KR19980063784A - Method and system for moving cargo with passenger shuttle elevator - Google Patents

Abstract

The hoisting passage of the passenger shuttle elevator is provided with a cargo landing section adjacent to a commercial business floor in a high-rise part of a high-rise building; The passenger cap is replaced for cargo containers in the car frame of the shuttle elevator, and the shuttle elevator is used to move the cargo container from the cargo containment zone at the lower end of the building to each cargo landing. In one embodiment, a ballast weight is loaded onto the car frame upon unloading of the cargo container from the car frame so that the car frame can return to the cargo container for other containers of the cargo without a misbalance elevator. Another embodiment utilizes one of two decks to transport the cargo container while the other deck transports the empty passenger cap, such that the car frame is emptied back into the cargo hold for the next cargo container that follows. It is to reduce the difference from the minimum weight. Another embodiment is to use a composite or other extension rope operation and an extra large traction device to pick up the next cargo container followed by the return of the empty car frame as a whole.

Description

Method and system for moving cargo with passenger shuttle elevator

Technical Field

The present invention relates to a car frame and a car frame landing between a rope elevator car frame and a hoistway leaving loading / unloading landing part and / or in an adjacent hoistway that carries cargo when no passenger transportation service is required. The present invention relates to a method and a system for moving cargo by utilizing a passenger elevator shuttle of a type where passenger caps are transferred between.

Background

In order to expand the use of rope type elevator systems beyond the limits of rope weight as a role for high-rise buildings (for example, buildings with more than one hundred stories), the US patent application, filed Nov. 29, 1995, filed on Nov. 29, 1995. Elevator caps are transferred between car frames of adjacent hoistways to form multiple hoistway uniform elevator shuttles as described in 564,754. In order to save time and ensure full utilization of the hoistway, the facility is manufactured such that one cap moves upwards and the other cap moves downwards at the transit floor where the hoistway, which moves downward, overlaps. US Patent Application 08 / 564,703, filed November 29, 1995; US Patent Application 08 / 588,577, filed January 18, 1986; In a multiple deck car frame, as described in US patent application Ser. No. 08 / 729,553, filed Oct. 11, 1996, the passengers move simultaneously in each lift passageway of the shuttle. In order to avoid idle passages waiting for passengers to board and unload, off-shaft passenger boarding and unloading methods as described in US Patent Application 08 / 565,606, filed November 29, 1995, may be utilized. .

In skyscrapers, you can expect to have thousands of workers in normal business hours. Even if such a building is expected to have a resident population of 24 hours, the capacity of the shuttle elevator will require greater capacity in the evening during the falling peak and in the morning during the rising peak. Thus, elevator shuttles in skyscrapers move passengers in horizontal transit caps without a passenger service lobby between them, for example between passenger lounges that can be vertically separated between the 80th and 200th floors or more. .

It is difficult for skyscraper owners to move to ground level to cover commercial services, and in order to fully support commercial services for the large number of residents in the skyscrapers, the skyscrapers must be provided with good commercial services in different skyscrapers. something to do. In addition to restaurants, these services include convenience stores as well as grocery stores, clothing stores, home furnishings stores, appliance stores and other retail stores that handle such things. All passengers and all cargo items reaching the upper floors of the building must pass through the lower floors of the building, so the space size assigned to the elevator (also called the building core) can be a major obstacle for buildings over one hundred floors. Therefore, building cores should be used most effectively.

SUMMARY OF THE INVENTION An object of the present invention is to provide a means for effectively using an elevator capacity in a tall building and for easily handling cargo in a tall building utilizing a horizontally transitable passenger cap in a passenger elevator shuttle. will be.

According to the invention, the passenger cap of the passenger elevator shuttle, in which horizontal transfers are made between adjacent car frames and between the passenger landings and the car frame, when the shuttle does not require service for the passengers, The cargo container is removed from the car frame and the cargo container is transferred to the elevator shuttle to transfer cargo from the lower level of the building to the upper level in the hoistway of the passenger elevator shuttle. According to an additional aspect of the invention, the cargo container is transferred out of the elevator shuttle car frame at the cargo landing at the level at which the cargo is delivered, and the car frame accommodates the additional cargo container for upward movement to the additional cargo landing. Return downward so that

According to an additional aspect of the present invention, when ballast weights are transferred to the car frame by stopping the transfer of cargo containers, a balance is provided so as not to exceed the loading or towing capacity of the rope elevator system thereby. This aspect of the invention is to be used for a single deck elevator car frame or a plurality of deck elevator car frames having a double deck car frame and a triple deck car frame, such as an extra deck car frame of the type described in the above-mentioned reference application. .

According to a further aspect of the invention, a multi-deck elevator system has one passenger cap that is removed therefrom when the shuttle system is not utilized for service for the passenger, and the other deck optionally has an empty cargo container in the downward direction. The container is transported or the cargo container filled upwards or is empty.

Using a traction device with a capper sufficient to handle an unbalanced load on an elevator counterweight and an appropriate rope wrapped in a sheave, the present invention provides a car frame for carrying an empty or filled cargo container, optionally empty. By moving it.

According to the invention, the filled freight container is conveyed in the direction of the building during the early evening (evening) time, and the empty freight container is conveyed in the downward direction during the late night (early morning) time.

Other objects, features, and advantages of the present invention will be described in detail with reference to the accompanying drawings with reference to the following examples.

1 is a simplified schematic perspective view of an elevator shuttle system known in the art in partial cross section and partial cutaway;

2 is a perspective view schematically showing the elevator shuttle system of the present invention in partial cross section and partial cutaway;

Figure 3 is a simplified schematic perspective view of the elevator shuttle system of the present invention in partial cross section and partial cut in more detail.

4 is a side elevational view schematically showing a car frame with ballast weights and elevator caps replaced;

Fig. 5 is a side elevational view, in partial cut away, briefly of a horizontal synchronizing means for moving the ballast weight and the cargo container and the cap between the adjacent car frames, such as between the landing portion and the car frame adjacent thereto;

FIG. 6 is a side elevational view, partially in partial elevation, of a double deck car frame with a cargo container on a lower deck; FIG.

FIG. 7 is a side elevational view, partially partially, of a double deck car frame with an empty lower deck; FIG.

[Explanation of symbols on the main parts of the drawings]

10: lower elevator shuttle 11, 12: lifting passage

30, 70, 78: cargo landing portion 37, 38: deck

48: car frame 68: acceptance level

69: Parking Level 71: Passenger Cap

78: landing portion 80: ballast weight

With reference to FIG. 1, a number of shuttle elevators are shown in horizontal and vertical passenger transport systems of the type described in US patent application specification filed on November 14, 1996 (Applicant List OT-2933). The system of the lower elevator shuttle 10 has an upper elevating passage 11 which overlaps with the lower elevating passage 12 at the transit floor 13, and the elevator cap is connected to the elevating passages 11 and 12 from the car frame. Transfer to an adjacent car frame of the elevating passages 12 and 11 is performed. The hoistway extends from the horizontal transport level 16 past the ground floor lobby level 17 and the cap 18 transfers to either the upper shuttle system 19 or the horizontal transport passage 20. Extend upwards. The horizontal transport level 16 has a passageway 23 followed by a cap that is moved to allow passengers to transfer to another part of the building or to another complex of buildings. Passenger lobby level 17 is an elevator cab landing portion 24, 25 which allows passenger cabs to be transferred through lift passage doors 26, 27 to allow passenger access between the passenger cab and lobby level 17. ). The elevator 19 includes a local elevator or a high speed, shuttle elevator. The passageway 20 serves as another bank of elevators or simply moves the passenger to the platform on the floor 18. It is contemplated that the layers 17, 18 should be separated above 100 layers, such as between 120 and 250 layers. Alternatively, a similar system may have floors 17 and 18 separated into fewer floors on the 50th or 80th floor without having a passenger transit lobby on some intervening floors. As used herein, the passenger transit lobby term does not include an emergency exit provided in the shuttle elevator lift passage to allow passengers to escape in an emergency without allowing passenger transfer during normal elevator operation. An embodiment of the present invention is to provide a cargo landing 30 with a lift passageway 31 to provide access to a commercial place of business on the floor 32. The floor 32 does not have a passenger service provided by the lower shuttle elevator 12, but instead is provided to the passenger to the floor 32 by another local elevator (not shown). The landing portion 30 is extended as shown by two shuttle elevators, where the cargo service can be provided well even if one elevator is deactivated.

In FIG. 2, the upper shuttle elevator 11 has decks 37, 38 in which cargo containers can be arranged to serve commercial operations on the corresponding floors 39, 40 through the associated lift passage doors 41, 42. A double deck cargo landing portion 36 is provided. The double deck landing portion 36 may be utilized in conjunction with two storey malls serving multiple commercial sales roles or for two storey department stores. 1 and 2 illustrate the use of a single deck with a single deck passenger landing as used with a single deck car frame (not shown).

Referring to FIG. 3, the shuttle elevator system 47 utilizes an elevator car frame 48 having two decks 49 and 50. The ground level passenger transit lobby complex has lower passenger cap landings 52, 53 with lifting passage doors 54, 55 leading to the lower passenger lobby 56, 57. The ground level passenger transit lobby complex also has upper passenger cap landings 60, 61 with lift passage doors 62, 63 to provide passenger access to the upper passenger lobby 64, 65.

Underneath the lobby 56, 57 are cargo hold 68 and passenger cap parking zone 69; These zones are at level 70, which can also serve as a horizontal movement level. Although only one passenger cap 71 is shown in FIG. 3, at least one passenger cap may be provided as a double deck car frame 48 at night time when the shuttle 47 or some of them are not needed for the passenger's transportation. It can be unloaded from a plurality of deck car frames. The cargo is unloaded from the truck 72 and loaded into a cargo container 73, which is then replaced with a passenger cap in the deck 49 (or optionally deck 50) of the car frame 48. The cargo can, however, be reached by a convenient horizontal transport as described in the US patent application specification filed on Nov. 14, 1996, filed on Nov. 14, 1996, described above from some remote location on behalf of the truck. The cargo container 73 will then be lifted from the car frame 48 to the floor 76 where the commercial zone is accommodated through the hoistway doors 77 leading to the cargo landing 78. The opposing cargo landing portion 78 has a balanced landing portion 79 with a ballast weight 80 according to one embodiment of the invention that is easily parked to be utilized to balance the car frame 48. As shown in FIG. 4, when the car frame 48 is brought to rest on its platform 49 aligned with the landings 78, 79, the cargo container 76 has the ballast weight 80 the landings. Transfer from the 79 to the car frame 48 and to the landing 78 at the same time. The mechanism for transferring the cap, the cargo container, and the ballast weight 80 is that of a suitable type, such as the type of US patent application Ser. No. 08 / 663,869, filed June 19, 1996, briefly described with respect to FIG.

The bottom of the container 76 in FIG. 5 is a sliding rack 84 that slides outward to the right or to the left as shown, and a fixed main rack extending from front to back (from right to left in FIG. 5). Has 83. There are a total of four motorized pinions on each car frame platform. First, the auxiliary motor-operated pinion 85 is shifted clockwise to drive the sliding auxiliary rack 84 away from the bottom of the container to the position shown, where the landing portion with a confining portion on which the rack 84 can slide ( In combination with the auxiliary motor-operated pinion 86. Next, the auxiliary motor actuating pinion 86 is shown in FIG. 5 until such time as the end of the main rack 83 and the main motor actuating pinion (not shown) located immediately after the auxiliary motor actuating pinion 86 in FIG. 5. As shown, the auxiliary rack 84 (which now extends to its confinement) and the corresponding container 76 are pulled and turned clockwise. The main motorized pinion then pulls the entire container 76 completely into the landing portion 87 by the main rack 83, so that the spring causes the sliding auxiliary rack 84 to be retracted under the container 76. do. Auxiliary motor-operated pinions 88 and 89 help the cap move to the right relative to the landing portion 90 and also help the container 76 move from the landing portion 90 to the car frame 48. give.

In order to load the container 76 from the platform 87 into the car frame 48, the sliding auxiliary rack 84 is moved until the auxiliary pinion 86 engages its left end 93 with the auxiliary pinion 85. It also operates in the system direction so that movement to the left outward occurs. Next, the secondary rack 84 and the entirety of the secondary rack 84 until the secondary pinion 85 engages the main motor operated pinion (not shown) disposed behind the auxiliary motor operated pinion 85 and the left end 94 of the main rack 83. The container 76 is towed to the left and the auxiliary motorized pinion towing the entire container 76 to the left until it is completely in the car frame 48.

The same rack and pinion operation moves the passenger cap on / off to the car frame, landing and storage zones and to move the ballast weight on / off to the parking and storage zones. In FIG. 4, pinions 86 and 88 are omitted for clarity of explanation; In FIG. 5, the wheel 96 of the cargo container 73 is omitted for clarity.

In operation of the embodiment utilizing the ballast weight 80, the car frame 48 is advanced to a position as shown in FIG. 3 with the platform 49 aligned to the receiving zone 68 and the cap reservoir 69. Has Next, the passenger cap, such as the passenger cap 71, is unloaded from the platform 49 of the car frame 48 so that a container, such as the container 73, is loaded on the platform 49, as shown in FIG. 3. Become a park. The car frame 48 will then be lowered with the platform 50 aligned with the parking level 69 and the loading level 68 so that other passenger caps can be replaced for other containers of cargo. Next, a container is unloaded from the car frame 48 to the landing portion 78 while the cargo landing portion 80 is loaded with the carast 48 from the parking landing portion 79 at the same time. The car frame 48 is raised to a destination such as 78. The car frame 48 goes to another floor and is replaced with another container for different ballast weights. The car frame returns to the position shown in FIG. 3 to remove the bellows weight 80 and to load additional containers, such as the container 73. The car frame will be moved down to unload other ballast weights upon replacement for the cargo container. The car frame then rises back to the upper floor of the building to the cargo destination and replaces the cargo for the ballast weight placed at the cargo landing portion in an opposite position as shown in FIG. This type of operation continues until all cargo has risen to the top of the building, or until cargo containers are delivered under the road. The time the cargo container returns down the road is determined by the operator in the cargo landing section, which presses the hall call button when the cargo container is empty, so that the system can move the cargo container in its spare time or the entire system can return to the cargo landing section. The first cargo containers to be conveyed are picked up at the set time, and the pickup of the cargo containers then proceeds to a real time schedule which proceeds to the same order in which they are delivered initiation. Or other suitable method may be used. By the time the empty container is passed down, the final bellows weight on the car frame will still be there. The car frame will then go to its associated cargo landing portion and pick up an empty cargo container at the same time that the ballast weight is unloaded to a ballast weight landing portion, such as landing portion 79. The car frame is moved to another landing to pick up another empty freight container and to unload the other ballast weights. The car frame then returns to the accommodation level 68 shown in FIG. 3 to unload an empty freight container, such as container 73, and to load the parked ballast weight prior to parking zone 69. The car frame is then lowered to replace another empty freight container for another ballast weight. The car frame is moved upwards to the cargo landing with the empty cargo container and replaced with the ballast weight. This way, in the early evening hours the shuttle elevator carries the cargo upwards and the ballast weights downwards; In the late evening hours, the shuttle elevator carries the ballast weights upwards and empty cargo containers downwards.

In addition, the present invention is to some extent empty freight container, to replace the ballast weight for the empty cargo container, to replace the empty cargo container for filled cargo container, to transfer the filled cargo container replaced for the ballast weight, and other bins It may be possible to go to the cargo container and replace the ballast weight for that purpose, return to the receiving area, and execute as soon as it returns to the receiving level. In other words, rather than being transported in both Shanghai-dong fashion, the ballast weight simply moves on some floors at the high end of the building, and once the container is empty it can be returned to the lower level and utilized.

If the final empty freight container moved by a particular car frame is conveyed to the accommodation and parking levels 69, 69, the empty freight container is replaced for a passenger cap such as cap 71. The car frame is then moved down to replace other passenger caps and other empty cargo containers. The car frame is ready to move up to two levels and commences the carriage of passengers from the ground level passenger transit lobby complex.

The present invention is capable of implementing other embodiments of a shuttle system having a plurality of decks in the manner described in FIGS. 5 and 6. 5 is a view illustrating a car frame 48 that can move upward in an early evening time providing a cargo container 73 to a cargo landing portion. In this embodiment, the ballast weight 80 is not utilized, and the system balance is always a passenger cap 71 in the car frame so that the difference between the maximum load weight (FIG. 6) and the minimum unloading weight (FIG. 7) is reduced. Partly retained). Thus, the nature of roping and the scale of the traction device are less stringent than in the embodiment described with reference to FIGS. 3 and 4 than when using a car frame that is entirely empty to pick up and return the next cargo container. . However, the practice of the present invention is to simply move the passenger cap from the car frame, use the car frame to transport the loaded cargo container upwards in the building, and for subsequent loaded cargo containers such as returning the empty cargo container. Return to. This fact, of course, requires specific roping for increased traction to offset small car weights and opposing machines to offset the unbalanced traction of the ballast weights. This aspect of the invention is intended to be used in systems where some decks are not used for each movement of the car frame during normal transport, or in systems that simply transport the caps to all decks at all times. It is executed with an elevator car frame having more than one deck. For example, in a triple deck car frame, the present invention provides a car frame with one passenger cap, one cargo container, a car frame with one empty deck, and a car frame with one passenger cap in the other direction and two This is done by moving the empty deck. Alternatively, the present invention is implemented by moving two cargo containers and one passenger cap in one direction and moving two empty decks and one passenger cap in the other direction. Alternatively, the present invention is practiced by moving the car frame and the two passenger caps in one direction and the empty deck and the two passenger caps in the other direction. Of course, this aspect of the invention can be combined with the inventive ballast weight in any desired fashion.

While the car frame is fixed in the hoistway and the ballast weights and / or passenger caps and cargo containers are being replaced, the car frame is preferably suitable as disclosed in US patent application Ser. No. 08 / 565,648, filed November 29, 1995. The car / floor lock can be securely locked to the building. While the ballast weights and / or passenger caps and cargo containers are moved in elevator car frames or in horizontal carriers or buggies, they are preferably fastened to the car frame, carriers or buggies and similarly when waiting in landings It is preferably fixed to the landing part. The lock may take the form of a suitable cap / car lock such as described in US patent application Ser. No. 08 / 565,658, filed November 29, 1995.

The foregoing applications are all described herein by reference.

Thus, although the invention has been described and illustrated with respect to exemplary embodiments thereof, it is to be understood that the invention is capable of modifications, deletions and additions thereto without departing from the spirit and scope of the invention. It will be easily understood by those skilled in the art.

Claims (15)

For the carriage of cargo, a shuttle elevator with a horizontally movable passenger cap extends between the upper passenger transit lobby and the lower passenger transit lobby separated from the lower lobby by a number of mezzanine floors without a passenger transit lobby. Here's how: (a) providing a plurality of cargo landings adjacent to the lifting passages of the shuttle elevator, which can accommodate a horizontally movable cargo container from the elevator car frame moving to the landings in the corresponding lifting passage; (b) at the first point along the hoistway, replacing the passenger cap on the corresponding car frame for the cargo container; (c) operating a car frame carrying the cargo container to a selected landing portion of the cargo landing portion; and (d) transferring the cargo container from the car frame to the cargo landing portion. The method of claim 1, further comprising: (e) after the step (d), leaving the cargo container in the cargo landing portion for a time zone for the unloading; (f) moving the car frame to a point along a lift path adjacent to another cargo container; (g) transferring another cargo container to said car frame; (h) moving another cargo container to the car frame to another cargo landing; (i) transferring another cargo container from the car frame to another landing portion. The method of claim 1, further comprising: (j) after the step (d), leaving the cargo container in the cargo landing portion for the loading time zone; (k) moving the car frame from the cargo landing to the lift passage spaced apart; (l) after the time period, moving the car frame to the hoistway to a point adjacent to the cargo landing; (m) transferring a cargo container from the cargo landing to the car frame; (n) moving the car frame along the lifting passage to the first point; and (o) replacing the cargo container for the passenger cap on the car frame. 2. The lifting passage of a shuttle elevator according to claim 1, wherein (p) each of the bellows weight landing portions is in a direction from the corresponding cargo landing portion to the opposite side of the associated lifting passage, and is a ballast weight landing portion for each cargo landing portion. Providing a plurality of ballast weight landings adjacent to; (q) further comprising providing a horizontally movable ballast weight to each of the ballast weight landings; (r) wherein step (d) comprises replacing the cargo container for the ballast weight disposed in the corresponding ballast weight landing portion. 5. The method of claim 4, further comprising: (s) after the step (d), leaving the cargo container in the cargo landing portion for a time zone for its unloading; (t) moving the car frame to a point along the hoistway adjacent to another cargo container; (u) replacing another cargo container for one ballast weight on the one car frame; (v) moving another cargo container to the car frame with another cargo landing portion; (w) replacing the other cargo container in the car frame with another ballast weight disposed in the ballast weight landing portion opposite the other cargo landing portion. 5. The method of claim 4, further comprising: (x) after step (d), leaving the cargo container in the cargo landing portion for a time zone for its unloading; (y) moving the car frame from the cargo landing to the spaced lifting hoist; (z) after the time period, moving the car frame to the hoistway to a point adjacent to the cargo landing; (aa) replacing a cargo container for the ballast weight in the car frame; (bb) moving the car frame along a hoistway to the first point; (cc) replacing the cargo container for the passenger cap on the car frame. 5. The method of claim 4, further comprising: (dd) after the step (d), leaving the cargo container in the cargo landing portion for a time zone for its unloading; (ee) moving the car frame from the cargo landing portion to a spaced lifting hoist; (ff) after time zone, moving the car frame to the hoistway to a point adjacent to the cargo landing; (gg) replacing a cargo container to the car frame for a ballast weight; (hh) moving the car frame along the hoistway to the first point; and (ii) replacing the cargo container for another cargo container with the car frame. For the carriage of cargo, the simultaneous transfer of a plurality of horizontally movable passenger caps extending between the upper passenger transfer lobby and the lower passenger transfer lobby, which are separated from the lower lobby by multiple mezzanine floors without a passenger transfer lobby. To utilize a shuttle elevator with multiple deck car frames each carrying: (a) providing a plurality of cargo landings adjacent to the lifting passages of the shuttle elevator, which can accommodate a horizontally movable cargo container from the elevator car frame moving to the landings in the corresponding lifting passage; (b) moving one to the car frame to a first point formed along a corresponding lift passage having a plurality of passenger caps therein; (c) at the first point, replacing a passenger cap for the car frame for the cargo landing portion; (d) moving the car frame carrying the plurality of passenger remaining caps and the cargo container from the cargo landing to a selected landing; (e) transferring the cargo container from the car frame to the cargo landing portion. 9. The method of claim 8, further comprising: (f) after the step (d), leaving the cargo container in the cargo landing portion for a time zone for its unloading; (g) moving the car frame with the remaining cap over it to a point along the hoistway adjacent to another cargo container; (h) transferring the other cargo container to the car frame; (i) moving the remaining cap and the other cargo container to the car frame to another cargo landing; (j) transferring another cargo container from the car frame to another landing portion. 9. The method of claim 8, further comprising: (k) after the step (d), leaving the cargo container in the cargo landing portion for the loading time zone; (l) moving the car frame with the remaining caps in the elevated lifting passage away from the cargo landings; (m) after said time frame, moving said car frame to a hoistway with a remaining cap thereon to a point adjacent to a cargo landing; (n) transferring a cargo container from the cargo landing to the car frame; (o) moving the car frame along the lifting passage to the first point; and (p) replacing the cargo container for the passenger cap on the car frame. 9. The method of claim 8, further comprising: (q) after step (d), leaving the cargo container in the cargo landing portion for a time zone for its unloading; (r) moving the car frame with a residual cap thereon in the hoistway, spaced apart from the cargo landing; (s) after said time frame, moving the car frame to a hoistway with a retaining cap thereon to a point adjacent to the cargo landing; (t) transferring the cargo container from the cargo landing to a car frame; (u) moving the car frame along a hoistway to the first point; and (v) replacing the cargo container with the car frame for another cargo container. An elevator lift passage in the building; An upper passenger transit lobby adjacent to the elevating passageway, separated from the lower lobby into a plurality of intermediate floors having no passenger transit lobby; A cargo receiving landing portion adjacent the lifting passage at the lower end of the building; A hoistway to interconnect the landings and all the lobby, comprising: a cargo delivery landing on one intermediate floor; A car frame movable vertically in the hoistway between the landing and all the lobby; A horizontally movable passenger cap; A horizontally movable cargo container; And a horizontal synchronous means for transferring the cargo container from the car frame to the cargo delivery landing part by replacing a passenger cap on the car frame for the cargo container in the cargo receiving landing part. 13. The building elevator system of claim 12, wherein the car frame is a single deck car frame. 13. The elevator system of claim 12, wherein the car frame is a plurality of deck car frames. 13. The apparatus of claim 12, further comprising: a ballast weight landing portion disposed directly on the opposite side of the lifting passage from the cargo accommodation landing portion; And further comprising a ballast weight disposed when not used in the ballast weight landing portion, wherein the horizontal synchronizing means comprises: And a means for replacing a cargo container for a cargo weight for the ballast weight by replacing a passenger cap in a car frame for a cargo container in the cargo receiving landing part.