JPH04354773A - Self-propelling type elevator system - Google Patents

Abstract

PURPOSE:To enhance the running efficiency by providing a crosswise running path which connects a plurality of operation elevator shafts formed on service floors in running paths, with express elevator shafts formed in a non-stop zone and having its quantity less than that of the former shafts at the upper or lower ends of the elevator shafts. CONSTITUTION:Respective four operation elevator shafts LA through LD, UA through UD are formed on upper and lower service floors, and two non-stop elevator shafts EXA, EXB are formed between them. Crosswise running paths HA through HD are formed in connection the respectively between the shafts UA through UD at their upper ends, between the shafts LA through LD at their lower ends, and between the shafts UA through UD and the shafts EXA, EXB at their upper ends, and between the shafts LA through LD and the shafts EXA, EXB at their lower ends. Accordingly, if the cage runs through the non- stop zone, it is shifted sideways to a position in the appropriate one of the non-stop zones by way of one of the crosswise running paths. Thereby the running control can be effectively made even though a plurality of cages are installed on one and the same elevator shaft.

Description

[Detailed description of the invention]

[Object of the invention]

0002

[Industrial Application Field] The present invention is a self-propelled elevator for simultaneously running multiple self-propelled elevator cars on the same traveling route, which use a linear motor as a drive device and are capable of running vertically and horizontally. Regarding the system.

0003

[Prior Art] Most of the elevator systems that have been widely used in the past have been , a system in which a car and a counterweight are connected in a rope-like manner, and one car is arranged in one hoistway.

[0004] This crane-type elevator system has a car 1 and a counterweight 2 in the hoistway as shown in FIG.
Guide rails (guide rails) 3 and 4 are provided between them, and the two are suspended by a rope 8 via a sheave 6 and a deflection sheave 7 of a hoist 5 installed in a machine room at the top of the hoistway. The configuration is such that they are connected in a shape. In recent years, a three-phase induction motor and an inverter device equipped with a microprocessor in the control device have been widely used as the drive motor for the hoist 5.

[0005] In such a hanging type elevator system, the drive device and the It has the advantage of requiring a small capacity control device, and since it is a method that has been widely used in the past, the technology is established in terms of performance and safety, and it is reliable.

[0006] However, in recent years, as a future perspective, the idea of a new inter-floor transportation system has been proposed to meet the demands of skyscrapers, etc., but the proposed new transportation system One is a self-propelled elevator system in which the car itself travels without using ropes, and this is a concept for an elevator system that can freely travel vertically and horizontally, with a configuration that allows it to travel not only vertically but also horizontally. It is.

The concept of this self-propelled elevator system is as follows:
This breaks down the conventional concept of one car per hoistway, and is attracting attention as an innovative technology that allows multiple cars to run in one hoistway.

FIG. 7 shows the configuration of such a self-propelled elevator system that can run vertically and horizontally, in which a linear motor secondary conductor 10 is installed in a plurality of cars 9, and a linear motor secondary conductor 10 is installed in the hoistway (lifting shaft). linear motor primary coil 11
The driving thrust is obtained by the magnetic force between the two. As a safety device, the brake 12 and the car 9
A shock absorber 13 is provided to alleviate the impact caused by mutual collision, and a superconducting magnet 14 is provided inside or below the shock absorber 13 to perform connected travel. moreover,
A hanging machine 15 and a horizontally movable plate 16 are installed on the top floor, and a hydraulic jack 1 is installed on the bottom floor.
7 is installed so that a plurality of cars 9 can run on one elevating shaft.

[0009]

[Problems to be Solved by the Invention] However, in the crane type elevator system shown in Fig. 6, generally only one elevator can be installed in one hoistway (lift shaft), so the elevator system is From the perspective of the space it occupies, it is unfavorable in terms of efficiency as it takes up a space of (cross-sectional area of the lifting shaft per elevator x number of floors including the express zone), especially as buildings tend to become taller. Nowadays, this trend is becoming more and more pronounced as buildings become taller.

On the other hand, as mentioned above, in the self-propelled elevator system in which a plurality of cars are run on one elevating shaft, the number of cars running on one elevating shaft is higher than that in the crane-type elevator system. Being able to install cars is expected to improve from the perspective of the space occupied in the building, but in terms of operation management, there are multiple cars in one elevator shaft, which means that there are many cars left in the building. Even if several elevator cars are arranged in one elevator shaft, the waiting time for passengers at the boarding point will be reduced.
From the perspective of boarding time, it is expected that the time will tend to increase, causing congestion in elevator cars and making operation control difficult.

[0011] This invention was made in order to solve such technical problems, and a plurality of elevator cars capable of running vertically and horizontally are run in the same elevator shaft, and the express elevator shaft is used as the operating elevator shaft. An object of the present invention is to provide a self-propelled elevator system that improves the efficiency of space occupied by an elevator system in a building by configuring a smaller number of elevators, and that enables efficient operation control of a plurality of elevators.

[Configuration of the invention]

[0013]

[Means for Solving the Problems] The present invention provides a primary coil of a multiphase AC linear motor installed along a running path running vertically and horizontally provided in a building, and a plurality of vehicles arranged on the running path. In a self-propelled elevator system in which the car travels by generating thrust due to magnetic force between a secondary conductor of a linear motor installed in each car, a plurality of a driving elevator shaft, a number of express elevator shafts smaller than the driving elevator shafts installed in the express zone of the building, and an upper end or a lower end of the driving elevator shaft and a lower end or an upper end of the express running path in a lateral direction; It is equipped with a connecting lateral running path.

Further, in the self-propelled elevator system of the present invention, the number of cars can be set independently of the number of operating elevator shafts and express elevator shafts, and the operation management of a predetermined number of cars can be controlled by group management. .

[0015]

[Operation] In the self-propelled elevator system of the present invention, a car that can freely run vertically and horizontally is run on a lifting shaft. In the operation elevator shaft, the operation is controlled by normal vertical travel, and when traveling in the ascending direction from the lower service floor to the upper service floor through the express zone,
In addition, when traveling in the descending direction from an upper service floor to a lower service floor, the operation of the elevator is controlled by moving the car laterally through the lateral travel path to the position of the corresponding express elevator shaft. .

[0016] Furthermore, when performing elevator services for each car via this express zone, operation efficiency can be improved by performing group management control.

[0017]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Examples of the present invention will be explained in detail below with reference to the drawings.

FIG. 1 shows the basic configuration of an elevator shaft according to an embodiment of the present invention, in which four operating elevator shafts are provided on each of the lower service floor and the upper service floor. UD is installed, and in the express zone between them two express lifting shafts EXA, E are installed, which is less than the number of these operating lifting shafts.
XB is installed.

Furthermore, the upper ends of the operating elevator shafts UA to UD on the upper service floors are connected to each other, the lower ends of the operating elevator shafts LA to LD on the lower service floors are connected to each other, and furthermore, the operating elevator shafts UA to UD on the upper service floors are connected to each other. At the connection points with the upper ends of the elevator shafts EXA and EXB, and at the connection points between the operating elevator shafts LA to LD of the lower service floors and the ends of the express elevator shafts EXA and EXB cars, lateral travel for lateral movement is provided. Road HA, HB
, HC, and HD are installed.

Further, a common ascending direction and/or descending direction hall call device 18 is installed on the upper service floor and the lower service floor, respectively, and by operating this hall call device 18, passengers can board the elevator. Car 9 can now be summoned.

FIG. 2 shows a basic circuit configuration for supplying power to drive a linear motor, and shows a system in which a plurality of cars (cars No. 1 to No. X) are run on a plurality of lifting shafts A to Z. ing. However, to simplify the explanation, only the ascending and descending directions are described.

In the figure, reference numeral 19 denotes the primary coil of the elevating shaft of the drive linear motor, which is divided into a plurality of sections a to y and installed for each elevating shaft A to Z, depending on the length of the entire elevating stroke. has been done. In this way, the primary coil 1
The reason why 9 is divided into multiple sections is that if the primary coil were to span the entire length of the lifting shaft, it would be a long coil, but currently such a long coil has a large loss, making the overall system less economical. This is because the

20 is a control device for supplying driving power;
They are installed corresponding to the number of cars 1 to X. Further, 21 is a section selection switch for supplying driving power from each control device 20 to each section coil 19, and as shown in the figure, the output end of each control device 20 is connected to all sections through the switch 21 It is connected to the coil 19. therefore,
Each section coil 19 can be connected to section selection switchers 21 corresponding to the number of cars; for example, the control device 20 for the first car is connected to the section selection switch 21 for the section where the first car exists. is selected, driving power is supplied to the section coil 19, and the section selection switch 2 is switched depending on the traveling direction of the car.
By sequentially selecting 1, the car can be propelled.

In other words, if the car of No. 1 is present in the section a of the A elevator shaft, the control device 20 of the car of No. 1 first selects the section selection switch 21 of 1Aa, and When the vehicle moves to the b section of the A lift shaft, the section selection switch 21 of 1Ab is selected and the vehicle is propelled.

In the figure, 22 is a group management control device;
It is connected to the control device 20 of car No. X, and executes operation management of each elevator car 9. The control device 20 and group management control device 22 of each car have an internal configuration as shown in FIG.

Each machine control device 20 is composed of an operation control section 23 and a linear motor control section 24. The operation control unit 23 controls the operation of the car 9 of the own elevator in response to a hall call from the hall call device 18 in accordance with a response command from the group management control device 22. The linear motor control unit 24 controls the polyphase AC linear motor primary coil 11 installed in each running route along the running route and the linear motor installed in each elevator car 9 as shown in FIG. It controls the control function of obtaining thrust by the magnetic force generated between the secondary conductor 12 and causing the car 9 to travel.

The group management control device 22 also includes a hall call control section 25 and an operation management section 26. The hall call control unit 25 controls the input/output of hall call information from the hall call device 18 for each service floor via the inter-elevating shaft transmission system 27. In addition, the operation management department 27 operates from 1 to
The inter-control device transmission system 2 between the control device 20 of each machine of
8, and each control device 2
The information of each elevator car 9 is input from 0, and based on that information, a response command is given to each car 9, and the operation elevator shaft on which each car 9 runs is controlled to control the operation and position of all cars. An operation elevator shaft assignment command that is determined and set based on the situation and instructs the operation elevator shaft, and an express elevator shaft running permission command that gives permission to a car to run on an express elevator shaft in an express zone. This outputs the following.

Next, the operation of the self-propelled elevator system having the above configuration will be explained.

The flowchart shown in FIG. 4 shows the operation of each unit control device 20 and the group management control device 25. In this flowchart, the loop index S of step S1 is the unit processing of the express elevator shaft installed in the express zone. If the building configuration is as shown in FIG. 1, there are two express elevator shafts, so Smax=1. The loop index C in step S2 indicates a processing index for each car.

[0030] In the process of allocating the elevator shaft, a command for allocating the operating elevator shaft installed on the service floor and a command for allowing the express elevator shaft installed in the express zone to travel are executed.

[0031] The operation elevating shaft assignment command is for the car 9.
The command is issued at the timing when the vehicle travels through the express zone from the upper service floor to the lower service floor or from the lower service floor to the upper service floor and completes traveling through the express zone. In other words, the car 9 decelerates and stops when it completes traveling through the express zone, and at that timing, the operating elevator shaft is set for traveling on the floor to be serviced.

[0032] As for this setting condition, calculate the relative distance of each elevator shaft from the express zone exit floor, including the number of running cars and the direction of the cars, and select the operating elevator shaft with a small number of cars and a large relative distance. It is assigned to a car, and a command is sent to the operation control section 23 in the control device 20 of the corresponding car via the inter-control device transmission system 28. In addition, the operation control unit 23 performs lateral movement to the position of the assigned operation elevator shaft within the lateral travel path,
After completing this horizontal movement, the vehicle starts running in the vertical direction (steps S3 and S4).

The express zone travel permission command is issued at the timing when the car travels in the express zone from the upper service floor to the lower service floor or from the lower service floor to the upper service floor (step S
5-S8).

Here, the ascending direction and descending direction of the express elevator shaft are determined in advance according to the state of traffic flow. In other words, if there are two express elevating shafts as in this example, one EXA is used for elevating and the other EXB
is set for descending. Since the number of express elevator shafts is smaller than the number of operational elevator shafts, the requested direction is confirmed for the express zone travel requesting machine, and travel permission is confirmed for the corresponding express elevator shaft. In addition, to ensure safety, the distance traveled by the previous car is calculated, and after confirming that the distance is greater than a predetermined value, a run permission command is issued to the car requesting the run. give. Note that the predetermined distance value set here is based on the length of the section coil 19, based on the idea that it corresponds to a closed section in a railway system.
The setting is such that only one car is allowed to be occupied.

The above process is executed for all machines 1 to X (step S9), and is repeated for the number of express elevator shafts in the express zone (step S10).
.

In this way, in the self-propelled elevator system of this embodiment, the number of express elevator shafts set in the express zone is set to be smaller than the number of operating elevator shafts set in the service floor. Therefore, even when running multiple cars per hoistway,
The number of elevator shafts can be reduced while minimizing the increase in passenger waiting time and boarding time, and the space occupied by the building can be reduced. In addition, in self-propelled elevator systems, equipment costs for the hoistway are higher than in regular elevator systems because primary coils are installed in the hoistway, but the number of express hoist shafts can be reduced. By doing so, it is possible to reduce costs.

FIG. 5 shows a route map of another embodiment of the present invention.

In the first embodiment described above, the hall call device 18 is installed in the operation elevator shaft installed on the service floor, and the train stops only at the floor where there is a hall call by this hall call device. This method is effective when the number of operating elevator shafts and the number of cars are approximately equal or slightly larger.

However, if the number of cars is greater than the number of operating elevator shafts, it is more effective to operate according to a fixed schedule as shown in FIG. 5 in terms of preventing car congestion. Therefore, in the second embodiment, the operation lifting shafts LA~LD; UA~
The UD and the express elevator shafts EXA and EXB are dedicated to raising or lowering in advance, and each car is circulated by scheduling at fixed distance intervals. In this case, the lateral travel paths HA to HD are installed at the entrance/exit floor and the top/bottom terminal floors of the express zone, as shown in the figure.

[0040]

As described above, according to the present invention, by setting the number of express elevator shafts set in the express zone to be smaller than the number of operation elevator shafts set in the service floor, one elevator Even when multiple cars are running per road, the number of elevator shafts can be reduced while minimizing the increase in passenger waiting time and boarding time, and the space occupied by elevators in buildings can be reduced. It becomes like this.

In addition, in the self-propelled elevator system,
Because primary coils are installed in the hoistway as well, the equipment cost of the hoistway is higher than that of a normal crane elevator system, but costs can be reduced by reducing the number of express lift shafts. It turns out. This is especially true as the number of high-rise buildings increases in recent years, for example, 50 floors,
It is effective when installed in skyscrapers or ultra-high-rise buildings with planning concepts such as 100 or 200 floors, and when the lifting distance of express zones such as high-rise bank group management elevators and shuttle elevators is long. Become.

[Brief explanation of drawings]

FIG. 1 is a basic configuration diagram of an elevating shaft according to an embodiment of the present invention.

FIG. 2 is a circuit block diagram of the above embodiment.

FIG. 3 is a block diagram showing the internal configuration of a control device and a group management control device in the above embodiment.

FIG. 4 is a flowchart explaining the operation of the above embodiment.

FIG. 5 is a configuration diagram of an elevating shaft according to another embodiment of the present invention.

FIG. 6 is a configuration diagram of a conventional crane elevator system.

FIG. 7 is a configuration diagram of the proposed self-propelled elevator system.

[Explanation of symbols]

9...cart 10...Linear motor secondary conductor 11...Linear motor primary conductor 15...Hanging machine 16...Movable plate 17...Hydraulic jack 18... Hall call device 19…Section coil 20...control device 21...Section selection switch 22...Group management control device 23...Operation control section 24...Linear motor control section 25... Hall call control unit 26...Operation Management Department UA~UD…operation lifting shaft LA~LD…operation lifting shaft EXA, EXB…Express lifting shaft HA~HD…Lateral running path

Claims (2)

[Claims] [Claim 1] A primary coil of a multi-phase AC linear motor installed along a running path running vertically and horizontally in a building, and a linear motor installed for each of a plurality of cars arranged on the running path. A self-propelled elevator system in which the car travels by generating thrust by magnetic force between the car and a secondary conductor of the car, comprising: a plurality of operating elevator shafts installed on a service floor of the travel path; express elevator shafts having a smaller number than the operating elevator shafts installed in the express zone of Self-propelled elevator system. 2. In the self-propelled elevator system according to claim 1, the number of cars is set independently of the number of operating elevator shafts and express elevator shafts, and operation management of a predetermined number of cars is controlled by group management. A self-propelled elevator system that is characterized by: