JP6071963B2 - Elevator with floor adjustment function - Google Patents

Description

  Embodiments of the present invention relate to an elevator with a floor adjustment function capable of adjusting the interval between cars in a car frame.

  In a high-rise building or the like, an elevator capable of mass transportation in which a car is configured in two upper and lower stages is used as a vertical transportation means in the building in order to improve the space efficiency of the building. Such an elevator is called a “double deck elevator”.

  The double deck elevator has a floor adjustment device that adjusts the distance between the upper and lower cars in the car frame so that the upper and lower cars can land on the destination floor at the same time, even when the floors of the building are not constant. There is something with.

  Here, as an operation mode unique to the double deck elevator, there is a single operation mode in which operation is performed using only one of the cars. In single operation mode, power consumption should be reduced because the operation of the other car is suspended, but power consumption is reduced more than expected because floor adjustment (car interval adjustment) is performed on each floor. Can not.

JP2013-119467A

  As described above, in the double deck elevator, the floor adjustment operation is required on each floor, and thus power consumption cannot be reduced even if the single deck mode is operated. In this case, it is conceivable to stop the floor adjustment operation in the single operation mode for power saving. However, if the inter-floor adjustment operation is stopped, there is a problem that a single-operated car cannot be properly landed on the target floor.

  The problem to be solved by the present invention is to provide an elevator with a floor adjustment function that allows a car to be operated to be properly landed on the target floor even when the floor adjustment operation is stopped and to continue the operation service. It is to be.

The elevator with an inter-floor adjustment function according to this embodiment has a car frame in which at least two cars are connected in the vertical direction, and the interval between the cars in the car frame is matched to the floor length of each floor in the hoistway. In an elevator with a floor adjustment function provided with a floor adjustment device that adjusts the floor, the car position detection means for detecting the position of the car frame in the hoistway, and each of the above-mentioned immediately before the operation of the floor adjustment device is stopped. A single operation mode in which a car interval obtaining means for obtaining a car interval, a storage means for storing a floor length indicating a space between the floors in advance, and an arbitrary one of the cars as a car to be operated Mode setting means for setting the operation, operation control means for stopping the operation of the floor adjustment device when the single operation mode is set by the mode setting means, and operation of the floor adjustment device When stopped, the floor length of the target floor among the floors stored in the storage means and the interval between the cars immediately before the stop of the operation of the floor adjustment device obtained by the cage interval acquisition means A car position correcting means for correcting the position of the car frame detected by the car position detecting means based on the error of the car, and the destination floor based on the position of the car frame corrected by the car position correcting means. Travel control means for decelerating the car frame at a deceleration start position corresponding to the remaining distance and landing one of the cars on the destination floor.

FIG. 1 is a diagram illustrating a configuration of an elevator with a floor adjustment function according to the first embodiment. FIG. 2 is a block diagram showing a functional configuration of the elevator control apparatus according to the embodiment. FIG. 3 is a diagram illustrating an example of a floor length table provided in the elevator control device according to the embodiment. FIG. 4 is a diagram for explaining a relationship between a car frame interval and a floor length of each floor in the embodiment. FIG. 5 is a view showing a state in which the upper car and the lower car of the car frame in the embodiment are shifted from the floor surface of the target floor and stopped. FIG. 6 is a diagram showing the relationship between the speed pattern of the elevator and the travel distance in the same embodiment, FIG. 6A shows the speed pattern, and FIG. 6B shows the travel distance. FIG. 7 is a flowchart showing the operation control of the elevator in the same embodiment. FIG. 8 is a flowchart showing the car position correction process executed in step S16 of FIG. FIG. 9 is a flowchart showing the travel control executed in step S17 of FIG. FIG. 10 is a flowchart showing a deceleration process included in the travel control of FIG. FIG. 11 is a flowchart showing elevator operation control in the second embodiment. FIG. 12 is a view for explaining a direction limit switch installed on the terminal floor of the elevator in the embodiment.

  Hereinafter, embodiments will be described with reference to the drawings.

(First embodiment)
FIG. 1 is a diagram illustrating a configuration of an elevator with a floor adjustment function according to the first embodiment. Here, a double deck elevator having two car rooms (hereinafter referred to as upper car and lower car) 2 and 3 in one car frame 1 will be described as an example.

  A main rope 13 is wound around the hoisting machine 11 via a deflecting sheave 12. A car frame 1 is connected to one end of the main rope 13 and a counterweight 14 is connected to the other end. When the hoisting machine 11 is driven, the car frame 1 and the counterweight 14 move up and down in the hoistway 10 via the main rope 13.

  An upper car 2 and a lower car 3 are provided in the car frame 1 which is an outer frame. The upper car 2 is a car located on the upper stage. The lower car 3 is a car located at the lower stage. The upper car 2 and the lower car 3 are connected via ball screws 5a, 5b, 6a and 6b so as to be movable in the vertical direction. These ball screws 5a, 5b, 6a, and 6b are supported by the upper beam 1a and the intermediate beam 7, and are driven in a direction in which the upper car 2 and the lower car 3 are separated from each other or brought close to each other by driving the motors 4a and 4b. Move.

  Further, the car frame 1 is equipped with a floor adjustment device 20 and a door control device (not shown). These devices are connected to an elevator control device 30 installed in a machine room of a building or the like via a tail cord 16 wired to a car lower duct 15. The floor adjustment device 20 drives the motors 4a and 4b in accordance with instructions from the elevator control device 30, and adjusts the distance between the upper car 2 and the lower car 3 in the car frame 1 (hereinafter simply referred to as the car distance). To do. The adjustment of the car interval according to the floor length of each floor is called “floor adjustment operation”.

  In the double deck elevator, the car frame 1 travels to the destination floor at a predetermined speed, and the travel stops when the landing switch 24 provided on the car frame 1 enters the range of the landing detection plate 21. The “destination floor” mentioned here includes two floors, a floor on which the upper car 2 is landed and a floor on which the lower car 3 is landed. However, in the single operation mode described later, one of the upper car 2 and the lower car 3 in the car frame 1 is used for the single operation. Therefore, the “target floor” in the single operation mode refers to the floor on which the car used for the single operation is landed. Normally, the upper car 2 is controlled by the traveling control of the car frame 1 during single operation, and the vehicle reaches the destination floor.

  Here, the floor adjustment operation is started by driving the motors 4a and 4b while the car frame 1 is traveling, and the car interval of the car frame 1 is adjusted according to the floor length of each floor. Similarly to the car frame 1, landing switches 25 and 26 are provided for the upper car 2 and the lower car 3. The positioning (level adjustment) of the upper car 2 and the lower car 3 can be confirmed by the positional relationship between the landing switches 25 and 26 and the landing detection plates 22 and 23. The landing detection plates 21 to 23 are arranged in the hoistway 10 at a predetermined interval.

  Reference numerals 31 to 33 in the figure denote PGs (pulse gelators). The PGs 31 and 32 are installed in the motors 4a and 4b for adjusting the floor, and output pulse signals in synchronization with the rotations of the motors 4a and 4b, respectively. The pulse signals output from the PGs 31 and 32 are given to the elevator control device 30 as a signal indicating the current car interval of the car frame 1. The PG 33 is installed in a governor (speed governor) 34 and outputs a pulse signal in synchronization with the raising / lowering operation of the car frame 1. The pulse signal output from the PG 33 is given to the elevator control device 30 as a signal indicating the current position of the car frame 1 in the hoistway 10.

  In the figure, 35 is a destination floor button for the user to register the destination floor in the upper car 2, and 36 is a destination floor button for the user to register the destination floor in the lower car 3. The destination floors registered with these destination floor buttons 35 and 36 are given to the elevator controller 30 as car call information.

  37a, 37b, 37c... In the figure are direction buttons for the user to register the destination direction (upward or downward), and are installed at the landings 38a, 38b, 38c. The destination directions registered with these direction buttons 37a, 37b, 37c... Are given to the elevator control device 30 as hall call information.

  In FIG. 1, the elevator control device 30 and the floor adjustment device 20 are divided according to function. However, only the drive control portions of the motors 4a and 4b are physically mounted on the car frame 1, and the others are elevator control. It is good also as a structure provided in the apparatus 30. FIG.

  The elevator control device 30 is a so-called “control panel” and controls the entire elevator such as drive control of the hoisting machine 11. As shown in FIG. 2, the elevator control device 30 is provided with various functions related to operation control of the double deck elevator.

  FIG. 2 is a block diagram showing a functional configuration of the elevator control device 30.

  The elevator control device 30 includes a mode setting unit 41, an operation control unit 42, a car position detection unit 43, a car interval acquisition unit 44, a car position correction unit 45, a floor length table 46, a call storage unit 47, and a travel control unit 48. A speed pattern calculation unit 49 is provided.

  The mode setting unit 41 sets the operation mode of the double deck elevator. There are “double operation mode”, “single operation mode” and “semi-double operation mode” as operation modes of the double deck elevator.

・ In “double operation mode”, for example, the upper and lower cars are stopped every other floor so that the upper car is stopped on the even floor (2F, 4F, 6F ...) and the lower car is stopped on the odd floor (1F, 3F, 5F ...). Let
・ In the “single operation mode”, one car is not used and the other car is operated like a single deck elevator.
・ In the "Semi-double operation mode", double operation is used only on the standard floor, and even-numbered floors and odd-numbered floors are used separately.

  These operation modes can be switched according to time zones such as when going to work, during normal times, and during off hours. For example, in the “double operation mode”, the number of times the car is stopped is halved and the round time is short, so that a high transportation capacity can be obtained. Therefore, it is used especially when there is a lot of traffic demand such as when going to work or lunch. In contrast, the “semi-double operation mode” has a lower transportation capacity than the “double operation mode”, but it is convenient to move between even and odd floors, so it is used during normal time periods.

  Also, when the number of passengers is low, the “single driving mode” that can be used on any floor is used. This “single operation mode” is used even when driving with only a specific user (during VIP operation).

  The mode setting unit 41 sets one of “double operation mode”, “single operation mode”, and “semi-double operation mode” according to a predetermined time zone. In particular, with regard to the “single operation mode”, it is assumed that a quiet time period in which traffic demand is low is learned and the single operation mode is switched during the quiet time period. For example, the above three operation modes may be arbitrarily switched through a specific operation such as a switch or a terminal device.

  The operation control unit 42 stops the operation of the floor adjustment device 20 when the single operation mode is set by the mode setting unit 41. Specifically, when the single operation mode is set, the operation control unit 42 cuts off the power (electric power) supplied from the elevator control device 30 to the floor adjustment device 20 and stops the floor adjustment operation.

  The car position detector 43 detects the current position of the car frame 1 in the hoistway 10. Specifically, the car position detection unit 43 counts the pulse signal output from the PG 33 attached to the governor 34 as the car frame 1 moves up and down, and detects the current position of the car frame 1 from the count value. To do.

  The car interval acquisition unit 44 periodically acquires the car interval of the car frame 1. Specifically, the pulse signals output from the PGs 31 and 32 attached to the motors 4a and 4b for adjusting the floor are counted along with the operation for adjusting the floor, and the current car interval (inside the car frame 1 is counted from the counted value. Relative distance between the upper car 2 and the lower car 3).

  When the operation of the floor adjustment device 20 stops, the car position correction unit 45 is detected by the car position detection unit 43 based on the error between the car interval immediately before the operation stop and the floor length of the target floor. The position of the car frame 1 is corrected. Specifically, the car position correcting unit 45 determines the error between the floor length of the target floor stored in the floor length table 46 and the car interval immediately before the operation of the floor adjusting device 20 obtained by the car interval acquiring unit 44 is stopped. Based on the above, the position deviation amount of the car to be operated in the car frame 1 is calculated, and this position deviation amount is added to the position of the car frame 1 currently detected by the car position detection unit 43.

FIG. 3 shows an example of the inter-story length table 46.
In the inter-story length table 46, inter-story lengths indicating the intervals between the floors are stored in advance. In this example, the relationship between the car position and the inter-floor length when the upper car 2 and the lower car 3 in the car frame 1 are stopped on each floor with reference to the lowest floor (the first floor) is shown. For example, as shown in FIG. 4, when the upper car 2 is stopped on the second floor and the lower car 3 is stopped on the first floor, the car position on the first floor is 0, and the car position on the second floor is 6000 (mm). . In addition, the length between the first floor and the second floor at this time is 6000 (mm).

  The call storage unit 47 stores a car call or a hall call. The car call is registered by operating the destination floor button 35 in the upper car 2 or the destination floor button 36 in the lower car 3. This car call includes information on the destination floor of the user and the car (upper car 2 or lower car 3) on which the destination floor is registered. Hall calls are registered by operating the direction buttons 37a, 37b, 37c. This hall call includes information on the floor in which the user's row direction and the destination direction are registered.

  When a new call (cage call or hall call) is stored in the call storage unit 47, the travel control unit 48 reads a speed pattern corresponding to the travel distance of the car frame 1 from the speed pattern calculation unit 49, and the speed The car frame 1 is driven according to the pattern.

  Here, when the operation of the floor adjustment device 20 is stopped, the traveling control unit 48 causes the car frame 1 to travel to the destination floor based on the car position corrected by the car position correcting unit 45, and the car frame. 1 of 1 (basis for single operation) is landed on the target floor.

  The speed pattern calculation unit 49 calculates the speed pattern based on the time from the start of traveling for the acceleration period and the remaining distance to the destination floor for the deceleration period.

  In such a configuration, when the single operation mode is set, the upper car 2 or the lower car 3 in the car frame 1 is used for the single operation. At this time, the power consumption during the single operation can be suppressed by stopping the operation of the floor adjustment device 20.

  Here, in the double deck elevator, the speed control of the car frame 1 is performed on the assumption that the car interval of the car frame 1 is adjusted in accordance with the floor length of each floor. For this reason, when operation | movement of the floor adjustment apparatus 20 has stopped, the upper cage | basket | car 2 and the lower cage | basket | car 3 in the car frame 1 may shift | deviate greatly from the floor surface of the destination floor.

This state is shown in FIGS.
FIG. 5 is a view showing a state where the upper car 2 and the lower car 3 in the car frame 1 are out of alignment with the floor surface of the target floor and are stopped.

  Normally, when the car frame 1 travels at a predetermined speed so that the upper car 2 reaches the nth floor and the lower car 3 reaches the n-1 floor, and the landing switch 24 detects the landing detection plate 21. To stop. At this time, if the floor adjustment operation of the car frame 1 is correctly performed, the upper car 2 can be landed on the nth floor using the landing switch 25, and the lower car 3 can be n− using the landing switch 26. You can land on the first floor.

  However, when the operation of the inter-story adjustment device 20 is stopped, when the car frame 1 stops at the position of the landing detection plate 21, the upper car 2 and the lower car 3 are n floors and n as shown in FIG. -It deviates from the landing position on the first floor. If the correction amount for correcting the positional deviation of the upper car 2 at this time is A and the correction amount for correcting the positional deviation of the lower car 3 is B, the following equations (1) and (2) are used. expressed.

Upper basket: A = − (Ln−Dn) / 2 (1)
Lower basket: B = (Ln−Dn) / 2 (2)
However, Ln is the inter-floor length of the target floor (interval of each floor), and Dn is the current inter-floor length of the car frame 1 (car interval). The reason why the error (Ln−Dn) between them is ½ is that there are two cars.

  FIG. 6 is a diagram showing the relationship between the elevator speed pattern and the travel distance. FIG. 6A shows a speed pattern, where the horizontal axis represents time (s) and the vertical axis represents speed (m / s). FIG. 4B shows the travel distance, where the horizontal axis represents time (s) and the vertical axis represents distance (m).

  The car frame 1 starts from the departure floor and travels to the destination floor at a predetermined speed. While traveling, the remaining distance from the current car position (the position of car frame 1) to the destination floor is calculated. When this remaining distance reaches a predetermined deceleration start distance, the car frame 1 is decelerated and stopped on the destination floor.

  The “departure floor” and “destination floor” in the figure are the departure floor and the destination floor of the upper car 2 or the lower car 3. For example, if the upper car 2 is a car to be operated in the single operation mode, it is the departure floor and the destination floor of the upper car 2. That is, the traveling speed to the destination floor is controlled based on the position of the car frame 1 so that the upper car 2 can start from the departure floor and land on the destination floor.

  In normal times, when the landing switch 24 of the car frame 1 performs the landing operation using the landing detection plate 21, the landing switch 25 is the landing detection plate 22, and the landing switch 26 is the landing detection plate. 23 and the same position. When the operation of the floor adjustment device 20 is stopped, there is a positional shift, so that the landing operation is performed using the landing switch and the landing detection plate of the car that performs the single operation. The correction amount described above is for correcting the car position, but is reflected in the calculation of the remaining distance that determines the deceleration start position of the car frame 1 in terms of operation.

  The operation of the first embodiment will be described in detail below.

  FIG. 7 is a flowchart showing the operation control of the elevator in the first embodiment. In addition, the process shown by this flowchart is performed when the elevator control apparatus 30 which is a computer reads a predetermined program.

  First, the operation mode is set by the mode setting unit 41 of the elevator control device 30 (step S11). As described above, the operation modes of the double deck elevator include “double operation mode”, “single operation mode”, and “semi-double operation mode”.

  Now, it is assumed that the quiet time set in advance is reached and the mode is switched from the “double operation mode” or “semi-double operation mode” to the “single operation mode”. When the single operation mode is set (Yes in step S12), the operation control unit 42 shuts off the power (electric power) supplied to the floor adjustment device 20 and stops the floor adjustment operation by the floor adjustment device 20. (Step S13).

  At this time, the car interval acquisition unit 44 acquires the car interval of the car frame 1 immediately before the operation of the floor adjustment device 20 is stopped, and uses this as the current car interval (the floor length of the car frame 1). 45 (step S14). The current car interval (the floor length of the car frame 1) is obtained by counting the pulse signals output from the PGs 31 and 32 attached to the motors 4a and 4b for adjusting the PG 31 floor shown in FIG. can get.

  Here, when a new call (cage call / hall call) is registered, it is stored in the call storage unit 47 (step S15). In order to respond to a new call stored in the call storage unit 47, the following car position correction process and travel control are executed (steps S16 and S17).

  FIG. 8 is a flowchart showing the car position correction process executed in step S16.

  First, the car position correcting unit 45 acquires the current car position through the car position detecting unit 43 (step S21). The “car position” referred to here is the position of the car frame 1 with respect to the lowest floor, and is obtained by counting the pulse signals output from the PG 33 attached to the governor 34.

  Next, the car position correcting unit 45 reads the floor length of the target floor from the floor length table 46 (step S22). In the single operation mode, the upper car 2 or the lower car 3 in the car frame 1 is used as the “car to be operated”. The “destination floor” mentioned here is a floor on which the car to be operated is landed. For example, if the upper car 2 is used as the car to be operated and the destination floor is the n-th floor, the inter-floor length “5000 (mm)” of the n-th floor is read from the inter-floor length table 46 shown in FIG. Become.

  Here, the car position correcting unit 45 calculates an error between the floor length of the target floor and the car interval (the floor length of the car frame 1) immediately before the floor adjustment operation acquired in step S14 (step S23). . For example, if the floor length of the destination floor is “5000 (mm)” and the car interval immediately before the floor adjustment operation (the floor length of the car frame 1) is “4000 (mm)”, 5000-4000. = 1000 (mm) is an error.

  The car position correcting unit 45 calculates a correction amount for correcting the positional deviation at the time of landing based on this error (step S24). Specifically, when the upper car 2 is used as an operation target car in the single operation mode, the correction amount A is obtained according to the above equation (1). When the lower car 3 is used as an operation target car, the correction amount B is obtained according to the above equation (2).

  When the correction amount of the car to be operated (upper car 2 or lower car 3) is obtained in this way, the car position correction unit 45 adds the correction amount to the current car position obtained in step S21. (Step S25). For example, if the correction amount A is “−500 (mm)” and the current car position is “11000 (mm)”, 11000−500 = 10500 (mm) is the car position after correction.

  FIG. 9 is a flowchart showing the travel control executed in step S17, and FIG. 10 is a flowchart showing the deceleration process included in the travel control.

  As shown in FIG. 9, first, the traveling control unit 48 selects the upward direction or the downward direction as the driving direction from the positional relationship between the floor where the car frame 1 is currently stopped and the destination floor (step S31). The car frame 1 starts to travel in the selected direction (step S32). Specifically, the floor where the upper car 2 or the lower car 3 used as the car to be operated in the single operation mode is currently stopped is set as the departure floor. The travel control unit 48 calculates a travel pattern corresponding to the travel distance from the departure floor to the destination floor by the speed pattern calculation unit 49 and causes the car frame 1 to travel according to the travel pattern.

  Next, the traveling control unit 48 determines the deceleration start position while the car frame 1 is traveling, and decelerates the car frame 1 at the deceleration start position (step S33).

  Specifically, as shown in FIG. 10, the traveling control unit 48 calculates the remaining distance from the current car position to the destination floor (step S41). In this case, since the car position is corrected by the car position correcting unit 45, the remaining distance calculation processing here is the same as before.

  Subsequently, the traveling control unit 48 determines the deceleration start position by comparing the deceleration start distance calculated from the rated speed and deceleration of the car frame 1 with the remaining distance (step S42). As shown in FIG. 6 (c), the position where the remaining distance <the deceleration start distance is set as the deceleration start position, and the deceleration starts when the car frame 1 reaches the deceleration start position.

  The remaining distance used in this determination process is calculated from the corrected car position. The correction amounts shown in the above formulas (1) and (2) are only for determining the car position, and the relationship between the plus / minus of the correction amount and the remaining distance differs depending on the driving direction of the car frame 1. Therefore, for example, when driving in the downward direction, when the car position is corrected to be shorter than the actual position (when the correction amount is negative), deceleration is started earlier than usual. . Conversely, when the car position is corrected longer than the actual position (when the correction amount is positive), deceleration is started later than usual. When driving in the upward direction, the deceleration start timing is reversed.

  Next, the traveling control unit 48 stops traveling when the car frame 1 reaches the destination floor (step S34), and performs leveling of the car to be operated on the destination floor (step S35). For example, if the upper car 2 is a car to be operated, the upper car 2 is positioned on the destination floor with reference to the installation position of the landing detection plate 22. In this case, since the car frame 1 is stopped at the target floor in accordance with the car interval immediately before the stop of the floor adjustment operation, the car to be operated does not greatly deviate from the normal landing position.

  Thus, according to the first embodiment, while the single operation mode is set, power consumption during operation can be significantly reduced by stopping the operation of the floor adjustment device 20. . At that time, the car position is corrected according to the car interval immediately before the stop of the floor adjustment operation and the car frame 1 is controlled based on the car position after the correction, so that the car to be operated is brought to the target floor. It can be properly implanted.

(Second Embodiment)
Next, a second embodiment will be described.

  In the first embodiment, when the single operation mode is set, the operation of the floor adjustment device 20 is stopped, and the car interval immediately before the operation stop is sent to the elevator control device 30. The car interval at this time is not fixed, but differs depending on the timing at which the floor adjustment device 20 stops operating. Therefore, in the elevator control device 30, it is necessary to calculate the correction amount shown in the above equations (1) and (2) every time the operation of the floor adjustment device 20 is stopped. Therefore, in the second embodiment, when the operation of the floor adjustment device 20 is stopped, the operation is stopped after adjusting to a predetermined car interval.

The operation of the second embodiment will be described below.
FIG. 11 is a flowchart showing elevator operation control in the second embodiment. In addition, the process shown by this flowchart is performed when the elevator control apparatus 30 which is a computer reads a predetermined program.

  First, the operation mode is set by the mode setting unit 41 of the elevator control device 30 (step S511). As described above, the operation modes of the double deck elevator include “double operation mode”, “single operation mode”, and “semi-double operation mode”.

  Now, it is assumed that the quiet time set in advance is reached and the mode is switched from the “double operation mode” or “semi-double operation mode” to the “single operation mode”. When the single operation mode is set (Yes in step S52), the operation control unit 42 adjusts the car interval of the car frame 1 to a predetermined interval (step S53), and then the power supply (electric power) of the floor adjustment device 20 Is shut off and the operation is stopped (step S54).

  Here, the “predetermined interval” can be arbitrarily set. However, as shown in FIG. 12, below the lowermost floor of the hoistway 10, a direction limit switch 50 is provided to restrict the car frame 1 from traveling for a certain distance below the lowermost floor for some reason. Is installed. Although not shown, a similar direction limit switch is also installed on the uppermost floor of the hoistway 10, and the car frame 1 is restricted from traveling upward by a predetermined distance from the uppermost floor.

  Therefore, as shown by the alternate long and short dash line in FIG. 12, if the operation of the floor adjustment device 20 is stopped with the car interval between the car frames 1 being short, when the car frame 1 stops on the lowest floor, Car 3 may not be landed on the lowest floor. The same applies to the top floor. If the operation of the floor adjustment device 20 is stopped while the car interval between the car frames 1 is short, when the car frame 1 stops on the top floor, the upper car 2 is moved to the top floor. You may not be able to land. In order to make it possible to land on the final floor as described above, it is preferable to stop the operation of the floor adjusting device 20 after adjusting the car frame 1 in a state where the car space is maximized in advance.

  Subsequent processing (steps S55 to S57) is the same as that in the first embodiment. However, since the car interval of the car frame 1 when the operation of the floor adjustment device 20 is stopped is determined, it is not necessary to acquire the car interval of the car frame 1 each time (see step S14 in FIG. 7). Also, when calculating the car position correction amount, the car interval immediately before the floor adjustment operation can be made constant (see step S23 in FIG. 8).

  As described above, according to the second embodiment, the calculation of the correction amount can be simplified by stopping the operation of the floor adjusting device 20 after adjusting to a predetermined car interval. Further, by widening the car interval to the maximum, landing can be ensured even at the terminal floor, and operation service can be performed.

  Depending on the building, the inter-floor length of the terminal floor is not necessarily the longest. Accordingly, when the car interval of the car frame 1 is stopped longer than the floor length of the terminal floor when the jingle operation is switched (when the operation of the floor adjustment device 20 is stopped), the car interval at that time is It may be determined that the service on the terminal floor is possible.

  Further, in each of the above embodiments, the case where the floor adjustment device 20 is stopped to operate in order to save power in the single operation mode has been described. However, the floor adjustment device 20 has failed due to some cause. Applicable even when the operation is stopped. In this case, the operation mode is switched to the single operation mode, the position deviation is obtained from the error between the car interval of the car frame 1 at the time of failure and the floor length of the target floor, and the car position is corrected based on the position deviation to change the car frame 1 What is necessary is just to carry out traveling control and to land the car made into the object of operation on the destination floor.

  Further, not only a double deck elevator having two cars in the car frame 1, but also a special elevator having a large number of cars, by using one of them in the same manner as described above, Operation can be continued even when the floor adjustment operation is stopped. However, the calculation formulas of the correction amounts of the above formulas (1) and (2) are based on the premise that the interlevel adjustment device 20 has a mechanical configuration that expands and contracts with the center between the floors symmetrical. Therefore, for example, when there are three cars, it cannot be achieved simply by changing “/ 2” to “/ 3” in the above formula, but there is a condition that the center car is fixed and the distance between the three cars is even. Necessary.

  Further, in the description of the operation of each embodiment described above, it has been described that the position of the car is corrected before traveling with respect to the positional deviation at the time of landing caused by the stoppage of the operation of the floor adjustment device 20, but FIG. The same can be said by shifting the deceleration start timing in consideration of the above-described positional deviation during the deceleration process.

  According to at least one of the embodiments described above, an elevator with a floor adjustment function that allows a car to be operated to correctly land on the target floor and continue the driving service even when the floor adjustment operation is stopped. Can be provided.

  In addition, although some embodiment of this invention was described, these embodiment is shown as an example and is not intending limiting the range of invention. These novel embodiments can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the scope of the invention. These embodiments and modifications thereof are included in the scope and gist of the invention, and are included in the invention described in the claims and the equivalents thereof.

  DESCRIPTION OF SYMBOLS 1 ... Car frame, 2 ... Upper cage, 3 ... Lower cage, 4a, 4b ... Motor, 5a, 5b ... Ball screw, 6a, 6b ... Ball screw, 7 ... Intermediate beam, 8, 9 ... Support mechanism, 10 ... Hoistway, DESCRIPTION OF SYMBOLS 11 ... Hoisting machine, 12 ... Warp sheave, 13 ... Main rope, 14 ... Counterweight, 15 ... Duct under the cage, 16 ... Tail cord, 21-23 ... Landing detection plate, 24-26 ... Landing switch, 30 ... Elevator control device, 31-33 ... Pulse generator, 34 ... Governor, 35,36 ... Destination floor button, 37a-37c ... Direction button, 38a-38c ... Place on each floor, 41 ... Mode setting section, 42 ... Operation control section , 43... Car position detection unit, 44... Car interval acquisition unit, 45... Car position correction unit, 46 .. inter-story length table, 47 .. call storage unit, 48 .. travel control unit, 49. Direction Limit switch.

Claims (5)

Floor adjustment comprising a car frame in which at least two cars are connected in the vertical direction, and a floor adjustment device for adjusting the distance between the cars in the car frame according to the floor length of each floor in the hoistway. In function elevators,
Car position detection means for detecting the position of the car frame in the hoistway;
Car interval acquisition means for acquiring the interval of each of the cars immediately before the stop of the operation of the floor adjustment device;
Storage means for storing the floor length indicating the interval between the floors in advance;
Mode setting means for setting a single operation mode in which any one of the cars is used as a car to be operated;
Operation control means for stopping the operation of the floor adjustment device when the single operation mode is set by the mode setting means;
Immediately before the stop of the operation of the floor adjustment device obtained by the floor length of the destination floor stored in the storage means and the cage interval acquisition means when the operation of the floor adjustment device stops. Car position correcting means for correcting the position of the car frame detected by the car position detecting means based on an error from the distance between the cars.
Based on the position of the car frame corrected by the car position correcting means, the remaining distance to the target floor is calculated, the car frame is decelerated at the deceleration start position corresponding to the remaining distance, and the inside of each car is An elevator with a floor adjustment function, comprising: a traveling control means for landing one of the above on the destination floor. The mode setting means is
The elevator with a floor adjustment function according to claim 1, wherein the single operation mode is set according to a time zone. The operation control means includes
The elevator with a floor adjustment function according to claim 1, wherein the operation of the floor adjustment device is stopped by shutting off power supply to the floor adjustment device. The operation control means includes
The elevator with a floor adjustment function according to claim 1, wherein the operation of the floor adjustment device is stopped after adjusting the distance between the cars to a predetermined distance. The operation control means includes
The elevator with a floor adjustment function according to claim 1, wherein the operation of the floor adjustment device is stopped after adjusting the distance between the cars to the maximum.

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