JPH0551185A - Self-traveling elevator control device - Google Patents
Self-traveling elevator control deviceInfo
- Publication number
- JPH0551185A JPH0551185A JP3215052A JP21505291A JPH0551185A JP H0551185 A JPH0551185 A JP H0551185A JP 3215052 A JP3215052 A JP 3215052A JP 21505291 A JP21505291 A JP 21505291A JP H0551185 A JPH0551185 A JP H0551185A
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- Prior art keywords
- car
- cage
- speed
- distance
- minimum
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Abstract
Description
【０００１】[0001]
【産業上の利用分野】この発明は、自走式エレベータお
いて、複数台の乗りかごを同一走行路内に同時に、かつ
安全に走行させるための自走式エレベータの制御装置に
関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a self-propelled elevator control device for allowing a plurality of cars to simultaneously and safely travel in the same traveling path in a self-propelled elevator.
【０００２】[0002]
【従来の技術】従来から広く用いられているエレベータ
は、油圧プランジャを用いて乗りかごを昇降させる油圧
式エレベータや比較的小容量域に使用される巻胴式エレ
ベータを除いて、その大半が乗りかごと釣合重りをロー
プでつるべ状に結合した方式であり、１つの昇降路に１
つの乗りかごを配置している。2. Description of the Related Art Most conventional elevators have been widely used except for hydraulic elevators that use a hydraulic plunger to move a car up and down, and reel-type elevators used in relatively small capacity areas. A method in which a basket and a counterweight are connected with a rope in a rope shape.
We have two cages.
【０００３】このつるべ式エレベータは、図７に示すよ
うに昇降路中に乗りかご１と釣合重り２を、それぞれ案
内用レール（ガイドレール）３，４を設けてその間に配
置し、昇降路上部の機械室に設置された巻き上げ機５の
シーブ６やそらせシーブ７などを介して、ロープ８で両
者をつるべ状に結合する構成である。そして、近年で
は、巻き上げ機５の駆動用電動機として三相誘導電動
機、制御装置にマイクロプロセッサを搭載したインバー
タ装置が広く用いられている。As shown in FIG. 7, the trolley type elevator has a car 1 and a counterweight 2 in a hoistway, and guide rails (guide rails) 3 and 4 are provided between the car 1 and the counterweight 2, respectively. The structure is such that the ropes 8 are connected to each other by a rope 8 via the sheave 6 and the deflecting sheave 7 of the hoisting machine 5 installed in the machine room. In recent years, a three-phase induction motor has been widely used as a driving electric motor for the hoisting machine 5, and an inverter device having a microprocessor in its control device has been widely used.
【０００４】このようなつるべ式エレベータの制御装置
では、モータの制御異常や機器故障などによって考えら
れるかごの衝突事故は、終端階でのみ発生する可能性が
あり、終端階ではかごの異常なオーバースピードを検出
し、かごを急減速させ、あるいは急停止させる終端階強
制減速装置が設けられており、このシステムは、従来か
ら広く利用されてきている方式であるために性能面、安
全面で技術が確立されていて信頼性がある。In such a slip-type elevator control device, a car collision accident, which may be caused by a motor control abnormality or equipment failure, may occur only at the terminal floor, and an abnormal car over at the terminal floor may occur. A terminal floor forced deceleration device that detects speed and suddenly decelerates or suddenly stops the car is provided.Since this system is a method that has been widely used from the past, it is a technology in terms of performance and safety. Is established and reliable.
【０００５】ところが、近年、将来的な見通してとし
て、超高層ビルや超々高層ビルなどの要求に答えるため
の新しい階間交通システムの考え方が種々提案されるよ
うになっているが、提案されている新交通システムの１
つが、ロープを用いずに、乗りかご自体が走行する自走
式エレベータであり、これは、上下方向のみならず水平
方向にも走行可能な構成を備えた縦横自在走行エレベー
タの構想である。However, in recent years, various ideas for a new inter-floor transportation system have been proposed in order to meet the demands of skyscrapers and ultra-high-rise buildings as future prospects, but they have been proposed. One of the new transportation system
One is a self-propelled elevator in which the car itself travels without using a rope. This is a concept of a vertically and horizontally freely propelled elevator having a configuration capable of traveling not only in the vertical direction but also in the horizontal direction.
【０００６】この自走式エレベータシステムの構想は、
従来の１昇降路１乗りかごの既成概念を打破するもので
あり、１昇降路に複数台の乗りかごを走行させることが
可能な革新的な技術として注目されつつある。The concept of this self-propelled elevator system is as follows:
It breaks the existing concept of a single car in one hoistway and is attracting attention as an innovative technology that allows multiple cars to travel in one hoistway.
【０００７】図８はそのような縦横走行自在の自走式エ
レベータのシステム構成を示しており、複数台の乗りか
ご９にリニアモータ二次導体１０を設置し、昇降路に設
けられたリニアモータ一次導体１１との間の磁気力によ
って駆動推力を得るようにしている。そして、安全装置
として、ブレーキ１２や乗りかご９相互の衝突による衝
撃を緩和するための緩衝機１３が設置され、また連結走
行を行なうための超電導磁石１４が設置されている。さ
らに、最上階には、吊り下げ機１５と水平走行用可動式
プレート１６が設置され、最下階には、同じく油圧ジャ
ッキ１７が設置され、１昇降路内に複数台の乗りかご９
を走行させることができるようにしている。FIG. 8 shows a system configuration of such a self-propelled elevator which can travel vertically and horizontally. A linear motor secondary conductor 10 is installed in a plurality of cars 9 and a linear motor provided in a hoistway. The driving thrust is obtained by the magnetic force between the primary conductor 11. Further, as a safety device, a brake 13 and a shock absorber 13 for absorbing the impact caused by the collision of the car 9 with each other are installed, and a superconducting magnet 14 for performing connected traveling is installed. Further, a suspender 15 and a horizontal traveling movable plate 16 are installed on the uppermost floor, and a hydraulic jack 17 is also installed on the lowermost floor.
So that it can be driven.
【０００８】そして、乗りかご９の周辺の詳しい機器配
置は、図９に示すように乗りかご９に推進用リニアモー
タの二次導体１０が設置され、リニアモータの一次導体
１１が昇降路に施設されている。また、乗りかご９はガ
イドレール１８にガイドされる形で昇降し、そのガイド
レール１８に対して制動力を得るようにブレーキ１２が
配置されている。さらに、乗りかご９の照明や制御機器
などの電源を供給するための集電装置１９が乗りかご９
に設置され、乗りかご９との信号伝送を行なうための情
報伝送用ケーブル２０が昇降路に設置されている。この
情報伝送用ケーブル２０による信号伝送方式としては、
例えば、誘導無線伝送方式が考えられる。As for detailed equipment arrangement around the car 9, as shown in FIG. 9, the secondary conductor 10 of the propulsion linear motor is installed in the car 9, and the primary conductor 11 of the linear motor is installed in the hoistway. Has been done. Further, the car 9 moves up and down while being guided by the guide rail 18, and the brake 12 is arranged so as to obtain a braking force with respect to the guide rail 18. Further, a current collector 19 for supplying power to the car 9 such as lighting and control equipment is provided with a car 9
An information transmission cable 20 for signal transmission with the car 9 is installed in the hoistway. As a signal transmission system using the information transmission cable 20,
For example, an inductive wireless transmission system can be considered.
【０００９】[0009]
【発明が解決しようとする課題】このような提案されて
いる自走式エレベータの制御装置では、上記のように安
全装置の１つとして乗りかご相互の衝突による衝撃を緩
和するために緩衝機１３が設けられているが、定格スピ
ードにて走行中であれば、この緩衝機１３は最終段の安
全装置であり、乗りかご相互の衝突を防ぐためには、異
常接近する時には後続かごを強制的に急減速させ、常に
安全車間距離をとって各かごを走行させるようにするこ
とが望ましい。In the proposed control device for a self-propelled elevator as described above, as one of the safety devices as described above, a shock absorber 13 is provided in order to reduce the impact due to the collision between the cars. However, if the vehicle is traveling at the rated speed, this shock absorber 13 is a safety device at the final stage, and in order to prevent collisions between the cars, the following cars are forcibly forced during abnormal approach. It is desirable to suddenly decelerate and keep each car traveling at a safe inter-vehicle distance.
【００１０】この発明は、このような技術的課題を解決
するためになされたもので、複数台の乗りかごが同一走
行路内を走行している時に、制御異常や機器不具合など
の何らかの原因で進行方向前方の乗りかごに後続かごが
異常に接近した場合には、強制的に急減速、あるいは急
停止させることにより、常に複数台の乗りかごを相互に
安全車間距離を保持しつつ走行させ、安全で信頼性の高
い運行制御が行なえる自走式エレベータの制御装置を提
供することを目的とする。The present invention has been made in order to solve such a technical problem, and when a plurality of cars are traveling on the same traveling path, they are caused by some cause such as a control abnormality or a device malfunction. When the following car abnormally approaches the car ahead in the direction of travel, forcibly decelerates or stops suddenly so that multiple cars always run while maintaining a safe inter-vehicle distance, It is an object of the present invention to provide a control device for a self-propelled elevator that enables safe and highly reliable operation control.
【００１１】[0011]
【課題を解決するための手段】この発明は、建物に形成
された走行路に沿って複数台の乗りかごが自走するよう
にした自走式エレベータの制御装置において、同一走行
路内に運転中の各乗りかごの位置と速度を検出するかご
位置検出手段と、前記かご位置検出手段によって検出さ
れるかご位置検出信号から各乗りかご間の相対速度を演
算する相対速度演算手段と、前記かご位置検出手段から
のかご位置と速度データ、および前記相対速度演算手段
からの相対速度データをもとにして各乗りかご間の衝突
を回避することができる最小許容接近距離を演算する最
小接近距離演算手段と、前記最小接近距離演算手段が演
算する最小許容接近距離と、実際の乗りかご間距離とを
比較し、異常接近している乗りかごがある時に、当該乗
りかごのうち後続の乗りかごに対して強制急減速を行な
わせる衝突防止手段とを備えたものである。SUMMARY OF THE INVENTION The present invention is a self-propelled elevator control device in which a plurality of cars are allowed to self-propel along a traveling path formed in a building. Car position detecting means for detecting the position and speed of each car inside, relative speed calculating means for calculating the relative speed between each car from the car position detection signal detected by the car position detecting means, and the car Based on the car position and speed data from the position detection means and the relative speed data from the relative speed calculation means, the minimum approach distance calculation for calculating the minimum allowable approach distance that can avoid a collision between the cars Means and the minimum allowable approach distance calculated by the minimum approach distance calculating means and the actual inter-car distance, and when there is a car that is approaching abnormally, It is obtained by a collision prevention means for causing a forced rapid deceleration with respect to the car.
【００１２】[0012]
【作用】この発明の自走式エレベータの制御装置では、
相対速度演算手段により、かご位置検出手段によって検
出されるかご位置検出信号から各乗りかご間の相対速度
を演算し、最小接近距離演算手段により、かご位置検出
手段からのかご位置と速度データ、および相対速度演算
手段からの相対速度データをもとにして各乗りかご間の
衝突を回避することができる最小許容接近距離を演算す
る。In the controller of the self-propelled elevator according to the present invention,
The relative speed calculation means calculates the relative speed between the cars from the car position detection signal detected by the car position detection means, and the minimum approach distance calculation means calculates the car position and speed data from the car position detection means, and Based on the relative speed data from the relative speed calculation means, a minimum allowable approach distance that can avoid a collision between the cars is calculated.
【００１３】そして、衝突防止手段によって、最小接近
距離演算手段が演算する最小許容接近距離と実際の各乗
りかご間距離とを比較し、異常接近している乗りかご同
士がある時に、当該乗りかごのうち後続の乗りかごに対
して強制急減速を行なわせることによって衝突防止を図
り、複数台の乗りかごが同一昇降路内を走行する際の安
全走行を可能とする。Then, the collision preventing means compares the minimum allowable approach distance calculated by the minimum approach distance calculating means with the actual inter-car distance, and when there are cars that are abnormally close to each other, the car concerned. By forcibly decelerating the following car among them, collisions are prevented and safe driving is possible when multiple cars travel in the same hoistway.
【００１４】[0014]
【実施例】以下、この発明の実施例を図に基づいて詳説
する。図１に示すように、各号機の単体制御装置２１Ａ
〜２１Ｘは、自号機の乗りかご９の走行速度と位置を周
期的に検出するかご速度検出部２２Ａ〜２２Ｘを備えて
いる。Embodiments of the present invention will now be described in detail with reference to the drawings. As shown in FIG. 1, a unit controller 21A for each unit
21X includes car speed detectors 22A to 22X that periodically detect the traveling speed and the position of the car 9 of the own vehicle.
【００１５】このかご速度検出部２２Ａ〜２２Ｘは、図
３に示すように乗りかご９のローラガイド２６などに取
り付けられたパルス発生器により構成することができ、
各乗りかご９の走行にともなって回転する時にパルス信
号をかご位置・速度信号２３Ａ〜２３Ｘを発生し、この
かご速度検出部２２Ａ〜２２Ｘから各乗りかごごとのか
ご位置・速度信号２３Ａ〜２３Ｘがこの発明の特徴であ
る衝突防止機能を司る群制御装置２４に入力されるよう
になっている。また、群制御装置２４から各単体制御装
置２１Ａ〜２１Ｘに強制減速指令信号２５Ａ〜２５Ｘが
必要に応じて出力できるように接続されている。The car speed detectors 22A to 22X can be constituted by a pulse generator attached to the roller guide 26 of the car 9 as shown in FIG.
When the car 9 rotates as it travels, pulse signals are generated to generate car position / speed signals 23A-23X, and car position detectors 22A-22X generate car position / speed signals 23A-23X for each car. The data is input to the group control device 24 that controls the collision prevention function, which is a feature of the present invention. Further, the group control device 24 is connected to the individual control devices 21A to 21X so that forced deceleration command signals 25A to 25X can be output as necessary.
【００１６】図２に示すように群制御装置２４は、通常
はマイクロコンピュータにより実現されるものである
が、必要な機能手段として、かご位置・速度入力および
走行順序検出手段２４ａと、最小かご間距離演算手段２
４ｂと、強制減速検出手段２４ｃとから構成されてい
る。次に、上記構成の自走式エレベータの制御装置の動
作について説明する。As shown in FIG. 2, the group control device 24 is usually realized by a microcomputer, but the necessary car position / speed input / running sequence detecting means 24a and minimum car distance are provided as necessary functional means. Distance calculation means 2
4b and forced deceleration detecting means 24c. Next, the operation of the control device for the self-propelled elevator having the above configuration will be described.
【００１７】図５のフローチャートに示すように、かご
位置・速度および走行順序検出手段２４ａは、各単体制
御装置２１Ａ〜２１Ｘから逐次入力したかご位置データ
より乗りかごの走行位置、走行速度および走行順序を認
識し（ステップＳ１）、図４に示すようなかご位置・速
度のデータテーブルＴＢを作成する（ステップＳ２）。As shown in the flowchart of FIG. 5, the car position / speed / running order detecting means 24a uses the car position data sequentially input from the individual control devices 21A to 21X to read the car running position, running speed and running order. Is recognized (step S1), and a car position / speed data table TB as shown in FIG. 4 is created (step S2).
【００１８】一例を示すと、図８の上昇運転専用昇降路
ＡＳＨＡＦＴにおいて、進行方向に対する走行順序は、
Ｎｏ．５−Ｎｏ．２−Ｎｏ．６−Ｎｏ．１…となってお
り、かご位置・速度および走行順序検出手段２４ａによ
り、図４に示すようなかご位置・速度および走行順序の
データテーブルＴＢが作成され、かご位置データ、かご
速度データがセットされる。As an example, in the hoistway ASHAFT for ascending operation shown in FIG. 8, the traveling order in the traveling direction is as follows.
No. 5-No. 2-No. 6-No. 1 ..., and the car position / speed / running order detection means 24a creates a car position / speed / running order data table TB as shown in FIG. 4, and sets car position data and car speed data. It
【００１９】なおここで、各号機の乗りかごの位置検
出、速度検出は各単体制御装置２１Ａ〜２１Ｘ側で行な
われるものであり、乗りかごのローラガイド２６に取り
付けられたパルス発生器からの走行パルス信号により位
置検出を行ない、このパルス信号が誘導無線伝送方式な
どによって単体制御装置２１Ａ〜２１Ｘに伝送され、こ
こで各乗りかごのかご位置データとかご速度データが演
算され、そのデータ信号２３Ａ〜２３Ｘが群制御装置２
４側に伝送されるのである。Here, the position detection and speed detection of the cars of each car are performed on the side of the individual control devices 21A to 21X, and traveling from a pulse generator attached to the roller guides 26 of the cars. Position detection is performed by a pulse signal, and this pulse signal is transmitted to the unit control devices 21A to 21X by an inductive wireless transmission system or the like, where car position data and car speed data of each car are calculated, and the data signal 23A to 23X is the group control device 2
It is transmitted to the 4 side.
【００２０】かご位置・速度および走行順序検出手段２
４ａで求められた各乗りかごのかご位置・速度および走
行順序データは、最小かご間距離演算手段２４ｂに出力
され、図６のフローチャートに従って各かご間の相対速
度Ｖ(n+1)と実際のかご間距離Ｓ(n+1) が演算される
（ステップＳ３〜Ｓ６）。Car position / speed and traveling order detection means 2
The car position / speed and running order data of each car determined in 4a are output to the minimum car distance calculating means 24b, and the relative speed V (n + 1) between the cars and the actual car speed are output according to the flowchart of FIG. The inter-car distance S (n + 1) is calculated (steps S3 to S6).
【００２１】まず、前方のかごの速度ｖn と後続のかご
の速度ｖn+1をもとにして、ｎ番目とｎ＋１番目のかご
間の許容最小かご間距離Ｓtrip(n+1) が次のようにして
求められる。すなわち、前方かごと後続かごとが異常接
近して、許容最小かご間距離Ｓtrip(n+1) よりも接近し
た場合に行なう強制減速運転時の減速度をβ（β＞α；
αは通常運転時の減速度）とすると、図３に示すよう
に、後続かごが初速ｖn+1 で強制減速運転動作した時の
走行距離は、ｖn+1 2 ／２βである。First, based on the speed vn of the front car and the speed vn + 1 of the following car, the allowable minimum car distance Strip (n + 1) between the nth car and the (n + 1) th car is as follows. Is required. That is, the deceleration during the forced deceleration operation performed when the front car and the rear car are abnormally approached and are closer than the allowable minimum inter-car distance Strip (n + 1) is β (β>α;
Assuming that α is a deceleration during normal operation), as shown in FIG. 3, the traveling distance when the following car performs the forced deceleration operation at the initial speed vn + 1 is vn + 1 2 / 2β.
【００２２】また、前方かごが初速ｖn で何らかの故障
で強制停止動作した場合の走行距離は、ｖn 2 ／２γで
ある。ここで、γは、ブレーキ動作による減速度であ
り、γ＞β＞αである。そこで、これらのデータをもと
にして、かごの衝突防止を目的として強制減速動作を行
なうべき最小かご間距離Ｓtrip(n+1) は、When the front car is forced to stop due to some failure at the initial speed vn, the running distance is vn 2 / 2γ. Here, γ is the deceleration due to the brake operation, and γ>β> α. Therefore, based on these data, the minimum car distance Strip (n + 1) to perform the forced deceleration operation for the purpose of car collision prevention is
【００２３】[0023]
【数１】 より、[Equation 1] Than,
【００２４】[0024]
【数２】 となり、実際のＳtrip(n+1) の値としては、検出保護動
作遅延などに対する余裕度Ｓαを加味し、[Equation 2] Therefore, as the actual value of Strip (n + 1), the margin Sα for the detection protection operation delay is added,
【００２５】[0025]
【数３】 とする。なお、余裕度Ｓαは、保護動作遅延を十分に補
償できる余裕距離とする必要がある。同様にして、かご
衝突防止を目的とした強制停止動作を行なうべき最小か
ご間距離Ｓ′trip(n+1) は、[Equation 3] And The margin Sα needs to be a margin distance that can sufficiently compensate for the delay of the protection operation. Similarly, the minimum inter-car distance S'trip (n + 1) where the forced stop operation for the purpose of preventing car collision should be performed is
【００２６】[0026]
【数４】 となる。[Equation 4] Becomes
【００２７】次に、同一昇降路内を走行中の乗りかごの
うち、前方走行かごであるｎ番目の速度ｖn のかごと、
後続走行かごであるｎ＋１番目の速度ｖn+1 のかごとの
相対速度をＶ(n+1) を、 Ｖ(n+1) ＝ｖn+1 −ｖn として算出する。Next, of the cars traveling in the same hoistway, the car at the n-th speed vn which is the car traveling in front,
The relative speed for each car of the (n + 1) th speed vn + 1 which is the following traveling car is calculated as V (n + 1) = vn + 1-vn.
【００２８】こうして最小かご間距離演算手段２４ｂに
よって算出された最小かご間距離Ｓtrip(n+1) 、相対速
度Ｖ(n+1) 、各かご間データをもとにして、強制減速検
出手段２４ｃが衝突回避のための強制減速運転指令の必
要性を判定する（ステップＳ７〜Ｓ１０）。The forced deceleration detecting means 24c is based on the minimum inter-car distance Strip (n + 1), the relative speed V (n + 1) and the inter-car data calculated by the minimum inter-car distance calculating means 24b. Determines the necessity of a forced deceleration operation command for avoiding a collision (steps S7 to S10).
【００２９】すなわち、相対速度データＶ(n+1) から、
Ｖ(n+1) ＜０、つまり、前方かご速度の方が速い場合に
は、衝突可能性はないので、この処理ルーチンを終了す
る。他方、相対速度データＶ(n+1) から、Ｖ(n+1) ≧０
の場合には、かご間距離検出データＳ(n+1) と許容最小
かご間距離Ｓtrip(n+1) を比較し（ステップＳ８）、Ｓ
(n+1) ≦Ｓtrip(n+1) を検出した場合には（ステップＳ
９）、強制減速指令２５Ａ〜２５Ｘを出力し、該当する
乗りかごを強制減速運転することにより衝突を回避する
（ステップＳ１０）。That is, from the relative velocity data V (n + 1),
If V (n + 1) <0, that is, if the forward car speed is faster, there is no possibility of collision, so this processing routine is ended. On the other hand, from the relative speed data V (n + 1), V (n + 1) ≧ 0
In the case of, the car distance detection data S (n + 1) is compared with the allowable minimum car distance Strip (n + 1) (step S8), and S
If (n + 1) ≤ Strip (n + 1) is detected (step S
9), the forced deceleration commands 25A to 25X are output, and the collision is avoided by forcibly decelerating the relevant car (step S10).
【００３０】以下、上記の処理を同一昇降路内を走行す
るすべての乗りかごについて繰り返し演算して判断し、
必要な衝突防止運転を該当する乗りかごに対して行なう
（ステップＳ１１，Ｓ１２）。Hereinafter, the above-mentioned processing is repeatedly calculated for all the cars traveling in the same hoistway to make a judgment,
The necessary collision prevention operation is performed for the car in question (steps S11, S12).
【００３１】このようにして、各乗りかご間距離を常に
検出することによって、各かご間の相対速度と各かごの
速度を演算し、そのデータに基づいて許容最小かご間距
離を算出し、この最小かご間距離データを基準値とし
て、実かご間距離と比較判別し、各かご速度が時々刻々
変化する状況の中で、各かごの走行速度に対応した最小
かご間距離基準値に基づいて強制減速保護動作を行なう
のである。In this way, the relative speed between each car and the speed of each car are calculated by constantly detecting the distance between each car, and the allowable minimum inter-car distance is calculated based on this data. The minimum inter-car distance data is used as a reference value for comparison with the actual inter-car distance, and in the situation where each car speed changes from moment to moment, it is forced based on the minimum car distance reference value corresponding to the running speed of each car. The deceleration protection operation is performed.
【００３２】なお、この発明は上記の実施例に限定され
ることはなく、上記実施例では、各号機の単体制御装置
からかご位置データと速度データを入力して処理するよ
うにしているが、これをかご位置データのみの入力と
し、速度演算は群制御装置側で行なうようにしてもよ
い。The present invention is not limited to the above embodiment, and in the above embodiment, the car position data and the speed data are input from the unit control device of each machine and processed. This may be done by inputting only the car position data, and the speed calculation may be performed on the group control device side.
【００３３】また、上記実施例のようにかご位置データ
と速度データを入力し、かご位置データから演算した速
度データと入力した速度データを比較し、各号機の単体
制御装置から入力する各データの合理性のチェックを実
施し、異常時にはその異常を検出した号機とその後方の
号機の運転を停止させる機能を付加することにより、さ
らに信頼性、安全性を高めることができる。Further, as in the above embodiment, the car position data and the speed data are input, the speed data calculated from the car position data and the input speed data are compared, and each data input from the unit control device of each unit is compared. By performing a rationality check and adding a function of stopping the operation of the machine that detected the abnormality and the machine behind it when an abnormality occurs, reliability and safety can be further enhanced.
【００３４】[0034]
【発明の効果】以上のようにこの発明によれば、同一走
行路内に複数台の自走式エレベータを走行させている場
合に、何らかの異常の発生によって前後の乗りかごが異
常接近する恐れが生じる時には、衝突を防止するために
両乗りかごの走行速度に応じて変化する最小かご間距離
を求めて、その最小かご間距離内に後続かごが接近しな
いように後続かごに対して強制急減速運転を行なうよう
にしているため、複数台の乗りかごを同一走行路内に走
行させる場合にも追突事故の発生を防止することができ
て安全性を高めることができる。As described above, according to the present invention, when a plurality of self-propelled elevators are traveling in the same traveling path, the front and rear cars may be abnormally approached due to some abnormality. When it occurs, find the minimum car distance that changes according to the traveling speed of the two-seater car to prevent a collision, and forcibly decelerate the following car so that the following car does not approach within the minimum car distance. Since the vehicle is driven, it is possible to prevent the occurrence of a rear-end collision accident and improve the safety even when a plurality of cars are traveling in the same traveling path.
【図１】この発明の一実施例のブロック図。FIG. 1 is a block diagram of an embodiment of the present invention.
【図２】上記実施例の制御装置の機能ブロック図。FIG. 2 is a functional block diagram of the control device of the above embodiment.
【図３】上記実施例の動作を説明する説明図。FIG. 3 is an explanatory diagram for explaining the operation of the above embodiment.
【図４】上記実施例におけるかご位置・速度および走行
順序検出手段の作成するデータテーブル。FIG. 4 is a data table created by the car position / speed and traveling order detection means in the above embodiment.
【図５】上記実施例におけるかご位置・速度および走行
順序検出手段の動作を示すフローチャート。FIG. 5 is a flowchart showing the operation of the car position / speed and traveling order detection means in the above embodiment.
【図６】上記実施例における最小かご間距離演算手段お
よび強制減速検出手段の動作を示すフローチャート。FIG. 6 is a flowchart showing the operations of the minimum car distance calculation means and the forced deceleration detection means in the above embodiment.
【図７】従来のつるべ式エレベータシステムの構成図。FIG. 7 is a configuration diagram of a conventional slip-type elevator system.
【図８】提案されている自走式エレベータシステムの構
成図。FIG. 8 is a block diagram of a proposed self-propelled elevator system.
【図９】上記自走式エレベータシステムの乗りかごの周
辺機器配置を示す平面図。FIG. 9 is a plan view showing peripheral equipment arrangement of a car of the self-propelled elevator system.
２１Ａ〜２１Ｘ…単体制御装置 ２２Ａ〜２２Ｘ…速度検出装置 ２３Ａ〜２３Ｘ…かご位置・速度信号 ２４…群制御装置 ２４ａ…かご位置・速度および走行順序検出手段 ２４ｂ…最小かご間距離演算手段 ２４ｃ…強制減速検出手段 ２５Ａ〜２５Ｘ…強制減速指令信号 21A to 21X ... Single control device 22A to 22X ... Speed detection device 23A to 23X ... Car position / speed signal 24 ... Group control device 24a ... Car position / speed and traveling sequence detection means 24b ... Minimum car distance calculation means 24c ... Forced Deceleration detection means 25A to 25X ... Forced deceleration command signal
Claims (1)
の乗りかごが自走するようにした自走式エレベータの制
御装置において、 同一走行路内に運転中の各乗りかごの位置と速度を検出
するかご位置検出手段と、 前記かご位置検出手段によって検出されるかご位置検出
信号から各乗りかご間の相対速度を演算する相対速度演
算手段と、 前記かご位置検出手段からのかご位置・速度データ、お
よび前記相対速度演算手段からの相対速度データをもと
にして各乗りかご間の衝突を回避することができる最小
許容接近距離を演算する最小接近距離演算手段と、 前記最小接近距離演算手段が演算する最小許容接近距離
と、実際の乗りかご間距離とを比較し、異常接近してい
る乗りかごがある時に当該乗りかごのうち後続の乗りか
ごに対して強制急減速を行なわせる衝突防止手段とを備
えて成る自走式エレベータの制御装置。1. A control device for a self-propelled elevator in which a plurality of cars are allowed to self-propel along a traveling path formed in a building, and a position of each car that is operating in the same traveling path. A car position detecting means for detecting a speed, a relative speed calculating means for calculating a relative speed between each car from a car position detection signal detected by the car position detecting means, and a car position from the car position detecting means. Minimum approach distance calculation means for calculating a minimum allowable approach distance capable of avoiding a collision between cars based on the speed data and the relative speed data from the relative speed calculation means; and the minimum approach distance calculation The minimum permissible approach distance calculated by the means is compared with the actual inter-car distance, and when there is a car that is approaching abnormally, it is forcibly sharply reduced to the following car of the car concerned. Control device for self-propelled elevator comprising a collision preventing means to perform.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3215052A JP2732730B2 (en) | 1991-08-27 | 1991-08-27 | Control device for self-propelled elevator |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3215052A JP2732730B2 (en) | 1991-08-27 | 1991-08-27 | Control device for self-propelled elevator |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0551185A true JPH0551185A (en) | 1993-03-02 |
| JP2732730B2 JP2732730B2 (en) | 1998-03-30 |
Family
ID=16665969
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP3215052A Expired - Fee Related JP2732730B2 (en) | 1991-08-27 | 1991-08-27 | Control device for self-propelled elevator |
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| Country | Link |
|---|---|
| JP (1) | JP2732730B2 (en) |
Cited By (19)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH074105A (en) * | 1993-06-16 | 1995-01-10 | Furukawa Co Ltd | Elevator type parking device |
| EP0769469A1 (en) * | 1995-10-17 | 1997-04-23 | Inventio Ag | Safety device for multi-mobile elevator groups |
| JPH10508821A (en) * | 1995-04-21 | 1998-09-02 | ヴィットゥール・アウフツークタイレ・ゲー・エム・ベー・ハー・ウント・コー | Method of controlling and monitoring operation of an elevator system and antifriction bearing for use in the method |
| JP2003261276A (en) * | 2003-04-04 | 2003-09-16 | Mitsubishi Electric Corp | Elevator device |
| WO2004043841A1 (en) * | 2002-11-09 | 2004-05-27 | Thyssenkrupp Elevator Ag | Safety device for an elevator system comprising a number of elevator cars inside a shaft |
| JP2007076909A (en) * | 2005-09-16 | 2007-03-29 | Toshiba Elevator Co Ltd | Safety device for multi-car elevator |
| JP2009256109A (en) * | 2009-08-12 | 2009-11-05 | Mitsubishi Electric Corp | Elevator device |
| US7650967B2 (en) | 2005-02-17 | 2010-01-26 | Otis Elevator Company | Communicating to elevator passengers re car movement to pit or overhead |
| US7650966B2 (en) | 2004-06-21 | 2010-01-26 | Otis Elevator Company | Elevator system including multiple cars in a hoistway, destination entry control and parking positions |
| US7753175B2 (en) | 2005-02-25 | 2010-07-13 | Otis Elevator Company | Elevator car having an angled underslung roping arrangement |
| US7784588B2 (en) | 2005-02-04 | 2010-08-31 | Otis Elevator Company | Calls assigned to one of two cars in a hoistway to minimize delay imposed on either car |
| JP2010202411A (en) * | 2010-06-21 | 2010-09-16 | Mitsubishi Electric Corp | Elevator system |
| US7819228B2 (en) | 2005-02-17 | 2010-10-26 | Otis Elevator Company | Collison prevention in hoistway with two elevator cars |
| US8087497B2 (en) | 2004-12-29 | 2012-01-03 | Otis Elevator Company | Compensation in an elevator system having multiple cars within a single hoistway |
| US8136635B2 (en) | 2006-12-22 | 2012-03-20 | Otis Elevator Company | Method and system for maintaining distance between elevator cars in an elevator system with multiple cars in a single hoistway |
| US8292038B2 (en) | 2007-12-05 | 2012-10-23 | Otis Elevator Company | Control device for operating two elevator cars in a single hoistway |
| US8307952B2 (en) | 2004-12-16 | 2012-11-13 | Otis Elevator Company | Elevator system with multiple cars in a hoistway |
| WO2017005864A1 (en) * | 2015-07-09 | 2017-01-12 | Thyssenkrupp Elevator Ag | Method for operating a lift system, control system, and lift system |
| JP2019006588A (en) * | 2017-06-28 | 2019-01-17 | 株式会社日立製作所 | Multi-car elevator |
-
1991
- 1991-08-27 JP JP3215052A patent/JP2732730B2/en not_active Expired - Fee Related
Cited By (25)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH074105A (en) * | 1993-06-16 | 1995-01-10 | Furukawa Co Ltd | Elevator type parking device |
| JPH10508821A (en) * | 1995-04-21 | 1998-09-02 | ヴィットゥール・アウフツークタイレ・ゲー・エム・ベー・ハー・ウント・コー | Method of controlling and monitoring operation of an elevator system and antifriction bearing for use in the method |
| EP0769469A1 (en) * | 1995-10-17 | 1997-04-23 | Inventio Ag | Safety device for multi-mobile elevator groups |
| US5877462A (en) * | 1995-10-17 | 1999-03-02 | Inventio Ag | Safety equipment for multimobile elevator groups |
| EP1371596A1 (en) * | 1995-10-17 | 2003-12-17 | Inventio Ag | Safety device for a group of elevators |
| WO2004043841A1 (en) * | 2002-11-09 | 2004-05-27 | Thyssenkrupp Elevator Ag | Safety device for an elevator system comprising a number of elevator cars inside a shaft |
| WO2004043842A1 (en) * | 2002-11-09 | 2004-05-27 | Thyssenkrupp Elevator Ag | Safety system for elevator system, comprising several elevator cars in a cage |
| JP2006505473A (en) * | 2002-11-09 | 2006-02-16 | ティッセンクルップ エレバートル アーゲー | Elevator system |
| JP2003261276A (en) * | 2003-04-04 | 2003-09-16 | Mitsubishi Electric Corp | Elevator device |
| US7650966B2 (en) | 2004-06-21 | 2010-01-26 | Otis Elevator Company | Elevator system including multiple cars in a hoistway, destination entry control and parking positions |
| US7917341B2 (en) | 2004-06-21 | 2011-03-29 | Otis Elevator Company | Elevator system including multiple cars in a hoistway destination entry control and parking positions |
| US8307952B2 (en) | 2004-12-16 | 2012-11-13 | Otis Elevator Company | Elevator system with multiple cars in a hoistway |
| US8087497B2 (en) | 2004-12-29 | 2012-01-03 | Otis Elevator Company | Compensation in an elevator system having multiple cars within a single hoistway |
| US7784588B2 (en) | 2005-02-04 | 2010-08-31 | Otis Elevator Company | Calls assigned to one of two cars in a hoistway to minimize delay imposed on either car |
| US7819228B2 (en) | 2005-02-17 | 2010-10-26 | Otis Elevator Company | Collison prevention in hoistway with two elevator cars |
| US7650967B2 (en) | 2005-02-17 | 2010-01-26 | Otis Elevator Company | Communicating to elevator passengers re car movement to pit or overhead |
| US7753175B2 (en) | 2005-02-25 | 2010-07-13 | Otis Elevator Company | Elevator car having an angled underslung roping arrangement |
| JP2007076909A (en) * | 2005-09-16 | 2007-03-29 | Toshiba Elevator Co Ltd | Safety device for multi-car elevator |
| US8136635B2 (en) | 2006-12-22 | 2012-03-20 | Otis Elevator Company | Method and system for maintaining distance between elevator cars in an elevator system with multiple cars in a single hoistway |
| US8292038B2 (en) | 2007-12-05 | 2012-10-23 | Otis Elevator Company | Control device for operating two elevator cars in a single hoistway |
| JP2009256109A (en) * | 2009-08-12 | 2009-11-05 | Mitsubishi Electric Corp | Elevator device |
| JP2010202411A (en) * | 2010-06-21 | 2010-09-16 | Mitsubishi Electric Corp | Elevator system |
| WO2017005864A1 (en) * | 2015-07-09 | 2017-01-12 | Thyssenkrupp Elevator Ag | Method for operating a lift system, control system, and lift system |
| CN107848746A (en) * | 2015-07-09 | 2018-03-27 | 蒂森克虏伯电梯股份公司 | For operating the method, control system and lifter apparatus of lifter apparatus |
| JP2019006588A (en) * | 2017-06-28 | 2019-01-17 | 株式会社日立製作所 | Multi-car elevator |
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