JP3059006B2 - Operation control method and device for vertical and horizontal self-propelled elevator - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION The present invention relates to a vehicle in which a plurality of cars exist in a longitudinally extending traveling path, and these cars move up and down in the traveling path and also move in a lateral traveling path other than the traveling path. The present invention relates to an operation control method and a device for a vertical and horizontal self-propelled elevator used for operating a possible elevator.

[0002]

2. Description of the Related Art A conventional elevator has a configuration in which one elevator car is arranged on one hoistway, such as a hydraulic elevator using a hydraulic plunger and a winding drum type elevator for a relatively small amount of transportation. Except for most, the elevator car and the counterweight are connected by ropes.

A typical configuration of a conventional elevator shown in FIG. 10 will be described.

In a hoistway, a car 1 and a counterweight 2 are provided with guide rails (guide rails) 3 and 4, respectively, and the sheave 6 and a warp of a hoisting machine 5 installed in a machine room above the hoistway. Via a sheave 7 or the like, the rope 8 is connected in a vine-like shape. When the rotation direction of the drive motor (drive motor) 50 of the hoist 5 is rotated forward or backward, the car moves up and down according to the rotation direction.

[0005] In such a conventional elevator configuration, a driving force corresponding to an unbalanced load with a counterweight is sufficient except for a running loss caused by a machine for running the car. There is an advantage that the capacity is small. Furthermore, it is a system that has been established with higher performance and safety than the technology cultivated from the past.

[0006] In recent years, a plurality of elevators are often installed in a building along with an increase in the height and scale of the building. In such a case, in order to improve the operation efficiency of the elevator and the service of elevator users, Group management control is performed to allocate elevators that respond to hall calls on each floor rationally and promptly using a small computer such as a microcomputer.

[0007]

In addition to such a conventional system, various new systems have been proposed which respond to the demands of skyscrapers and the like (for example, magazine NI).
PPON STEELMONTHLY).

One of them is a self-propelled elevator in which the car itself travels without using a rope. A plurality of running paths extending vertically in the building and a horizontal running path connecting these running paths are provided, and one car runs not only on the vertical running path but also on other horizontal running paths. Is also possible.

In this system, unlike a conventional elevator in which one car is installed on one hoistway, a plurality of cars can be run on one hoistway, and passenger transportation can be performed very efficiently. is there.

FIG. 11 is an example showing an operation image of a vertical and horizontal self-propelled elevator.

A linear motor secondary conductor 32 is provided on the vertical traveling path.
And the current received from the power supply line 36 on the traveling road side via the power supply frame 34 installed on the car 9 is used as the primary conductor (primary coil) of the linear motor installed on each of the plurality of cars 9. The drive thrust is obtained by energizing 30. The linear motor secondary conductor (secondary coil) 32 is installed not only in the vertical direction but also in the horizontal direction, so that the linear motor can travel on the vertical traveling path or move to another lateral traveling path.

Further, the movement in the vertical and horizontal directions can be performed by steering the traveling wheels 38 installed on the car 9. A hall call button 42 is installed at the hall entrance 14, and a destination floor registration button and a door open / close button (not shown) are installed on the operation panel 44 in the car 9.
The hall call information is transferred via a hall call transceiver installed on the building side and an information exchange transceiver 40 installed on the car 9 side, and each car 9 is exchanged via the information exchange transceiver 40 on the car 9 side. While comprehending the movements of the other cars, each car 9 creates its own operation schedule and moves in accordance with the operation schedule, thereby enabling a plurality of cars to run on the vertical and horizontal travel paths.

In the elevator system having such a configuration, it is necessary to accurately control the demands of a hall call or a car call without collision of a plurality of individual self-propelled elevator cars.

An object of the present invention is to provide an operation control method and an apparatus for a vertical and horizontal self-propelled elevator suitable for safely and efficiently running when a plurality of elevator cars capable of traveling vertically and horizontally are provided in a traveling path. And

[0015]

In order to achieve the above object, an invention corresponding to claim 1 comprises an assembling exclusive shaft and a descending exclusive shaft each having a plurality of unit shafts, and the uppermost position and the lowermost position of each exclusive shaft. In an operation control method of a vertical / horizontal self-propelled elevator that circulates and drives a plurality of self-propelled elevator cars in a traveling path including a lateral traveling path connecting positions, the plurality of self-propelled elevator cars are arranged on a traveling path. A vertical and horizontal self-propelled elevator operation control method, characterized in that the plurality of unit shafts are selected and moved according to the traffic situation inside the elevator.

According to a second aspect of the present invention, there is provided an ascending and descending shaft having a plurality of unit shafts, and a lateral direction connecting an uppermost position and a lowermost position of each of the exclusive shafts. An operation control device for a vertical and horizontal self-propelled elevator that circulates and drives a plurality of self-propelled elevator cars in a traveling path including a traveling path, wherein information control means for transmitting and receiving information between the self-propelled elevator cars and a hall Operation creating means for performing temporary scheduling for selecting an elevator car which responds to the hall call based on information of all elevator cars obtained by the information control means for each elevator car when a call is generated; and evaluating from the temporary scheduling. Evaluation calculation means for performing calculations, and evaluation of each elevator car by the evaluation calculation means And allocation determining means for determining the allocation of hall calls based on a vertical and horizontal self-propelled elevator operation control device characterized by having a.

In order to achieve the above object, an invention corresponding to claim 3 is directed to a horizontal direction connecting an ascending dedicated shaft and a descending dedicated shaft each having a plurality of unit shafts, and the uppermost position and the lowermost position of each dedicated shaft. In an operation control device of a vertical and horizontal self-propelled elevator that circulates and drives a plurality of self-propelled elevator cars in a traveling path including a traveling path, an information control means for transmitting and receiving information between the elevator cars and a hall call are generated. And an operation creating means for performing scheduling so that each elevator car responds to the hall call based on information of all elevator cars obtained by the information control means when the elevator car is provided. Operation control device for vertical and horizontal self-propelled elevators.

In order to achieve the above object, an invention corresponding to claim 4 is directed to a lateral direction connecting an ascending exclusive shaft and a descending exclusive shaft each having a plurality of unit shafts, and the uppermost position and the lowermost position of each exclusive shaft. In an operation control device of a vertical and horizontal self-propelled elevator that circulates and drives a plurality of self-propelled elevator cars in a traveling path including a traveling path, information control means for transmitting and receiving information between the self-propelled elevator cars, A first danger prediction means for predicting whether or not the own elevator car collides with another elevator car based on information of all elevator cars obtained by the information control means; and A first operation changing means for changing the obtained operation of the elevator car, an information collecting means for managing information on all elevator cars, Second the own elevator car based on the information of all the elevator car obtained by the information collecting means for predicting whether risk colliding with another elevator car
4. A danger prediction means according to claim 2, and second operation changing means for changing the operation of the elevator car based on the prediction result obtained by said second danger prediction means. The operation control device of the vertical and horizontal self-propelled elevator.

[0019]

According to the first aspect of the present invention, an optimal traveling schedule is selected by appropriately selecting a unit shaft while considering traffic conditions of all cars in response to occurrence of a passenger's call, based on circulation traveling. Since the decision is made, it is possible to improve the transportation efficiency, shorten the waiting time, or improve the service.

According to the invention corresponding to the second and third aspects, the operation schedule of all cars is always grasped, and the operation schedule is changed or the stop operation is performed, so that the transportation efficiency is further improved and the waiting time is reduced. Alternatively, the service can be improved.

According to the invention corresponding to the fourth aspect, in addition to the actions of the second and third aspects, the operation schedule is changed and the stop operation is performed in anticipation of the danger of a collision, so that safety can be improved.

[0022]

Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 is a cross-sectional view of a building showing the concept of operation of an elevator according to a first embodiment of the present invention, and FIG. 2 is an overall view of the building according to the first embodiment. Basket 9
The traveling path of the ascending dedicated shaft 16 and the descending dedicated shaft 1
8 and a longitudinal running path, each shaft 16, 18
Running path 20 connecting the bottom or top positions of
The car 9 ascends the ascending dedicated shaft 16, moves to the descending exclusive shaft 18 through the lateral traveling path 20, descends the descending exclusive shaft 18, and crosses the lateral traveling path 20 to the ascending exclusive shaft 16. Return to make a circular run. In this case, the ascending shaft 16 and the descending shaft 18
Inside, an arbitrary number of unit shafts that are used according to traffic conditions are installed, and a branch path that moves between unit shafts at a fixed position of the unit shaft is also laid. The plurality of cars existing in the descending dedicated shaft can move not only the dedicated shafts but also the unit shafts. Basket 1
Receives power from a power supply line 36 laid on the unit shaft, and supplies electricity to the linear motor primary conductor 30 installed on the car 1 to generate a propulsion force with the linear motor secondary conductor 32 on the unit shaft side. To run. At this time, the traveling wheels 38 of the car 9 are steered to select and move the unit shaft, thereby responding to passenger calls such as hall calls and car calls. The embodiment shows a case where three unit shafts (shafts for getting on / off / running and shafts for passing / forwarding) are provided for the ascending-only shaft 16 and the descending-only shaft 18, respectively. The car 9 is a shaft [# 1 shaft (area)] 50 for getting on and off the vehicle from the hall entrance 14 side.
When a car 9 is obstructed when moving to the destination floor with the shaft 50 for getting on / off and traveling, the traveling shaft [# 2 shaft (area)]
52 and travels along the traveling shaft 52.
The car 9 travels by selecting the unit shafts 50 and 5254 classified according to the use according to the traffic condition of the car 9 in the ascending dedicated shaft 16 such as traveling on the forwarding shaft [# 3 shaft (area)] 54. I do. The same applies to the shaft 18 dedicated to lowering. Here, in order to grasp the traffic conditions of a plurality of cars, the presence or absence of a hall call, and the like, it is necessary to communicate between the cars and the hall side.

FIG. 3 is a diagram for explaining the configuration of the communication between the cars and the communication between the hall and the car, and FIG. 4 is a diagram for explaining the processing flow of the elevator monitoring unit and the single control unit. is there. In FIG. 3, hall call buttons 70a1, 70a2,... 70an are provided in the halls on each floor of the building, and these hall call buttons 70a1, 7a are provided.
70an are connected to the hall call control unit 76 via the hall call input / output control units 72a1, 72a2,... 72an via the transmission line 74, respectively. The hall call control unit 76 is connected via the building information control unit 78. Connected to the elevator monitoring unit 80.

On the other hand, a car call button 86b is provided on the car side.
, 86bm are provided, and the car call buttons 86b1,... 86bm are unit control units 84b1,.
82bm are connected to the car information control units 82b1,. .. 82bm
Is transmitted to and received from the building information control unit 78.

As shown in FIG. 4, the elevator monitoring section 80 has an allocation determining section 100 and a danger detecting section 102, and a car information control section 82b via a building information control section 78, respectively.
1 (82bm) and processes the signal and transmits it to the car information controller 82b1 (82bm). The signal input to the car information control unit 82b1 (82bm) is transmitted to the evaluation calculation unit 91, the operation creation unit 90, and the danger prediction unit 98 provided in the single control unit 84b1 (84bm). The evaluation calculation unit 91 transmits the result to the operation control unit 94 via the allocation determination unit 92. The operation control unit 90 determines the operation state including the signal from the danger prediction unit 98 and the signal from the car call input / output unit 96 provided in the single unit control unit 84b1 (84bm), and sends the signal to the operation control unit 94. At the same time, it sends back to the single control unit 84b1 (84bm). The signal from the danger prediction unit 98 is also transmitted to the operation control unit 94.

When any one of the hall call buttons 70a1 to 70an is pressed by a passenger in the hall, the corresponding hall call input / output control section 72a1 to 72an detects that, and the signal is transmitted via the transmission line 74 to the hall. It is input to the call control unit 76. The hall call control unit 76 recognizes the signal and transmits it to the building side information control unit 78, and returns a response signal to the hall call input / output control units 72a1 to 72an via the transmission line 74. The building-side information control unit 78 transmits the input hall call signal to the elevator monitoring unit 8.
0 and the shaft are transmitted to all running elevators. On the other hand, each car in the shaft receives the hall call signal by the car information control unit 82b1 (82bm) and transmits the signal to the single unit control unit 84b1 (84bm). The car transmits and receives information on the car of itself and other cars, such as the car position, speed, and operation schedule, via the car information control unit 82b1 (82bm) separately from the signal. Each car performs an operation scheduling when responding to the call by the operation creating unit 90, and the evaluation value calculated by the evaluation calculating unit 91 from the operation schedule is transmitted to all the cars and the building-side elevator through the car information control unit 82b1 (82bm). It is transmitted to the monitoring unit 80. Based on the evaluation values collected from all the cars, the allocation monitoring unit 80 of the elevator monitoring unit 80 compares the car having a good evaluation value with the elevator monitoring unit 80, and the building information control unit 78
To send the assignment command via. Alternatively, each car compares the evaluation value collected via the car information control unit 80 with its own evaluation value in the allocation determining unit 92, and a car having a good evaluation value is its own allocation call with respect to the call. Recognizing that
A signal is transmitted to the operation control unit 94 to respond to the call.

The car call button 86b1 (86b) on the car side
m) The operation schedule is generated by the operation creation unit 90 so that the operation schedule is responded to the destination floor based on the information of all the cars obtained from the car information control unit 80 in response to the destination call registered via the car call input / output unit 96. The schedule is determined, and the schedule is transmitted to the operation control unit 94 to land on the destination floor.

Each car not only creates an operation schedule according to a call, but also has a danger prediction section 98 in the single control section 82 when there is a danger of collision due to a change in the schedule of another car. Alternatively, the danger prediction unit 102 in the elevator monitoring unit 80 detects the danger, and the operation production unit 90 changes the operation schedule based on the detection signal, or directly transmits a signal to the operation control unit 94 to quickly stop the car. Operation such as stop is performed.

Next, the operation scheduling will be described with reference to FIGS.

First, in performing operation scheduling,
The concept of the basic operation chart will be described with reference to FIG. FIG.
(A) is a floor 200 and a unit shaft (SHAFT) 20 for each application.
This is a three-dimensional representation of the relationship between 2 and time (TIME) 204, and FLOOR (floor) 200 is from B1 to 10F, SHAF
T (shaft) 202 indicates the configuration of the unit shaft. FLOOR200-SHAFT202
Is the ascending dedicated shaft 1 of FIG. 1 at a certain time.
6 represents the position of the elevator within the shaft 18 dedicated to lowering.

The FLOOR-TIME plane indicates the movement of the elevator on a certain shaft.

Although the car 9 moves up and down each unit shaft and moves between the unit shafts, it is difficult to develop and grasp the movement of all the cars 9 in this three-dimensional space. Therefore, each unit shaft is cut in parallel to the FLOOR-TIME plane, and the movement of the car in each unit shaft is projected on the plane and considered in two dimensions of floor and time. The FLOOR-TIME plane of the first unit shaft is plane A, the FLOOR-TIME plane of the second unit shaft is plane B, and the FLOOR-TIME plane of the third unit shaft is plane C.

FIG. 6 specifically shows the movement of the two cars on the lift-only shaft in the FLOOR-TIME planes A, B,
It is the figure projected on C side. This diagram is hereinafter referred to as an operation chart.

FIG. 6A is a plan view of the traveling pattern of the two cars, and FIG.
It is a representation of a traveling pattern of a car in an operation chart. The relationship between the traveling pattern of the two cars and the operation chart will be described with reference to both figures. Since the car x212 keeps the door open state at 4F from time t0 to time t4, the traveling chart of the car x212 becomes a parallel line 216 with the time axis at 4F on the A side. The car y214 starts traveling from B1 at time t0, passes through 1F, and starts moving from the first unit shaft to the second unit shaft at 2F at time t1. Time t0 to t1
Since the vehicle travels on the first unit shaft until time t0, the operation chart shows that the point 22 is located at B1 at time t0.
0 and point 222 which means that it is located at 2F at time t1
Is a line segment 218 on the A-plane connecting. At time t2, the movement of the unit shaft is completed at 3F, and the vehicle travels from 3F to 4F,
Further, at time t3, movement from the second unit shaft to the third unit shaft is started at 4F. Assuming that movement from the first unit shaft to the second unit shaft is movement on the second unit shaft for convenience, the operation chart from time t1 to t3 is:
A line segment 22 on the B-plane that connects the point where the point 222 is projected on the B-plane, a point 226 meaning that it is located on the 3F at time t2, and a point 228 meaning that it is located on the 4F at the time t3.
4,228. At time t4, the movement of the third unit shaft is finished at 5F, and the landing is made at 6F at time t5. Time t
The operation chart from 3 to t5 similarly shows the line segment 23 on the C plane.
2,236.

Next, a method of creating an operation chart will be specifically described with reference to FIGS.

First, the process of creating an operation chart will be described with an example of virtual scheduling of hall calls. FIG. 7 (a) shows the call registration status, FIG. 7 (b) shows the running pattern of three cars in the ascent-only shaft, and FIG.
(C) shows the operation chart of these three vehicles. At time t0, the car x212 is closed on 9F, the hall call is assigned to 10F, and the car y214 is passing through 4F toward 5F,
A car call is assigned to 6,7,8F and a hall call is assigned to 6F, and car z215 is fully open at B1 and 2F.
A car call has been registered. Now, consider a case where a 9F hall call is generated at time t1 and an operation chart is created on the assumption that each car has been assigned the call. Basket x2
12 has already passed 9F at time t1 and travels in the ascending direction, so the car x212 does not create a virtual operation chart, and the operation chart remains at 250. 9F hall call can be answered by car y214 and car z215
And the virtual operation chart of car y214 is 25
6 is only one pattern, and the operation chart of the car z215 is two patterns of 258 and 260. However, considering the transportation efficiency of the car z215, 258 is a better virtual operation pattern. In the case of a hall call, based on these virtual operation patterns, a certain evaluation calculation, for example, in the time from when the provisional operation pattern was created to when it reached the top floor, in the case where allocation was performed and in the case where allocation was not performed The total time of all cars is assigned, and the car with the smallest evaluation value is assigned the best car, and the hall call is assigned. That is, t
The best car is a car having a pattern having a minimum value among x + ty1 + tz and tx + ty + tz1.

Further, the virtual running patterns 258 and 260
An example of the creation process will be described with reference to FIG. FIG.
S1 in the middle is a safety time for preventing a collision due to extension of the door opening time or a change in schedule, and S2 represents a closing distance for avoiding a collision.

O represents a normal door opening time (time from the start of door opening / closing to the completion of door closing).

When creating the virtual operation schedule of the car z, first, the car y traveling before the car z 215
With respect to the operation chart of 214, the position of 270 or 272 is determined so as to secure the time of S1 or S2 on the floor where the hall call has occurred and not to intersect with other operation charts. Next, the position of 280 is similarly determined for the floor and circulation path having a call existing above the call, and the left end points of the line segments 270 and 280 are line segment 274.
Then, the left end points of 270 and 276 are connected by a line segment 278.
These line segments 274 and 278 represent the speed of the car, and if this speed is within the rated speed and does not intersect with any of the operation charts, it is determined as a virtual operation chart. However, the virtual operation chart of the car z is the car y
Exceeds the operation chart of (car z overtakes car y)
B when moving to another unit shaft, for example,
It is also necessary to confirm that there is no intersection with the operation chart on the plane.

In the case of a car call, an operation chart is basically created so as not to intersect with the operation charts of other cars as in the case of a hall call. The difference is that you must stop on the floor.If you must cross, make sure to minimize the amount of crossing as much as possible. It is necessary to limit the number.

The operation schedule is reviewed based on the operation schedule obtained from the other cars, based on the operation schedule of each car, whether or not the operation chart of each car is approaching beyond an allowable range even if it does not intersect or intersect with another. That is, it is determined whether or not there is a danger of a collision, and when it is determined that there is a danger of a collision, this is performed.

FIG. 9 is an example showing a criterion for judging the danger of collision.

The three operation charts in FIG.
The movement of three y and z vehicles is shown, and the concept of the danger determination method will be described based on the operation chart of the car y. The criteria for determining danger can be considered in terms of time and distance. For example, it is conceivable that a door opening time is extended by a passenger on a floor where an elevator is located and a car scheduled to stop on the floor or a car scheduled to pass through the floor is hit. The time obtained by adding the extra time to the extended time is the danger time Sly,
The area surrounded by the chart 296 formed by shifting the operation chart 292 of the car y in the positive time direction by the dangerous time Sly is the dangerous area SA1y. For example, consider a case where an elevator detects a danger of a collision and performs a braking operation to stop. If the distance traveled from the detection of the collision to the stop is the stop distance, if the distance from the previous elevator is smaller than the distance, the elevator running in front will stop suddenly, and the subsequent elevator will also stop suddenly. If forced to do so, they will not stop and will collide.
Even if the vehicle stops, the distance obtained by adding a margin to the stop distance so that passengers can get on and off at that position is the closing distance S2y. The area surrounded by the chart 298 shifted in the traveling direction is the dangerous area SA2y. In a dangerous area created by such time and distance, when the operation chart of another car is included in the area, it is determined that there is a risk of collision, and the car that made the determination or the dangerous area The included car makes the schedule change.

Therefore, according to the present embodiment, the optimum operation is determined by selecting the unit shaft while considering the traffic conditions of all cars according to the occurrence of a passenger's call. Time can be reduced. In addition, we always keep track of the operation schedule of all cars and change the operation schedule and stop operation in anticipation of the danger of collision,
Safety is improved.

[0046]

According to the method and apparatus for controlling the operation of a vertical and horizontal self-propelled elevator according to the present invention, it
Considering the traffic situation of all cars according to the occurrence of passenger calls, multiple unit shafts are appropriately selected to determine the optimal traveling schedule, so that transportation efficiency is improved, waiting time is shortened, and service is improved. In addition, safety can be further improved.

[Brief description of the drawings]

FIG. 1 is a cross-sectional view of a building showing the concept of an operation control method for a vertical and horizontal self-propelled elevator according to the present invention.

FIG. 2 is an overall view of a building showing the concept of the operation control method of the vertical and horizontal self-propelled elevator according to the present invention.

FIG. 3 is a block diagram showing a configuration of communication between the cars and communication between the hall side and the cars of FIG. 1;

FIG. 4 is a diagram showing a processing flow of an elevator monitoring unit and a single control unit.

FIG. 5 is a conceptual diagram of an operation chart.

FIG. 6 is a diagram showing a relationship between a traveling pattern and an operation chart.

FIG. 7 is an explanatory diagram of creating a virtual operation chart.

FIG. 8 is a process chart for creating an operation chart.

FIG. 9 is a criterion explanatory diagram for judging the risk of collision.

FIG. 10 is a schematic configuration diagram of a conventional vertical and horizontal self-propelled elevator.

FIG. 11 is an operation image diagram of a conventional vertical and horizontal self-propelled elevator.

[Explanation of symbols]

9 ... self-propelled elevator car, 10 ... building, 14 ...
Hall entrance / exit, 16 ... dedicated shaft, 18 ... dedicated shaft, 20: lateral traveling path, 30: linear motor primary conductor, 32: linear motor secondary conductor, 36: power supply line, 38: running wheel, 50 ... Shaft for getting on and off, running, 5
2 ... shaft for traveling, 54 ... shaft for passing / forwarding.

Claims (4)

(57) [Claims] 1. A plurality of self-propelled vehicles in a traveling path including an ascending dedicated shaft and a descending exclusive shaft each having a plurality of unit shafts, and a lateral traveling path connecting an uppermost position and a lowermost position of each dedicated shaft. In the operation control method of a vertical and horizontal self-propelled elevator that circulates and drives an elevator car, the plurality of self-propelled elevator cars select and move the plurality of unit shafts according to traffic conditions in a traveling path. An operation control method for a vertical and horizontal self-propelled elevator. 2. A plurality of self-propelled vehicles in a traveling path including an ascending exclusive shaft and a descending exclusive shaft each having a plurality of unit shafts, and a lateral traveling path connecting an uppermost position and a lowermost position of each dedicated shaft. An operation control device for a vertical and horizontal self-propelled elevator that circulates and drives a self-propelled elevator car, comprising: an information control means for transmitting and receiving information of the self-propelled elevator car to each other; Operation creating means for performing temporary scheduling for selecting an elevator car responding to the hall call based on information of all elevator cars obtained by the above; evaluation calculating means for performing evaluation calculation from the temporary scheduling; Allocation determination means for determining the allocation of hall calls based on the evaluation value of the elevator car , Vertical and horizontal self-propelled elevator operation control device characterized by having a. 3. A plurality of self-propelled vehicles in a traveling path including an ascending dedicated shaft and a descending exclusive shaft each having a plurality of unit shafts, and a lateral traveling path connecting the uppermost position and the lowermost position of each dedicated shaft. An operation control device for a vertical and horizontal self-propelled elevator that circulates and drives an elevator car, comprising: an information control means for transmitting and receiving information of the elevator cars to each other; and each elevator car obtained by the information control means when a hall call occurs. An operation control device for a vertical and horizontal self-propelled elevator, comprising: an operation creating means for performing scheduling so as to respond to the hall call based on information of all elevator cars; 4. A plurality of self-propelled vehicles in a traveling path including an ascending dedicated shaft and a descending exclusive shaft each having a plurality of unit shafts, and a lateral traveling path connecting an uppermost position and a lowermost position of each dedicated shaft. In an operation control device of a vertical and horizontal self-propelled elevator for circulating the elevator car, information control means for transmitting and receiving information between the self-propelled elevator cars, and information of all elevator cars obtained by the information control means. First danger prediction means for predicting whether or not the own elevator car collides with another elevator car, and first operation for changing the operation of the own elevator car obtained by the first danger prediction means Changing means, information collecting means for managing information of all elevator cars, and information of all elevator cars obtained by this information collecting means. Second danger prediction means for predicting whether or not the own elevator car collides with another elevator car based on the information, and an elevator car based on a prediction result obtained by the second danger prediction means. The operation control device for a vertical and horizontal self-propelled elevator according to claim 2 or 3, further comprising: second operation changing means for changing an operation.