Elevator monitoring device and elevator monitoring method

Abstract

To address the problem that, in elevators not equipped with a cage trapping failure detection device, detection of cage trapping may be delayed, or maintenance personnel may be unnecessarily dispatched during disasters despite the elevator operating under normal conditions.SOLUTION: An elevator monitoring device monitors a first elevator equipped with a cage trapping failure detection device and a second elevator not equipped with the trapping failure detection device but provided with an acceleration sensor for detecting acceleration of a cage, the elevator monitoring device comprising a control unit configured to estimate occurrence of a cage trapping failure in the second elevator based on acceleration detected by the acceleration sensor of the second elevator, triggered by reception of information indicating occurrence of a cage trapping failure in the first elevator.SELECTED DRAWING: Figure 8

Description

[Technical Field]

[0001] The present disclosure relates to an elevator monitoring device and an elevator monitoring method that assume a case where a car is trapped due to an earthquake or the like. [Background technology]

[0002] When a disaster occurs, elevator operation within a certain range may be interrupted, resulting in passengers being trapped inside the elevator car and causing a trapping failure.

[0003] Patent document 1 describes a device that estimates the likelihood of users becoming trapped in a particular elevator when a particular disaster occurs, based on location information indicating the elevator's location and disaster information including the severity of an earthquake or other disaster at the location. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Patent No. 7248073 Summary of the Invention [Problem to be solved by the invention]

[0005] However, some elevators currently in use do not have a device for detecting trapped-in faults. In such cases, unless passengers contact the elevator via an intercom or other means, the car may not be detected as being trapped, and rescue may take time.

[0006] In the method of sending maintenance personnel to elevators where it is estimated from disaster information that people may be trapped, such as in Patent Document 1, in the event of an earthquake or other disaster, maintenance personnel are often sent even when people are not actually trapped, which is inefficient.

[0007] The present disclosure has been made to solve such problems, and aims to enable maintenance personnel to be dispatched quickly when a person is trapped in an elevator, even if the elevator is not equipped with a special trapped-in failure detection device. [Means for solving the problem]

[0008] The present disclosure relates to an elevator monitoring device that monitors a first elevator equipped with a car entrapment failure detection device and a second elevator that does not have a car entrapment failure detection device but has an acceleration sensor that detects car acceleration, and that has a control unit that, upon receiving information that a car entrapment failure has occurred in the first elevator, estimates the occurrence of a car entrapment failure in the second elevator based on the acceleration detected by the acceleration sensor of the second elevator. [Effects of the Invention]

[0009] This makes it possible to prevent unnecessary dispatches such as sending maintenance personnel to elevators that were operating normally even after the disaster, and to speed up the restoration of elevators in which car-confined failures have occurred. [Brief explanation of the drawings]

[0010] [Figure 1] 1 is a block diagram showing an elevator monitoring system according to a first embodiment. [Figure 2] 1 is a conceptual diagram showing the appearance of an elevator monitoring system according to a first embodiment. [Figure 3] 1 is a configuration diagram showing a schematic configuration of an elevator according to a first embodiment. [Figure 4] 1 is a configuration diagram showing a schematic configuration of an elevator according to a first embodiment. [Figure 5] 2 is a diagram illustrating a storage unit of the elevator monitoring device according to the first embodiment. FIG. [Figure 6] 3 is a diagram showing a data format of a notification master of the elevator monitoring device of the first embodiment. FIG. [Figure 7] FIG. 3 is a diagram showing a data matrix of the inter-car distance master of the elevator monitoring device of the first embodiment. [Figure 8] 4 is a flowchart showing car confinement failure detection and processing in the elevator monitoring device of the first embodiment. [Figure 9] 10 is a flowchart of a process for detecting a confinement failure in the first elevator according to the first embodiment. [Figure 10] 10 is a flowchart of reception of confinement failure information at the maintenance terminal according to the first embodiment. [Figure 11] 10 is a flowchart showing a flow of acquiring acceleration in the nth elevator of the first embodiment. [Figure 12] 3 is a diagram showing a data format of a record table of the elevator monitoring device of the first embodiment. FIG. [Figure 13] 10 is a flowchart showing an update process of the inter-car distance threshold in the elevator monitoring device of the second embodiment. [Figure 14] FIG. 10 is a diagram showing a graph of the occurrence of a confinement fault versus distance in the elevator monitoring device of the second embodiment. [Figure 15] FIG. 2 is a diagram illustrating an example of hardware resources of an elevator monitoring device. [Figure 16] FIG. 10 is a diagram illustrating another example of hardware resources of the elevator monitoring device. DETAILED DESCRIPTION OF THE INVENTION

[0011] The following detailed description will be given with reference to the drawings. Duplicate descriptions will be simplified or omitted as appropriate. In each drawing, the same reference numerals indicate the same or corresponding parts.

[0012] Embodiment 1 FIG. 1 is a block diagram showing an elevator monitoring system according to a first embodiment, FIG. 2 is a conceptual diagram showing the appearance of the elevator monitoring system, and FIGS. 3 and 4 are configuration diagrams showing the general configuration of an elevator.

[0013] This elevator monitoring system 1 is mainly composed of N elevators to be monitored, from the first elevator 100-1 to the Nth elevator 100-N, an elevator monitoring device 201 located at a center 200 that can communicate with these elevators, and a maintenance terminal 301 located at a base 300 where maintenance personnel are on standby.

[0014] The first elevator 100-1 to the N-th elevator 100-N, the elevator monitoring device 201, and the maintenance terminal 301 are connected by a communication line 400 so as to be able to communicate with each other.

[0015] 3 is a configuration diagram showing the first elevator 100-1. In the first elevator 100-1, a first machine room 3-1 is provided above the first hoistway 2-1. The first machine room 3-1 contains a first hoisting machine 4-1, a first deflector sheave 5-1, and a first control device 6-1.

[0016] The first hoist 4-1 has a hoist motor and a drive sheave, and a first rope 7-1 is wound around the drive sheave and the first deflector pulley 5-1.

[0017] A first car 101-1 and a first counterweight 8-1 are provided in the first elevator shaft 2-1 so as to be movable up and down. The first car 101-1 is connected to a first end of the first rope 7-1. The first counterweight 8-1 is connected to a second end of the first rope 7-1. The first car 101-1 and the first counterweight 8-1 move up and down within the first elevator shaft 2-1 by rotating the drive sheave.

[0018] Furthermore, a landing 10-1 is provided on each of a plurality of floors in the building. Each landing 10-1 is opened and closed by a pair of landing doors.

[0019] The first car 101-1 is provided with a confinement failure detection device 102-1. This is used to detect confinement failures in the car. For example, some devices are equipped with a floor landing sensor, a door opening / closing sensor, etc., and detect a failure by detecting that the car door does not open or close even though the car has landed on the floor with passengers inside.

[0020] The first machine room 3-1 is also provided with a first communication device 110-1. This first communication device 110-1 transmits to the outside the status of the first control device 6-1, operation information of the first elevator 100-1, etc., and acquires information from the outside. The first communication device 110-1 also has an alarm unit 111-1 that transmits information to the outside when the entrapment failure detection device 102-1 detects a car entrapment failure.

[0021] 3, the confinement failure detection device 102-1 is provided in the first car 101-1, but it may be disposed externally, for example, at a landing. Also, if a confinement failure in the car can be detected, a door opening / closing sensor does not need to be used.

[0022] 4 is a configuration diagram showing the second elevator 100-2. The third to Nth elevators 100-N have the same configuration as the second elevator 100-2. Like the first elevator 100-1, the second elevator 100-2 also has a second hoistway 2-2, a second machine room 3-2, a second hoisting machine 4-2, a second deflector sheave 5-2, a second control device 6-2, a second rope 7-2, a second counterweight 8-2, a second car 101-2, and a second communication device 110-2.

[0023] The second car 101-2 also has a second acceleration sensor 103-2. The second acceleration sensor 103-2 detects the acceleration of the second car 101-2 as it moves up and down the second elevator shaft 2-2. An acceleration sensor is essential for elevator operation control, and is a standard feature of most elevators. Naturally, the first car 101-1 also has one.

[0024] Second communication device 110-2 also includes acceleration acquisition unit 112-2, which is used to acquire acceleration information from second acceleration sensor 103-2 and transmit it to the outside.

[0025] In FIG. 4, the second acceleration sensor 103-2 is provided in the second car 101-2, but it may be disposed externally, for example, or may be incorporated in the second control device 6-2, for example.

[0026] In FIG. 1, the elevator monitoring device 201 includes a communication unit 211, a control unit 212, a storage unit 213, and a threshold setting unit 214.

[0027] The communication unit 211 acquires information transmitted from the communication devices of the elevators being monitored, from the first communication device 110-1 to the Nth communication device 110-N, and also transmits and receives information between these communication devices and the maintenance terminal 301 as necessary.

[0028] The control unit 212 executes internal processing based on the information received by the communication unit 211, and creates information to be transmitted from the first communication device 110-1 to the Nth communication device 110-N and the maintenance terminal 301. The storage unit 213 stores preset information. Furthermore, the threshold setting unit 214 sets the threshold value of the inter-car distance, which is a condition for determining a car confinement failure. This will be described in detail later.

[0029] The maintenance terminal 301 is equipped with at least a communication unit 302 that transmits and receives data to and from the communication unit 211 of the elevator monitoring device 201, and a notification display device 303 that receives notifications sent from the communication unit 211 of the elevator monitoring device 201 and displays the notifications.

[0030] Next, the concept of car confinement monitoring in this elevator monitoring system 1 will be described. The first car 101-1 is equipped with a confinement failure detection device 102-1. Therefore, when a confinement failure occurs, it is detected and an alarm issuing unit 111-1 transmits information about the occurrence of the confinement failure to the elevator monitoring device 201. The communication unit 211 of the elevator monitoring device 201 transmits this information to the maintenance terminal 301. This allows a maintenance worker to know that a confinement failure has occurred in the car. Therefore, the maintenance worker can immediately head to the first elevator 100-1 to rescue the passengers and repair the elevator.

[0031] However, in the second elevator 100-2 to the Nth elevator 100-N, the second car 101-2 to the Nth car 101-N do not have a confinement fault detection device and cannot directly detect the occurrence of a confinement fault.

[0032] Incidentally, if an elevator stops operating due to a natural disaster, such as an earthquake or flood, and a car becomes trapped inside, there is a possibility that a similar trapping failure may also occur in nearby elevators.

[0033] Therefore, when a car confinement fault occurs in the first elevator 100-1, the elevator monitoring device 201 uses this as a trigger to detect the operating status of other monitored elevators, i.e., the acceleration of the car in the operating direction within the hoistway. If the acceleration is smaller than a threshold, this indicates that the car is not moving. If that elevator is located near the first elevator 100-1, it is highly likely that a confinement fault has occurred in that elevator, just like the first elevator 100-1, and this is estimated. Therefore, the maintenance terminal 301 is notified of the estimated occurrence of a car confinement fault, and a maintenance worker is dispatched.

[0034] It should be noted that the first elevator 100-1 to the N-th elevator 100-N to be monitored by the elevator monitoring system 1 do not need to be installed in the same building.

[0035] Next, the handling of a car trapped fault will be specifically described. First, as shown in Fig. 5, the storage unit 213 of the elevator monitoring device 201 stores a notification master 213a, a record table 213b, and an inter-car distance master 213c. Fig. 6 shows the data format of the notification master 213a. As shown in Fig. 6, the notification master 213a stores an acceleration threshold 213a1 and an inter-car distance threshold 213a2, which are the criteria for determining whether a passenger is trapped. 2 , 100m.

[0036] 7 shows the data matrix of the inter-car distance master 213c. As shown in Fig. 7, the distances from the first car 101-1 and another car to be monitored, i.e., the second car 101-2, to the Nth car 101-N are stored in a matrix format.

[0037] FIG. 8 is a flowchart showing car confinement failure detection and processing in the elevator monitoring device 201. First, the control unit 212 acquires the acceleration threshold value 213a1 and the inter-car distance threshold value 213a2 from the notification master 213a (step S101). Next, the control unit 212 acquires the distance from the first elevator 100-1 to each elevator to be monitored from the inter-car distance master 213c (step S102).

[0038] Next, the trapped fault occurrence information is transmitted from the first communication device 110-1 of the first elevator 100-1, and the elevator monitoring device 201 determines whether the trapped fault occurrence information has been received (step S103), and continues step S103 until it is determined that the information has been received.

[0039] FIG. 9 is a flowchart of the detection of a confinement failure in the first elevator 100-1. First, the confinement failure detection device 102-1 constantly determines whether a confinement failure has occurred (step S201). If the occurrence of a confinement failure is detected in step S201 (if "YES"), the confinement failure detection device 102-1 notifies the alarm transmission unit 111-1 of the occurrence of the confinement failure. The alarm transmission unit 111-1 generates confinement failure occurrence information and transmits it to the elevator monitoring device 201 (step S202).

[0040] When the trapped-in failure occurrence information is transmitted in step S202, the elevator monitoring device 201 receives the trapped-in failure occurrence information in step S103. Then, the control unit 212 confirms the content of the trapped-in failure information, and then transmits the trapped-in failure occurrence information to the maintenance terminal 301 (step S104).

[0041] FIG. 10 is a flowchart showing how the maintenance terminal 301 receives information about the occurrence of a confinement failure. In the maintenance terminal 301, the communication unit 302 constantly determines whether or not it has received information about a trapped-in failure (step S301), and if it has received information about a trapped-in failure (if "YES"), it displays a message on the notification display device 303 urging a maintenance worker to be dispatched (step S302). This message includes an indication of the elevator that is the target of the dispatch.

[0042] In the elevator monitoring device 201, since a car trapped fault has occurred in the first elevator 100-1 and information on the trapped fault occurrence has been received, this triggers a check to see if there is a possibility that a trapped fault has occurred in any of the other elevators being monitored. Specifically, the control unit 212 first identifies the elevator to be monitored. That is, in the flowchart of Fig. 8, n is set to 2 (step S105), and it is checked whether n is equal to or less than N of the Nth elevator, which is the last elevator to be monitored (step S106).

[0043] If n is equal to or less than N in step S106 (if "YES"), the process has not yet reached the end, so an acceleration transmission command is issued to the nth elevator, and acceleration is acquired from the nth elevator (step S107).

[0044] FIG. 11 is a flowchart showing the flow of acquiring acceleration in the n-th elevator. First, the acceleration acquisition unit 112-n constantly determines whether it has received an acceleration transmission instruction (step S401). If it has received an acceleration transmission instruction from the elevator monitoring device 201 (if "YES" in step S401), it acquires acceleration generated within a certain period (e.g., several seconds) from the acceleration sensor 103-n (step S402). Then, it transmits the acceleration to the elevator monitoring device 201 (step S403).

[0045] The reason we used acceleration over a fixed period here is that even during normal operation, the acceleration changes when starting from a floor or arriving, but otherwise does not change when moving at a constant speed. Since it is difficult to distinguish this constant speed acceleration from a stop, we decided to obtain acceleration over a fixed period.

[0046] In FIG. 8, the acceleration of the n-th elevator is acquired in step S107, and it is determined whether this acceleration is smaller than the acceleration threshold value 213a1 acquired in step S101 (step S108). If the acquired acceleration is smaller than the acceleration threshold value 213a1 in step S108 (in the case of "YES"), it is determined whether the distance between the n-th car 101-n and the first car 101-1 is smaller than the inter-car distance threshold value 213a2 acquired in step S101 (step S109).

[0047] If it is determined in step S109 that the distance between the n-th car 101-n and the first car 101-1 is smaller than the inter-car distance threshold 213a2 (if "YES"), there is a possibility that a car confinement failure has occurred in this n-th car 101-n. Therefore, the control unit 212 creates confinement failure estimation information and transmits the confinement failure estimation information to the maintenance terminal 301 (step S110). Thereafter, the control unit 212 records the date and time, the car name, and the acceleration in the recording table 213b (step S111).

[0048] Similarly, if the acquired acceleration is equal to or greater than the acceleration threshold value 213a1 in step S108 (if "NO"), the date, time, car name, and acceleration are recorded in the recording table 213b in step S111. Also, if the distance between the n-th car 101-n and the first car 101-1 is equal to or greater than the inter-car distance threshold value 213a2 acquired in step S101 (if "NO") in step S109, the date, time, car name, and acceleration are also recorded in the recording table 213b in step S111.

[0049] In step S110, the maintenance terminal 301 receives the transmitted trapped-in failure inference information and operates in the same manner as in the flowchart shown in Fig. 10. That is, the communication unit 302 receives the trapped-in failure inference information, and the notification display device 303 displays a message urging the dispatch of a maintenance worker.

[0050] Steps S108 and S109 will now be described with an example. For example, when n is 2, the target is the second car 101-2, so the acceleration acquired by the second acceleration sensor 103-2 is acquired. For example, if this is 3 m / s 2 If it was, then 1 m / s 2 Thus, in step S111, the acceleration of the second car 101-2 is recorded in the record table 213b. 2 If so, the elevator is considered to be operating normally.

[0051] For example, if the acceleration acquired by the second acceleration sensor 103-2 is 0.1 m / s 2 If it was, then 1 m / s 2 Furthermore, the distance between the first car 101-1 and the second car 101-2 is 50 m, which is less than the inter-car distance threshold 213a2 of 100 m.

[0052] In this case, in step S110, the information on the estimated confinement failure in the second car 101-2 is transmitted to the maintenance terminal 301 via the communication unit 211. Acceleration is 0.1 m / s 2 In this case, the second car 101-2 is stopped, and since it is close to the first car 101-1, it is highly likely that the same phenomenon as that of the first elevator is occurring.

[0053] Upon receiving this confinement failure estimation information, the maintenance terminal 301 displays on the notification display device 303 a message urging a maintenance worker to be dispatched to the second elevator 100-2.

[0054] Also, for example, when n is N, the target is the Nth car 101-N, so the acceleration obtained by the acceleration sensor 103-N is obtained. For example, if this is 0.1 m / s 2 If there is, it is 1 m / s 2 However, the distance between the first car 101-1 and the Nth car 101-N is 1 km, which is greater than or equal to 100 m, which is the inter-car distance threshold 213a2. Therefore, in step S111, the acceleration of the Nth car 101-N is written into the record table 213b.

[0055] The acceleration of the Nth car 101-N is 0.1 m / s 2 However, since the first car 101-1 is 1 km away and it cannot be assumed that the same phenomenon as that in the first elevator 100-1 is occurring, the maintenance terminal 301 is not notified of the information on the estimated confinement failure.

[0056] In FIG. 8, the elevator monitoring device 201 records the acceleration of the n-th elevator in the recording table 213b in step S111, then increments the variable n (step S112), and proceeds to step S106.

[0057] FIG. 12 is a diagram showing the data format of the record table 213b. The record table 213b has a date and time column 213b1, a car name column 213b2, an acceleration column 213b3, and a dispatch result column 213b4. Of these, the date and time column 213b1, the car name column 213b2, and the acceleration column 213b3 are recorded in step S111 of FIG.

[0058] For example, the first line of FIG. 12 has "2024 / 1 / 29 12:00:00" in the date and time column 213b1, "2nd car" in the car name column 213b2, and "0 m / s 2 "It says. This is because, in response to the occurrence of a confinement failure in the first car 101-1 on 2024 / 1 / 29, the acceleration of the second car 101-2 is acquired at 12:00:00 on 2024 / 1 / 29, and is found to be 0 m / s 2 This shows that it was.

[0059] Furthermore, the dispatch result column 213b4 is not recorded in step S111, but is recorded by a maintenance person using the maintenance terminal 301. Specifically, if the notification display device 303 of the maintenance terminal 301 displays a message indicating that a car trapped fault may have occurred in the second car 101-2, the maintenance person goes to the second elevator 100-2 to check, and performs recovery work and rescues passengers. If the maintenance person confirms a car trapped fault at that time, the maintenance person uses the maintenance terminal 301 to record "trapped" in the dispatch result column 213b4. Furthermore, if the maintenance person goes to the second elevator 100-2 to check but no car trapped fault has occurred, the maintenance person records "-" in the dispatch result column 213b4.

[0060] In this way, in the first embodiment, when a trapped-in fault occurs in a car equipped with a car trapped-in fault detection device, it is possible to estimate whether a trapped-in fault has occurred in other cars from the acceleration and prompt maintenance personnel to take action. This makes it possible to reduce the need to dispatch maintenance personnel to elevators where no trapped-in faults have occurred, and enables passengers to be rescued and the system to be restored quickly in the event of a disaster.

[0061] Although the occurrence of a confinement failure is estimated by comparing the acceleration with an acceleration threshold, if the acceleration is used, estimation may be made based on a calculation formula or an artificial intelligence algorithm.

[0062] Furthermore, in the first embodiment, the first elevator is the first elevator equipped with a confinement fault detection device, and the second elevators are the second to N-th elevators that do not have such a device. However, it goes without saying that there may be multiple elevators equipped with a confinement fault detection device, i.e., multiple first elevators. In that case, the range that can be covered is expanded, making it possible to more accurately estimate the confinement fault of the car. It also goes without saying that there may be only one elevator not equipped with a confinement fault detection device, i.e., single second elevator.

[0063] Furthermore, the number of thresholds set in the notification master 213a may not be one but multiple. Depending on the model of elevator, the acceleration may differ, and accordingly, the acceleration threshold may be changed for each model.

[0064] Also, when acquiring acceleration, the elevator attempts to land at the nearest floor immediately after an earthquake, so it may wait a certain amount of time before requesting acceleration acquisition, or it may request acceleration acquisition multiple times.

[0065] Embodiment 2 In the second embodiment, the inter-car distance threshold value of the notification master 213a shown in FIG. 6 can be updated based on the status of car confinement failures that have occurred in the past. In the second embodiment, the detection and processing of car confinement failure and the system configuration are the same as those in the first embodiment.

[0066] First, when an earthquake or other event occurs and a car confinement failure occurs in some of the cars being monitored, processing based on Figure 8 is performed, and ultimately, the dispatch results are recorded and stored in record table 213b.

[0067] In the elevator monitoring device 201, the threshold setting unit 214 updates the inter-car distance threshold 213a2 of the notification master 213a based on the dispatch result recorded in the record table 213b. FIG. 13 is a flowchart showing the process of updating the inter-car distance threshold 213a2.

[0068] First, the threshold setting unit 214 reads the record table 213b (step S501), and then the threshold setting unit 214 reads the inter-car distance master 213c (step S502). Next, the threshold setting unit 214 determines whether or not a confinement failure has occurred in the car to be monitored and the distance relationship between that car and the first car 101-1, and calculates a threshold (step S503). Specifically, a confinement fault occurrence-distance graph as shown in FIG. 14 is created. Here, the inter-car distance threshold 213a2 is set to 1.1 km, and it is assumed that all of the cars being monitored, i.e., the second car 101-2 to the Nth car 101-N, are below the inter-car distance threshold 213a2.

[0069] 14, first, for each car to be monitored, the record table 213b is used to assign a "1" to the car in which a confinement fault has occurred and a "0" to the car in which it has not occurred. Then, a two-dimensional graph is generated with the distance from the first car 101-1 recorded in the inter-car distance master 213c to the target car on the X axis, and the occurrence of a confinement fault in the car assigned a "1" and the absence of such a fault assigned a "0" to the Y axis, and a linear regression curve is generated.

[0070] In Figure 14, the value of the X-intercept is 0.88. From this, it can be determined that cars that are more than 0.88 km away from the first car 101-1 are not closely related to the confinement failure that occurred in the first car 101-1, and that they do not need to be targets for the dispatch of maintenance personnel. Therefore, the threshold setting unit 214 updates the value of the inter-car distance threshold 213a2 of the report master 213a from 1 Km to 0.88 Km (step S504).

[0071] In this way, by narrowing down the cars to which maintenance personnel are dispatched based on past conditions, a more efficient response is possible. Note that although the regression curve is a simple straight line here, a higher-order regression curve may also be used.

[0072] 15 is a diagram showing an example of hardware resources of the elevator monitoring device 201. The elevator monitoring device 201 includes, as hardware resources, a communication unit 211 such as a communication adapter, a processor 220, and a memory 221. Note that there may be multiple processors 220 and multiple memories 221.

[0073] In the first and second embodiments, the storage unit 213 of the elevator monitoring device 201 is implemented by the memory 221. The memory 221 also stores programs that are read out as needed and executed by the processor 220 to perform the functions of the control unit 212 and the threshold setting unit 214.

[0074] The processor 220 is also called a CPU (Central Processing Unit), central processing unit, arithmetic unit, microprocessor, microcomputer, or DSP. The memory 221 may be a semiconductor memory, a magnetic disk, a flexible disk, an optical disk, a compact disk, a minidisk, or a DVD. Usable semiconductor memories include RAM, ROM, flash memory, EPROM, and EEPROM.

[0075] Fig. 16 is a diagram showing another example of hardware resources of the elevator monitoring device 201. In the example of Fig. 16, the elevator monitoring device 201 includes a processing circuit including a processor 220, a memory 221, and dedicated hardware 222. Fig. 16 shows an example in which some of the functions of the elevator monitoring device 201 are realized by the dedicated hardware 222. It is also possible to realize all of the functions of the elevator monitoring device 201 by the dedicated hardware 222. The dedicated hardware 222 can be a single circuit, a composite circuit, a programmed processor, a parallel programmed processor, an ASIC, an FPGA, or a combination thereof. [Industrial Applicability]

[0076] In this way, the elevator monitoring device of the present disclosure is useful for detecting the occurrence of a car entrapment failure when monitoring elevators equipped with an entrapment failure detection device and elevators not equipped with an entrapment failure detection device. [Explanation of symbols]

[0077] 1 Elevator monitoring system, 2-1 First elevator shaft, 2-2 Second elevator shaft, 3-1 1st machine room, 3-2 2nd machine room, 4-1 1st hoisting machine, 4-2 No. 2 hoist, 5-1 No. 1 deflector, 5-2 No. 2 deflector, 6-1 First control device, 6-2 Second control device, 7-1 First rope, 7-2 Second rope, 8-1 First counterweight, 8-2 Second counterweight, Platform 10-1, 100-1 1st elevator, 100-2 2nd elevator, 100-N Nth elevator, 101-1 1st cage, 101-2 2nd cage, 101-N Nth cage, 102-1 Entrapment failure detection device, 103-2 Second acceleration sensor, 110-1: First communication device; 110-2: Second communication device; 110-N: Nth communication device; 111-1 Emergency Department, 112-2 Acceleration acquisition section, 200 Center, 201 elevator monitoring device, 211 communication unit, 212 control unit, 213 Memory section, 213a Report master, 213a1 Acceleration threshold, 213a2 Inter-car distance threshold, 213b record table, 213b1 date and time column, 213b2 basket name column, 213b3 Acceleration field, 213b4 Dispatch result field, 213c Inter-car distance master 214 threshold setting unit, 220 processor, 221 memory, 222 dedicated hardware, 300 locations, 301 maintenance terminal, 302 communication unit, 303 notification display device, 400 communication lines

Claims

1. An elevator monitoring device for monitoring a first elevator equipped with a car entrapment failure detection device and a second elevator not equipped with the entrapment failure detection device but equipped with an acceleration sensor for detecting car acceleration, an elevator monitoring device having a control unit that, when it receives information that a car of the first elevator has been trapped, estimates the occurrence of the trapped fault in the second elevator based on the acceleration detected by the acceleration sensor of the second elevator.

2. 2. The elevator monitoring device according to claim 1, further comprising a memory unit that stores an acceleration threshold value, and wherein the control unit estimates that a confinement fault has occurred in the second elevator when the acceleration is smaller than the acceleration threshold value.

3. An elevator monitoring device for monitoring a first elevator equipped with a car entrapment failure detection device and a second elevator not equipped with the entrapment failure detection device but equipped with an acceleration sensor for detecting car acceleration, an elevator monitoring device having a control unit that, when triggered by receiving information that a car of the first elevator has been trapped, estimates the occurrence of a trapped-in fault in the second elevator based on the acceleration detected by the acceleration sensor of the second elevator and the distance between the car of the second elevator and the car of the first elevator.

4. 4. The elevator monitoring device according to claim 3, further comprising a memory unit that stores an acceleration threshold and a distance threshold for a car-to-car distance between elevator cars, wherein the control unit estimates that a confinement fault has occurred in the second elevator when the acceleration detected in the second elevator is smaller than the acceleration threshold and the distance between the cars of the second elevator and the first elevator is smaller than the distance threshold.

5. 5. The elevator monitoring device according to claim 4, wherein the storage unit has a record table for recording the acceleration of the second elevator after receiving information that a car confinement fault has occurred in the first elevator.

6. The elevator monitoring device according to claim 5, wherein when the control unit estimates that the confinement fault has occurred in the second elevator, the control unit transmits information on the confinement fault estimation to a maintenance terminal.

7. 7. The elevator monitoring device according to claim 6, wherein the maintenance terminal receives the information on the estimated trapped fault and displays a message urging a maintenance worker to be dispatched.

8. 8. The elevator monitoring device according to claim 7, wherein a maintenance person can record in the recording table whether or not a car trapped fault has occurred in the second elevator.

9. 9. The elevator monitoring device according to claim 8, further comprising a threshold setting unit that updates the distance threshold based on the record of whether or not the confinement fault has occurred, which is recorded in the record table.

10. An elevator monitoring method for monitoring a first elevator equipped with a car entrapment fault detection device and a second elevator not equipped with the entrapment fault detection device but equipped with an acceleration sensor for detecting car acceleration, comprising: a first step of receiving information of the occurrence of a car entrapment fault from the first elevator; a second step of issuing an instruction to the second elevator to transmit car acceleration and receiving acceleration information transmitted from the second elevator based on the instruction; and a third step of estimating the occurrence of a car entrapment fault in the second elevator based on the acceleration information.

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