Multi-car elevator

Abstract

Provided is an elevator in which the operation efficiency is unlikely to decrease and in which collision between adjacent cars in the vertical direction is avoided. An elevator (1) includes first and second cars (3) that are adjacent in the vertical direction, a first generation unit (10), a second generation unit (11), and a lift control unit (12). The first generation unit (10) generates a first speed pattern that is based on the position of a target floor of the first car (3). The second generation unit (11) generates a second speed pattern in such a manner that the speed of the first car (3) does not exceed a limit speed. The second speed pattern is based on a position obtained by leaving a margin in the direction of the first car (3) from the position at which the second car (3) is to stop. The limit speed is an upper limit speed at which the first car (3) does not collide with the second car (3) if it is stopped by braking. The lift control unit (12) performs lift control of the first car (3) based on the slower of the speeds of the first and second speed patterns at the current position of the first car (3).

Description

Technical Field

[0001] This invention relates to multi-car elevators. Background Technology

[0002] Patent Document 1 discloses an example of a multi-car elevator. This elevator has operating modes, such as an independent operating mode where adjacent cars in the vertical direction operate independently of each other. In the independent operating mode, when adjacent cars in the vertical direction approach each other closer than the safe distance, each car is stopped by a braking device.

[0003] Existing technical documents

[0004] Patent documents

[0005] Patent Document 1: Japanese Patent Application Publication No. 2012-86970 Summary of the Invention

[0006] The problem that the invention aims to solve

[0007] In the independent operation mode of the elevator in Patent Document 1, one of the adjacent cars in the vertical direction moves up and down at a speed independent of the condition of the other car. Therefore, when the cars move up and down at low speeds to avoid collisions, the operating efficiency decreases. On the other hand, when the cars move up and down at high speeds to improve operating efficiency, the braking distance to a stop becomes longer, thus increasing the possibility of car collisions.

[0008] The present invention provides an elevator whose operating efficiency is not easily reduced and which can avoid collisions between adjacent cars in the vertical direction.

[0009] Methods for solving problems

[0010] The elevator of the present invention comprises: a first car disposed in a shaft and moving vertically; a second car disposed in the shaft overlapping the first car in a horizontal projection plane and adjacent to the first car in the vertical direction, and moving vertically; a first generation unit that generates a first speed mode based on the position of the first car at a target floor, i.e., a relationship between the position and speed of the first car; a second generation unit that generates a second speed mode based on the position obtained after leaving a margin from the position where the second car is to stop towards the first car, i.e., a maximum speed, such that the speed of the first car does not exceed a maximum limit speed, wherein the maximum limit speed is a maximum limit speed at which the first car will not collide with the second car when the first car is braked to a stop by a braking device; and a lifting control unit that performs lifting control of the first car based on the slower speed of the first car at its current position in the first speed mode and the second speed mode.

[0011] Invention Effects

[0012] The elevator according to the present invention does not easily reduce operating efficiency and easily avoids collisions between adjacent cars in the vertical direction. Attached Figure Description

[0013] Figure 1 This is a structural diagram of the elevator in Implementation Method 1.

[0014] Figure 2A This is a diagram illustrating an example of the braking distance in the elevator according to Embodiment 1.

[0015] Figure 2B This is a diagram illustrating an example of the braking distance in the elevator according to Embodiment 1.

[0016] Figure 3 This is a block diagram showing the structure of the second generation unit in Embodiment 1.

[0017] Figure 4 This is a diagram illustrating an example of the speed mode of the elevator in Embodiment 1.

[0018] Figure 5 This is a diagram illustrating an example of the speed mode of the elevator in Embodiment 1.

[0019] Figure 6 This is a flowchart illustrating an example of the operation of an elevator according to Embodiment 1.

[0020] Figure 7 This is a diagram showing an example of the motion timing waveform of the elevator in Embodiment 1.

[0021] Figure 8 This is a diagram showing an example of the motion timing waveform of the elevator in Embodiment 1.

[0022] Figure 9 This is a hardware structure diagram of the main parts of the elevator in Implementation Method 1.

[0023] Figure 10 This is a diagram illustrating an example of the speed mode of the elevator in Embodiment 2.

[0024] Figure 11 This is a flowchart illustrating an example of the elevator's operation in Embodiment 2.

[0025] Figure 12 This is a diagram showing an example of the motion timing waveform of the elevator in Embodiment 2.

[0026] Figure 13 This is a diagram illustrating an example of the speed mode of the elevator in Embodiment 3.

[0027] Figure 14This is a diagram showing an example of the motion timing waveform of the elevator in Embodiment 3.

[0028] Figure 15 This is a block diagram showing the structure of the second generation unit in Embodiment 4.

[0029] Figure 16 This is a diagram illustrating an example of the speed mode of the elevator in Embodiment 4.

[0030] Figure 17 This is a block diagram showing the structure of the second generation unit in Embodiment 5.

[0031] Figure 18 This is a diagram illustrating an example of the speed mode of the elevator in Embodiment 5. Detailed Implementation

[0032] The embodiments for carrying out the invention will be described with reference to the accompanying drawings. In the drawings, the same or equivalent parts are labeled with the same reference numerals, and repeated descriptions are simplified or omitted as appropriate.

[0033] Implementation Method 1

[0034] Figure 1 This is a structural diagram of elevator 1 according to implementation method 1.

[0035] Elevator 1 is used in buildings with multiple floors. A shaft 2 for elevator 1 is installed within the building. The shaft 2 is a relatively long space in the vertical direction that spans multiple floors.

[0036] Elevator 1 has multiple cars 3, multiple counterweights 4, multiple traction machines 5, multiple main ropes 6, multiple braking devices 7, and multiple control panels 8.

[0037] Each car 3 is a device that transports users between multiple floors by moving vertically up and down in the hoistway 2. The cars 3 are arranged in a manner that overlaps with each other in the horizontal projection plane. That is, the cars 3 are configured such that at least a portion overlaps with each other when projected onto the horizontal plane through the hoistway 2. The elevator 1 is a multi-car system in which multiple cars 3 move up and down in a common hoistway 2.

[0038] In this example, elevator 1 is a dual-car system with two cars 3 moving up and down in a common shaft 2. One car 3 moves up and down above the other car 3 in the shaft 2. The upper car 3 and the lower car 3 are adjacent to each other in the vertical direction.

[0039] Multiple counterweights 4 correspond one-to-one with multiple cars 3. Each counterweight 4 is configured in a hoistway 2. In the hoistway 2, each counterweight 4 moves up and down in the opposite direction to its corresponding car 3.

[0040] Multiple traction machines 5 correspond one-to-one with multiple cars 3. Each traction machine 5 is a device that raises and lowers the corresponding car 3 within the hoistway 2. Each traction machine 5 has a motor that generates torque and a sheave that is driven to rotate by the motor.

[0041] Each main rope 6 corresponds to a specific car 3. Each main rope 6 and its corresponding car 3 correspond to the same traction machine 5. Each main rope 6 and its corresponding car 3 correspond to the same counterweight 4. Each main rope 6 is wound around the sheave of the corresponding traction machine 5. Each main rope 6 suspends the corresponding car 3 in the hoistway 2 on one side of the sheave of the corresponding traction machine 5. Each main rope 6 suspends the corresponding counterweight 4 in the hoistway 2 on the other side of the sheave of the corresponding traction machine 5. Each main rope 6 is a device that uses the torque generated by the motor of the corresponding traction machine 5 to make the corresponding car 3 and counterweight 4 rise and fall in opposite directions. In addition, each main rope 6 can also suspend the corresponding car 3 and counterweight 4 using different winding methods.

[0042] Multiple braking devices 7 correspond one-to-one with multiple traction machines 5. Each braking device 7 corresponds to the same car 3 as its corresponding traction machine 5. Each braking device 7 is installed in its corresponding traction machine 5. Each braking device 7 is a device that brakes the corresponding car 3 by generating, for example, friction in the corresponding traction machine 5. Each braking device 7 starts braking the corresponding car 3 upon input of a stop signal. Each braking device 7 is used for braking and stopping the corresponding car 3. Braking and stopping the car 3 is performed 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 the equipment corresponding to the car 3. Here, in the braking device 7, there is a delay time from the occurrence of an abnormality that causes the corresponding car 3 to stop braking until the braking of the car 3 begins. The delay time is caused by, for example, software calculation delay and hardware operation delay. In addition, in this example, the car 3 normally stops at a floor by torque control of the corresponding traction machine 5 without relying on the braking device 7. Each braking device 7 is used to maintain the stopping position of the corresponding car 3 after it normally stops at a floor.

[0043] Multiple control panels 8 correspond one-to-one with multiple cars 3. Each control panel 8 is a device for controlling the movement of its corresponding car 3. Each control panel 8 includes an information acquisition unit 9, a first generation unit 10, a second generation unit 11, and a lifting control unit 12. The control panel 8 may also be equipped with a function to detect abnormalities in the corresponding car 3 or the equipment corresponding to that car 3.

[0044] The information acquisition unit 9 is responsible for acquiring the information required for controlling the corresponding car 3. This information includes, for example, the car 3's position in the hoistway 2, the car 3's speed, and the target floor information for any registered calls to the car 3. This information is acquired from sensors and switches installed in the elevator 1 for the car 3. Sensors installed for the car 3 include, for example, encoders installed in the traction machine 5 corresponding to the car 3. Switches installed for the car 3 include, for example, limit switches used to detect when the car 3 has reached a preset position in the hoistway 2. The information acquisition unit 9 acquires information about the corresponding car 3, i.e., the car information, from the sensors and switches installed for the car 3. The information acquisition unit 9 also acquires information about other cars 3, i.e., other car information, from the information acquisition unit 9 of the control panel 8 corresponding to other cars 3 besides the corresponding car 3. The information acquired by the information acquisition unit 9 can also be used for anomaly detection in the control panel 8.

[0045] The first generation unit 10 is responsible for generating the first speed pattern of the corresponding car 3. The first speed pattern of the car 3 represents the relationship between the car 3's position and speed. The first speed pattern of the car 3 is generated based on the target floor position of the car 3. In the first speed pattern of the car 3, the reference position is the position where the speed of the car 3 becomes 0. The first generation unit 10 generates the first speed pattern, for example, based on the car information acquired by the information acquisition unit 9. The first generation unit 10 generates the first speed pattern according to each control cycle.

[0046] The second generation unit 11 is responsible for generating the second speed pattern of the corresponding car 3. The second speed pattern of the car 3 represents the relationship between the position and speed of the car 3. The second speed pattern of the car 3 is generated based on a position obtained after allowing sufficient clearance from the position where other adjacent cars 3 are to stop towards the car 3 from which the second speed pattern is generated. Here, the clearance is a distance set during the generation of 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 0. The second generation unit 11 generates the second speed pattern, for example, based on the information of the car itself and other cars obtained by the information acquisition unit 9. The second speed pattern of the car 3 is generated in a manner that does not exceed the limit speed of the car 3. The limit speed of the car 3 is the upper limit speed at which the car 3 will not collide with other adjacent cars 3 even when the car 3 has come to a complete stop. In this example, the limit speed of the upper car 3 is the upper limit speed at which the upper car 3 will not collide with the lower car 3 even when the upper car 3 has come to a complete stop. Similarly, the maximum speed of the lower car 3 is the upper limit speed at which the lower car 3 will not collide with the upper car 3 even if the lower car 3 comes to a stop. The second generation unit 11 generates a second speed mode according to each control cycle.

[0047] The lifting control unit 12 controls the lifting and lowering of the corresponding car 3. The lifting control unit 12 obtains a first speed mode from the first generation unit 10 in each control cycle. The lifting control unit 12 obtains a second speed mode from the second generation unit 11 in each control cycle. The lifting control unit 12 includes a comparison unit 13 and a signal generation unit 14. The comparison unit 13 compares the first speed mode and the second speed mode obtained in each control cycle. The comparison unit 13 inputs the slower speed of the car 3 at its current position into the signal generation unit 14. Based on the speed mode of the car 3 input from the comparison unit 13, the signal generation unit 14 generates a control signal for the car 3. The signal generation unit 14 outputs the generated control signal to the traction machine 5 corresponding to the car 3, thereby controlling the lifting and lowering of the car 3 by the torque generated by the motor of the traction machine 5. The signal generation unit 14 may also be equipped with a function that generates a stop signal to brake and stop the car 3 when the control panel 8 detects an abnormality in the corresponding car 3, etc.

[0048] Next, use Figure 2A and Figure 2B An example of the braking distance of the car 3 when the car 3 comes to a stop will be explained.

[0049] Figure 2A and Figure 2BThis is a diagram illustrating an example of the braking distance in elevator 1 according to embodiment 1.

[0050] exist Figure 2A and Figure 2B In the diagram, the horizontal axis represents the speed of car 3 in the upward direction (positive). The vertical axis represents the position of car 3. Figure 2A and Figure 2B The image shows an example of an abnormality occurring in car 3 at position X0.

[0051] exist Figure 2A The diagram shows that when an anomaly occurs, car 3 moves in the negative direction at a speed V. A0 An example of a situation involving ascent and descent. That is, when an anomaly occurs, car 3 is descending.

[0052] The abnormal state persists from the time delay following the occurrence of the anomaly until the braking of braking device 7 begins. During this period, the speed of car 3 increases, becoming a specific speed V. A0 Fast speed V A1 At this moment, car 3 descends to position X. A1 Then, the braking device 7 begins to brake, so the car 3 is at position X. A2 Stop. At this point, the braking distance of car 3 is X0-X. A2 .

[0053] exist Figure 2B The diagram shows that when an anomaly occurs, car 3 moves in the negative direction at a speed V. B0 An example of a rising or falling situation. Here, the speed V... B0 Specific velocity V A0 Slowly. That is, in the event of an anomaly, car 3 will move at a speed lower than... Figure 2A The speed decreases in the case shown.

[0054] The abnormal state persists from the time delay following the occurrence of the anomaly until the braking of braking device 7 begins. During this period, the speed of car 3 increases, becoming a specific speed V. B0 Fast speed V B1 At this moment, car 3 descends to position X. B1 Then, the braking device 7 begins to brake, so the car 3 is at position X. B2 Stop. At this point, the braking distance of car 3 is X0-X. B2 .

[0055] At this time, if the delay time of the braking device 7, the acceleration of the car 3 caused by the abnormality, and the deceleration of the car 3 caused by the braking device 7 are all the same, then V A0 V B0 Quick, V A1 V B1 Fast, therefore XA2 In the position of X B2 The low position. That is, if the speed of car 3 is low when the anomaly occurs, the braking distance of car 3 is shorter. Therefore, if the speed of car 3 is low enough when the anomaly occurs, it is possible to avoid collision between car 3 and other adjacent cars 3 even when car 3 has come to a stop.

[0056] The upper limit speed, or limit speed, that can prevent a collision between car 3 and other adjacent cars 3 when car 3 has come to a stop by braking is calculated, for example, as follows. This will be illustrated using the example of car 3 moving up or down in the negative direction at a speed of V0, i.e., car 3 descending.

[0057] When the car 3 is ascending or descending at a speed of V0, and the car 3 accelerates due to abnormalities such as loss of control or rope breakage, the delay time t of the braking device 7 is... d The speed V1 of the car 3 after the acceleration is expressed by the following equation (1). Here, the delay time is t. d During this period, car 3 experienced runaway acceleration a r Growth rate.

[0058] [Formula 1]

[0059] V1 = V0 + a r t d ···(1)

[0060] During the delay time t d The distance S1 that the car 3 moves during the period is represented by the following formula (2).

[0061] [Formula 2]

[0062]

[0063] From the delay time t d The distance S2 that the car 3 moves from the start of braking by the braking device 7 until it stops is expressed by the following formula (3). Here, we assume that the car 3 decelerates at a speed of g during the braking period of the braking device 7. s slow down.

[0064] [Formula 3]

[0065]

[0066] Therefore, the braking distance S of the car 3 from the occurrence of the abnormality to the stop is represented by the following formula (4).

[0067] [Formula 4]

[0068]

[0069] Here, X is the remaining distance X from the braked car 3 to the target floor. z It is represented by the following formula (5). Here, the location of the target floor of the car 3 is set as location X. f The position of car 3 when the abnormality occurs is set as position X0.

[0070] [Formula 5]

[0071] X z =X0-X f ···(5)

[0072] At this time, if the distance between other cars 3 adjacent to the car 3 that is braking and stopping is to be stopped at the adjacent floor of the target floor of the car 3 that is braking and stopping is set as Z, then the condition for avoiding collision is expressed by the following formula (6).

[0073] [Formula 6]

[0074] S <Z+X z ···(6)

[0075] Therefore, by solving equations (4) to (6) for the initial velocity V0 of car 3, the condition for the initial velocity V0 is expressed by the following equation (7). That is, the limit speed is calculated based on the position X0 of car 3 when it stops braking and the target floor of car 3, as shown on the right side of equation (7).

[0076] [Formula 7]

[0077]

[0078] The second generation unit 11 of the control panel 8 generates a second speed mode in a manner that does not exceed the calculated limit speed.

[0079] Next, use Figures 3 to 5 This explains the control example of car 3 in elevator 1.

[0080] Figure 3 This is a block diagram showing the structure of the second generation unit 11 in Embodiment 1.

[0081] Figure 4 and Figure 5 This is a diagram illustrating an example of the speed mode of elevator 1 according to embodiment 1.

[0082] Figure 6 This is a flowchart illustrating an example of the operation of elevator 1 according to embodiment 1.

[0083] Figure 7 and Figure 8 This is a diagram showing an example of the timing waveform of the motion of elevator 1 according to embodiment 1.

[0084] In this example, the control of the upper car 3 will be explained. Here, the upper car 3 is an example of the first car. Here, the lower car 3 adjacent to the upper car 3 is an example of the second car. Furthermore, considering the control of the lower car 3, the lower car 3 is also an example of the first car. Here, the upper car 3 is also an example of the second car. Additionally, in an elevator 1 having three or more cars 3, considering the control of the car 3 located in the middle, this car 3 is another example of the first car. Here, the car 3 adjacent to this car 3 above or below is another example of the second car.

[0085] In the control of the upper car 3, the information acquisition unit 9 of the control panel 8 corresponding to the upper car 3 acquires information about the upper car 3 itself and information about other cars in the lower car 3. Based on the information acquired by the information acquisition unit 9, the first generation unit 10 generates a first speed mode. Furthermore, the second generation unit 11 generates a second speed mode based on the information acquired by the information acquisition unit 9.

[0086] exist Figure 3 The example shown is a benchmark for calculating the second speed mode.

[0087] In the control panel 8 corresponding to the upper car 3, the second generation unit 11 generates a second speed mode for the upper car 3 based on the position obtained after leaving a margin in the direction of the upper car 3 from the position where the lower car 3 is to stop. Here, the second generation unit 11 obtains the target floor of the lower car 3 based on other car information. The second generation unit 11 sets the obtained position of the target floor of the lower car 3 as the position where the lower car 3 is to stop. In addition, the second generation unit 11 sets the inter-floor distance from the target floor of the upper car 3 to the adjacent floor below as a margin. The second generation unit 11 generates the second speed mode for the upper car 3 based on the position obtained by adding the margin to the position where the lower car 3 is to stop. Here, in cases where the inter-floor distance between adjacent floors in the building varies for each floor, the second generation unit 11 may also use a margin that varies for each target floor of the upper car 3 to generate the second speed mode.

[0088] Furthermore, in an elevator 1 having three or more cars 3, when focusing on controlling the car 3 located in the middle, the second generation unit 11 of the control panel 8 corresponding to that car 3 can also select a reference calculation method based on the travel direction of that car 3. For example, when the car 3 located in the middle is descending, the second generation unit 11 of the control panel 8 corresponding to that car 3 uses the position obtained by adding a margin to the position where the adjacent car 3 below will stop as a reference. On the other hand, when the car 3 located in the middle is ascending, the second generation unit 11 of the control panel 8 corresponding to that car 3 uses the position obtained by subtracting a margin from the position where the adjacent car 3 above will stop as a reference.

[0089] exist Figure 4 In the diagram, the horizontal axis represents the speed of car 3 in the upward direction (positive). The vertical axis represents the position of car 3.

[0090] In the control panel 8 corresponding to the upper car 3, the first generation unit 10 generates a first speed mode for the upper car 3 based on the information of the car obtained by the information acquisition unit 9. The first speed mode of the upper car 3 is based on the position of the target floor of the upper car 3.

[0091] In this example, the first speed mode sequentially includes stages of constant speed operation, transition operation, deceleration operation, and stop operation. The stages in the first speed mode of the upper car 3 switch, for example, based on the distance from the position of the upper car 3 to the target floor position. In constant speed operation, the upper car 3 descends at a constant speed. In deceleration operation, the upper car 3 decelerates at a constant deceleration. Transition operation is the stage from constant speed operation to deceleration operation. In transition operation, the acceleration of the upper car 3 changes from 0 to the deceleration rate during deceleration operation, for example, with a constant jerk. Stop operation is the stage where the magnitude of deceleration decreases monotonically after deceleration operation until the car comes to a stop. In stop operation, the acceleration of the upper car 3 changes from the deceleration rate during deceleration operation to 0, for example, with a constant jerk.

[0092] In the control panel 8 corresponding to the upper car 3, the second generation unit 11 generates a second speed mode for the upper car 3 based on the information of this car and other cars acquired by the information acquisition unit 9. When the target floor of the lower car 3 is two or more floors lower than the target floor of the upper car 3, the reference for the second speed mode becomes the floor position lower than the target floor of the upper car 3. In this case, the reference for the second speed mode is lower than the reference for the first speed mode. On the other hand, when the target floor of the lower car 3 is an adjacent floor to the target floor of the upper car 3, the reference for the second speed mode becomes the position of the target floor of the upper car 3. That is, the reference for the second speed mode is consistent with the reference for the first speed mode. Thus, the second generation unit 11 generates a second speed mode based on the condition of the lower car 3.

[0093] In this example, the second speed mode, like the first speed mode, sequentially includes stages of constant speed operation, transition operation, deceleration operation, and stop operation. The stages in the second speed mode of the upper car 3 are switched, for example, based on the distance from the position of the upper car 3 to the reference point of the second speed mode. Here, the magnitude of the deceleration during the deceleration operation in the second speed mode is smaller than the magnitude of the deceleration during the deceleration operation in the first speed mode. Therefore, the distance between the position transitioning to deceleration operation and the reference point in the second speed mode is greater than the distance between the position transitioning to deceleration operation and the reference point in the first speed mode. Furthermore, the speed of the upper car 3 during deceleration operation in the second speed mode, with the same position as in the first speed mode as the reference point, is slower than the speed in the first speed mode when the upper car 3 is at the same position.

[0094] exist Figure 5 In the diagram, the horizontal axis represents the speed of car 3 in the upward direction (positive). The vertical axis represents the position of car 3. Figure 5 The example shown is a case where the target floor of the lower car 3 is an adjacent floor to the target floor of the upper car 3.

[0095] Similarly, the control panel 8 corresponding to the lower car 3 and the control panel 8 corresponding to the upper car 3 generate the first speed mode and the second speed mode of the lower car 3.

[0096] exist Figure 6 The image shows an example of the operation of each control cycle in the control panel 8 corresponding to the car 3 above.

[0097] In step S11, the first generation unit 10 generates a first speed mode. Then, in step S12, the second generation unit 11 generates a second speed mode.

[0098] Next, in step S13, the comparison unit 13 compares the first speed mode and the second speed mode, for example, as follows: The comparison unit 13 calculates the speed of the upper car 3 at its current position based on the first speed mode. The comparison unit 13 calculates the speed of the upper car 3 at its current position based on the second speed mode. The comparison unit 13 determines whether the speed calculated based on the second speed mode is slower than the speed calculated based on the first speed mode. If the determination result is "yes", the operation of the control panel 8 proceeds to step S14. On the other hand, if the determination result is "no", the operation of the control panel 8 proceeds to step S15.

[0099] In step S14, the comparison unit 13 inputs the second speed mode to the signal generation unit 14. The signal generation unit 14 generates a control signal for the upper car 3 based on the input second speed mode. The signal generation unit 14 controls the raising and lowering of the upper car 3 by outputting the generated control signal to the traction machine 5 corresponding to the upper car 3. After that, the operation of the control panel 8 for each control cycle ends.

[0100] In step S15, the comparison unit 13 inputs a first speed mode to the signal generation unit 14. The signal generation unit 14 generates a control signal for the upper car 3 based on the input first speed mode. The signal generation unit 14 controls the raising and lowering of the upper car 3 by outputting the generated control signal to the traction machine 5 corresponding to the upper car 3. After that, the operation of the control panel 8 for each control cycle ends.

[0101] exist Figure 7 The image shows an example of the movement of the upper car 3 and the lower car 3. Figure 7 The curve on the upper side shows the speed timing waveform of car 3. Figure 7 In the curve at the top, the horizontal axis represents time. The vertical axis represents the speed of car 3 in the upward direction. Figure 7 The lower curve shows the timing waveform of the car 3's position. Figure 7 In the curve graph at the bottom, the horizontal axis represents time, and the vertical axis represents the position of car 3. Figure 7 The diagram illustrates an example where the lower car 3 first ascends towards the target floor, and then the upper car 3 descends towards the target floor. In this example, the target floors of the lower car 3 and the upper car 3 are adjacent. Furthermore, the timing waveforms shown here are for illustrative purposes only, and the movement of the multiple cars 3 in elevator 1 is not limited to this.

[0102] When the upper car 3 is in a position where it operates at a constant speed in the second speed mode, the first speed mode and the second speed mode are the same. Therefore, when the upper car 3 is in this position, the lifting control unit 12 controls the lifting of the upper car 3 based on either the first speed mode or the second speed mode.

[0103] When the upper car 3 is in a position where it decelerates in a second speed mode, this second speed mode is slower than the first speed mode. Therefore, when the upper car 3 is in this position, the lifting control unit 12 controls the lifting of the upper car 3 based on the second speed mode. Since the second speed mode transitions to deceleration at a position further away from the reference point than the first speed mode, the upper car 3 begins to decelerate earlier than when lifting based on the first speed mode. Furthermore, the upper car 3 decelerates at a smaller rate than when lifting based on the first speed mode. Thus, when the upper car 3 approaches the lower car 3, the upper car 3 stops at a low speed and proceeds to the target floor based on the second speed mode.

[0104] In addition, similar to the upper car 3, the lower car 3 also stops at a low speed to the target floor based on the second speed mode.

[0105] exist Figure 8 The image shows another example of the movement of the upper car 3 and the lower car 3. Figure 8 The curve on the upper side and Figure 7 The curve on the upper side similarly shows the speed timing waveform of car 3. Figure 8 The curve on the lower side and Figure 7 The lower curve similarly shows the position timing waveform of car 3. Figure 8 The example shown illustrates a scenario where the target floor of the lower car 3 is more than two floors lower than the target floor of the upper car 3. Furthermore, the timing waveforms shown here are for illustrative purposes only, and the movement of the multiple cars 3 in elevator 1 is not limited to this.

[0106] In this example, the reference point for the second speed mode is lower than that for the first speed mode. From the current position of the upper car 3 to the target floor position of the upper car 3, the first speed mode becomes a slower speed mode than the second speed mode. Therefore, the lifting control unit 12 controls the lifting of the upper car 3 based on the first speed mode. The upper car 3 decelerates at a greater rate than when lifting based on the second speed mode. Thus, when the upper car 3 and the lower car 3 depart, the upper car 3 stops at the target floor at a speed prioritizing operational efficiency, based on the first speed mode regardless of the condition of the lower car 3.

[0107] In addition, similar to the upper car 3, the lower car 3 also stops at the target floor at a speed that prioritizes operational efficiency, based on a first speed mode that is independent of the condition of the lower car 3.

[0108] As described above, the elevator 1 in Embodiment 1 includes multiple cars 3, a first generation unit 10, a second generation unit 11, and a lifting control unit 12. The multiple cars 3 include an upper car 3 and a lower car 3. The upper car 3 and the lower car 3 are arranged in the hoistway 2. The upper car 3 and the lower car 3 move vertically. The lower car 3 is arranged to overlap with the upper car 3 in the horizontal projection plane. The lower car 3 is adjacent to the upper car 3 in the vertical direction. The first generation unit 10 generates a first speed mode. The first speed mode is the relationship between the position and speed of the upper car 3, based on the target floor position of the upper car 3. The second generation unit 11 generates a second speed mode in a manner that ensures the speed of the upper car 3 does not exceed its limit speed. The second speed mode is the relationship between the position and speed of the upper car 3, based on the position obtained after allowing sufficient clearance in the direction of the upper car 3 from the position where the lower car 3 is to stop. The maximum speed is the upper limit at which the upper car 3 will not collide with the lower car 3 when the upper car 3 is brought to a stop by the braking device 7. The lifting control unit 12 controls the lifting of the upper car 3 based on the slower speed of the upper car 3 at its current position in the first speed mode and the second speed mode.

[0109] According to this structure, when adjacent cars 3 in the vertical direction separate from each other, one car 3 stops at the target floor at a speed prioritizing operating efficiency, based on a first speed mode independent of the condition of the other car 3. On the other hand, when adjacent cars 3 in the vertical direction approach each other, the cars 3 stop at the target floor at a speed lower than the limit speed, based on a second speed mode. In this way, one of the adjacent cars 3 in the vertical direction moves up and down at a speed corresponding to the condition of the other car 3. As a result, the operating efficiency of the elevator 1 is less likely to decrease, and collisions between adjacent cars 3 in the vertical direction are easily avoided.

[0110] In addition, the second generation unit 11 generates the second speed mode in such a way that the magnitude of the deceleration during deceleration operation in the second speed mode is smaller than the magnitude of the deceleration during deceleration operation in the first speed mode.

[0111] With this structure, the car 3 controlled based on the second speed mode stops at a lower speed than when controlled based on the first speed mode. Therefore, collisions with adjacent cars 3 in the vertical direction are easily avoided.

[0112] In addition, the second generation unit 11 generates a second speed mode by taking the position where the car 3 below is to stop as the target floor position of the car 3 below.

[0113] With this structure, the second generating unit 11 can more accurately determine the stopping position of the adjacent car 3. Therefore, it is easier to avoid collisions with cars 3 that are adjacent in the vertical direction.

[0114] In addition, the second generation unit 11 generates a second speed mode by setting the margin as the inter-floor distance from the target floor of the upper car 3 to the adjacent floor on the lower side of the car 3.

[0115] This structure allows for a more reliable assurance of the distance between cars 3, preventing collisions with adjacent cars 3. Therefore, collisions with cars 3 adjacent in the vertical direction are easily avoided.

[0116] In addition, the maximum speed is calculated based on the deceleration of the braking device 7, the action delay time of the braking device 7, and the distance between the target floor position of the upper car 3 and the current position of the upper car 3.

[0117] With this structure, the limiting speed can be easily calculated based on known information such as design values ​​and other available information. Therefore, the calculation or design of the second speed mode becomes easier.

[0118] Furthermore, during maintenance operations such as inspections in elevator 1, the second generation unit 11 can also generate a second speed mode by setting a margin larger than usual. For example, when focusing on the control of the upper car 3, the second setting unit can also adopt a margin larger than the inter-floor distance from the target floor of the upper car 3 to the adjacent floor on the lower car 3 side. During maintenance operations, maintenance personnel sometimes work above the car 3. In such cases, the workability of maintenance personnel is improved.

[0119] Next, use Figure 9 An example of the hardware structure of elevator 1 will be provided.

[0120] Figure 9 This is a hardware structure diagram of the main parts of elevator 1 in implementation method 1.

[0121] The various functions of elevator 1 can be implemented by a processing circuit. The processing circuit has at least one processor 100a and at least one memory 100b. The processing circuit may have processor 100a, memory 100b and at least one dedicated hardware 200, or at least one dedicated hardware 200 may be provided as an alternative to processor 100a and memory 100b.

[0122] When the processing circuit includes a processor 100a and a memory 100b, the functions of elevator 1 are implemented by software, firmware, or a combination of software and firmware. At least one of the software and firmware is described as a program. This program is stored in memory 100b. The processor 100a implements the functions of elevator 1 by reading and executing the program stored in memory 100b.

[0123] The processor 100a is also called a CPU (Central Processing Unit), processing device, arithmetic device, microprocessor, microcomputer, or DSP. The memory 100b is composed of, for example, non-volatile or volatile semiconductor memories such as RAM, ROM, flash memory, EPROM, and EEPROM.

[0124] When the processing circuit has dedicated hardware 200, the processing circuit is implemented, for example, by a single circuit, a composite circuit, a programming processor, a parallel programming processor, an ASIC, an FPGA, or a combination thereof.

[0125] Each function of elevator 1 can be implemented separately through processing circuitry. Alternatively, each function of elevator 1 can also be implemented uniformly through processing circuitry. Regarding each function of elevator 1, some can be implemented using dedicated hardware 200, while others can be implemented using software or firmware. Thus, the processing circuitry implements each function of elevator 1 through dedicated hardware 200, software, firmware, or a combination thereof.

[0126] In the various embodiments described below, differences from the examples disclosed in other embodiments are described in particular detail. Any features of the examples disclosed in other embodiments may be used with respect to features not described in the following embodiments.

[0127] Implementation Method 2

[0128] Figure 10 This is a diagram illustrating an example of the speed mode of elevator 1 in embodiment 2.

[0129] Figure 11 This is a flowchart illustrating an example of the operation of elevator 1 in embodiment 2.

[0130] Figure 12 This is a diagram showing an example of the timing waveform of the motion of elevator 1 in embodiment 2.

[0131] In this example, the control of the upper car 3 will be explained. For the lower car 3, or other cars 3 when elevator 1 has more than three cars 3, the control panel 8 will also control the corresponding car 3.

[0132] exist Figure 10 In the diagram, the horizontal axis represents the speed of car 3 in the upward direction (positive). The vertical axis represents the position of car 3.

[0133] In the control panel 8 corresponding to the upper car 3, the second generation unit 11 generates multiple sub-patterns for the upper car 3 based on the information of this car and other cars acquired by the information acquisition unit 9. Here, regarding the car 3, each sub-pattern represents the relationship between the position and speed of the car 3. Regarding the car 3, each sub-pattern is generated in the same way as the second speed pattern of the car 3. Regarding the car 3, each sub-pattern is generated based on a position obtained by leaving a margin from the position where other adjacent cars 3 are to stop towards the car 3 from which the sub-pattern is generated. In each sub-pattern of the car 3, the reference position is the position where the speed of the car 3 becomes 0. Regarding the car 3, each sub-pattern is generated in a manner that does not exceed the limit speed of the car 3.

[0134] In this example, the second generation unit 11 generates two sub-modes. The magnitude of the deceleration during deceleration in one sub-mode is smaller than the magnitude of the deceleration during deceleration in the other sub-mode. In this example, the margin of the lower deceleration sub-mode (which has a larger deceleration) is shorter than the margin of the higher deceleration sub-mode (which has a larger deceleration). That is, the reference point of the higher deceleration sub-mode is higher than the margin of the lower deceleration sub-mode.

[0135] In this example, the reference point for the low deceleration sub-mode is the same as that for the first speed mode. The position for transitioning to deceleration operation in the high deceleration sub-mode is set higher than the position for transitioning to deceleration operation in the first speed mode. The magnitude of the deceleration in the high deceleration sub-mode can also be greater than the magnitude of the deceleration in the first speed mode. Alternatively, the magnitude of the deceleration in the high deceleration sub-mode can also be less than the magnitude of the deceleration in the first speed mode.

[0136] The second generation unit 11 generates a second speed mode by switching to the sub-mode with the fastest speed at the current position of the upper car 3 among the multiple generated speed modes. In this example, the second speed mode is a speed mode that transitions from constant speed operation to deceleration operation in a high deceleration sub-mode, then switches to deceleration operation in a low deceleration sub-mode, and finally stops at a floor. At this time, the reference of the second generation unit 11 becomes the reference of the low deceleration sub-mode.

[0137] exist Figure 11 The image shows an example of the operation of each control cycle in the control panel 8 corresponding to the car 3 above.

[0138] In step S21, the first generation unit 10 generates a first velocity mode. Then, in step S22, the second generation unit 11 generates a low deceleration sub-mode. Then, in step S23, the second generation unit 11 generates a high deceleration sub-mode.

[0139] Next, in step S24, the second generation unit 11 compares the low deceleration sub-mode and the high deceleration sub-mode, for example, as follows: The second generation unit 11 calculates the speed of the upper car 3 at its current position based on the low deceleration sub-mode. The second generation unit 11 calculates the speed of the upper car 3 at its current position based on the high deceleration sub-mode. The second generation unit 11 determines whether the speed calculated based on the low deceleration sub-mode is slower than the speed calculated based on the high deceleration sub-mode. If the determination result is "yes", in step S25, the second generation unit 11 sets the high deceleration sub-mode to the second speed mode. On the other hand, if the determination result is "no", in step S26, the second generation unit 11 sets the low deceleration sub-mode to the second speed mode.

[0140] Next, in step S27, the comparison unit 13 compares the first speed mode and the second speed mode, for example, as follows: The comparison unit 13 calculates the speed of the upper car 3 at its current position based on the first speed mode. The comparison unit 13 calculates the speed of the upper car 3 at its current position based on the second speed mode. The comparison unit 13 determines whether the speed calculated based on the second speed mode is slower than the speed calculated based on the first speed mode. If the determination result is "yes", the operation of the control panel 8 proceeds to step S28. On the other hand, if the determination result is "no", the operation of the control panel 8 proceeds to step S29.

[0141] In step S28, the comparison unit 13 inputs the second speed mode to the signal generation unit 14. The signal generation unit 14 generates a control signal for the upper car 3 based on the input second speed mode. The signal generation unit 14 controls the raising and lowering of the upper car 3 by outputting the generated control signal to the traction machine 5 corresponding to the upper car 3. After that, the operation of the control panel 8 for each control cycle ends.

[0142] In step S29, the comparison unit 13 inputs a first speed mode to the signal generation unit 14. The signal generation unit 14 generates a control signal for the upper car 3 based on the input first speed mode. The signal generation unit 14 controls the raising and lowering of the upper car 3 by outputting the generated control signal to the traction machine 5 corresponding to the upper car 3. After that, the operation of the control panel 8 for each control cycle ends.

[0143] exist Figure 12 The image shows an example of the movement of the upper car 3 and the lower car 3. Figure 12The curve on the upper side and Figure 7 The curve on the upper side similarly represents the speed timing waveform of car 3. Figure 12 The curve on the lower side and Figure 7 The lower curve similarly represents the timing waveform of the car 3's position. Figure 12 The diagram illustrates an example where the lower car 3 first ascends towards the target floor, and then the upper car 3 descends towards the target floor. In this example, the target floors of the lower car 3 and the upper car 3 are adjacent. Furthermore, the timing waveforms shown here are for illustrative purposes only, and the movement of the multiple cars 3 in elevator 1 is not limited to this.

[0144] When the upper car 3 is in a position where it operates at a constant speed in the second speed mode, the first speed mode and the second speed mode are the same. Therefore, when the upper car 3 is in this position, the lifting control unit 12 controls the lifting of the upper car 3 based on either the first speed mode or the second speed mode.

[0145] When the upper car 3 is in a position where it decelerates in a second speed mode, this second speed mode is slower than the first speed mode. Therefore, when the upper car 3 is in this position, the lifting control unit 12 controls the lifting of the upper car 3 based on the second speed mode. Since the second speed mode transitions to deceleration at a position further away from the reference than the first speed mode, the upper car 3 begins to decelerate earlier than when lifting based on the first speed mode. At this time, the upper car 3 decelerates at a high deceleration sub-mode. Then, the upper car 3 decelerates at a low deceleration sub-mode. Thus, when the upper car 3 approaches the lower car 3, the upper car 3 stops at a low speed and proceeds to the target floor based on the second speed mode.

[0146] As explained above, the second generation unit 11 of the elevator 1 in Embodiment 2 generates multiple sub-modes representing the relationship between the position and speed of the upper car 3 in a manner that ensures the speed of the upper car 3 does not exceed the limit speed. The second generation unit 11 generates a second speed mode by switching to the sub-mode in which the speed of the upper car 3 at its current position is faster than the speed of the upper car 3 among the multiple sub-modes.

[0147] Based on this structure, in the second speed mode, the fastest sub-mode among multiple sub-modes is used, thus shortening the travel time between floors of the upper car 3. Furthermore, since it is possible to switch between sub-modes with different deceleration rates during deceleration operation, the distance traveled during constant speed operation before deceleration can be extended in the second speed mode compared to the case where deceleration occurs at a constant speed. Therefore, the operating efficiency of elevator 1 is less likely to decrease.

[0148] Implementation Method 3

[0149] Figure 13 This is a diagram illustrating an example of the speed mode of elevator 1 in embodiment 3.

[0150] Figure 14 This is a diagram showing an example of the timing waveform of the motion of elevator 1 in embodiment 3.

[0151] In this example, the control of the upper car 3 will be explained. For the lower car 3, or other cars 3 when elevator 1 has more than three cars 3, the control panel 8 will also control the corresponding car 3.

[0152] exist Figure 13 In the diagram, the horizontal axis represents the speed of car 3 in the upward direction (positive). The vertical axis represents the position of car 3.

[0153] In the control panel 8 corresponding to the upper car 3, the second generation unit 11 generates a second speed mode for the upper car 3 based on the information of this car and other cars acquired by the information acquisition unit 9. In this example, the reference of the second speed mode is the same as the reference of the first speed mode. Here, the stop time in the second speed mode is longer than the stop time in the first speed mode. Furthermore, the magnitude of the deceleration during deceleration in the second speed mode can be less than or equal to the magnitude of the deceleration during deceleration in the first speed mode. In the second speed mode, the deceleration of the upper car 3 gradually decreases from the deceleration during deceleration until it stops. Therefore, the position for transitioning to deceleration in the second speed mode is higher than the position for transitioning to deceleration in the first speed mode. In addition, the speed of the upper car 3 during deceleration in the second speed mode, based on the same position as in the first speed mode, is slower than the speed of the upper car 3 when it is at the same position in the first speed mode.

[0154] exist Figure 14 The image shows an example of the movement of the upper car 3 and the lower car 3. Figure 14 The curve on the upper side and Figure 7 The curve on the upper side similarly represents the speed timing waveform of car 3. Figure 14 The curve on the lower side and Figure 7 The lower curve similarly represents the timing waveform of the car 3's position. Figure 14 The diagram illustrates an example where the lower car 3 first ascends towards the target floor, and then the upper car 3 descends towards the target floor. In this example, the target floors of the lower car 3 and the upper car 3 are adjacent. Furthermore, the timing waveforms shown here are for illustrative purposes only, and the movement of the multiple cars 3 in elevator 1 is not limited to this.

[0155] When the upper car 3 is in a position where it operates at a constant speed in the second speed mode, the first speed mode and the second speed mode are the same. Therefore, when the upper car 3 is in this position, the lifting control unit 12 controls the lifting of the upper car 3 based on either the first speed mode or the second speed mode.

[0156] When the upper car 3 is in a position where it is decelerating in a second speed mode, this second speed mode is slower than the first speed mode. Therefore, when the upper car 3 is in this position, the lifting control unit 12 controls the lifting of the upper car 3 based on the second speed mode. Since the second speed mode transitions to deceleration at a position further away from the reference than the first speed mode, the upper car 3 begins to decelerate earlier than when lifting based on the first speed mode. Furthermore, the upper car 3 stops at the target floor after a longer stop operation than when lifting based on the first speed mode. At this time, the deceleration of the upper car 3 gradually decreases from the deceleration rate during deceleration until it stops. Thus, when the upper car 3 approaches the lower car 3, the upper car 3 stops at a low speed at the target floor based on the second speed mode.

[0157] As explained above, the second generation unit 11 of elevator 1 in embodiment 3 generates the second speed mode in such a way that the stop operation time in the second speed mode is longer than the stop operation time in the first speed mode.

[0158] Based on this structure, compared to the case of deceleration at a constant deceleration during deceleration operation, the distance traveled during constant speed operation before deceleration can be extended in the second speed mode. Therefore, the operating efficiency of elevator 1 is less likely to decrease. Furthermore, by decelerating at a constant jerk during floor stops, the deterioration of user comfort caused by abrupt changes in acceleration can be suppressed.

[0159] Implementation Method 4

[0160] Figure 15 This is a block diagram showing the structure of the second generation unit 11 in Embodiment 4.

[0161] Figure 16 This is a diagram illustrating an example of the speed mode of elevator 1 in embodiment 4.

[0162] In this example, the control of the upper car 3 will be explained. For the lower car 3, or other cars 3 when elevator 1 has more than three cars 3, the control panel 8 will also control the corresponding car 3.

[0163] exist Figure 15 The diagram shows a calculation example of the baseline for the second speed mode.

[0164] In the control panel 8 corresponding to the upper car 3, the second generation unit 11 obtains information such as the position and speed of the lower car 3 based on other car information. Based on the obtained position and speed information of the lower car 3, the second generation unit 11 estimates the target floor of the lower car 3, for example, in the following manner: The second generation unit 11 envisions a first speed pattern for the lower car 3 with each floor as the target floor. The second generation unit 11 estimates the floor among the floors in the envisioned first speed pattern that has a high matching degree with the obtained position and speed of the lower car 3 as the target floor of the lower car 3. The second generation unit 11 sets the estimated position of the target floor of the lower car 3 as the position where the lower car 3 will stop. The second generation unit 11 generates a second speed pattern for the upper car 3 based on the position obtained by adding a margin to the position where the lower car 3 will stop.

[0165] exist Figure 16 In the diagram, the horizontal axis represents the speed of car 3 in the upward direction (positive). The vertical axis represents the position of car 3.

[0166] In the control panel 8 corresponding to the upper car 3, the second generation unit 11 generates a second speed mode for the upper car 3 based on the information of the current car and other car information acquired by the information acquisition unit 9. When the estimated target floor of the lower car 3 is two or more floors lower than the target floor of the upper car 3, the reference for the second speed mode is the floor position lower than the target floor of the upper car 3. In this case, the reference for the second speed mode is lower than the reference for the first speed mode. On the other hand, when the estimated target floor of the lower car 3 is a floor adjacent to the target floor of the upper car 3, the reference for the second speed mode is the position of the target floor of the upper car 3. That is, the reference for the second speed mode is consistent with the reference for the first speed mode. Thus, the second generation unit 11 generates the second speed mode based on the estimation of the target floor of the lower car 3. Here, since the target floor is discrete information, the second generation unit 11 generates the second speed mode in a manner that discretely switches according to the position and speed of the lower car 3.

[0167] As explained above, in Embodiment 4, the second generation unit 11 of the elevator 1 estimates the target floor of the lower car 3 based on the position and speed of the lower car 3. The second generation unit 11 generates a second speed mode by setting the position where the lower car 3 is to stop as the estimated position of the target floor of the lower car 3.

[0168] Based on this structure, even when target floor information of adjacent cars 3 in the vertical direction is unavailable, a speed pattern corresponding to the position and speed of those cars 3 is generated. This allows for more stable control of the elevator 1, minimizing operational efficiency reduction and easily avoiding collisions between adjacent cars 3 in the vertical direction.

[0169] Implementation Method 5

[0170] Figure 17 This is a block diagram showing the structure of the second generation unit 11 in Embodiment 5.

[0171] Figure 18 This is a diagram illustrating an example of the speed mode of elevator 1 in embodiment 5.

[0172] In this example, the control of the upper car 3 will be explained. For the lower car 3, or other cars 3 when elevator 1 has more than three cars 3, the control panel 8 will also control the corresponding car 3.

[0173] exist Figure 17 The diagram shows a calculation example of the baseline for the second speed mode.

[0174] In the control panel 8 corresponding to the upper car 3, the second generation unit 11 obtains information such as the position and speed of the lower car 3 based on other car information. Based on the obtained position and speed information of the lower car 3, the second generation unit 11 estimates the possible stopping position of the lower car 3 in the following manner: The second generation unit 11 calculates the distance the lower car 3 will travel up and down until it stops, given its current position and speed, even if it stops at the same deceleration as the lower car 3's first speed mode. The second generation unit 11 estimates the position of the lower car 3, which is a distance away from its current position in the direction of travel of the lower car 3, as the possible stopping position of the lower car. The second generation unit 11 sets the estimated possible stopping position of the lower car 3 as the position where the lower car 3 is to stop. The second generation unit 11 generates the second speed mode of the upper car 3 based on the position obtained by adding a margin to the position where the lower car 3 is to stop.

[0175] exist Figure 18 In the diagram, the horizontal axis represents the speed of car 3 in the upward direction (positive). The vertical axis represents the position of car 3.

[0176] In the control panel 8 corresponding to the upper car 3, the second generation unit 11 generates a second speed mode for the upper car 3 based on the car information and other car information acquired by the information acquisition unit 9. When the estimated stop position of the lower car 3 is lower than the position of a floor adjacent to the target floor of the upper car 3, the reference of the second speed mode is lower than the position of the target floor of the upper car 3. In this case, the reference of the second speed mode is lower than the reference of the first speed mode. On the other hand, when the estimated stop position of the lower car 3 is the position of a floor adjacent to the target floor of the upper car 3, the reference of the second speed mode becomes the position of the target floor of the upper car 3. That is, the reference of the second speed mode is consistent with the reference of the first speed mode. Thus, the second generation unit 11 generates the second speed mode corresponding to the estimation of the stop position of the lower car 3. Here, since the stop position is continuous information, the second generation unit 11 generates the second speed mode by continuously moving the second speed mode according to the position and speed of the lower car 3.

[0177] As explained above, the second generation unit 11 of the elevator 1 in Embodiment 5 estimates the possible stopping position based on the current position and speed of the car 3 below. The second generation unit 11 sets the position where the car 3 below is to stop as the estimated possible stopping position for the car 3 below to generate a second speed mode.

[0178] Based on this structure, even when target floor information for adjacent cars 3 in the vertical direction is unavailable, a speed pattern corresponding to the position and speed of those cars 3 is generated. This allows for more stable control of the elevator 1, minimizing operational efficiency reduction and easily avoiding collisions between adjacent cars 3 in the vertical direction. Furthermore, since the second speed pattern is generated in a continuous movement manner, the control of the upper car 3 is based on a continuously changing speed pattern. Therefore, more stable control of the elevator 1 is achieved.

[0179] Furthermore, during the installation of elevator 1, etc., operation tests are sometimes conducted. These operation tests include tests of the lifting and lowering control of the car 3, performed by the control panel 8. Here, during the installation of elevator 1, etc., operation tests are sometimes conducted with only one of the cars 3 arranged adjacent to each other in the vertical direction installed. In such cases, the second generation unit 11 of the control panel 8 corresponding to the already installed car 3 can also generate a second speed mode by setting the stopping position of the other car 3 adjacent in the vertical direction to a hypothetical position preset in the operation test. At this time, the other car 3 may not yet have been installed. The hypothetical position can also be input to the control panel 8 from the outside. The hypothetical position is the position in the hoistway 2. Therefore, each time each car 3 of elevator 1 is installed, an operation test of the control panel 8 corresponding to that car 3 can be performed.

[0180] Industrial availability

[0181] The elevator of this invention can be applied to buildings with multiple floors.

[0182] Label Explanation

[0183] 1: Elevator; 2: Shaft; 3: Car; 4: Counterweight; 5: Traction 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

1. An elevator, comprising: The first car, which is positioned in the shaft, moves up and down in the vertical direction; The second car is configured to overlap with the first car in the horizontal projection plane in the hoistway and to be adjacent to the first car in the vertical direction, and to move up and down in the vertical direction. The first generation unit generates a first speed mode, which is based on the position of the first car's target floor and the relationship between the car's position and speed. The second generation unit generates a second speed mode, which is a relationship between the position and speed of the first car, based on the position obtained after leaving a predetermined margin from the position where the second car is to stop towards the first car, in a way that ensures that the speed of the first car does not exceed the upper limit speed. The upper limit speed is the upper limit speed at which the first car will not collide with the second car when the first car is stopped by the braking device. The margin is a distance set in the generation of the second speed mode. The first speed mode and the second speed mode respectively include the stages of constant speed operation, transformation operation, deceleration operation and stop operation. as well as The lifting control unit controls the lifting of the first car based on the slower speed of the first car at its current position in either the first speed mode or the second speed mode.

2. The elevator according to claim 1, wherein, The second generation unit generates the second speed mode in such a way that the magnitude of the deceleration during deceleration operation in the second speed mode is less than the magnitude of the deceleration during deceleration operation in the first speed mode.

3. The elevator according to claim 1, wherein, The second generation unit generates the second speed mode in such a way that the stop operation time in the second speed mode is longer than the stop operation time in the first speed mode.

4. The elevator according to claim 1, wherein, The second generation unit generates multiple sub-modes that represent the relationship between the position and speed of the first car in such a way that the speed of the first car does not exceed the limit speed, and generates the second speed mode by switching to the sub-mode in which the speed at the current position of the first car is faster.

5. The elevator according to any one of claims 1 to 4, wherein, The second generation unit generates the second speed mode by setting the position where the second car is to stop as the position of the target floor of the second car.

6. The elevator according to any one of claims 1 to 4, wherein, The second generation unit estimates the target floor of the second car based on the position and speed of the second car, and generates the second speed mode by setting the position where the second car is to stop as the estimated position of the target floor of the second car.

7. The elevator according to any one of claims 1 to 4, wherein, The second generation unit estimates the dockable position based on the current position and speed of the second car, and generates the second speed mode by setting the position where the second car is to stop as the estimated dockable position.

8. The elevator according to any one of claims 1 to 4, wherein, The second generation unit generates the second speed mode by setting the margin as the inter-floor distance from the target floor of the first car to the adjacent floor on the second car side.

9. The elevator according to any one of claims 1 to 4, wherein, The second generation unit generates the second speed mode in such a way that the speed of the first car does not exceed the limit speed calculated based on the deceleration of the braking device, the action delay time of the braking device, and the distance between the target floor position of the first car and the current position of the first car.

10. The elevator according to any one of claims 1 to 4, wherein, During maintenance, the second generation unit generates the second speed mode by setting the margin to a distance greater than the inter-floor distance from the target floor of the first car to the adjacent floor on the second car side.

11. The elevator according to any one of claims 1 to 4, wherein, During the motion test, the second generation unit sets the position where the second car is to stop to a hypothetical position preset in the motion test to generate the second speed mode.

Images