WO2013157070A1 - マルチカー式エレベータ - Google Patents
マルチカー式エレベータ Download PDFInfo
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- WO2013157070A1 WO2013157070A1 PCT/JP2012/060245 JP2012060245W WO2013157070A1 WO 2013157070 A1 WO2013157070 A1 WO 2013157070A1 JP 2012060245 W JP2012060245 W JP 2012060245W WO 2013157070 A1 WO2013157070 A1 WO 2013157070A1
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- WIPO (PCT)
- Prior art keywords
- car
- speed
- cars
- hoistway
- counterweight
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B66—HOISTING; LIFTING; HAULING
- B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
- B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
- B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B66—HOISTING; LIFTING; HAULING
- B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
- B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
- B66B5/0006—Monitoring devices or performance analysers
- B66B5/0018—Devices monitoring the operating condition of the elevator system
- B66B5/0031—Devices monitoring the operating condition of the elevator system for safety reasons
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B66—HOISTING; LIFTING; HAULING
- B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
- B66B9/00—Kinds or types of lifts in, or associated with, buildings or other structures
Definitions
- This invention relates to a multi-car elevator in which a plurality of cars are provided in a common hoistway.
- the speed of the first car, the distance from the first car to the second car, and the dangerous distance and the minimum distance depending on the speed of the first car are calculated.
- the first car is emergency-stopped by the safety device.
- the emergency stop device for the first car is activated.
- the danger distance is set based on the emergency stop operation curve
- the minimum distance is set based on the operation curve of the emergency stop device (see, for example, Patent Document 1).
- the first and second overspeed criteria for the first car are determined based on the relative position of the second car with respect to the first car. Also, the relative speed of the first car relative to the second car is detected, and the relative speed is compared with the first and second overspeed criteria. When the relative speed exceeds the first overspeed reference, the hoisting machine brake is operated, and when the relative speed exceeds the second overspeed reference, the emergency stop device is operated (see, for example, Patent Document 2).
- the present invention has been made to solve the above-described problems, and a multi-car type capable of more reliably preventing a collision between cars while preventing a decrease in serviceability with a simple configuration.
- the purpose is to obtain an elevator.
- the multi-car elevator according to the present invention is connected to a plurality of cars provided in a common hoistway, a plurality of control parts for controlling the operation of the corresponding car, and an abnormality between the cars.
- a safety device for preventing collision between cars that monitors the approach is provided, and when the first and second cars adjacent to each other in the upper and lower sides of the car are first and second, the second car is stopped in response to the abnormality.
- the area where the first car is not allowed to enter is set as the exclusive area of the second car, and the position where the first car needs to stop by that position is the stop of the first car
- a plurality of threshold values are set for detecting abnormal approach in stages so that the first car can decelerate and stop before the stop limit position of the first car.
- the multi-car elevator of the present invention it is possible to more reliably prevent a car from colliding with a simple configuration while preventing a decrease in serviceability.
- FIG. 1 is a configuration diagram illustrating a multicar elevator according to a first embodiment of the present invention. It is a block diagram which shows the control system of the elevator of FIG. It is explanatory drawing which shows the stop limit position of the 1st car of FIG. 1, and the exclusive area
- the time limit changes of the first car stop limit position and the second car stop limit position when the car changes from a normal state to an abnormal state, and deceleration
- 3 is a flowchart showing a car approach monitoring operation of the first and second management / drive control circuit units of FIG. 2.
- 3 is a flowchart showing a car approach monitoring operation of the car collision prevention safety device of FIG. 2. It is a graph which shows how to determine the stop limit position of the second car when the first car is stopped or when traveling in a direction away from the second car. It is a graph which shows the other example of how to define an exclusive area. It is a graph which shows the further another example of how to define an exclusive area.
- FIG. 1 is a configuration diagram showing a multicar elevator according to Embodiment 1 of the present invention.
- a common hoistway 1 includes a first car (upper car) 2, a first counterweight 3 corresponding to the first car 2, a second car (lower car) 4, and the like.
- a second counterweight 5 corresponding to the second car 4 is provided.
- the first car 2 is provided above (directly above) the second car 4.
- a machine room 6 is provided in the upper part of the hoistway 1.
- a first hoisting machine 7 that raises and lowers the first car 2 and the first counterweight 3, and a second hoist that raises and lowers the second car 4 and the second counterweight 5.
- a hoisting machine 8 is installed. The first and second cars 2 and 4 are lifted and lowered independently in the hoistway 1 by the hoisting machines 7 and 8.
- a pair of car guide rails (not shown) for guiding the raising and lowering of the first and second cars 2, 4 and a pair of firsts for guiding the raising and lowering of the first counterweight 3.
- a counterweight guide rail (not shown) and a pair of second counterweight guide rails (not shown) for guiding the raising and lowering of the second counterweight 5 are installed.
- the first hoisting machine 7 includes a first drive sheave 9, a first motor (not shown) that rotates the first drive sheave 9, and a braking device that brakes the rotation of the first drive sheave 9. And a first hoisting machine brake 10.
- the second hoisting machine 8 includes a second drive sheave 11, a second motor (not shown) that rotates the second drive sheave 11, and a braking device that brakes the rotation of the second drive sheave 11. And a second hoisting machine brake 12.
- the first suspension means 14 is wound around the first drive sheave 9 and the first deflector wheel 13.
- the first car 2 and the first counterweight 3 are suspended in the hoistway 1 by the first suspension means 14.
- a second suspension means 16 is wound around the second drive sheave 11 and the second deflecting wheel 15.
- the second car 4 and the second counterweight 5 are suspended in the hoistway 1 by the second suspension means 16.
- the first suspension means 14 for example, a plurality of ropes or a plurality of belts are used.
- the first car 2 and the first counterweight 3 are suspended by a 1: 1 roping method.
- the second suspension means 16 for example, a plurality of ropes or a plurality of belts are used.
- the second car 4 and the second counterweight 5 are suspended by a 2: 1 roping method.
- the first car 2 is mounted with a first car emergency stop device 17 that mechanically engages with the car guide rail to stop the first car 2 in an emergency.
- the second car 4 is mounted with a second car emergency stop device 18 that mechanically engages with the car guide rail to stop the second car 4 in an emergency.
- the machine room 6 is provided with a first car speed governor 19 that detects the overspeed of the first car 2 and a second car speed governor 20 that detects the overspeed of the second car 4. ing.
- the first car speed governor 19 has a first speed governor sheave 21.
- An endless first governor rope 22 is wound around the first governor sheave 21.
- a first tension wheel 23 that applies tension to the first governor rope 22 is provided.
- a part of the first governor rope 22 is connected to the first car 2. Thereby, the first governor rope 22 is circulated and moved as the first car 2 is raised and lowered, and the first governor sheave 21 is rotated at a speed corresponding to the speed of the first car 2.
- the second car speed governor 20 has a second speed governor sheave 24.
- An endless second governor rope 25 is wound around the second governor sheave 24.
- a second tension wheel 26 that applies tension to the second governor rope 25 is provided below the hoistway 1.
- a part of the second governor rope 25 is connected to the second car 4.
- the second governor rope 25 is circulated and moved as the second car 4 is raised and lowered, and the second governor sheave 24 is rotated at a speed corresponding to the speed of the second car 4.
- the first car speed governor 19 is provided with a first encoder 27 as a first speed detector that generates a signal corresponding to the rotation of the first speed governor sheave 21.
- the second car speed governor 20 is provided with a second encoder 28 as a second speed detector that generates a signal corresponding to the rotation of the second speed governor sheave 24.
- first and second encoders 27 and 28 incremental rotary encoders are used.
- the first car speed governor 19 mechanically grips the first speed governor rope 22 when the rotational speed of the first speed governor sheave 21 exceeds a preset speed. Further, the first car speed governor 19 is provided with a car speed governor rope gripping device 29 that grips the first speed governor rope 22 by an external electric command signal.
- the first car emergency stop device 17 When the first car 2 is lowered while the first governor rope 22 is gripped, the first car emergency stop device 17 is operated, and the first car 2 is emergency-stopped. As a result, excessively high speed travel when the first car 2 is lowered is prevented. Further, by giving an electrical command signal to the car governor rope gripping device 29, the first car 2 can be arbitrarily stopped from descending.
- the second car speed governor 20 mechanically grips the second speed governor rope 25 when the rotation speed of the second speed governor sheave 24 exceeds a preset speed.
- a counterweight speed governor 30 is installed in the machine room 6.
- the counterweight governor 30 has a counterweight governor sheave 31.
- An endless counterweight governor rope 32 is wound around the counterweight governor sheave 31.
- a counterweight governor rope tensioning wheel 33 that applies tension to the counterweight governor rope 32 is provided.
- a part of the counterweight governor rope 32 is connected to the second counterweight 5.
- the counterweight governor rope 32 is circulated and moved as the second counterweight 5 moves up and down, and the counterweight governor sheave 31 responds to the speed of the second counterweight 5. Rotated at speed.
- the counterweight governor 30 mechanically grips the counterweight governor rope 32 when the rotational speed of the counterweight governor sheave 31 exceeds a preset speed. Further, the counterweight governor 30 is provided with a counterweight governor rope gripping device 34 that grips the counterweight governor rope 32 by an external electrical command signal.
- the second counterweight 5 is equipped with a counterweight emergency stop device 35 that mechanically engages with the second counterweight guide rail to stop the second counterweight 5 in an emergency manner.
- the counterweight emergency stop device 35 When the second counterweight 5 is lowered while the counterweight governor rope 32 is gripped, the counterweight emergency stop device 35 is actuated and the second counterweight 5 is emergency stopped. As a result, excessively high speed travel when the second counterweight 5 is lowered is prevented. Further, by giving an electric command signal to the counterweight governor rope gripping device 34, the second counterweight 5 can be arbitrarily stopped from descending.
- a car speed governor having a structure capable of preventing overspeed traveling when the car is raised, and a structure effective even when the car is raised
- the emergency stop device may be used in combination.
- a car buffer 36 In the lower part (pit floor) of the hoistway 1, a car buffer 36, a first counterweight buffer 37, and a second counterweight buffer 38 are installed.
- the car shock absorber 36 prevents the second car 4 from colliding with the pit floor and generating a high impact when the second car 4 goes over the lowest floor due to some abnormality.
- the first counterweight buffer 37 prevents the first car 2 from colliding with the top of the hoistway 1 when the first car 2 goes over the top floor.
- the height of the top of the hoistway 1 is designed in consideration of the jumping amount of the first car 2 when the first counterweight 3 collides with the first counterweight buffer 37.
- the second counterweight buffer 38 is configured so that when the second car 4 goes over the highest floor of the floors serviced by the second car 4, the second car 4 becomes a hoistway device or a first car. Preventing collision with equipment related to car 1 of 2.
- first and second upper hoistway switches 39, 40 are provided in the vicinity of the upper terminal floor in the hoistway 1.
- a lower service floor switch 41 is provided in the hoistway 1 near the lowest floor among the floors served by the first car 2.
- the first car 2 is provided with a first operation member (switch drive rail) 42 for operating the first and second upper hoistway switches 39, 40 and the lower service floor switch 41.
- the upper hoistway switches 39 and 40 and the lower service floor switch 41 are normally closed switches that are operated by the first operating member 42 to open the circuit.
- the upper hoistway switches 39 and 40 are operated by the first operating member 42 when the first car 2 is stopped on the top floor, and is opened.
- the lower service floor switch 41 is operated by the first operation member 42 to be in an open state when the first car 2 is stopped at the lowest floor among the floors served by the first car 2. .
- first and second lower hoistway switches 43 and 44 are provided in the vicinity of the lower terminal floor in the hoistway 1.
- An upper service floor switch 45 is provided in the hoistway 1 near the highest floor among the floors served by the second car 4.
- the second car 4 is provided with a second operation member (switch drive rail) 46 for operating the first and second lower hoistway switches 43 and 44 and the upper service floor switch 45.
- the lower hoistway switches 43 and 44 and the upper service floor switch 45 are normally closed switches that are operated by the second operation member 46 to open the circuit.
- the lower hoistway switches 43 and 44 are operated by the second operating member 46 to be in an open state when the second car 4 is stopped at the lowest floor.
- the upper service floor switch 45 is operated by the second operation member 46 to be in an open state when the second car 4 is stopped at the highest floor among the floors served by the second car 4. .
- landing plates 47 are provided at positions corresponding to a plurality of stop floors in the hoistway 1.
- a first landing sensor 48 for detecting the landing plate 47 is mounted on the first car 2. The first landing sensor 48 detects that the first car 2 is located in a door zone where safe door opening and closing is possible.
- the second car 4 is equipped with a second landing sensor 49 that detects the landing plate 47.
- the second landing sensor 49 detects that the second car 4 is located in a door zone in which safe door opening and closing is possible.
- FIG. 2 is a block diagram showing the control system of the elevator shown in FIG.
- the first control unit 51 includes a first management / drive control circuit unit 52 and a first brake drive circuit unit 53.
- the first management / drive control circuit unit 52 performs operation management, speed control, door opening / closing control, and the like related to the first car 2.
- the first brake drive circuit unit 53 drives the first hoisting machine brake 10.
- the second control unit 54 includes a second management / drive control circuit unit 55 and a second brake drive circuit unit 56.
- the second management / drive control circuit unit 55 performs operation management, speed control, door opening / closing control, and the like related to the second car 4.
- the second brake drive circuit unit 56 drives the second hoisting machine brake 12.
- the inter-car collision prevention safety device 57 is connected to the first and second control units 51 and 54.
- the car collision prevention safety device 57 includes a safety monitoring circuit unit 58, a brake drive command output circuit unit 59, and an emergency stop drive circuit unit 60.
- the safety monitoring circuit 58 monitors whether the first and second cars 2 and 4 are abnormally approached so as to cause a collision between the first and second cars 2 and 4.
- the brake drive command output circuit unit 59 outputs a command for operating the brake to the first and second control units 51 and 54 when the abnormal approach of the first and second cars 2 and 4 is detected.
- the emergency stop drive circuit unit 60 outputs a command to grip the governor ropes 22 and 32 to the car governor rope gripping device 29 and the counterweight governor rope gripping device 34.
- the detection signals from the first and second encoders 27 and 28, the states of the hoistway switches 39, 40, 41, 43, 44, and 45 are displayed. And signals detected by the landing sensors 48 and 49 are input.
- the management / drive control circuit sections 52 and 55 detect the absolute positions of the first and second cars 2 and 4 in the hoistway 1 using these input signals. Although not shown in FIG. 1, a call signal from a passenger, a switch request signal for maintenance operation from a maintenance worker, and the like are input to the management / drive control circuit units 52 and 55.
- the first management / drive control circuit unit 52 outputs a speed command signal to the first hoisting machine 7, a door opening command signal, and the like.
- the second management / drive control circuit unit 55 outputs a speed command signal to the second hoisting machine 8, a door opening command signal, and the like.
- An abnormality detection signal from the car collision prevention safety device 57 and other safety devices is input to the first and second brake drive circuit units 53 and 56.
- the first brake drive circuit unit 53 When receiving the abnormality detection signal, the first brake drive circuit unit 53 outputs a command signal for operating the first hoisting machine brake 10 to the first hoisting machine 7.
- the second brake drive circuit unit 56 When receiving the abnormality detection signal, the second brake drive circuit unit 56 outputs a command signal for operating the second hoisting machine brake 12 to the second hoisting machine 8.
- the safety monitoring circuit 58 includes detection signals from the first and second encoders 27 and 28, signals indicating the states of the hoistway switches 39, 40, 41, 43, 44, and 45, and landing sensors 48 and 49.
- the detection signal is input.
- the discrete absolute position of the car is detected by the hoistway switches 39, 40, 41, 43, 44, 45 and the landing sensors 48, 49, and the discrete car position information is first and second encoders 27, 28.
- the absolute position of the continuous car is detected by interpolating with.
- the safety monitoring circuit 58 detects the speeds of the first and second cars 2 and 4 and the absolute positions of the first and second cars 2 and 4 in the hoistway 1 using these input signals. .
- the first and second controllers 51 and 54 and the car collision prevention safety device 57 can be configured by independent computers.
- an incremental rotary encoder, a hoistway switch, and the safety monitoring circuit unit 58 in order to detect the absolute positions of the first and second cars 2 and 4 by the management / drive control circuit units 52 and 55 and the safety monitoring circuit unit 58, an incremental rotary encoder, a hoistway switch, and Although a combination of landing sensors is used, an absolute type encoder may be used.
- FIG. 3 is an explanatory diagram showing the stop limit position of the first car 2 and the exclusive area of the second car 4 of FIG.
- the stop limit position is defined as the position where the cars 2, 4 need to stop by that position.
- the exclusive area is defined as an area where even if an abnormality occurs in each of the cars 2 and 4, the distance can be stopped by taking some action, and the other cars are not allowed to enter.
- the stop limit position of the first car 2 is set as 301A. Further, the exclusive area 302B and the offset amount 306B of the second car 4 are calculated from the absolute position and absolute speed of the second car 4, and the stop limit position 301A of the first car 2 is determined.
- the stop limit position 301A is an amount that continuously varies as time elapses as the second car 4 moves, and the sum of the exclusive area 302B and the offset amount 306B also varies continuously.
- the offset amount 306B may be a fixed value.
- the stop limit position 301B of the second car 4 is determined from the exclusive area 302A and the offset amount 306A of the first car 2 obtained from the absolute position and absolute speed of the first car 2.
- FIG. 4 is a graph showing an example of how to define the exclusive area in FIG.
- the exclusive area of the second car 4 is obtained by calculating the distance until the vehicle can be stopped correspondingly to the emergency stop trigger signal output at "a certain position and speed" shown in 303B of FIG. Use.
- the absolute position of the tip of the second car 4 on the first car 2 side is used as the “certain position”. Further, “a certain speed” is the absolute speed of the second car 4 in the direction approaching the first car 2.
- the “certain position” is the absolute position of the tip of the first car 2 on the second car 4 side. Is used. Further, “a certain speed” is an absolute speed of the first car 2 in a direction approaching the second car 4.
- a curve 304B in FIG. 4 shows a change in the speed of the second car 4 by the counterweight emergency stop device 35 when the emergency stop trigger signal is output at "a certain position and speed” 303B.
- a curve 305B represents an example of a change in state from “a certain position and speed” 303B to the curve 304B.
- the distance until the second car 4 in the state of “certain position and speed” 303B stops due to the speed change as indicated by the curve 304B is defined as the exclusive area 302B.
- the exclusive area is a value including a time delay of the counterweight safety device 35 and a difference in deceleration.
- a position obtained by adding the exclusive area 302B and the offset amount 306B from the tip position in the traveling direction of the second car 4 is defined as a stop limit position 301A of the first car 2.
- the offset amount 306B is a value set to avoid a just touch state in which the two cars 2 and 4 stop so as to contact each other, and is a numerical value larger than zero.
- a trigger signal for operating the first car safety device 17 is output from the first car speed governor 19.
- the correspondence at 57 is determined as shown in FIG.
- a speed change during normal deceleration indicated by a curve 307A and a forced deceleration / abnormal approach detection threshold indicated by a curve 308A are set.
- the car collision prevention safety device 57 detects an abnormality with the abnormal approach detection threshold indicated by the curve 309A and operates the brake.
- the emergency stop is activated by detecting the abnormality with the emergency stop operation threshold indicated by the curve 311A, the speed change at the time of the emergency stop operation indicated by the curve 312A is obtained.
- a speed change 312A during an emergency stop operation which is a speed change in the worst condition, is determined so that the emergency stop device 17 can decelerate and stop at the stop limit position 301A of the first car 2. .
- a trigger signal for operating the emergency stop device 17 is output in consideration of the operation delay time, the magnitude of the slip of the governor rope gripping device 29 and the deceleration of the emergency stop device 17 so that the speed changes.
- the emergency stop operation threshold value 311A is determined as the threshold value to be used.
- a speed change 310A during brake operation is determined so as not to cross the emergency stop operation threshold 311A. Furthermore, the abnormal approach detection threshold value 309A is determined in consideration of the operation delay time, the distance, and the deceleration of the hoisting machine brake 10 so as to achieve such a speed change.
- a forced deceleration / abnormal approach detection threshold value 308A in the management / drive control circuit unit 52 is determined so as not to cross the abnormal approach detection threshold value 309A.
- a speed change 307A during normal deceleration is determined so as to be such a forced deceleration / abnormal approach detection threshold value 308A.
- 307A to 312A related to the first car 2 are collectively referred to as a first speed pattern 313A.
- 307B to 312B relating to the second car 4 are collectively referred to as a second speed pattern 313B.
- the car collision prevention safety device 57, the first control unit 51, and the second control unit 54 calculate the speed pattern 313A and the speed pattern 313B, respectively.
- FIG. 6 shows a time series change of 301B and a time series change of the first speed pattern 313A and the second speed pattern 313B having a continuous threshold for deceleration.
- FIG. 6 shows the positions of the cars 2 and 4 on the vertical axis, and the horizontal axis shows the speed in the direction in which the first car 2 and the second car 4 approach each other.
- the stop limit position 301A of the first car 2 is changed to the first car 2 according to the absolute position and the absolute speed of the cars 2 and 4.
- the stop limit position 301B of the second car 4 approaches the second car 4. Then, with the movement of the stop limit position, the first speed pattern 313A approaches the first car 2 and the second speed pattern 313B approaches the second car 4.
- the “certain position and speed” 303A of the first car 2 exceeds the forced deceleration / abnormal approach detection threshold value 308A, the abnormal approach detection threshold value 309A, or the emergency stop operation threshold value 311A included in the first speed pattern 313A
- the first car 2 is decelerated and stopped.
- the “certain position and speed” 303B of the second car 4 sets the forced deceleration / abnormal approach detection threshold value 308B, the abnormal approach detection threshold value 309B, or the emergency stop operation threshold value 311B included in the second speed pattern 313B. If exceeded, the second car 4 is decelerated and stopped.
- the first and second control units 51 and 54 correspond by using the calculation results of the first speed pattern 313A and the second speed pattern 313B, respectively.
- the abnormal approach detection threshold value 308A and the abnormal approach detection threshold value 308B respectively determine that an abnormality has occurred when approaching the second car 4 side and the first car 2 side, respectively.
- the cars 52 and 55 are forcibly decelerated and the cars 2 and 4 are stopped before the collision.
- the first control unit 51 calculates a speed change 307A during normal deceleration and a forced deceleration / abnormal approach detection threshold 308A, and decelerates the first car 2 when it approaches abnormally.
- the second control unit 54 calculates a speed change 307B during normal deceleration and a forced deceleration / abnormal approach detection threshold 308B, and decelerates the second car 4 when an abnormal approach is detected.
- the car collision prevention safety device 57 calculates the abnormal approach detection threshold values 309A and 309B, and activates the brake when these threshold values are exceeded.
- the car collision prevention safety device 57 calculates the emergency stop operating threshold values 311A and 311B, and operates the emergency stop when these threshold values are exceeded.
- the car collision prevention safety device 57 responds using the calculation results of the speed patterns 313A and 313B. As shown in FIG. 8, when the abnormal approach detection thresholds 309A and 309B are exceeded, it is determined that there is an abnormality, and the vehicle is decelerated according to the speed changes 310A and 310B when the brake is operated.
- the abnormality remains, the cars 2 and 4 come closer to each other, and as shown in FIG. 9, when the emergency stop operation thresholds 311A and 311B are exceeded, it is determined that the abnormality is further abnormal, Slow down the cars 2 and 4.
- FIG. 10 is a correspondence flow in the management / drive control circuit units 52 and 55, and FIG.
- FIG. 10 is a flowchart showing the car approach monitoring operation of the first and second management / drive control circuit units 52 and 55 of FIG.
- the management / drive control circuit units 52 and 55 repeatedly execute the process of FIG. 10 at a predetermined cycle.
- the stop limit positions of the cars 2 and 4 are calculated (step S1).
- a forced deceleration / abnormal approach detection threshold by the normal control system is determined (step S3). Then, it is determined whether the current position is closer to the opponent car than the forced deceleration / abnormal approach detection threshold (step S4). If it is not closer to the opponent's car than the forced deceleration / abnormal approach detection threshold, the current process is terminated.
- a forced deceleration command is output (step S5), and it is determined whether the cars 2 and 4 have stopped (step S6). Thereafter, a low speed automatic travel command to the nearest floor that has passed is output (step S7). That is, the passengers 2 and 4 are prevented from being trapped in the cars 2 and 4 by moving the cars 2 and 4 to the nearest floor on the side where the cars 2 and 4 are separated from each other. And after the cars 2 and 4 stop (step S8), a process is complete
- FIG. 11 is a flowchart showing a car approach monitoring operation of the car collision prevention safety device 57 of FIG.
- the car collision prevention safety device 57 repeatedly executes the process of FIG. 11 at a predetermined cycle.
- the stop limit positions of the cars 2 and 4 are calculated (step S11).
- an abnormal approach detection threshold is determined (step S12).
- step S13 it is determined whether or not it is closer to the opponent car than the abnormal approach detection threshold. If it is not closer to the opponent's car than the abnormal approach detection threshold, the process is terminated.
- a brake operation command is output (step S14).
- step S15 it is determined whether the car is closer to the opponent car than the emergency stop trigger threshold. If it is closer to the opponent car than the emergency stop trigger threshold, an emergency stop operation command is output (step S16).
- the absolute position and the absolute speed of the first car 2 and the second car 4 are Can be detected and decelerated and stopped by the management / drive control circuit units 52, 55 and the car collision prevention safety device 57.
- the method of detecting the abnormal approach and decelerating and stopping after determining the stop limit position 301B of the second car 4 is the same as in the first embodiment.
- the method of detecting the abnormal approach and decelerating and stopping after the stop limit position of the first car 2 is determined is the same as that of the first embodiment.
- the movement direction of the first car 2 is three ways: upward, stop, and downward. Further, the moving direction of the second car 4 is also three ways: upward, stop, and downward. Accordingly, there are nine combinations of the moving directions of the cars 2 and 4 in 3 and 3. All of these nine methods can be handled by any one of the above-described methods, and the correspondence in the management / drive control circuit units 52 and 55 or the correspondence in the car collision prevention safety device 57 can be realized by the same algorithm.
- the upper hoistway switches 39 and 40 for the first car 2 installed in the upper part of the hoistway 1 and the lower part in the hoistway 1
- the initial position is learned using the lower hoistway switches 43 and 44 for the second car 4 installed.
- the car-to-car collision prevention safety device 57 determines that the first car is moving in the direction of the second car, and determines that the second car is the first car. If it is detected that the vehicle is moving in the direction of the car, it is determined that there is an abnormality and the cars 2 and 4 are stopped.
- the second car 4 is lowered and the initial position is learned using the lower hoistway switches 43 and 44, and then the first car 2 is raised and the upper hoistway switches 39 and 40 are used.
- the initial position may be learned.
- the car collision prevention safety device 57 determines that the first car is moving in the direction of the second car during the learning operation of the second car 4, and determines that the first car is abnormal. Similarly, if it is detected during the learning operation of the car 2 that the second car advances in the direction of the first car, it is determined that there is an abnormality, and the cars 2 and 4 are stopped.
- the learning operation method can be selected from various methods according to the arrangement of the hoistway switch.
- the number of each car is determined in advance from the lower side, and the lowermost car is lowered in order, and learning of the lowermost car is finished. Later, all the cars can be learned by learning sequentially from the lower car. Further, instead of learning from the lowermost part, it is possible to learn from the uppermost car in order. Furthermore, in order to shorten the learning time, learning from the top may be performed from the top half of the total number of cars, and learning from the bottom may be performed from half the bottom of the total number of cars.
- the cars 2, 4 can be connected to each other while preventing the car from decelerating as much as possible. Can be prevented.
- Embodiment 2 a second embodiment of the present invention will be described.
- the car collision prevention safety device 57, the first control unit 51, and the second control unit 54 calculate the speed patterns 313A and 313B, respectively.
- one control unit, here, the second control unit 54 does not calculate the speed pattern.
- the second control unit 54 takes the same response simultaneously with the first control unit 51.
- the correspondence between the car collision prevention safety devices 57 is also performed on two cars at the same time. Thereby, the collision between the first and second cars 2 and 4 can be prevented.
- the car collision prevention safety device 57 has the speed patterns 313A and 313B, and commands corresponding to the management / drive control circuit units 52 and 55 and the car collision prevention safety device 57 when abnormally approaching. But you can prevent collisions.
- the speed patterns 313A and 313B are calculated by only a part of the car collision prevention safety device 57, the first control unit 51, and the second control unit 54, that is, the speed patterns 313A and 313B.
- Embodiment 3 FIG. Next, a third embodiment of the present invention will be described.
- the method for preventing the collision between the cars in the first and second embodiments is also used as the terminal floor forced reduction device by viewing the terminal portion of the hoistway 1 as a partner car that is stopped. That is, the sensor configuration and program in the collision prevention method between the cars are extended to a collision prevention safety system for the hoistway terminal.
- a sensor configuration and program for preventing collision between cars can be shared and the configuration can be simplified.
- the small exclusive area does not need to decelerate the car due to abnormal approach while avoiding a collision, and can prevent service degradation.
- a configuration with a margin before stopping the car is necessary when the vehicle approaches abnormally.
- the exclusive area + offset amount is decelerated by the brake from the absolute position and the absolute speed of the opponent's car, and an emergency stop trigger signal is output as there is still an abnormality from there. It is good also as a distance which can be stopped by the counterweight emergency stop device.
- the exclusive area + offset amount is decelerated immediately from the absolute position and absolute speed of the opponent's car, decelerated by the brake if there is still an abnormality, and further abnormal from there.
- an emergency stop trigger signal may be output, and the distance that can be stopped by the counterweight emergency stop device may be used.
- a curve 317B shows an example from “a certain position and speed” 303B to a speed change 316B at the time of brake operation.
- the trigger signal of the emergency stop device is output, and an example of reaching the curve 304B as a change in the speed of the second car 4 by the counterweight emergency stop device 35 is the curve 318B. Shown in
- the curve 320B has a deceleration curve 319B of the control system from "a certain position and speed" 303B, and there is an abnormality that cannot be dealt with by the deceleration curve 319B of the control system, leading to a speed change 316B at the time of braking operation.
- a trigger signal of the emergency stop device is output, and an example of reaching the curve 304B as a change in the speed of the second car 4 by the counterweight emergency stop device 35 is the curve 321B. Shown in
- the exclusive area may be determined by sequential calculation as in the methods of FIG. 4, FIG. 13, FIG. 14, or the like, but may be used with reference to a predetermined table memory. Also, a fixed value using the maximum possible value may be used as the exclusive area.
- the two cars 2, 4 are provided in the common hoistway 1, but an elevator provided with three or more cars may be used.
- the roping method and the layout of equipment (winding machine, counterweight, sensors, etc.) relating to each car are not limited to the configuration shown in FIG.
- the brake device is not limited to the hoisting machine brakes 10 and 12, and may be, for example, a car brake mounted on the cars 2 and 4, a rope brake that holds the suspension means 14 and 16, and the like. .
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Abstract
Description
実施の形態1.
図1はこの発明の実施の形態1によるマルチカー式エレベータを示す構成図である。図において、共通の昇降路1内には、第1のかご(上かご)2と、第1のかご2に対応する第1の釣合おもり3と、第2のかご(下かご)4と、第2のかご4に対応する第2の釣合おもり5とが設けられている。第1のかご2は、第2のかご4の上方(真上)に設けられている。
また、この例では、管理・駆動制御回路部52,55及び安全監視回路部58で第1及び第2のかご2,4の絶対位置を検出するために、インクリメンタルロータリエンコーダ、昇降路スイッチ、及び着床センサの組み合わせを用いているが、アブソリュートタイプのエンコーダを用いてもよい。
また、第2のかご4の停止限界位置301Bは、第1のかご2の絶対位置及び絶対速度から求めた第1のかご2の排他領域302A及びオフセット量306Aから定められる。
また、最下方から学習する代わりに、最上方のかごから上昇させ順次学習することもできる。
さらに、学習時間短縮のために、かごの総数の半分から上は最上方から学習し、かごの総数の半分から下は最下方から学習してもよい。
次に、この発明の実施の形態2について説明する。実施の形態1では、かご間衝突防止安全装置57、第1の制御部51及び第2の制御部54がそれぞれ速さパターン313A,313Bを計算していた。これに対して、実施の形態2では、一方の制御部、ここでは第2の制御部54が速さパターンを計算しない。そして、他方の制御部、ここでは第1の制御部51で異常接近を検出した場合に、第1の制御部51での対応と同時に、第2の制御部54でも同じ対応をとる。また、かご間衝突防止安全装置57での対応も、2台のかごに対して同時に行う。これにより、第1及び第2のかご2,4同士の衝突を防止することができる。
次に、この発明の実施の形態3について説明する。実施の形態3では、昇降路1の終端部を、停止している相手かごとして見ることにより、実施の形態1、2のかご間衝突防止の手法を終端階強制減速装置としても利用する。即ち、かご間衝突防止の手法でのセンサ構成及びプログラムを、昇降路終端部への衝突防止安全システムにも拡張する。
また、各かごに関するローピング方式や機器(巻上機、釣合おもり、センサ類等)のレイアウトは、図1の構成に限定されるものではない。
さらに、ブレーキ装置は巻上機ブレーキ10,12に限定されるものではなく、例えば、かご2,4に搭載されたかごブレーキや、懸架手段14,16を把持するロープブレーキ等であってもよい。
Claims (5)
- 共通の昇降路内に設けられている複数のかご、
対応する前記かごの運行を制御する複数の制御部、及び
前記制御部に接続されており、前記かご同士の異常接近の有無を監視するかご間衝突防止安全装置
を備え、
前記かごのうち上下に隣接する2台のかごを第1及び第2のかごとしたとき、
異常に対応して前記第2のかごを停止させることができる距離であり、前記第1のかごの進入を許さない領域が前記第2のかごの排他領域として設定され、
前記第2のかごの前記第1のかご方向の先端の絶対位置から、排他領域以上の距離を前記第1のかご方向に進めた絶対位置が、前記第1のかごの停止限界位置として設定され、
前記第1のかごの停止限界位置までに前記第1のかごが減速し停止できるように、異常接近を段階的に検出する複数の閾値が設定されているマルチカー式エレベータ。 - 前記第2のかごの排他領域は、前記第2のかごの絶対速度を用いて設定される請求項1記載のマルチカー式エレベータ。
- 前記閾値は、通常減速中の速さ変化、ブレーキ装置の作動時の速さ変化、及び非常止め装置の作動時の速さ変化にそれぞれ対応して設定されている請求項1又は請求項2に記載のマルチカー式エレベータ。
- 前記第1のかごが前記第2のかごから離れる方向の絶対速度を持つ場合、前記第2のかごへ近づく方向の速さを0として排他領域が設定され、前記第1のかごの停止限界位置が設定される請求項1から請求項3までのいずれか1項に記載のマルチカー式エレベータ。
- 前記かごのうち、前記昇降路終端部側に位置するかごについて、前記昇降路終端部を停止しているかごとして見ることにより、前記かご同士の衝突防止と同じ手法で前記昇降路終端部への衝突が防止される請求項1から請求項4までのいずれか1項に記載のマルチカー式エレベータ。
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US14/380,206 US9708158B2 (en) | 2012-04-16 | 2012-04-16 | Multi-car elevator using an exclusion zone and preventing inter-car collision |
CN201280072399.3A CN104245557B (zh) | 2012-04-16 | 2012-04-16 | 多轿厢式电梯 |
PCT/JP2012/060245 WO2013157070A1 (ja) | 2012-04-16 | 2012-04-16 | マルチカー式エレベータ |
DE112012006233.7T DE112012006233B4 (de) | 2012-04-16 | 2012-04-16 | Mehrfach-Kabinen-Aufzug |
KR1020147029276A KR101748475B1 (ko) | 2012-04-16 | 2012-04-16 | 멀티 카식 엘리베이터 |
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