WO2015004753A1 - エレベーターの制御装置 - Google Patents
エレベーターの制御装置 Download PDFInfo
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- WO2015004753A1 WO2015004753A1 PCT/JP2013/068879 JP2013068879W WO2015004753A1 WO 2015004753 A1 WO2015004753 A1 WO 2015004753A1 JP 2013068879 W JP2013068879 W JP 2013068879W WO 2015004753 A1 WO2015004753 A1 WO 2015004753A1
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- car
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B66—HOISTING; LIFTING; HAULING
- B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
- B66B1/00—Control systems of elevators in general
- B66B1/24—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration
- B66B1/2408—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration where the allocation of a call to an elevator car is of importance, i.e. by means of a supervisory or group controller
- B66B1/2433—For elevator systems with a single shaft and multiple cars
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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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B66—HOISTING; LIFTING; HAULING
- B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
- B66B1/00—Control systems of elevators in general
- B66B1/34—Details, e.g. call counting devices, data transmission from car to control system, devices giving information to the control system
- B66B1/46—Adaptations of switches or switchgear
- B66B1/468—Call registering systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B66—HOISTING; LIFTING; HAULING
- B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
- B66B2201/00—Aspects of control systems of elevators
- B66B2201/30—Details of the elevator system configuration
- B66B2201/301—Shafts divided into zones
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B66—HOISTING; LIFTING; HAULING
- B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
- B66B3/00—Applications of devices for indicating or signalling operating conditions of elevators
- B66B3/02—Position or depth indicators
Definitions
- This invention relates to an elevator control device.
- a limit section is set in order to avoid interference between cars in a common hoistway.
- the operation range of each car is restricted by setting the restricted section, there is a floor that the car cannot reach.
- the traveling speed of the car is high, the braking distance becomes long, so the restricted section is expanded.
- the number of floors that the car cannot reach increases, so serviceability is greatly reduced.
- the present invention has been made to solve such a problem, and avoids a collision of a plurality of cars moving up and down in a common hoistway and suppresses an increase in floors that cannot be reached by a car. It is possible to obtain an elevator control device capable of improving the efficiency.
- each of the plurality of cars, each of the plurality of cars arranged in a common hoistway so as to be able to be lifted and lowered independently, the traveling speed, the traveling direction, and the call registration status Based on the occupancy range setting means for setting the maximum range of the lifting section required for emergency stop of the car as the occupation range of the car, and within the occupation range of other cars set by the occupation range setting means
- Speed setting means is provided for setting the traveling speed of the car so that the number of floors that the car can service is maximized within a range in which the car can be stopped without entering.
- the elevator control device it is possible to improve serviceability by suppressing an increase in floors where the cars cannot reach while avoiding a collision of a plurality of cars moving up and down in a common hoistway. There is an effect.
- FIG. 1 and 2 relate to Embodiment 1 of the present invention.
- FIG. 1 is a diagram schematically showing the overall configuration of an elevator equipped with an elevator control device, and FIG. 2 shows the operation of the elevator control device.
- FIG. 1 is a diagram schematically showing the overall configuration of an elevator equipped with an elevator control device
- FIG. 2 shows the operation of the elevator control device.
- a pair of guide rails 2 are installed in the hoistway 1 of the elevator.
- the guide rail 2 is arranged vertically along the elevator lift path.
- a first car 10 a is installed in the hoistway 1. The first car 10 a moves up and down the hoistway 1 while being guided by the guide rail 2.
- the first main rope 3a is connected to the upper end of the first car 10a.
- the other end of the first main rope 3a is connected to the upper end of the first counterweight 4a.
- the first counterweight 4a is installed in the hoistway 1 so as to be movable up and down.
- the intermediate portion of the first main rope 3a is wound around a first drive sheave 5a installed at the top of the hoistway 1.
- car 10a and the 1st counterweight 4a are suspended by the 1st main rope 3a in the shape of a temple which raises / lowers in the mutually opposite direction within the hoistway 1. As shown in FIG.
- a second car 10b is also installed in the hoistway 1 in addition to the first car 10a. Similarly to the first car 10a, the second car 10b moves up and down the hoistway 1 while being guided by the guide rail 2.
- One end of the second main rope 3b is connected to the upper end of the second car 10b.
- the other end of the second main rope 3b is connected to the upper end of the second counterweight 4b.
- the second counterweight 4b is installed in the hoistway 1 so as to be movable up and down.
- the intermediate portion of the second main rope 3b is wound around a second drive sheave 5b installed at the top of the hoistway 1.
- car 10b and the 2nd counterweight 4b are suspended by the 2nd main rope 3b in the shape of the slid which raises / lowers in the mutually opposite direction within the hoistway 1. As shown in FIG.
- the first car 10a is disposed relatively upward in the hoistway 1 as viewed from the second car 10b. Accordingly, the first car 10a is always above the second car 10b in the hoistway 1. Conversely, the second car 10b is always on the lower side of the hoistway 1 than the first car 10a.
- the elevator which the control apparatus of the elevator which concerns on this invention controls is the 1st cage
- Each hall 20 is provided with a hall operating panel 21.
- Each hall operation panel 21 is provided with a hall call button (not shown) for registering a hall call in a direction desired by the user (upward or downward). When the hall call button is operated, the hall operation panel 21 outputs an operation signal corresponding to the operated button.
- a first car operation panel 11a is installed in the car room of the first car 10a.
- a second in-car operation panel 11b is installed in the car room of the second car 10b.
- Each of these in-car operation panels is provided with a destination floor button (not shown) for registering a destination floor call to a destination floor desired by a user in the car.
- the destination floor button is operated, the first in-car operation panel 11a and the second in-car operation panel 11b output an operation signal corresponding to the operated button.
- the first drive sheave 5a is rotationally driven by the first drive motor 6a.
- the second drive sheave 5b is rotationally driven by the second drive motor 6b.
- the rotation of the first driving sheave 5a is braked by the first braking device 7a.
- the rotation of the second driving sheave 5b is braked by the second braking device 7b.
- the rotation speed of the first drive sheave 5a is detected by the first encoder 8a.
- the number of rotations of the second drive sheave 5b is detected by the second encoder 8b.
- the detection results by these encoders are output from each encoder as detection signals.
- the operation of the elevator configured as described above is controlled by the control device 30.
- the control device 30 includes a button operation signal output from each operation panel of the hall operation panel 21, the first in-car operation panel 11a, and the second in-car operation panel 11b, and the first encoder 8a and the second encoder. Based on the detection signal output from the encoder 8b, the operation of the first car 10a and the second car 10b is controlled.
- the control device 30 can grasp the positions, traveling directions, and traveling speeds of the first car 10a and the second car 10b based on detection signals from the first encoder 8a and the second encoder 8b. .
- the control device 30 includes a first car control unit 31a, a second car control unit 31b, a call registration control unit 32, an occupation range setting unit 33, a travel speed setting unit 34, and a priority determination unit 35.
- the first car control unit 31a controls the travel of the first car 10a by controlling the operations of the first drive motor 6a and the first braking device 7a.
- the second car control unit 31b controls the travel of the second car 10b by controlling the operations of the second drive motor 6b and the second braking device 7b.
- the first car control unit 31a and the second car control unit 31b are configured such that the first car 10a and the second car 10b abnormally approach each other, or these cars abnormally approach the end of the hoistway 1.
- the car is emergency braked.
- the car may be subjected to emergency braking when a device failure or occurrence of a disaster such as an earthquake or fire is detected.
- the call registration control unit 32 controls call registration for the first car 10a and the second car 10b based on the operation signal from each operation panel.
- the call registration control unit 32 registers a call to the direction or destination floor according to the operated button of each operation panel.
- the first car control unit 31a and the second car control unit 31b control the traveling of the first car 10a and the second car 10b, respectively, based on the call status registered by the call registration control unit 32. .
- the occupation range setting unit 33 determines the maximum range of the lifting section necessary for the car to make an emergency stop based on the traveling speed, the traveling direction, and the call registration status for each of the first car 10a and the second car 10b. Set as the occupation range of the car.
- the traveling speed setting unit 34 is within the range in which the car can be brought to an emergency stop without entering the occupation range of the other cars set by the occupation range setting unit 33 for each of the first car 10a and the second car 10b. Then, the traveling speed of the car is set so that the floor on which the car can be serviced is maximized.
- the traveling speeds of the first car 10a and the second car 10b set by the traveling speed setting unit 34 are within a range that is not less than a predetermined minimum traveling speed vmin and not more than a predetermined maximum traveling speed vmax . It is restricted to become.
- the occupation range setting unit 33 constantly monitors the traveling speed, the traveling direction, the call registration status, and the occupation status setting status for the first car 10a and the second car 10b in operation. Based on this monitoring result, the maximum range that the car can occupy while the car is stopped (hereinafter referred to as “occupiable range”) is confirmed.
- This occupable range is the maximum range in which the car does not reach either the occupied range of the other cars or the end of the hoistway 1.
- the running speed setting unit 34 sets the running speed of the car so that the number of floors that the car can service is maximized within the range where the car can be stopped without entering the occupied range of the other car. Is set to the minimum running speed vmin .
- the call registration control unit 32 can stop during emergency braking within the occupation range of the car.
- the floor that can be stopped by normal deceleration means is recognized as a floor that can be serviced by the car.
- the first in-car operation panel 11a and the second in-car operation panel 11b are provided with display means.
- This display means displays to the user the floor at which the car can be serviced at the travel speed set by the travel speed setting unit 34 for the first car 10a and the second car 10b.
- This display means can be realized by, for example, blinking a button light of a destination floor button of a serviceable floor. Or you may make it provide the display apparatus which consists of a liquid crystal display in a cage
- the control device 30 waits until the destination floor is registered by the user. Even during this standby, the control device 30 continues to monitor changes in the operation status of other cars.
- the occupation range setting unit 33 confirms and updates the occupation range of the car again.
- the call registration control unit 32 updates information on floors that the car can serve.
- the display of the serviceable floor by the display means is also updated.
- the call registration control unit 32 permits registration of a call to the destination floor when an operation signal is input with the floor that can be serviced by the car as the destination floor.
- the second car control unit 31b registers a call to the destination floor that is permitted to be registered.
- the call registration control unit 32 does not permit registration of a call to the destination floor. Calls to destination floors where registration is not permitted are not registered. In the following, “call to the destination floor” may be simply referred to as “destination floor”.
- the occupation range setting unit 33 sets a reserved occupation range for the car.
- the occupation range setting unit 33 determines the occupation range for the car. Let The determination of the occupation range is performed as follows.
- the traveling speed setting unit 34 is within the occupable range of the car. In the range where the car can be stopped, the fastest running speed v 1 of the car is obtained. As described above, the traveling speed of the car does not exceed the maximum traveling speed vmax . Therefore, the maximum value of the driving speed v 1 of the car is the maximum traveling speed v max.
- the occupation range setting unit 33 determines the occupation range of the car based on the traveling speed v 1 obtained by the traveling speed setting unit 34. More specifically, the occupation range setting unit 33 determines the maximum range of the lifting section necessary for the car to stop when the car starts emergency braking while traveling to the farthest destination floor at the traveling speed v 1. Is determined as the occupation range of the car.
- the first car control unit 31a causes the first car 10a to travel in order to respond to each call registered by the call registration control unit 32.
- the second car control unit 31b causes the second car 10b to travel.
- the traveling speed of the car at this time is determined by the traveling speed setting unit 34.
- the traveling speed setting unit 34 occupies the occupation range when emergency braking is started before the car arrives at the next stop floor until the car arrives at the next stop floor. range the car can be stopped without entering the occupied range of other cage set by the setting unit 33 sets the highest speed to the running speed v 2 of the car.
- the traveling speed v 2 is also in the range of the minimum traveling speed v min or more and the maximum traveling speed v max or less as in the case of the traveling speed v 1 .
- the traveling speed v 2 of the first cage 10a and second cage 10b are highest speed in one every travel, no risk falling emergency braking the range occupied by the other cage even when the range Set to The first car control unit 31a and the second cage control unit 31b, according to the traveling speed v 2 which is set in this way by the running speed setting unit 34, the first cage 10a and second cage 10b, respectively Control driving.
- the traveling speed v 2 at the time of actual running this to destination floor were used in determining the occupation range of the car equal to the traveling speed v 1.
- the final speed of the one car is determined depending on whether the travel speed and the occupation range are set before or after the other car.
- the traveling speed and the occupation range that are set automatically may be different.
- the control device 30 is provided with a priority determination unit 35.
- the priority determination unit 35 determines the priority of each car when one of the first car 10a and the second car 10b stops. More specifically, first, when the car is stopped, the priority determination unit 35 uses the call registration status of the car that has stopped and the car adjacent to the car to run the current running of the car and the car adjacent to the car. Calculate the estimated travel time in the direction.
- the priority determination unit 35 determines the priority of the car and the car adjacent to the car based on the calculated estimated travel time. Then, the traveling speed setting unit 34 preferentially sets the traveling speed having the higher priority determined by the priority determination unit 35 out of the first car 10a and the second car 10b.
- step S1 the occupation range setting unit 33 confirms the occupation range of the car while the car is stopped. Then, the process proceeds to step S2.
- step S2 the traveling speed setting unit 34 first sets the car so that the number of floors that can be serviced by the car is maximized within the range in which the car can be stopped without entering the occupied range of the other car. Is set to the minimum travel speed v min . Then, the registration control unit 32 calls, based on the occupation range of the minimum vehicle speed v min and the cage set by the running speed setting unit 34, the car seek serviceable floor. And a display means displays the floor which the said car can serve to a user. After step S2, the process proceeds to step S3.
- step S3 when there is no call registered by the call registration control unit 32 for the car, the process returns to step S1. On the other hand, if there is a call registered by the call registration control unit 32 for the car, the process proceeds to step S4.
- step S4 the occupation range setting unit 33 determines the occupation based on the call registration to the floor farthest from the current car position of the car and the minimum traveling speed v min set by the traveling speed setting unit 34. Reserve a range. Then, the process proceeds to step S5.
- step S5 if the stop standby timer has not expired, the process returns to step S3.
- the stop standby timer is for counting the time to wait for the destination floor registration operation by the user. If the stop standby timer has expired, the process proceeds to step S6.
- step S6 the running speed setting unit 34, based on the occupation range of the farthest call registration floor and the cage from the current position for the car, the maximum traveling speed v max running speed v of the utmost fast the basket below 1 is set. Then, the process proceeds to step S7.
- step S7 occupancy range setting unit 33 based on the vehicle speed v 1 which is set in step S6, to determine the occupancy range of the car. Then, the process proceeds to step S8.
- step S8 the traveling speed setting unit 34, the nearest call registration floor, i.e., following a stop floor of the cage, on the basis of the range occupied by the other car, as much as possible fast the at maximum speed v max or less to set the traveling speed v 2 of the car. Then, the process proceeds to step S9.
- step S9 the first car control unit 31a or the second car control unit 31b, the cage, at a speed v 2 which is set in step S8, the nearest call registration floor, i.e., of the cage following Drive to the stop floor. Then, the process proceeds to step S10.
- step S10 the car stops at the next stop floor which is the nearest call registration floor. Then, the process proceeds to step S11.
- step S11 the control device 30 confirms whether call registration remains for the car. If no call registration remains for the car, the series of operation flow ends.
- step S12 the priority determination unit 35 calculates a scheduled travel time for each car that is stopped and each car that is adjacent to the car.
- step S12 the priority determination unit 35 compares the estimated travel times calculated for these cars and determines the priority of these cars.
- the traveling speed setting unit 34 first sets the traveling speed v 1 of the car having a high priority determined by the priority determining unit 35.
- the occupation range setting unit 33 determines the occupation range of the car in which the traveling speed v 1 is set by the traveling speed setting unit 34. Subsequently, the setting of the traveling speed v 1 and the occupation range with the lower priority is performed in the same manner. After step S12, the process returns to step S1.
- the occupation range setting unit 33 determines the final position from the current position of the car. You may make it reset so that an occupation range may be narrowed about the opposite side to a target floor. By doing in this way, the occupation range on the opposite side to the traveling direction of the car can be narrowed, and the occupable range of the adjacent car can be widened. Moreover, it is possible to optimize the traveling speed v 1 and the occupation range of the car by updating the occupable range every time the car stops.
- the traveling speed v 1 and the occupation range of each car may be updated as follows. That is, first, the control device 30 calculates the estimated travel distance for each car from the call registration status. Next, the control device 30 calculates the estimated travel time for each car from the calculated estimated travel distance, the number of floors scheduled to stop, and the travel speed v 1 . Then, the control device 30 calculates the difference in the estimated traveling time between the cars approaching each other.
- the traveling speed setting unit 34 and the occupation range setting unit 33 are configured so that the difference between the estimated traveling times of these cars is reduced. reconfigure the traveling speed v 1 and occupancy range. This resetting is performed when each car is stopped. By doing in this way, the traveling time of each car can be averaged and the operation efficiency as a whole can be improved.
- the elevator control device configured as described above is based on the traveling speed, the traveling direction, and the call registration status for each of a plurality of cages arranged so as to be able to be lifted and lowered independently in a common hoistway.
- An occupation range setting unit 33 that sets the maximum range of the lifting section necessary for emergency stop as the occupation range of the car, and a car that does not fall within the occupation range of other cars set by the occupation range setting unit 33
- a traveling speed setting unit 34 for setting the traveling speed of the car so that the number of floors that can be serviced is maximized within the range where the emergency stop is possible.
- the user can select a destination floor by setting the traveling speed of the car so as to maximize the number of serviceable floors while avoiding the collision of a plurality of cars moving up and down in a common hoistway. Serviceability can be improved by increasing the number of floors.
- the traveling speed setting unit 34 enters the occupation range of another car set by the occupation range setting unit 33 when emergency braking is started before reaching the farthest destination floor registered for a certain car.
- the fastest traveling speed of the car is determined within a range where the car can be stopped without any problem.
- the occupation range setting unit 33 sets the occupation range of the car based on the fastest traveling speed of the car obtained by the traveling speed setting unit 34.
- the traveling speed setting unit 34 occupies other car occupation ranges set by the occupation range setting unit 33 when emergency braking is started before the car arrives at the next stop floor each time the car stops.
- the fastest speed is set as the traveling speed of the car as long as the car can stop without entering the car. In this way, by setting the traveling speed for each traveling, it is possible to optimize the traveling speed according to changes in the situation.
- the vehicle further includes a priority determination unit 35 that determines the priority of the car that is stopped based on the calculated estimated traveling time and the car adjacent to the car, and the traveling speed setting unit 34 is determined by the priority determination unit 35. Prioritize the traveling speed of the higher priority car. For this reason, the traveling speed of each car can be set so that the final driving efficiency as a whole is optimized.
- the present invention can be used for an elevator control device having a plurality of cars, each of which is arranged so as to be lifted and lowered independently in a common hoistway.
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Abstract
Description
図1及び図2は、この発明の実施の形態1に係るもので、図1はエレベーターの制御装置を備えたエレベーターの全体構成を模式的に示す図、図2はエレベーターの制御装置の動作を示すフロー図である。
まず、ステップS1において、占有範囲設定部33は、かごの停止中に当該かごの占有可能範囲を確認する。そして、ステップS2へと進む。
Claims (7)
- 共通の昇降路内に、それぞれが独立して昇降可能に配置された複数のかごと、
前記複数のかごのそれぞれについて、走行速度、走行方向及び呼び登録状況に基づいて、かごが非常停止するために必要な昇降区間の最大範囲を当該かごの占有範囲として設定する占有範囲設定手段と、
前記占有範囲設定手段により設定された他のかごの占有範囲内に入ることなくかごが非常停止可能な範囲内で、当該かごがサービス可能な階が最多となるように、当該かごの走行速度を設定する速度設定手段と、を備えたことを特徴とするエレベーターの制御装置。 - 前記かごについて前記速度設定手段により設定された走行速度において当該かごがサービス可能な階を行先階とする呼びの登録を許可する呼び登録制御手段を備えたことを特徴とする請求項1に記載のエレベーターの制御装置。
- 前記かごについて前記速度設定手段により設定された走行速度において当該かごがサービス可能な階を利用者に対して表示する表示手段を備えたことを特徴とする請求項1又は請求項2に記載のエレベーターの制御装置。
- 前記速度設定手段は、前記かごについて登録された最も遠い行先階に到着するまでに非常制動を開始した場合に、前記占有範囲設定手段により設定された他のかごの占有範囲内に入ることなく当該かごが停止可能な範囲で、最も速い当該かごの走行速度を求め、
前記占有範囲設定手段は、前記速度設定手段により求められた最も速い前記かごの走行速度に基づいて、当該かごの占有範囲を設定することを特徴とする請求項1から請求項3のいずれか一項に記載のエレベーターの制御装置。 - 前記速度設定手段は、前記かごが停止する都度、当該かごが次の停止階に到着するまでに非常制動を開始した場合に、前記占有範囲設定手段により設定された他のかごの占有範囲内に入ることなく当該かごが停止可能な範囲で、最も速い速度を当該かごの走行速度に設定することを特徴とする請求項1から請求項4のいずれか一項に記載のエレベーターの制御装置。
- 前記かごの停止時に、停止したかご及び当該かごに隣接するかごの呼び登録状況を用いて当該かご及び当該かごに隣接するかごのそれぞれの現在の走行方向への走行予定時間を算出し、この算出した走行予定時間に基づいて停止したかご及び当該かごに隣接するかごの優先度を決定する優先度決定手段を備え、
前記速度設定手段は、前記優先度決定手段により決定された優先度が高いかごの走行速度を優先的に設定することを特徴とする請求項1から請求項5のいずれか一項に記載のエレベーターの制御装置。 - 前記速度設定手段は、予め定められた最低速度以上かつ予め定められた最高速度以下の範囲で、前記かごの走行速度を設定することを特徴とする請求項1から請求項6のいずれか一項に記載のエレベーターの制御装置。
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Application Number | Priority Date | Filing Date | Title |
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CN201380077417.1A CN105339291B (zh) | 2013-07-10 | 2013-07-10 | 电梯的控制装置 |
US14/890,526 US10124986B2 (en) | 2013-07-10 | 2013-07-10 | Elevator control device for maximizing a number of floors serviced |
JP2015526064A JP6090445B2 (ja) | 2013-07-10 | 2013-07-10 | エレベーターの制御装置 |
DE112013007235.1T DE112013007235B4 (de) | 2013-07-10 | 2013-07-10 | Aufzugsteuervorrichtung |
PCT/JP2013/068879 WO2015004753A1 (ja) | 2013-07-10 | 2013-07-10 | エレベーターの制御装置 |
KR1020167003270A KR101837870B1 (ko) | 2013-07-10 | 2013-07-10 | 엘리베이터의 제어장치 |
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PCT/JP2013/068879 WO2015004753A1 (ja) | 2013-07-10 | 2013-07-10 | エレベーターの制御装置 |
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PCT/JP2013/068879 WO2015004753A1 (ja) | 2013-07-10 | 2013-07-10 | エレベーターの制御装置 |
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US (1) | US10124986B2 (ja) |
JP (1) | JP6090445B2 (ja) |
KR (1) | KR101837870B1 (ja) |
CN (1) | CN105339291B (ja) |
DE (1) | DE112013007235B4 (ja) |
WO (1) | WO2015004753A1 (ja) |
Cited By (1)
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JP2020019616A (ja) * | 2018-07-31 | 2020-02-06 | 株式会社日立製作所 | マルチカーエレベーター及びマルチカーエレベーターの制御方法 |
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WO2015033370A1 (ja) * | 2013-09-03 | 2015-03-12 | 三菱電機株式会社 | エレベータシステム |
DE102014117373A1 (de) * | 2014-11-26 | 2016-06-02 | Thyssenkrupp Ag | Aufzugsystem |
WO2016151853A1 (ja) * | 2015-03-26 | 2016-09-29 | 三菱電機株式会社 | エレベーター群管理システム |
US10494229B2 (en) * | 2017-01-30 | 2019-12-03 | Otis Elevator Company | System and method for resilient design and operation of elevator system |
US10231167B2 (en) * | 2017-06-30 | 2019-03-12 | Otis Elevator Company | Building access zone specification for mobile applications |
US11434104B2 (en) * | 2017-12-08 | 2022-09-06 | Otis Elevator Company | Continuous monitoring of rail and ride quality of elevator system |
JP6585207B2 (ja) * | 2018-02-20 | 2019-10-02 | 東芝エレベータ株式会社 | エレベータシステムおよびエレベータシステムの運用方法 |
JP6936776B2 (ja) * | 2018-07-31 | 2021-09-22 | 株式会社日立製作所 | マルチカーエレベーター装置、及びマルチカーエレベーター装置の制御方法 |
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- 2013-07-10 CN CN201380077417.1A patent/CN105339291B/zh active Active
- 2013-07-10 US US14/890,526 patent/US10124986B2/en active Active
- 2013-07-10 JP JP2015526064A patent/JP6090445B2/ja active Active
- 2013-07-10 DE DE112013007235.1T patent/DE112013007235B4/de active Active
- 2013-07-10 KR KR1020167003270A patent/KR101837870B1/ko active IP Right Grant
- 2013-07-10 WO PCT/JP2013/068879 patent/WO2015004753A1/ja active Application Filing
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Also Published As
Publication number | Publication date |
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KR20160028478A (ko) | 2016-03-11 |
CN105339291B (zh) | 2017-05-17 |
CN105339291A (zh) | 2016-02-17 |
JP6090445B2 (ja) | 2017-03-08 |
DE112013007235T5 (de) | 2016-04-07 |
US10124986B2 (en) | 2018-11-13 |
JPWO2015004753A1 (ja) | 2017-02-23 |
KR101837870B1 (ko) | 2018-03-12 |
DE112013007235B4 (de) | 2019-11-07 |
US20160122156A1 (en) | 2016-05-05 |
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