JP7332058B2 - multi car elevator - Google Patents

Description

The present disclosure relates to multi-car elevators.

Patent Document 1 discloses an example of a multi-car elevator. The elevator has modes of operation, such as an independent mode of operation in which vertically adjacent cars are independent of each other. In the independent mode of operation, each car is braked to a stop by a braking device when vertically adjacent cars approach closer than a safe distance.

Japanese Patent Application Laid-Open No. 2012-86970

In the independent operation mode of the elevator of Patent Document 1, one of the vertically adjacent cars ascends and descends at a speed that does not depend on the situation of the other car. Therefore, if the car is moved up and down at a low speed so as to avoid collision, the operation efficiency will be reduced. On the other hand, if the car is moved up and down at high speed in order to improve the operation efficiency, the braking distance due to the braking stop will be long, so there is a possibility that the car will collide.

The present disclosure provides an elevator in which operation efficiency is less likely to decrease and in which collisions between vertically adjacent cars can be avoided.

The elevator according to the present disclosure is arranged in a hoistway, a first car that ascends and descends in a vertical direction, and the first car and the first car in the hoistway are arranged so as to overlap each other in a horizontal projection plane, and the first car A second car that is adjacent in the vertical direction and ascends and descends in the vertical direction and a first speed pattern that is the relationship between the position and speed of the first car with reference to the position of the destination floor of the first car is generated. A generation unit generates a second speed pattern, which is a relationship between the position and speed of the first car based on a position with a margin in the direction of the first car from the position where the second car stops, which is generated by the first car. a second generator for generating a speed of the first car so that the speed of the first car does not exceed an upper limit speed at which the first car does not collide with the second car when the car is braked and stopped by a braking device; and the first speed. an elevation control unit that controls elevation of the first car based on whichever of the pattern and the second speed pattern has the lower speed at the current position of the first car.

With the elevator according to the present disclosure, operation efficiency is less likely to decrease, and collisions between vertically adjacent cars are more likely to be avoided.

1 is a configuration diagram of an elevator according to Embodiment 1; FIG. 4 is a diagram illustrating an example of braking distance in the elevator according to Embodiment 1; FIG. 4 is a diagram illustrating an example of braking distance in the elevator according to Embodiment 1; FIG. 4 is a block diagram showing the configuration of a second generator according to Embodiment 1; FIG. FIG. 4 is a diagram showing an example of an elevator speed pattern according to Embodiment 1; FIG. FIG. 4 is a diagram showing an example of an elevator speed pattern according to Embodiment 1; FIG. 4 is a flow chart showing an example of the operation of the elevator according to Embodiment 1; 4 is a diagram showing an example of time-series waveforms of motion of an elevator according to Embodiment 1. FIG. 4 is a diagram showing an example of time-series waveforms of motion of an elevator according to Embodiment 1. FIG. 2 is a hardware configuration diagram of main parts of the elevator according to Embodiment 1. FIG. FIG. 9 is a diagram showing an example of an elevator speed pattern according to Embodiment 2; 9 is a flow chart showing an example of the operation of an elevator according to Embodiment 2; FIG. 10 is a diagram showing an example of time-series waveforms of motion of an elevator according to Embodiment 2; FIG. 10 is a diagram showing an example of an elevator speed pattern according to Embodiment 3; FIG. 11 is a diagram showing an example of time-series waveforms of motion of an elevator according to Embodiment 3; FIG. 12 is a block diagram showing the configuration of a second generator according to Embodiment 4; FIG. FIG. 13 is a diagram showing an example of an elevator speed pattern according to Embodiment 4; FIG. 14 is a block diagram showing the configuration of a second generation unit according to Embodiment 5; FIG. 13 is a diagram showing an example of an elevator speed pattern according to Embodiment 5;

DETAILED DESCRIPTION OF THE INVENTION Embodiments for implementing the present disclosure will be described with reference to the accompanying drawings. In each figure, the same or corresponding parts are denoted by the same reference numerals, and overlapping descriptions are appropriately simplified or omitted.

Embodiment 1.
FIG. 1 is a configuration diagram of an elevator 1 according to Embodiment 1. As shown in FIG.

Elevator 1 is applied to a building having a plurality of floors. In a building, a hoistway 2 for an elevator 1 is provided. The hoistway 2 is a vertically elongated space that spans multiple floors.

The elevator 1 includes a plurality of cars 3 , a plurality of counterweights 4 , a plurality of hoisting machines 5 , a plurality of main ropes 6 , a plurality of braking devices 7 , and a plurality of control panels 8 .

Each car 3 is a device that transports users between a plurality of floors by vertically moving up and down in the hoistway 2 . Each car 3 is arranged so as to overlap each other in the horizontal projection plane. That is, each car 3 is arranged so that at least a part thereof overlaps each other when projected onto a horizontal plane passing through the hoistway 2 . The elevator 1 is a multi-car system in which a plurality of cars 3 ascend and descend a common hoistway 2 .

In this example, the elevator 1 is a double car system in which two cars 3 ascend and descend a common hoistway 2 . One car 3 ascends and descends above the other car 3 in the hoistway 2 . The upper car 3 and the lower car 3 are vertically adjacent to each other.

A plurality of counterweights 4 correspond to a plurality of cages 3 on a one-to-one basis. Each counterweight 4 is arranged in the hoistway 2 . In the hoistway 2 each counterweight 4 raises and lowers the corresponding car 3 in the opposite direction.

A plurality of hoisting machines 5 correspond to a plurality of cages 3 on a one-to-one basis. Each hoist 5 is a device that raises and lowers the corresponding car 3 on the hoistway 2 . Each hoisting machine 5 includes a motor that generates torque and a sheave that is rotationally driven by the motor.

Each main rope 6 corresponds to one of the cars 3. Each main rope 6 corresponds to the same hoist 5 as the corresponding car 3 . Each main rope 6 corresponds to the same counterweight 4 as the corresponding car 3 . Each main rope 6 is wound around the sheave of the corresponding hoist 5 . Each main rope 6 suspends the corresponding car 3 in the hoistway 2 on one side of the sheave of the corresponding hoist 5 . Each main rope 6 suspends a corresponding counterweight 4 in the hoistway 2 on the other side of the sheave of the corresponding hoist 5 . Each main rope 6 is a device that raises and lowers the corresponding car 3 and counterweight 4 in mutually opposite directions by the torque generated by the motor of the corresponding hoisting machine 5 . Each main rope 6 may suspend the corresponding car 3 and counterweight 4 by different roping methods.

A plurality of braking devices 7 correspond to a plurality of hoisting machines 5 on a one-to-one basis. Each braking device 7 corresponds to the same car 3 as the corresponding hoist 5 . Each braking device 7 is provided on the corresponding hoist 5 . Each braking device 7 is a device that brakes the corresponding car 3 by generating, for example, frictional force in the corresponding hoist 5 . Each braking device 7 starts braking the corresponding car 3 upon input of a stop signal or the like. Each braking device 7 is used for braking and stopping the corresponding car 3 . The car 3 is braked and stopped by inputting a stop signal to the braking device 7 corresponding to the car 3 when an abnormality is detected in the car 3 or equipment corresponding to the car 3 . Here, in the braking device 7 , there is a delay time from when an abnormality causing a braking stop of the corresponding car 3 occurs to when the braking of the corresponding car 3 is started. The delay time is caused by, for example, software operation delay and hardware operation delay. In this example, the car 3 normally lands on the floor without using the braking device 7 by controlling the torque of the corresponding hoist 5 or the like. Each braking device 7 is used to maintain the stop position of the corresponding car 3 after landing in normal operation.

A plurality of control panels 8 correspond to a plurality of cars 3 on a one-to-one basis. The control panel 8 is a device for controlling the operation of the corresponding car 3 and the like. Each control panel 8 includes an information acquisition section 9 , a first generation section 10 , a second generation section 11 , and an elevation control section 12 . The control panel 8 may have a function of detecting an abnormality in the corresponding car 3 or the equipment corresponding to the car 3 .

The information acquisition unit 9 is a part that acquires information necessary for controlling the corresponding car 3 . The information necessary for controlling the car 3 includes, for example, the position of the car 3 in the hoistway 2, the speed of the car 3, and the destination floor of the call registered in the car 3. Information necessary for controlling the car 3 is obtained from sensors, switches, and the like provided for the car 3 in the elevator 1 . The sensor provided for the car 3 is, for example, an encoder provided for the hoist 5 corresponding to the car 3 . The switch provided for the car 3 is, for example, a limit switch or the like that detects that the car 3 has reached a preset position in the hoistway 2 . The information acquisition unit 9 acquires self-car information, which is information about the corresponding car 3, from sensors and switches provided for the car 3, for example. The information acquisition unit 9 obtains other car information, which is information on other cars 3 other than the corresponding car 3 among the plurality of cars 3, from the information acquisition unit 9 of the control panel 8 corresponding to the other car 3, for example. get. Information acquired by the information acquisition unit 9 may be used, for example, to detect an abnormality in the control panel 8 .

The first generator 10 is a part that generates the first speed pattern of the corresponding car 3 . The first speed pattern of car 3 represents the relationship between the position and speed of car 3 . The first speed pattern of car 3 is generated with reference to the position of the destination floor of car 3 . In the first speed pattern of car 3, the reference position is the position where the speed of car 3 is zero. The first generation unit 10 generates the first speed pattern based on the car information acquired by the information acquisition unit 9, for example. The first generator 10 generates a first speed pattern for each control cycle.

The second generator 11 is a part that generates a second speed pattern for the corresponding car 3 . The second speed pattern of car 3 represents the relationship between the position and speed of car 3 . The second speed pattern of the car 3 is generated with reference to a position with a margin in the direction of the car 3 where the second speed pattern is generated from the position where the other car 3 adjacent to the car 3 stops. . Here, the margin is the distance set in generating the second speed pattern. In the second speed pattern of the car 3, the reference position is the position where the speed of the car 3 becomes zero. The second generation unit 11 generates the second speed pattern based on the own car information and other car information acquired by the information acquisition unit 9, for example. The second speed pattern of car 3 is generated so as not to exceed the limit speed of car 3 . The limit speed of the car 3 is the upper limit speed at which the car 3 does not collide with another adjacent car 3 even when the car 3 is stopped by braking. In this example, the limit speed of the upper car 3 is the upper limit speed at which the upper car 3 does not collide with the lower car 3 even when the upper car 3 brakes and stops. Similarly, the limit speed of the lower car 3 is the upper limit speed at which the lower car 3 does not collide with the upper car 3 even when the lower car 3 stops by braking. The second generator 11 generates a second speed pattern for each control cycle.

The lift control unit 12 is a part that controls the lift of the corresponding car 3 . The elevation control unit 12 acquires the first speed pattern from the first generation unit 10 for each control cycle. The elevation control unit 12 acquires the second speed pattern from the second generation unit 11 for each control cycle. The elevation control unit 12 includes a comparison unit 13 and a signal generation unit 14 . The comparison unit 13 is a part that compares the first speed pattern and the second speed pattern acquired for each control cycle. The comparison unit 13 inputs the first speed pattern and the second speed pattern of the car 3 , whichever is slower at the current position of the car 3 , to the signal generation unit 14 as the speed pattern of the car 3 . The signal generator 14 generates a control signal for the car 3 based on the speed pattern of the car 3 input from the comparator 13 . The signal generator 14 outputs the generated control signal for the car 3 to the hoisting machine 5 corresponding to the car 3, thereby controlling the elevation of the car 3 through the torque generated by the motor of the hoisting machine 5. . The signal generator 14 may have a function of generating a stop signal for braking and stopping the car 3 when the control panel 8 detects an abnormality in the corresponding car 3 or the like.

Next, an example of the braking distance of the car 3 when the car 3 is stopped by braking will be described with reference to FIGS. 2A and 2B.
2A and 2B are diagrams illustrating examples of braking distances in the elevator 1 according to Embodiment 1. FIG.
In FIGS. 2A and 2B, the horizontal axis represents the speed of the car 3 with the rising direction being positive. The vertical axis represents the position of the car 3 . 2A and 2B show an example of the case where an abnormality occurs in car 3 at position _X0 .

In FIG. 2A, an example is shown where the car 3 is ascending/descending in the negative direction at a velocity V _A0 when the anomaly occurs. That is, the car 3 is descending when the abnormality occurs.

The abnormal state continues from the occurrence of the abnormality to the start of braking by the braking device 7 after a delay time. During this time, the speed of car 3 increases to a speed V _A1 which is higher than the speed V _A0 . At this time, car 3 descends to position X _A1 . After that, the car 3 stops at the position _XA2 because the braking device 7 starts braking. At this time, the braking distance of car 3 is X ₀ -X _A2 .

In FIG. 2B, an example is shown where the car 3 is ascending/descending in the negative direction at a velocity _VB0 when the anomaly occurs. Here, the velocity V _B0 is slower than the velocity V _A0 . That is, when the anomaly occurs, car 3 is descending at a slower speed than in the case shown in FIG. 2A.

The abnormal state continues from the occurrence of the abnormality to the start of braking by the braking device 7 after a delay time. During this time, the speed of car 3 increases to _VB1 , which is higher than _VB0 . At this time, car 3 descends to position _XB1 . After that, the car 3 stops at the position X _B2 because the braking device 7 starts braking. At this time, the braking distance of car 3 is X ₀ -X _B2 .

At this time, if the delay time of the braking device 7, the acceleration of the car 3 due to the abnormality, and the deceleration of the car 3 by the braking device 7 are common, V _A0 is faster than V _B0 , and V _A1 is faster than V _B1 . Therefore, X _A2 is positioned lower than X _B2 . That is, if the speed of the car 3 when the abnormality occurs is low, the braking distance of the car 3 will be short. Therefore, if the speed of the car 3 when the abnormality occurs is sufficiently low, collision between the car 3 and other adjacent cars 3 can be avoided even when the car 3 is stopped by braking.

The limit speed, which is the upper limit speed at which collision between the car 3 and another car 3 adjacent thereto can be avoided when the car 3 is braked to a stop, is calculated, for example, as follows. An example in which the car 3 is ascending/descending in the negative direction at a speed _V0 , that is, the car 3 is descending will be described.

When the car 3 is ascending/descending at a speed _V0 , if the car 3 speeds up due to an abnormality such as control runaway or rope breakage, the speed V of the speeded-up car 3 after the delay time _td of the braking device 7 ₁ is represented by the following formula (1). Here, it is assumed that the car 3 accelerates at the runaway acceleration _ar during the delay time _td .

A distance _S1 that the car 3 moves during the delay time _td is expressed by the following equation (2).

The distance _S2 that the car 3 moves from when the braking device 7 starts braking the car 3 after the delay time _td to when the car 3 stops is expressed by the following equation (3). Here, it is assumed that the car 3 during braking by the braking device 7 is decelerating at a deceleration _gs .

Therefore, the braking distance S of the car 3 from the occurrence of the abnormality to the stop is represented by the following equation (4).

Here, the remaining distance _Xz to the destination floor of car 3 to be braked and stopped is expressed by the following equation (5). Here, the position of the destination floor of the car 3 is assumed to be the position _Xf . The position of the car 3 when the abnormality occurs is assumed to be the position _X0 .

At this time, assuming that the distance between the cars 3 when another car 3 adjacent to the car 3 stops at the floor adjacent to the destination floor of the car 3 to be braked and stopped is Z, the collision avoidance condition is as follows. (6).

Therefore, by solving the equations (4) to (6) for the initial velocity _V0 of the car 3, the condition for the initial velocity _V0 is represented by the following equation (7). That is, the limit speed is calculated as shown on the right side of the following equation (7) according to the position _X0 of the car 3 to be braked and stopped and the destination floor of the car 3 .

The second generator 11 of the control panel 8 generates the second speed pattern so as not to exceed the limit speed calculated in this way.

Next, an example of control of the car 3 in the elevator 1 will be described with reference to FIGS. 3 to 5. FIG.
FIG. 3 is a block diagram showing the configuration of the second generator 11 according to Embodiment 1. As shown in FIG.
4 and 5 are diagrams showing examples of speed patterns of the elevator 1 according to Embodiment 1. FIG.
6 is a flow chart showing an example of the operation of the elevator 1 according to Embodiment 1. FIG.
7 and 8 are diagrams showing examples of time-series waveforms of motion of the elevator 1 according to the first embodiment.

In this example, the control of the upper car 3 will be explained. At this time, the upper car 3 is an example of the first car. At this time, the lower car 3 adjacent to the upper car 3 is an example of the second car. Note that when focusing on the control of the lower car 3, the lower car 3 is also an example of the first car. At this time, the upper car 3 is also an example of the second car. In addition, in the elevator 1 having three or more cars 3, when focusing on the control of the car 3 arranged in the middle, the car 3 is another example of the first car. At this time, the car 3 adjacent above or below the car 3 is another example of the second car.

In controlling the upper car 3 , the information acquisition unit 9 of the control panel 8 corresponding to the upper car 3 acquires own car information about the upper car 3 and other car information about the lower car 3 . Based on the information acquired by the information acquiring section 9, the first generating section 10 generates the first speed pattern. Also, based on the information acquired by the information acquiring section 9, the second generating section 11 generates a second speed pattern.

In FIG. 3, an example of calculation of the reference for the second speed pattern is shown.

In the control panel 8 corresponding to the upper car 3, the second generator 11 generates the second speed pattern of the upper car 3 with a margin in the direction of the upper car 3 from the position where the lower car 3 stops. Generate based on position. Here, the second generator 11 acquires the destination floor of the lower car 3 based on the other car information. The second generating unit 11 sets the acquired position of the destination floor of the lower car 3 as the position at which the lower car 3 stops. The second generation unit 11 also uses the inter-floor distance from the destination floor of the upper car 3 to the floor adjacent below as a margin. The second generator 11 generates the second speed pattern of the upper car 3 based on the position obtained by adding a margin to the position where the lower car 3 stops. Here, when the distance between adjacent floors in a building is different for each floor, the second generation unit 11 generates the second speed pattern using a different margin for each target floor of the upper car 3. may be generated.

In addition, in the elevator 1 including three or more cars 3, when focusing on the control of the car 3 arranged in the middle, the second generation unit 11 of the control panel 8 corresponding to the car 3 A reference calculation method may be selected according to the traveling direction. For example, when the car 3 arranged in the middle is lowered, the second generation unit 11 of the control panel 8 corresponding to the car 3 is based on the position obtained by adding a margin to the position where the car 3 adjacent below stops. and On the other hand, when the car 3 arranged in the middle is raised, the second generation unit 11 of the control panel 8 corresponding to the car 3 raises the position obtained by subtracting the margin from the position where the car 3 adjacent above stops. and

In FIG. 4, the horizontal axis represents the speed of the car 3 with the rising direction being positive. The vertical axis represents the position of the car 3 .

In the control panel 8 corresponding to the upper car 3 , the first generating section 10 generates a first speed pattern for the upper car 3 based on the own car information acquired by the information acquiring section 9 . The first speed pattern of the upper car 3 is based on the position of the destination floor of the upper car 3 .

In this example, the first speed pattern includes phases of constant speed operation, transitional operation, deceleration operation, and landing operation in this order. The phase in the first speed pattern of the upper car 3 is switched according to, for example, the distance from the position of the upper car 3 to the position of the destination floor of the upper car 3 . During constant speed operation, the upper car 3 descends at a constant speed. During the deceleration operation, the upper car 3 decelerates at a constant deceleration. Transition operation is a phase in which constant speed operation is transitioned to deceleration operation. In the transition operation, the acceleration of the upper car 3 changes with a constant jerk from 0 to deceleration in deceleration operation, for example. Landing operation is the phase when the magnitude of deceleration monotonically decreases until stopping after deceleration operation. In the landing operation, the acceleration of the upper car 3 changes with a constant jerk from the deceleration in the deceleration operation to 0, for example.

In the control panel 8 corresponding to the upper car 3 , the second generating section 11 generates a second speed pattern for the upper car 3 based on the own car information and the other car information acquired by the information acquiring section 9 . When the destination floor of the lower car 3 is two floors or more below the destination floor of the upper car 3, the reference for the second speed pattern is the position of the floor below the destination floor of the upper car 3. At this time, the reference for the second speed pattern is lower than the reference for the first speed pattern. On the other hand, when the destination floor of the lower car 3 is the floor adjacent to the destination floor of the upper car 3, the reference of the second speed pattern is the position of the destination floor of the upper car 3. That is, the reference for the second speed pattern matches the reference for the first speed pattern. Thus, the second generator 11 generates the second speed pattern according to the situation of the lower car 3 .

In this example, the second speed pattern, like the first speed pattern, includes phases of constant speed operation, transitional operation, deceleration operation, and landing operation in this order. The phase in the second speed pattern of the upper car 3 is switched according to, for example, the distance from the position of the upper car 3 to the reference of the second speed pattern. Here, the magnitude of deceleration during the deceleration operation of the second speed pattern is smaller than the magnitude of deceleration during the deceleration operation of the first speed pattern. Therefore, the distance between the position at which deceleration operation is shifted to the reference in the second speed pattern and the reference is longer than the distance between the position at which deceleration operation is shifted to the reference in the first speed pattern. Further, the speed of the upper car 3 during the deceleration operation in the second speed pattern based on the same position as the first speed pattern is lower than the speed in the first speed pattern when the upper car 3 is in the same position. Become.

In FIG. 5, the horizontal axis represents the speed of the car 3 with the rising direction being positive. The vertical axis represents the position of the car 3 . FIG. 5 shows an example in which the destination floor of the lower car 3 is the floor adjacent to the destination floor of the upper car 3 .

The control panel 8 corresponding to the lower car 3 generates the first speed pattern and the second speed pattern for the lower car 3 in the same manner as the control panel 8 corresponding to the upper car 3 .

FIG. 6 shows an example of the operation of the control panel 8 corresponding to the upper car 3 in each control cycle.

In step S11, the first generator 10 generates a first speed pattern. After that, in step S12, the second generator 11 generates a second speed pattern.

After that, in step S13, the comparison unit 13 compares the first speed pattern and the second speed pattern, for example, as follows. The comparison unit 13 calculates the speed at the current position of the upper car 3 based on the first speed pattern. The comparison unit 13 calculates the speed of the upper car 3 at the current position based on the second speed pattern. The comparison unit 13 determines whether the speed calculated based on the second speed pattern is slower than the speed calculated based on the first speed pattern. If the determination result is Yes, the operation of the control panel 8 proceeds to step S14. On the other hand, when the determination result is No, the operation of the control panel 8 proceeds to step S15.

In step S<b>14 , the comparator 13 inputs the second speed pattern to the signal generator 14 . The signal generating section 14 generates a control signal for the upper car 3 based on the input second speed pattern. The signal generator 14 outputs the generated control signal to the hoisting machine 5 corresponding to the upper car 3 to control the elevation of the upper car 3 . After that, the operation of the control panel 8 for each control cycle ends.

In step S<b>15 , the comparator 13 inputs the first speed pattern to the signal generator 14 . The signal generator 14 generates a control signal for the upper car 3 based on the input first speed pattern. The signal generator 14 outputs the generated control signal to the hoisting machine 5 corresponding to the upper car 3 to control the elevation of the upper car 3 . After that, the operation of the control panel 8 for each control cycle ends.

In FIG. 7 an example of movement of the upper car 3 and lower car 3 is shown. The upper graph in FIG. 7 represents the time series waveform of the speed of car 3 . In the upper graph of FIG. 7, the horizontal axis represents time. The vertical axis represents the speed of the car 3 with the rising direction being positive. The lower graph in FIG. 7 represents the time series waveform of the position of the car 3 . In the lower graph of FIG. 7, the horizontal axis represents time. The vertical axis represents the position of the car 3 . FIG. 7 shows an example in which the lower car 3 first rises to the destination floor and then the upper car 3 descends to the destination floor. In this example, the destination floor of lower car 3 is adjacent to the destination floor of upper car 3. Note that the time-series waveform shown here is an example shown for explanation, and the movement of the plurality of cars 3 in the elevator 1 is not limited to this.

The first speed pattern and the second speed pattern match at the position where the upper car 3 is operated at a constant speed with the second speed pattern. Therefore, when the upper car 3 is at this position, the elevation control section 12 controls the elevation of the upper car 3 based on the first speed pattern or the second speed pattern.

At the position where deceleration operation is performed with the second speed pattern of the upper car 3, the second speed pattern becomes a speed pattern slower than the first speed pattern. Therefore, when the upper car 3 is at this position, the elevation control section 12 controls the elevation of the upper car 3 based on the second speed pattern. Since the second speed pattern shifts to deceleration operation at a position farther from the reference than the first speed pattern, the upper car 3 starts decelerating earlier than when ascending and descending based on the first speed pattern. Also, the upper car 3 decelerates at a smaller deceleration than when ascending and descending based on the first speed pattern. Thus, when the upper car 3 approaches the lower car 3, the upper car 3 lands on the destination floor at a low speed based on the second speed pattern.

Further, like the upper car 3, the lower car 3 also lands on the destination floor at low speed based on the second speed pattern.

In FIG. 8 another example of movement of the upper car 3 and the lower car 3 is shown. The upper graph in FIG. 8 represents the time-series waveform of the speed of the car 3, like the upper graph in FIG. The lower graph in FIG. 8 represents the time series waveform of the position of the car 3, like the lower graph in FIG. FIG. 8 shows an example in which the destination floor of the lower car 3 is two floors or more below the destination floor of the upper car 3 . Note that the time-series waveform shown here is an example shown for explanation, and the movement of the plurality of cars 3 in the elevator 1 is not limited to this.

In this example, the reference for the second speed pattern will be below the reference for the first speed pattern. At the position from the current position of the upper car 3 to the destination floor of the upper car 3, the first speed pattern becomes a speed pattern slower than the second speed pattern. Therefore, the lift controller 12 controls the lift of the upper car 3 based on the first speed pattern. The upper car 3 decelerates at a deceleration that is greater in magnitude than when ascending and descending based on the second speed pattern. In this way, when the upper car 3 and the lower car 3 are separated from each other, the upper car 3 is driven at a speed that gives priority to operational efficiency based on the first speed pattern that does not depend on the situation of the lower car 3. Land on the floor.

Further, similarly to the upper car 3, the lower car 3 also lands at the destination floor at a speed that prioritizes operational efficiency based on the first speed pattern that does not depend on the situation of the lower car 3.

As described above, the elevator 1 according to Embodiment 1 includes a plurality of cars 3, a first generation unit 10, a second generation unit 11, and an elevation control unit 12. The plurality of cars 3 includes an upper car 3 and a lower car 3. Upper car 3 and lower car 3 are arranged in hoistway 2 . The upper car 3 and the lower car 3 move up and down in the vertical direction. The lower car 3 and the upper car 3 are arranged so as to overlap each other in the horizontal projection plane. The lower car 3 is vertically adjacent to the upper car 3 . The first generator 10 generates a first speed pattern. The first speed pattern is the relationship between the position and speed of the upper car 3 with the position of the destination floor of the upper car 3 as a reference. The second generator 11 generates a second speed pattern so that the speed of the upper car 3 does not exceed the speed limit. The second speed pattern is the relationship between the position and speed of the upper car 3 with reference to a position with a margin in the direction of the upper car 3 from the position where the lower car 3 stops. The limit speed is the upper limit speed at which the upper car 3 does not collide with the lower car 3 when the upper car 3 is braked and stopped by the braking device 7 . The elevation control unit 12 controls elevation of the upper car 3 based on whichever of the first speed pattern and the second speed pattern has the lower speed at the current position of the upper car 3 .

With such a configuration, when the vertically adjacent cars 3 are separated from each other, one car 3 operates at a speed that prioritizes operation efficiency based on the first speed pattern that does not depend on the situation of the other car 3. Arrive at the destination floor. On the other hand, when the vertically adjacent car 3 approaches, the car 3 lands on the destination floor at a speed lower than the limit speed based on the second speed pattern. In this manner, one of the cars 3 adjacent in the vertical direction moves up and down at a speed corresponding to the situation of the other car 3 . As a result, the operation efficiency of the elevator 1 is less likely to decrease, and collisions between the cars 3 adjacent in the vertical direction are more likely to be avoided.

The second generation unit 11 also generates the second speed pattern such that the magnitude of deceleration during deceleration operation in the second speed pattern is smaller than the magnitude of deceleration during deceleration operation in the first speed pattern.

With such a configuration, the car 3 controlled based on the second speed pattern lands at a lower speed than when controlled based on the first speed pattern. Therefore, collision with the car 3 adjacent in the vertical direction can be easily avoided.

The second generation unit 11 also generates the second speed pattern with the position at which the lower car 3 stops as the position of the destination floor of the lower car 3 .

With such a configuration, the second generator 11 can more accurately acquire the stop position of the adjacent car 3 . Therefore, collision with the car 3 adjacent in the vertical direction can be easily avoided.

The second generation unit 11 also generates the second speed pattern by using the inter-floor distance from the target floor of the upper car 3 to the floor adjacent to the lower car 3 side as the margin.

With such a configuration, the distance between the cars 3 that avoids collisions with the adjacent cars 3 can be more reliably secured. Therefore, collision with the car 3 adjacent in the vertical direction can be easily avoided.

In addition, the limit speed is calculated based on the deceleration by the braking device 7, the delay time of the operation of the braking device 7, and the distance between the position of the upper car 3 at the destination floor and the current position of the upper car 3. be.

With such a configuration, the limit speed is easily calculated based on known information such as design values and obtainable information. This facilitates calculation or design of the second speed pattern.

In addition, when maintenance work such as maintenance inspection is performed in the elevator 1, the second generation unit 11 may generate the second speed pattern with a margin larger than the normal distance. For example, when focusing on the control of the upper car 3, the second setting unit may take a margin larger than the inter-floor distance from the target floor of the upper car 3 to the floor adjacent to the lower car 3 side. In maintenance work, a maintenance worker may work on the car 3 . In such a case, the workability of maintenance personnel is improved.

Next, an example of the hardware configuration of the elevator 1 will be described with reference to FIG. 9 .
FIG. 9 is a hardware configuration diagram of main parts of the elevator 1 according to the first embodiment.

Each function of the elevator 1 can be realized by a processing circuit. The processing circuitry comprises at least one processor 100a and at least one memory 100b. The processing circuitry may comprise at least one piece of dedicated hardware 200 in conjunction with or in place of processor 100a and memory 100b.

When the processing circuit includes the processor 100a and the memory 100b, each function of the elevator 1 is implemented by software, firmware, or a combination of software and firmware. At least one of software and firmware is written as a program. The program is stored in memory 100b. The processor 100a realizes each function of the elevator 1 by reading and executing the programs stored in the memory 100b.

The processor 100a is also called a CPU (Central Processing Unit), a processing device, an arithmetic device, a microprocessor, a microcomputer, or a DSP. The memory 100b is composed of, for example, nonvolatile or volatile semiconductor memory such as RAM, ROM, flash memory, EPROM, and EEPROM.

Where the processing circuitry comprises dedicated hardware 200, the processing circuitry may be implemented, for example, in single circuits, multiple circuits, programmed processors, parallel programmed processors, ASICs, FPGAs, or combinations thereof.

Each function of the elevator 1 can be implemented by a processing circuit. Alternatively, each function of the elevator 1 can be collectively realized by a processing circuit. A part of each function of the elevator 1 may be realized by the dedicated hardware 200 and the other part may be realized by software or firmware. Thus, the processing circuitry implements each function of elevator 1 in dedicated hardware 200, software, firmware, or a combination thereof.

In each of the embodiments described below, the differences from the examples disclosed in the other embodiments will be described in particular detail. For features not described in each of the following embodiments, any feature disclosed in other embodiments may be employed.

Embodiment 2.
FIG. 10 is a diagram showing an example of speed patterns of the elevator 1 according to the second embodiment.
FIG. 11 is a flow chart showing an example of the operation of the elevator 1 according to the second embodiment.
FIG. 12 is a diagram showing an example of time-series waveforms of motion of the elevator 1 according to the second embodiment.

In this example, the control of the upper car 3 will be explained. For the lower car 3, or for other cars 3 when the elevator 1 has more than two cars 3, the control panel 8 controls the corresponding car 3 in the same way.

In FIG. 10, the horizontal axis represents the speed of the car 3 with the rising direction being positive. The vertical axis represents the position of the car 3 .

In the control panel 8 corresponding to the upper car 3 , the second generator 11 generates a plurality of sub-patterns for the upper car 3 based on the own car information and the other car information acquired by the information acquisition unit 9 . Here, for car 3 , each sub-pattern represents the relationship between the position and speed of the car 3 . For car three, each sub-pattern is generated in the same way as the second speed pattern for that car. For each car 3, each sub-pattern is generated based on a position with a margin in the direction of the car 3 where the sub-pattern is generated from the position where the other car 3 adjacent to the car 3 stops. In each sub-pattern for car 3, the reference position is the position where the speed of car 3 is zero. For car 3, each sub-pattern is generated such that the limit speed for that car 3 is not exceeded.

In this example, the second generator 11 generates two sub-patterns. The magnitude of deceleration during deceleration operation of one sub-pattern is smaller than the magnitude of deceleration during deceleration of the other sub-pattern. In this example, the margin for the reduced speed sub-pattern with the smaller magnitude of deceleration is shorter than the margin for the high deceleration sub-pattern with the smaller magnitude of deceleration. That is, the reference for the high deceleration sub-pattern is above the margin for the low-velocity sub-pattern.

In this example, the criteria for the reduced speed sub-pattern match the criteria for the first speed pattern. The position of transition to deceleration operation in the high deceleration sub-pattern is set above the position of transition to deceleration operation in the first speed pattern. The deceleration magnitude of the high deceleration sub-pattern may be greater than the deceleration magnitude of the first speed pattern. Alternatively, the magnitude of deceleration of the high deceleration sub-pattern may be less than or equal to the magnitude of deceleration of the first speed pattern.

The second generator 11 generates a second speed pattern so as to switch to a sub-pattern having a faster speed at the current position of the upper car 3 among the generated speed patterns. In this example, the second speed pattern is a speed pattern that shifts from constant speed operation to deceleration operation with a sub-pattern of high deceleration, then switches to deceleration operation with a sub-pattern of reduced speed, and stops after landing operation. . At this time, the reference of the second generator 11 becomes the reference of the sub-pattern of the reduction speed.

FIG. 11 shows an example of the operation of the control panel 8 corresponding to the upper car 3 in each control cycle.

In step S21, the first generator 10 generates a first speed pattern. After that, in step S22, the second generator 11 generates a reduced speed sub-pattern. After that, in step S23, the second generator 11 generates a high deceleration sub-pattern.

After that, in step S24, the second generator 11 compares the low speed sub-pattern and the high deceleration sub-pattern, for example, as follows. The second generator 11 calculates the speed at the current position of the upper car 3 based on the reduced speed sub-pattern. The second generator 11 calculates the speed of the upper car 3 at the current position based on the high deceleration sub-pattern. The second generator 11 determines whether the speed calculated based on the reduced speed sub-pattern is slower than the speed calculated based on the high deceleration sub-pattern first speed pattern. When the determination result is Yes, in step S25, the second generator 11 sets the high deceleration sub-pattern as the second speed pattern. On the other hand, if the determination result is No, in step S26, the second generator 11 sets the sub-pattern of the reduced speed as the second speed pattern.

After that, in step S27, the comparison unit 13 compares the first speed pattern and the second speed pattern, for example, as follows. The comparison unit 13 calculates the speed at the current position of the upper car 3 based on the first speed pattern. The comparison unit 13 calculates the speed of the upper car 3 at the current position based on the second speed pattern. The comparison unit 13 determines whether the speed calculated based on the second speed pattern is slower than the speed calculated based on the first speed pattern. If the determination result is Yes, the operation of the control panel 8 proceeds to step S28. On the other hand, when the determination result is No, the operation of the control panel 8 proceeds to step S29.

In step S<b>28 , the comparison section 13 inputs the second speed pattern to the signal generation section 14 . The signal generating section 14 generates a control signal for the upper car 3 based on the input second speed pattern. The signal generator 14 outputs the generated control signal to the hoisting machine 5 corresponding to the upper car 3 to control the elevation of the upper car 3 . After that, the operation of the control panel 8 for each control cycle ends.

In step S<b>29 , the comparator 13 inputs the first speed pattern to the signal generator 14 . The signal generator 14 generates a control signal for the upper car 3 based on the input first speed pattern. The signal generator 14 outputs the generated control signal to the hoisting machine 5 corresponding to the upper car 3 to control the elevation of the upper car 3 . After that, the operation of the control panel 8 for each control cycle ends.

In FIG. 12 an example of movement of the upper car 3 and lower car 3 is shown. The upper graph in FIG. 12 represents the time-series waveform of the speed of car 3, like the upper graph in FIG. The lower graph in FIG. 12 represents the time-series waveform of the position of car 3, like the lower graph in FIG. FIG. 12 shows an example in which the lower car 3 first rises to the destination floor and then the upper car 3 descends to the destination floor. In this example, the destination floor of lower car 3 is adjacent to the destination floor of upper car 3. Note that the time-series waveform shown here is an example shown for explanation, and the movement of the plurality of cars 3 in the elevator 1 is not limited to this.

The first speed pattern and the second speed pattern match at the position where the upper car 3 is operated at a constant speed with the second speed pattern. Therefore, when the upper car 3 is at this position, the elevation control section 12 controls the elevation of the upper car 3 based on the first speed pattern or the second speed pattern.

At the position where deceleration operation is performed with the second speed pattern of the upper car 3, the second speed pattern becomes a speed pattern slower than the first speed pattern. Therefore, when the upper car 3 is at this position, the elevation control section 12 controls the elevation of the upper car 3 based on the second speed pattern. Since the second speed pattern shifts to deceleration operation at a position farther from the reference than the first speed pattern, the upper car 3 starts decelerating earlier than when ascending and descending based on the first speed pattern. At this time, the upper car 3 is decelerated with the deceleration of the high deceleration sub-pattern. Thereafter, the upper car 3 decelerates at the deceleration of the reduced speed sub-pattern. Thus, when the upper car 3 approaches the lower car 3, the upper car 3 lands on the destination floor at a low speed based on the second speed pattern.

As described above, the second generator 11 of the elevator 1 according to Embodiment 2 generates a plurality of sub-patterns that are the relationship between the position and speed of the upper car 3, and the speed of the upper car 3 is the limit speed. generated so as not to exceed . The second generator 11 generates a second speed pattern so as to switch to a sub-pattern having a higher speed at the current position of the upper car 3 among the plurality of sub-patterns.

With such a configuration, in the second speed pattern, the one having the higher speed among the plurality of sub-patterns is adopted, so that the travel time between floors of the upper car 3 is shortened. In addition, since sub-patterns of different decelerations in the deceleration operation can be switched, compared to the case of decelerating at a constant deceleration in the deceleration operation, in the second speed pattern, the distance to be raised and lowered in the constant speed operation before the deceleration operation is increased. can take long. As a result, the operation efficiency of the elevator 1 is less likely to decrease.

Embodiment 3.
FIG. 13 is a diagram showing an example of speed patterns of the elevator 1 according to the third embodiment.
FIG. 14 is a diagram showing an example of time-series waveforms of motion of the elevator 1 according to the third embodiment.

In this example, the control of the upper car 3 will be explained. For the lower car 3, or for other cars 3 when the elevator 1 has more than two cars 3, the control panel 8 controls the corresponding car 3 in the same way.

In FIG. 13, the horizontal axis represents the speed of the car 3 with the rising direction being positive. The vertical axis represents the position of the car 3 .

In the control panel 8 corresponding to the upper car 3 , the second generating section 11 generates a second speed pattern for the upper car 3 based on the own car information and the other car information acquired by the information acquiring section 9 . In this example, the criteria for the second velocity pattern match the criteria for the first velocity pattern. Here, the landing operation time of the second speed pattern is longer than the landing operation time of the first speed pattern. The magnitude of deceleration during the deceleration operation of the second speed pattern may be less than or equal to the magnitude of deceleration during the deceleration operation of the first speed pattern. In the second speed pattern, the deceleration of the upper car 3 gradually decreases from deceleration during deceleration until it stops. Therefore, the position where deceleration operation is shifted to in the second speed pattern is above the position where deceleration operation is shifted in the first speed pattern. Further, the speed of the upper car 3 during the deceleration operation in the second speed pattern based on the same position as the first speed pattern is lower than the speed in the first speed pattern when the upper car 3 is in the same position. Become.

In FIG. 14 an example of movement of the upper car 3 and lower car 3 is shown. The upper graph in FIG. 14 represents the time-series waveform of the speed of car 3, like the upper graph in FIG. The lower graph in FIG. 14 represents the time series waveform of the position of car 3, like the lower graph in FIG. FIG. 14 shows an example in which the lower car 3 first rises to the destination floor and then the upper car 3 descends to the destination floor. In this example, the destination floor of lower car 3 is adjacent to the destination floor of upper car 3. Note that the time-series waveform shown here is an example shown for explanation, and the movement of the plurality of cars 3 in the elevator 1 is not limited to this.

The first speed pattern and the second speed pattern match at the position where the upper car 3 is operated at a constant speed with the second speed pattern. Therefore, when the upper car 3 is at this position, the elevation control section 12 controls the elevation of the upper car 3 based on the first speed pattern or the second speed pattern.

At the position where deceleration operation is performed with the second speed pattern of the upper car 3, the second speed pattern becomes a speed pattern slower than the first speed pattern. Therefore, when the upper car 3 is at this position, the elevation control section 12 controls the elevation of the upper car 3 based on the second speed pattern. Since the second speed pattern shifts to deceleration operation at a position farther from the reference than the first speed pattern, the upper car 3 starts decelerating earlier than when ascending and descending based on the first speed pattern. Further, the upper car 3 lands on the destination floor by the floor landing operation for a longer time than when ascending and descending based on the first speed pattern. At this time, the deceleration of the upper car 3 gradually decreases from deceleration during deceleration until it stops. Thus, when the upper car 3 approaches the lower car 3, the upper car 3 lands on the destination floor at a low speed based on the second speed pattern.

As described above, the second generating unit 11 of the elevator 1 according to Embodiment 3 sets the second speed pattern so that the time of the landing operation in the second speed pattern is longer than the time of the landing operation in the first speed pattern. Generate a two-speed pattern.

With such a configuration, compared to the case where the vehicle is decelerated at a constant deceleration in the deceleration operation, in the second speed pattern, it is possible to increase the distance that the vehicle moves up and down in the constant speed operation before the deceleration operation. As a result, the operation efficiency of the elevator 1 is less likely to decline. In addition, by decelerating with a constant jerk during landing operation, it is possible to suppress the deterioration of ride comfort for the user due to sudden changes in acceleration.

Embodiment 4.
FIG. 15 is a block diagram showing the configuration of the second generator 11 according to the fourth embodiment.
FIG. 16 is a diagram showing an example of speed patterns of the elevator 1 according to the fourth embodiment.

In this example, the control of the upper car 3 will be explained. For the lower car 3, or for other cars 3 when the elevator 1 has three or more cars 3, the control panel 8 controls the corresponding car 3 in the same way.

FIG. 15 shows an example of calculation of the reference for the second speed pattern.

In the control panel 8 corresponding to the upper car 3, the second generator 11 acquires information such as the position and speed of the lower car 3 based on other car information. The second generator 11 estimates the destination floor of the lower car 3 based on the acquired information such as the position and speed of the lower car 3 as follows. The second generator 11 assumes, for example, a first speed pattern of the lower car 3 whose destination floor is each floor. The second generating unit 11 estimates a floor that is highly consistent with the obtained position and speed of the lower car 3 among the floors assuming the first speed pattern as the destination floor of the lower car 3 . The second generation unit 11 sets the estimated position of the destination floor of the lower car 3 as the position at which the lower car 3 stops. The second generator 11 generates the second speed pattern of the upper car 3 based on the position obtained by adding a margin to the position where the lower car 3 stops.

In FIG. 16, the horizontal axis represents the speed of the car 3 with the rising direction being positive. The vertical axis represents the position of the car 3 .

In the control panel 8 corresponding to the upper car 3 , the second generating section 11 generates a second speed pattern for the upper car 3 based on the own car information and the other car information acquired by the information acquiring section 9 . When the estimated target floor of the lower car 3 is two floors or more below the target floor of the upper car 3, the reference of the second speed pattern is the position of the floor below the target floor of the upper car 3. Become. At this time, the reference for the second speed pattern is lower than the reference for the first speed pattern. On the other hand, when the estimated destination floor of the lower car 3 is the floor adjacent to the destination floor of the upper car 3, the reference of the second speed pattern is the position of the destination floor of the upper car 3. That is, the reference for the second speed pattern matches the reference for the first speed pattern. Thus, the second generator 11 generates the second speed pattern according to the estimation of the destination floor of the lower car 3 . Here, since the destination floor is discrete information, the second generator 11 generates so as to discretely switch the second speed pattern according to the situation such as the position and speed of the lower car 3 .

As described above, the second generator 11 of the elevator 1 according to Embodiment 4 estimates the destination floor of the lower car 3 based on the position and speed of the lower car 3 . The second generating unit 11 generates the second speed pattern with the position at which the lower car 3 stops as the estimated position of the destination floor of the lower car 3 .

With such a configuration, even if information on the destination floor of the car 3 adjacent in the vertical direction cannot be obtained, a speed pattern corresponding to the situation such as the position and speed of the car 3 is generated. As a result, the elevator 1 can be more stably controlled so that the operation efficiency is less likely to decrease and collision between the cars 3 adjacent in the vertical direction is more likely to be avoided.

Embodiment 5.
FIG. 17 is a block diagram showing the configuration of the second generator 11 according to the fifth embodiment.
FIG. 18 is a diagram showing an example of speed patterns of the elevator 1 according to the fifth embodiment.

In this example, the control of the upper car 3 will be explained. For the lower car 3, or for other cars 3 when the elevator 1 has more than two cars 3, the control panel 8 controls the corresponding car 3 in the same way.

FIG. 17 shows an example of calculation of the reference for the second speed pattern.

In the control panel 8 corresponding to the upper car 3, the second generator 11 acquires information such as the position and speed of the lower car 3 based on other car information. The second generation unit 11 estimates the stoppable position of the lower car 3 based on the acquired information such as the position and speed of the lower car 3 as follows. The second generator 11 calculates the distance from the current position and speed of the lower car 3 until the lower car 3 stops when it stops due to deceleration similar to the first speed pattern of the lower car 3. Calculate The second generating unit 11 estimates a position that is separated from the current position of the lower car 3 by the calculated distance in the travel direction of the lower car 3 as a position at which the lower car 3 can stop due to an error. The second generating unit 11 determines the position at which the lower car 3 stops as the estimated stopable position of the lower car 3 . The second generator 11 generates the second speed pattern of the upper car 3 based on the position obtained by adding a margin to the position where the lower car 3 stops.

In FIG. 18, the horizontal axis represents the speed of the car 3 with the rising direction being positive. The vertical axis represents the position of the car 3 .

In the control panel 8 corresponding to the upper car 3 , the second generating section 11 generates a second speed pattern for the upper car 3 based on the own car information and the other car information acquired by the information acquiring section 9 . When the estimated stoppable position of the lower car 3 is below the position of the floor adjacent to the destination floor of the upper car 3, the reference of the second speed pattern is the position of the destination floor of the upper car 3. Lower. At this time, the reference for the second speed pattern is lower than the reference for the first speed pattern. On the other hand, when the estimated stoppable position of the lower car 3 is the position of the floor adjacent to the destination floor of the upper car 3, the reference of the second speed pattern is the position of the destination floor of the upper car 3. becomes. That is, the reference for the second speed pattern matches the reference for the first speed pattern. In this manner, the second generator 11 generates the second speed pattern according to the estimation of possible stop positions of the lower car 3 . Here, since the stoppable position is continuous information, the second generator 11 generates the second speed pattern so as to move continuously according to the situation such as the position and speed of the lower car 3. do.

As described above, the second generation unit 11 of the elevator 1 according to Embodiment 5 estimates the stoppable position from the current position and speed of the lower car 3 . The second generation unit 11 generates a second speed pattern as a position where the lower car 3 stops as an estimated stoppable position of the lower car 3 .

With such a configuration, even if information on the destination floor of the car 3 adjacent in the vertical direction cannot be obtained, a speed pattern corresponding to the situation such as the position and speed of the car 3 is generated. As a result, the elevator 1 can be more stably controlled so that the operation efficiency is less likely to decrease and collision between the cars 3 adjacent in the vertical direction is more likely to be avoided. Also, since the second speed pattern is generated to move continuously, the control of the upper car 3 is performed based on the continuously changing speed pattern. Therefore, control of the elevator 1 is performed more stably.

An operation test may be performed when the elevator 1 is installed. The operation test includes a test of control of the elevator car 3 by the control panel 8 . Here, when the elevator 1 is installed, an operation test may be performed in a state where only one of the cars 3 arranged adjacent to each other in the vertical direction is installed. In such a case, the second generator 11 of the control panel 8 corresponding to the already installed car 3 determines the stop position of the other car 3 adjacent in the vertical direction to a virtual A second velocity pattern may be generated as a position of At this time, the other car 3 does not have to be installed yet. A virtual position may be input to the control panel 8 from the outside. A virtual position is a position in the hoistway 2 . As a result, for each installation of each car 3 of the elevator 1, the operation test of the control panel 8 corresponding to the car 3 can be performed.

Elevators according to the present disclosure are applicable to buildings having multiple floors.

1 elevator 2 hoistway 3 car 4 counterweight 5 hoisting machine 6 main rope 7 braking device 8 control panel 9 information acquisition unit 10 first generation unit 11 second generation unit 12 lifting Control unit 13 Comparison unit 14 Signal generation unit 100a Processor 100b Memory 200 Dedicated hardware

Claims (11)

A first car that is arranged in the hoistway and ascends and descends in the vertical direction,
A second car arranged in the hoistway so as to overlap each other in the horizontal projection plane, adjacent to the first car in the vertical direction, and ascending and descending in the vertical direction;
a first generator that generates a first speed pattern that is a relationship between the position and speed of the first car with reference to the position of the destination floor of the first car;
A second speed pattern, which is the relationship between the position and speed of the first car based on a position with a margin in the direction of the first car from the position where the second car stops, is determined by the braking device. a second generation unit configured to generate the speed of the first car so that it does not exceed the upper limit speed at which the first car does not collide with the second car when braking and stopping by
an elevation control unit for controlling elevation of the first car based on whichever of the first speed pattern and the second speed pattern is lower in speed at the current position of the first car;
Elevator with. The second generation unit generates the second speed pattern such that the magnitude of deceleration during deceleration operation in the second speed pattern is smaller than the magnitude of deceleration during deceleration operation in the first speed pattern. 2. Elevator according to claim 1. 2. The elevator according to claim 1, wherein the second generator generates the second speed pattern such that the landing operation time in the second speed pattern is longer than the landing operation time in the first speed pattern. . The second generation unit generates a plurality of sub-patterns representing the relationship between the position and speed of the first car so that the speed of the first car does not exceed the limit speed, and among the plurality of sub-patterns, the 2. The elevator of claim 1, wherein the second speed pattern is generated to switch to a higher speed sub-pattern at the current position of the first car. 5. The second generator according to any one of claims 1 to 4, wherein the second generator generates the second speed pattern with a position where the second car stops as a position of the destination floor of the second car. elevator. The second generation unit estimates a destination floor of the second car based on the position and speed of the second car, and calculates a stop position of the second car as the estimated destination floor position of the second car. 5. An elevator according to any one of claims 1 to 4, wherein the second speed pattern is generated as . The second generation unit estimates a position where the second car can stop from the current position and speed of the second car, and generates the second speed pattern as the position where the second car stops as the estimated position where the second car can stop. The elevator according to any one of claims 1 to 4. 8. The second generating unit generates the second speed pattern using the margin as the inter-floor distance from the destination floor of the first car to the floor adjacent to the second car. Elevator according to any one of the paragraphs. The second generator calculates based on the deceleration by the braking device, the delay time of the operation of the braking device, and the distance between the position of the destination floor of the first car and the current position of the first car. 9. An elevator according to any one of claims 1 to 8, wherein said second speed pattern is generated such that the speed of said first car does not exceed said limit speed that is set. When maintenance work is performed, the second generation unit sets the margin as a distance larger than the floor-to-floor distance from the target floor of the first car to a floor adjacent to the second car, and calculates the second speed. 10. An elevator according to any one of claims 1 to 9, wherein the pattern is generated. 2. From claim 1, wherein the second generation unit generates the second speed pattern by using a position at which the second car stops when an operation test is performed as a virtual position preset in the operation test. 11. Elevator according to any one of claims 10 to 13.

Images