first car 11 . The first car 11 is approached to perform switching from the independent operation mode to the proximity synchronous operation mode.

In the safety control device 200, the distance between the first car 11 and the second car 21 is less than or equal to the monitoring reference distance Lcr, and the first car 11 and the second car 21 are stopped. If it is recognized that the monitoring standard is changed to the standard in the proximity synchronous operation mode, the brake operation command is released to the brake of the first hoisting machine 14 and the emergency stop device 15 (Step 306 to Step 306). 310). Accordingly, the brake of the first hoisting machine 14 and the braking operation of the emergency stop device 15 are released.

In this way, the safety control device 200, after the elevator control device 100 brings the second car 21 close to the first car 11, and executes the switch from the independent operation mode to the proximity synchronous operation mode, The brake to the first car 11 is released by controlling the brake of the first hoisting machine 14 as a braking device and the emergency stop device 15 .

Next, the safety control device 200 transmits, to the first drive control device 110 and the second drive control device 120 , a command for permitting driving in the proximity synchronous driving mode (Step 311).

When the first drive control device 110 and the second drive control device 120 receive a command for permitting driving in the proximity synchronous driving mode from the safety control device 200 , the driving control in the proximity synchronous driving mode is performed. Start (Step 105, Step 106, Step 207, Step 208).

Next, switching from the proximity synchronous operation mode to the independent operation mode will be described. The first drive control device 110 stops the first car 11 upon receiving a switching command to the independent operation mode from the operation control device 130 in the proximity synchronous operation mode (Step 107).

Similarly, the second drive control device 120 stops the second car 21 when receiving the command to switch to the independent operation mode from the operation control device 130 in the proximity synchronous operation mode (Step 209). ).

After confirming that the first car 11 is stopped, the first drive control device 110 transmits a switching command to the independent operation mode to the safety control device 200 (Step 108).

Similarly, after confirming that the second car 21 is stopped, the second drive control device 120 transmits a switching command to the independent operation mode to the safety control device 200 (Step 210 ).

When the safety control device 200 receives a command to switch to the independent operation mode from the first drive control device 110 and the second drive control device 120 , the brake of the first hoisting machine 14 and the emergency stop device A braking operation command is transmitted to (15) (Step 312). Accordingly, the operation of the first hoisting machine 14 is restrained, and if the first car 11 is lowered, the emergency stop device 15 brakes.

That is, if the first counterweight 12, the first suspension body 13, the first drive control device 110, and the device related to the running of the first car 11, such as the first hoisting machine 14, are abnormal Even when this occurs, it is possible to prevent the first car 11 from moving toward the second car 21 .

In this way, when the elevator control device 100 performs switching from the proximity synchronous operation mode to the independent operation mode, the safety control device 200 provides a brake and an emergency stop device ( 15) to brake the first car 11 .

Next, the safety control device 200 sets a separation reference speed as a monitoring reference of the second car when the second car 21 is separated from the first car 11 (Step 313).

In addition, the separation reference speed as the monitoring standard of the second car becomes equal to the approach reference speed shown in Figs. 13 and 14 set at the time of switching from the independent operation mode to the proximity synchronous operation mode.

In addition, the safety control device 200 separates the second car 21 from the first car 11 when the elevator control device 100 executes the switching from the proximity synchronous operation mode to the independent operation mode. The separation speed of the second car 21 as seen from the first car 11 when there is one is monitored.

When an abnormality is detected in the monitored separation speed, the safety control device 200 brakes the second car 21 by controlling the brake of the second hoisting machine 24 as a braking device. The safety control device 200 detects an abnormality in the separation speed when the monitored separation speed exceeds the separation reference speed.

Next, the safety control device 200 transmits, to the first drive control device 110 and the second drive control device 120 , a command to permit switching to the independent operation mode (Step 314 ).

When the second drive control device 120 receives a command permitting switching to the independent operation mode from the safety control device 200 , the second drive control device 120 sets the second car 21 to the separation criterion set by the safety control device 200 . It is separated from the first car 11 at a speed not exceeding the speed. Further, the second drive control device 120 stops the second car 21 after moving the second car 21 apart to a position where it is not judged as abnormal according to the monitoring standard of the second car in the independent operation mode shown in FIG. 6 . (Step 211, Step 212).

In this way, the elevator control device 100 controls the second car 21 by controlling the second hoisting machine 24 as a driving device after the safety control device 200 brakes the first car 11 . It is separated from the first car 11, and the switching from the proximity synchronous operation mode to the independent operation mode is executed.

The safety control device 200 includes a state in which the second car 21 is not judged as abnormal according to the monitoring standard of the second car in the independent operation mode shown in FIG. 6 , and the first car 11 and When it is recognized that the second car 21 is stopped, the monitoring standard is changed to the standard in the independent operation mode, and a braking operation command is issued to the brake of the first hoisting machine 14 and the emergency stop device 15 . Release (Step 315 to Step 319). Accordingly, the brake of the first hoisting machine 14 and the braking operation of the emergency stop device 15 are released.

In this way, the safety control device 200, after the elevator control device 100 moves the second car 21 away from the first car 11 to switch from the proximity synchronous operation mode to the independent operation mode, The brake to the first car 11 is released by controlling the brake of the first hoisting machine 14 as a braking device and the emergency stop device 15 .

Next, the safety control device 200 transmits, to the first drive control device 110 and the second drive control device 120 , a command for permitting driving in the independent driving mode (Step 320 ).

When the first drive control device 110 and the second drive control device 120 receive a command to permit traveling in the independent driving mode from the safety control device 200 , the driving control in the independent driving mode is started. (Step 109, Step 110, Step 213, Step 214).

Further, in Step 103 and Step 107 , the first drive control device 110 closes or confirms that the door of the first car 11 is closed after confirming that the first car 11 is stopped. processing may be added. By configuring in this way, sinking due to a change in the load condition of the first car 11 in the state in which the emergency stop device 15 is operating is eliminated, and the emergency stop device 15 is unnecessarily installed on the first car 11 ) to prevent braking.

In addition, although the case where the combination of the emergency stop device 15 and the brake of the 1st hoisting machine 14 is used as a braking device which brakes the 1st car 11 was illustrated, it is not limited to this combination. That is, the emergency stop device 15 is not limited to being combined with the brake of the first hoisting machine 14, and may be combined with a car brake for braking the car, or a rope brake for braking the first suspension body 13 and They may be combined. In particular, when the combination of the emergency stop device 15 and the car brake is used, the vertical movement of the first car 11 due to the expansion and contraction of the first suspension body 13 is eliminated, so that the emergency stop device 15 is unnecessary. It is possible to obtain the effect of preventing the first car 11 from being braked.

In addition, since the emergency stop device is a safety device provided in case of overspeed of the car or breakage of the rope, it is generally required to have a short operation delay. However, in Embodiment 1, since the emergency stop device 15 is used as a precautionary measure against rope breakage during operation mode switching, unlike general use conditions, it is not necessary to shorten an operation delay. An emergency stop device with a short operation delay tends to have a loud operation sound. Therefore, it is effective to use an emergency stop device that operates quietly, apart from the general emergency stop device, in order to reduce the operation noise.

In addition, in order to shorten the time it takes to switch from the independent operation mode to the close synchronous operation mode, it is preferable to bring the first car 11 and the second car 21 as close as possible to the independent operation mode before the changeover. do.

As described above, according to the first embodiment, safety monitoring is performed to secure a distance between the cars in order to prevent collision of two cars in the independent operation mode as the operation mode of the elevator apparatus, and in the proximity synchronous operation mode, the car It is configured to conduct safety monitoring that does not increase the distance between the cars so that the collision speed at the time of a collision does not increase.

Specifically, different abnormality determination criteria are set in the independent operation mode and the proximity synchronous operation mode included as the operation mode of the elevator apparatus. In particular, a car-gan shock absorber for mitigating the impact of collision between adjacent cars is used, and When the driving mode is the proximity synchronous driving mode, when the distance between the cars exceeds the monitoring reference distance Lcr, it is configured to be determined as abnormal. Therefore, in the proximity synchronous operation mode, even if cars collide, the collision speed can be limited to a low level.

In addition, when switching the driving mode, one of the adjacent cars is braked by the braking device to bring it to a safe state, and then the other car is approached or separated from each other to change the driving mode, and then the braking by the braking device is released. is configured to do so. Accordingly, it is possible to prevent collision of cars at high speed when an abnormality occurs in the control of switching between the independent operation mode and the proximity synchronous operation mode. Further, it is possible to start running of one car preceding and another car following at the same time or almost simultaneously, as a result, it is possible to improve the running efficiency in the close synchronous driving mode.

In addition, by the proximity synchronous operation mode, it is possible to cope with a reciprocating operation that performs large-capacity transportation at one time on the same basis as a double-deck elevator without using a mechanism for mechanically connecting adjacent cars and adjusting the distance between the cars. In addition, it is possible to increase the operating efficiency by improving the degree of freedom of operation by the independent operation mode. That is, by configuring so as to switch between the running mode in which two cars travel independently and the running mode in which the two cars run in close synchronization, even in reciprocating operation, the same amount of transport as that of a double-deck elevator can be realized.

In addition, by configuring the elevator device as described above, the number of hoistways required for the elevator can be reduced, and specifically, the number of hoistways can be reduced by about 15% compared to the elevator device disclosed in Patent Document 1, for example. .

Embodiment 2

In Embodiment 2 of the present invention, an elevator apparatus configured to execute switching between the independent operation mode and the proximity synchronous operation mode in a manner different from that in the previous Embodiment 1 will be described. In addition, in this Embodiment 2, description of the point similar to the previous Embodiment 1 is abbreviate|omitted, and the point different from the previous Embodiment 1 is mainly demonstrated. In addition, the characteristic of the elevator apparatus in this Embodiment 2 is the switching method of an independent operation mode and a proximity synchronous operation mode, In this Embodiment 2, especially the operation mode switching method is mainly demonstrated.

Fig. 15 is a block diagram of an elevator apparatus of a multi-car system according to Embodiment 2 of the present invention. The elevator apparatus according to the second embodiment includes an independent operation mode and a proximity synchronous operation mode as operation modes, similarly to the first embodiment. In addition, each function of the safety control apparatus 200, the 1st drive control apparatus 110, and the 2nd drive control apparatus 120 in each operation mode of the independent operation mode and the proximity synchronous operation mode is the previous Embodiment 1 equal to

In Fig. 15, the elevator apparatus according to the second embodiment is provided under the first car 11 and the shock absorber 17 provided in the hoistway 1, compared to the configuration of the previous embodiment 1, The shock absorber 17 is further provided with the shock absorber pedestal 18.

Here, if the first car 11 travels further toward the bottom of the hoistway through the lowest floor where passengers can get on and off, the shock absorber pedestal 18 collides with the shock absorber 17 . Accordingly, it is possible to prevent the first car 11 from proceeding too far down the hoistway, and to prevent a high impact from occurring in the first car 11 .

Next, the switching of the driving mode, which is a feature of the second embodiment, will be described with reference to FIGS. 16 to 19 . 16 is a flowchart showing a control process for switching the driving mode executed by the first drive control device 110 in the second embodiment of the present invention. 17 is a flowchart showing control processing for switching the driving mode executed by the second drive control device 120 in the second embodiment of the present invention. 18 and 19 are flowcharts showing control processing for switching the driving mode executed by the safety control device 200 in the second embodiment of the present invention. 18 and 19 show one flow chart divided into two drawings. The switching of the driving mode is performed by the driving control device 130 sending a command to the first driving control device 110 and the second driving control device 120 similarly to the previous embodiment 1 .

First, switching from the independent operation mode to the proximity synchronous operation mode will be described. In the independent operation mode, the first drive control device 110 stops the first car 11 when receiving a command for switching to the proximity synchronous operation mode from the operation control device 130 (Step 401 to Step 401 ). 403).

After confirming that the first car 11 is stopped, the first drive control device 110 transmits a switching command to the proximity synchronous operation mode to the safety control device 200 (Step 404).

Similarly, in the independent operation mode, the second drive control device 120 moves the second car 21 to the lowest floor when receiving a switching command from the operation control device 130 to the proximity synchronous operation mode. Stop (Step 501 to Step 503).

After confirming that the second car 21 is stopped on the lowest floor, the second drive control device 120 transmits a switching command to the proximity synchronous operation mode to the safety control device 200 (Step 504).

When the safety control device 200 receives the switching command to the proximity synchronous operation mode from the first drive control device 110 and the second drive control device 120 , the safety control device 200 performs a braking operation with respect to the brake of the second hoisting machine 24 . A command is transmitted (Step 601 to Step 603). Thereby, the operation of the second hoisting machine 24 is restrained, and the raising of the second car 21 is prevented.

Next, the safety control device 200 uses the safety monitoring algorithm shown in Figs. 20 and 21 to approach the first car 11 as a monitoring standard when the first car 11 approaches the shock absorber 17. Set the reference speed (Step 604).

20 and 21 are explanatory diagrams for explaining the safety monitoring algorithm used when the operation mode is switched by the safety control device 200 according to the second embodiment of the present invention.

In addition, in the graphs shown in FIGS. 20 and 21 , the vertical axis indicates the positions of the first car 11 and the second car 21 , and the horizontal axis indicates the speed of the first car 11 and the second car 21 . indicates Also, in the case of switching the driving mode, the monitoring standard of the first car set by the safety control device 200 is shown.

More specifically, as shown in FIG. 20 , the approach reference speed as the monitoring standard of the first car is a speed at which the shock can be safely mitigated by the shock absorber 17 , for example, the distance of the shock absorber 17 . The average deceleration is set to a constant speed that is lower than the speed at which the gravitational acceleration can stop (referred to as the allowable impact speed of the shock absorber in the drawing).

In addition, as shown in FIG. 21, the approach reference speed is set so that the speed when the first car 11 collides with the shock absorber 17 becomes less than or equal to the speed at which the shock can be safely mitigated by the shock absorber 17 until the collision. The speed may be set to be variable according to the remaining distance of .

Accordingly, even if the first car 11 collides with the shock absorber 17, the impact can be suppressed to a safe level. In addition, collision between the first car 11 and the second car 21 can be prevented.

In addition, the safety control device 200 sets the approach reference speed as a monitoring standard of the second car when the second car 21 approaches the first car 11 (Step 604). In addition, the approach reference speed as a monitoring standard of the second car becomes equal to the approach reference speed shown in Figs. 13 and 14 shown in the previous embodiment 1 .

Next, the safety control device 200 transmits, to the first drive control device 110, a command for permitting switching to the proximity synchronous operation mode (Step 605).

The first drive control device 110, upon receiving a command permitting the switch to the proximity synchronous driving mode from the safety control device 200 , causes the first car 11 to approach the approach set by the safety control device 200 . At a speed not exceeding the reference speed, the shock absorber 17 is approached and stopped at a set position separated from the shock absorber 17 by a set distance (Step 405, Step 406). The set distance may be set in advance. For example, the set distance may be set so that the position at which the first car 11 comes into contact with the impact surface of the shock absorber 17 or the position immediately preceding the position becomes the set position.

In this way, the elevator control device 100 controls the first hoisting machine 14 as a driving device to turn the first car 11 into a shock absorber ( 17) and stop it at the set position away from it by the set distance.

When the safety control device 200 recognizes that the first car 11 has stopped at the set position, it transmits a braking operation command to the brake of the first hoisting machine 14 (Step 606, Step 607). Thereby, the operation of the first hoisting machine 14 is restrained, and the movement of the first car 11 is prevented. Even if the first car 11 starts to fall due to an abnormality in the first suspension body 13 , the first car 11 collides with the shock absorber 17 until the speed increases.

In this way, after the elevator control device 100 stops the first car 11 at the set position, the safety control device 200 controls the brake of the first hoisting machine 14 as a braking device to control the first Brake the car (11).

Next, the safety control device 200 cancels the braking operation command with respect to the brake of the second hoisting machine 24 and commands the second drive control device 120 to permit switching to the proximity synchronous operation mode. is transmitted (Step 608, Step 609).

The second drive control device 120 causes the second car 21 to approach the approach set by the safety control device 200 when receiving a command permitting switching to the proximity synchronous operation mode from the safety control device 200 . The first car 11 is approached at a speed not exceeding the reference speed. In addition, the second drive control device 120 determines that the distance remaining until the second car 21 collides with the first car 11 is equal to or less than the monitoring reference distance Lcr in the proximity synchronous operation mode. and then stop (Step 505, Step 506).

In the safety control device 200, the distance between the first car 11 and the second car 21 is less than or equal to the monitoring reference distance Lcr, and the first car 11 and the second car 21 are stopped. If it is recognized that it is, the monitoring standard is changed to the reference|standard in the proximity-synchronous operation mode, and the braking operation command is cancelled|released with respect to the brake of the 1st hoisting machine 14 (Step 610 - Step 614). Thereby, the braking operation of the brake of the 1st hoisting machine 14 is cancelled|released.

Next, the safety control device 200 transmits, to the first drive control device 110 and the second drive control device 120 , a command for permitting driving in the proximity synchronous driving mode (Step 615 ).

When the first drive control device 110 and the second drive control device 120 receive a command for permitting driving in the proximity synchronous driving mode from the safety control device 200 , the driving control in the proximity synchronous driving mode is performed. Start (Step 407, Step 408, Step 507, Step 508).

Next, switching from the proximity synchronous operation mode to the independent operation mode will be described. The first drive control device 110 causes the first car 11 to approach the shock absorber 17 when receiving a command for switching to the independent operation mode from the operation control device 130 in the proximity synchronous operation mode. , it stops at a set position farther from the shock absorber 17 by a set distance (Step 409).

In this way, the elevator control device 100 controls the first hoisting machine 14 as a drive device to turn the first car 11 into a shock absorber ( 17) and stop it at the set position away from it by the set distance.

Similarly, the second drive control device 120 monitors the distance between the first car 11 and the first car 11 when receiving a switching command from the operation control device 130 to the independent operation mode in the proximity synchronous operation mode. The second car 21 is stopped at a position equal to or less than the reference distance Lcr (Step 509).

After confirming that the first car 11 is stopped, the first drive control device 110 transmits a switching command to the independent operation mode to the safety control device 200 (Step 410).

Similarly, after confirming that the second car 21 is stopped, the second drive control device 120 transmits a switching command to the independent operation mode to the safety control device 200 (Step 510).

When the safety control device 200 receives a command for switching to the independent operation mode from the first drive control device 110 and the second drive control device 120 , the brake of the first hoisting machine 14 and the second hoisting machine ( 24), a braking operation command is transmitted (Step 616). Thereby, the operation of the first hoisting machine 14 and the second hoisting machine 24 is restrained, and the movement of the first car 11 and the second car 21 is prevented. Even if the first car 11 starts to fall due to an abnormality in the first suspension body 13 , the first car 11 collides with the shock absorber 17 until the speed increases.

In this way, after the elevator control device 100 stops the first car 11 at the set position, the safety control device 200 controls the brake of the first hoisting machine 14 as a braking device to control the first Brake the car (11).

Next, the safety control device 200 sets a separation reference speed as a monitoring reference of the second car when the second car 21 is separated from the first car 11 (Step 617). Moreover, the safety control device 200 cancels|releases the braking operation command with respect to the brake of the 2nd hoisting machine 24 (Step 618).

The separation reference speed as the monitoring standard of the second car may be equal to the approach reference speed shown in Figs. 13 and 14 set at the time of switching from the independent operation mode to the proximity synchronous operation mode.

Next, the safety control device 200 transmits to the first drive control device 110 and the second drive control device 120 a command to permit switching to the independent operation mode (Step 619).

When the second drive control device 120 receives a command permitting switching to the independent operation mode from the safety control device 200 , the second drive control device 120 sets the second car 21 to the separation criterion set by the safety control device 200 . At a speed that does not exceed the speed, it is separated from the first car 11 . Further, the second car in the independent operation mode shown in Fig. 6 is separated from each other to a position not judged as abnormal according to the monitoring standard, and then stopped (Step 511, Step 512).

The safety control device 200 includes a state in which the second car 21 is not determined to be abnormal according to the monitoring standard of the second car in the independent operation mode shown in FIG. 6 , and the first car 11 and When it is recognized that the second car 21 is stopped, the monitoring standard is changed to the standard in the independent operation mode, and the braking operation command is released to the brake of the first hoisting machine 14 (Step 620 to Step 620 ). 624). Thereby, the braking operation of the brake of the 1st hoisting machine 14 is cancelled|released.

Next, the safety control device 200 transmits a command to permit driving in the independent driving mode to the first drive control device 110 and the second drive control device 120 (Step 625).

When the first drive control device 110 and the second drive control device 120 receive a command to permit traveling in the independent driving mode from the safety control device 200 , the driving control in the independent driving mode is started. (Step 411, Step 412, Step 513, Step 514).

As described above, according to the second embodiment, when switching between the independent operation mode and the proximity synchronous operation mode with respect to the configuration of the previous embodiment 1, the first car is stopped at a set position separated by a set distance from the shock absorber, and is configured to brake the first car. Even in the case of such a configuration, the same effects as those of the previous embodiment 1 can be obtained.

In addition, although the present Embodiments 1 and 2 were individually demonstrated, it is possible to combine arbitrarily the structural examples disclosed by each of the present Embodiments 1 and 2 .

1: Hoistway 11: 1st car
12: first counterweight 13: first suspension body
14: first hoisting machine 15: emergency stop device
16: shock absorber base 17: shock absorber
18: shock absorber base 21: second car
22: second counterweight 23: second suspension body
24: second hoisting machine 26: kagan shock absorber
100: elevator control device 110: first drive control device
120: second drive control device 130: operation control device
200: safety control device

Claims (8)

a first car running on a common hoistway and a second car positioned below the first car;
a driving device for lifting and lowering the first car and the second car independently;
a braking device for independently braking the first car and the second car;
an elevator control device for controlling the driving device and the braking device,
The braking device includes a safety gear for braking the first car,
The elevator control device,
an independent driving mode in which the first car and the second car are each independently driven so that the first car and the second car do not get too close to each other, and the first car and the second car are not too far apart from each other switching of a proximity synchronous driving mode in which the car and the second car are driven in synchronization with one another;
When executing the first switching from the independent operation mode to the proximity synchronous operation mode, the first car is braked by controlling the braking device, and then the second car is turned into the second car by controlling the driving device. After the first car is approached and the first switching is performed, the braking of the first car is released by controlling the braking device;
the braking device controlled when the elevator control device executes the first changeover is the emergency stop device;
the elevator control device performs a braking operation of the emergency stop device after the first car stops when executing the first changeover;
The emergency stop device is configured to generate a braking force that prevents the descent of the first car when the first car descends after a braking operation is started by the elevator control device.
elevator device. The method of claim 1,
The first car is provided with a door,
The elevator control device closes the door after the first car stops, or executes the first switching after confirming that the door is closed
elevator device. The method of claim 1,
When executing the second changeover from the proximity synchronous operation mode to the independent operation mode, after the first car is braked and the second car is moved away from the first car to perform the second changeover, 1 to release the car's brake
elevator device. 3. The method of claim 2,
When executing the second changeover from the proximity synchronous operation mode to the independent operation mode, after the first car is braked and the second car is moved away from the first car to perform the second changeover, 1 to release the car's brake
elevator device. 4. The method of claim 3,
When performing the second switching, monitoring the separation speed of the second car seen from the first car when the second car is being separated from the first car, and detecting an abnormality in the separation speed, braking the second car
elevator device. 5. The method of claim 4,
When performing the second switching, monitoring the separation speed of the second car seen from the first car when the second car is being separated from the first car, and detecting an abnormality in the separation speed, braking the second car
elevator device. 7. The method according to any one of claims 1 to 6,
When performing the first switching, the approach speed of the second car viewed from the first car when the second car is approaching the first car is monitored, and an abnormality is detected in the approach speed, braking the second car
elevator device. 7. The method according to any one of claims 3 to 6,
Further comprising a shock absorber for preventing the first car from going too far in the downward direction of the hoistway,
When the first switching is performed, the first car is stopped at a set position separated by a set distance from the shock absorber by controlling the driving device, and then the first car is braked by controlling the braking device;
When the second switching is performed, the first car is stopped at the set position by controlling the driving device, and then the first car is braked by controlling the braking device.
elevator device.

Images