JP2007223765A - Group supervisory operation controller for elevator - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent mutual interference of cars and reduce interference avoiding operation as much as possible to improve operation efficiency. <P>SOLUTION: In this elevator allowing an upper car 14a and a lower car 14b to run independently in the same shaft, the group supervisory operation controller 11 is provided with functions for calculating relative distance between the cars from the present time to inversion of direction and changing allotment of already registered hall calls when an evaluation value of the relative distance is worsened beyond a level value set in advance. Consequently, it is possible to prevent mutual interference of cars and reduce the interference avoiding operation as much as possible to improve operation efficiency. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to an elevator group management control device having a plurality of independent cars in the same hoistway.

  In a building with high elevator use efficiency such as a high-rise building, an elevator in which a plurality of independent cars are put into service in one shaft (hoistway) is used. Such an elevator is called a “multi-car elevator”.

  Multicar elevators can be expected to improve transportation efficiency because each car can move independently compared to double deck elevators. However, unlike a double-deck elevator in which two cars are always connected, there is a possibility that cars in the same shaft may collide with each other if the operation method is incorrect. For this reason, special control is required to improve transportation efficiency while reliably preventing collisions between cars.

In such a multi-car elevator, several proposals have been made as methods for improving transportation efficiency while preventing the cars from approaching each other. For example, Patent Document 1 discloses that when there is a possibility of interference between cars, a retreat floor is set and a subsequent passenger car is temporarily stopped on the retreat floor.
JP 2000-226164 A

  However, conventionally, when a car call is additionally registered after the hall call allocation decision is made, or when the door opening time is longer than expected, there is a possibility that the following car will approach and interfere. there were. For this reason, there has been a problem that floor avoidance operations such as temporarily stopping the subsequent car occur frequently as in Patent Document 1 and the operation efficiency of the elevator is lowered.

  Also, depending on the timing of the car call, the hall call was made by another car (car B) with a car call registered prior to the car assigned car hall (car A). May respond to floor. In such a case, the user waiting for the elevator on the floor gets on the car B to which the hall call is not assigned, so that the car A to which the hall call is assigned responds to the floor. When you do, there will be no users.

  In this way, stopping on a floor where there is no user will cause the passengers in the car to feel uncomfortable and delay the response to hall calls on other floors, leading to a decrease in operation efficiency. Become.

  The present invention has been made in view of the above points, and provides an elevator group management control device capable of preventing interference between cars and improving operation efficiency by reducing interference avoidance as much as possible. With the goal.

  The elevator group management control device according to the present invention is an elevator group management control device having a plurality of independent cars in the same hoistway, obtains operation information of each of the cars, and based on the operation information, Relative distance predicting means for calculating the relative distance between the cars from when the direction is reversed, relative distance evaluation calculating means for calculating an evaluation value of the relative distance obtained by the relative distance predicting means, and relative distance evaluation calculating means The low evaluation value detecting means for detecting that the evaluation value of the relative distance obtained by the above is worse than a preset level value, and the evaluation value of the relative distance is worse than the standard value by the low evaluation value detection means. And an allocation change control means for changing the allocation of an already registered hall call when it has been detected.

  According to the present invention, by changing the allocation of the already registered hall calls, the interference between the cars is prevented in advance, so that the interference avoiding operation can be reduced as much as possible and the operation efficiency can be improved.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

(First embodiment)
FIG. 1 is a block diagram showing the overall configuration of an elevator group management control apparatus according to a first embodiment of the present invention. In the example of FIG. 1, a system configuration is shown as a multicar elevator in which two cars travel independently in one hoistway provided in a 30-story building.

  The elevator system includes a group management control device 11, a car control device 12, a hall call registration device 13, and car 14a and 14b.

  The group management control device 11 controls the operation of the cars 14a and 14b in an integrated manner, and exists as a main controller of this system. The group management control device 11 is installed, for example, in a machine room provided at the top of the building, and is electrically connected to the car control device 12 via a cable (not shown). The group management control device 11 and the car control device 12 are both configured by a computer, and read a predetermined program to execute a predetermined process related to the elevator operation according to the procedure described in the program.

  The car control device 12 controls the operation of the cars 14a and 14b under management. The cars 14a and 14b travel independently in the same hoistway as multi-car elevators. Hereinafter, the car 14a located in the upper part of the hoistway is referred to as “upper car”, and the car 14b located in the lower part is referred to as “lower car”.

  The hall call registration device 13 is installed in a hall (elevator hall) on each floor, and registers a hall call (also called a hall call) for causing the elevator to respond to the hall. The hall call information registered by the hall call registration device 13 is sent to the group management control device 11. By receiving this hall call information, the group management control device 11 performs control for causing the optimum car to respond to the called floor.

Here, in the present embodiment, the group management control device 11 includes the allocation evaluation value calculation unit 21, the allocation control unit 22, the relative distance prediction unit 23, the relative distance evaluation calculation unit 24, and the low evaluation value detection unit 25. The allocation evaluation value calculation unit 21 including the allocation change control unit 26 performs an allocation evaluation calculation for each car in the same hoistway with respect to the hall call registered by the hall call registration device 13. Each car in the same hoistway here refers to the upper car 14a and the lower car 14b. The allocation control unit 22 performs hall call allocation control based on the allocation evaluation value calculated by the allocation evaluation value calculation unit 21.

  The relative distance prediction unit 23 predicts the relative distance between future cars until the direction is reversed from the current time at a predetermined timing. The relative distance evaluation calculation unit 24 calculates an evaluation value of the relative distance between the cars obtained by the relative distance prediction unit 23. The low evaluation value detection unit 25 compares the evaluation value of the relative distance obtained by the relative distance evaluation calculation unit 24 with a preset level value, and detects that it has become worse than the above level value. The allocation change control unit 26 changes the allocation of hall calls that have already been allocated when the evaluation value of the relative distance becomes worse than the standard value.

  Next, the operation of the embodiment will be described.

  FIG.2 and FIG.3 shows an example of the operation state of the multi-car elevator in the same embodiment. The black triangle mark in the figure represents a registered hall call, and the black circle mark represents a registered car call.

  The “call to the hall” is call information generated at the hall on each floor, and is registered by the hall call registration device 13. Specifically, the hall call registration device 13 is provided with a direction button for designating an upper or lower destination direction, and an elevator responds to the floor when the direction button is pressed. The hall call is registered and sent to the group management control device 11.

  On the other hand, the “car call” is call information generated in the car and is registered by a car call registration device (not shown). Specifically, the car call registration device is provided with a floor button for designating a destination floor, and a car call for moving an elevator to the destination floor is registered when the floor button is pressed. And sent to the group management control device 11.

FIG. 2 shows the operation state at time T ₀ .

  It is assumed that hall calls of 2F-UP, 6F-UP, 11F-UP, 15F-UP, 25F-UP, and 26F-UP are registered. 2F-UP, 11F-UP, and 25F-UP are assigned to the lower car 14b, and 6F-UP, 15F-UP, and 26F-UP are assigned to the upper car 14a. The upper car 14a travels 4F in the UP direction, and the lower car 14b travels 1F in the UP direction.

FIG. 3 shows the operation state of the car at time T ₁ .

When the time T ₀ is reached to the time T ₁ , the upper car 14a responds to 6F-UP, and the car calls of 21F and 23F are registered by the passengers boarding on 6F. In addition, the lower car 14b opens in response to 2F-UP, and a car call of 22F is registered by a passenger boarding from 2F.

  Here, the group management control device 11 which is the main controller of the present system performs the following processing.

(1) Calculation of allocation evaluation value With the occurrence of a hall call, the allocation evaluation value calculation unit 21 calculates the allocation evaluation value of each car for the hall call. This does not consider the interference between cars in a multi-car elevator, and predicts the arrival time when a hall is assigned to each of the upper car 14a and the lower car 14b by using a predetermined arithmetic expression, and assigns an evaluation value. calculate.

  The predetermined arithmetic expression is, for example, an evaluation arithmetic expression using neuro-fuzzy, but the present invention is not particularly limited in its method, and is used in general elevator group management control. The allocation evaluation calculation considering the operation efficiency of the entire elevator is performed using the above-described method.

(2) Allocation control The allocation control unit 22 performs hall call allocation. In this case, a hall call is assigned to a car having a high evaluation based on the assignment evaluation values of the upper car 14a and the lower car 14b obtained by the assignment evaluation value calculation unit 21.

  In the evaluation calculation, a smaller value as an evaluation value represents “higher evaluation”, and conversely, a larger value represents “lower evaluation”. That is, in terms of numerical values, zero is the highest evaluation, and the higher the numerical value, the lower the evaluation.

(3) Calculation of Relative Distance Next, the group management control device 11 calculates the relative distance between the upper car 14a and the lower car 14b through the relative distance prediction unit 23. Note that the relative distance prediction unit 23 periodically calculates the relative distance between the cars in the future from the current time until the direction is reversed at a constant period (for example, 100 ms period) (see FIGS. 4 and 5).

  A method for calculating the relative distance will be described in detail below.

  Assume that the car 14a and the lower car 14b are traveling in the same direction. In addition, since interference does not occur when the car 14a and the lower car 14b are traveling in opposite directions, it is excluded from the subject here. In addition, it is basically prohibited to drive in a direction in which the car 14a and the lower car 14b face each other.

  First, the operation information of the upper car 14a and the lower car 14b is acquired, and the predicted operation curve regarding the upper car 14a and the lower car 14b is created based on the operation information. In addition to the currently registered car call and hall call, the operation information includes the traveling direction, current position, speed, door opening time, derived car call expected to be registered at the time of hall call response, and the like. The predicted operation curve shows the relationship between the position of the car and the time from the current time to the time when the direction is reversed.

  Here, it is assumed that the floor height of the first floor is 4 m, the time required for traveling on the first floor is simply 2 seconds, and the door opening time is 6 seconds.

Figure 4 is expected traveling curve on the car 14a and the lower car 14b to predicted direction reversed at time T _0, 5 in expected traveling curve on the car 14a and the lower car 14b to predicted direction reversed at time T ₁ is there. At time T _0, it is predicted that the upper car 14a and the lower car 14b travel in the UP direction with a certain distance, but at time T ₁ , the lower car 14b catches up with the upper car 14a on the way. It is expected to end up.

The difference between the predicted operation curve of the upper car 14a and the predicted operation curve of the lower car 14b is the predicted relative distance curve. The value shown in the predicted relative distance curve is the relative distance g for each time, and the relative distance g T of the car after t seconds predicted at time _T is calculated by the following equation.

  When the difference value is 0 or less, the calculation is performed with 0.

6 shows the predicted relative distance curve of the upper and lower cars at time T ₀ , and FIG. 7 shows the predicted relative distance curve of the upper and lower cars at time T ₁ .

(4) Calculation of Relative Distance Evaluation Value The relative distance evaluation calculation unit 24 calculates a car relative distance evaluation value H for the relative distance calculated by the relative distance prediction unit 23.

Your relative distance evaluation value H _T or computed at time T is calculated by the following equation based on the relative distance g and the time t.

T _{T, END} is the time when the upper and lower cars are predicted to reverse direction.
For example, f is a function of an evaluation value having a characteristic curve as shown in FIG. 8, and defines an evaluation value with respect to a relative distance. In this case, the closer the relative distance g _T (t) is to the ideal distance g _I (t), the smaller the evaluation value H _T is (high evaluation), and the relative distance g (t) is far from the ideal distance g _I (t). more, the evaluation value H _T increases (low ratings).

Note that this characteristic curve has been experimentally optimized in advance. In the example of FIG. 8, the ideal distance g _I (t) is 8 m. That is, when the relative distance between the cars is 8 m, the evaluation value H _T becomes better (H _T = zero).

Further, in order to avoid a collision between the cars, the evaluation value H _T approaches ∞ as the relative distance g _T (t) approaches zero (that is, as the upper car 14a and the lower car 14b approach each other). . However, if the relative distance g _T (t) = 0, there is a calculation inconvenience. At this time, H _T = −1. That is, H _T = −1 is the lowest value.

  Ideally, the upper and lower cars are close to each other in the vicinity of the floor where the upper and lower cars reverse direction. That is, for example, when the upper car 14a and the lower car 14b are moving in the UP direction, when the upper car 14a comes to the top floor, wait until the lower car 14b is as close as possible and then move in the same direction. Inversion is preferred.

Therefore, as shown in FIG. 9, the ideal distance g (t) is reduced as t approaches T _{T, END} . That is, the ideal relative distance between the cars is set shorter as the floor (the top floor or the bottom floor) whose direction is reversed is approached. The ideal distance g _I (t) varies depending on the number of floors of the building, the floor height, the speed of the elevator, the acceleration, and the like.

Now, for example, the time T ₀ is _10:00:00, and the time T _{T0, END} that is predicted to be reversed at this time is 10: 1: 12. Further, the time T _{1 is set} to _10:00:12, and the time T _{T1, END} predicted to perform the direction reversal at this time is set to 10: 1: 30.

In this case, the time T available relative distance evaluation value or calculated in ₀ H _T0, your relative distance evaluation value H _T1 or calculated at time T _1, in accordance with the above equation (2),
H _T0 = 93421
H _T1 = −1
It becomes.

(5) Detection of Low Evaluation Value The low evaluation value detection unit 25 uses the evaluation level value E _T (T _L ) in which the relative distance evaluation value H between the cars calculated by the relative distance evaluation calculation unit 24 is set in advance. Whether the value is large or -1 is detected. However, T _L is a time T _END from the current time T _NOW until the direction is reversed, and is obtained by T _L = T _END −T _NOW . As described above, in the evaluation calculation, the larger the value, the worse the evaluation. Moreover, -1 is the worst value.

The evaluation level value E _T (T _L ) has characteristics as shown in FIG. 10, for example, and is set so that the smaller the time difference between T _NOW and T _END is, the smaller the value is. That is, the evaluation is set to be gradually stricter as the time (T _END ) from the current time (T _NOW ) to the direction reversal approaches. This is because if the direction reversal is close, there is a high possibility that the cars will approach each other. Therefore, the evaluation is strictly performed to prevent the cars from interfering with each other.

A time T ₀ Assessment level value at (00: 00 _{10) E T0 (T T0,} L), the time T ₁ Assessment level value at (00 12 sec _{10) E T1 (T T1,} L) is
E _T0 (T _{T0, L} ) = 184000
E _T1 (T _{T1, L} ) = 122000
It becomes.

At time T ₀ , since the relative distance evaluation value H _T0 is smaller than the evaluation level value E _T0 (T _{T0, L} ) as the car call is generated, it is determined that the assignment change is unnecessary. On the other hand, at time T1, the evaluation value H _T1 becomes −1 with the occurrence of the car call, so it is determined that the allocation change is necessary. It should be noted that the allocation change is also determined to be necessary when the evaluation value H _T1 is larger than the evaluation level value E _T1 (T _{T1, L} ).

(6) When the evaluation value H _T of the car relative distance by the allocation change the low evaluation value detecting unit 25 that is detected is low evaluated relative to evaluation level value E _T, assignment change control unit 22 is already The assigned hall call is reassigned, and the assignment change information is output to the car control device 12. The low evaluation is specifically a case where the evaluation value H _T is larger than the evaluation level value E _T or −1.

  In other words, if the future relative distance between cars is predicted and a situation occurs in which cars will interfere with each other, a hall call assigned to the preceding car that can be reassigned will be assigned to the following car. By changing, it is possible to prevent interference between the cars. In the example of FIG. 3, 15F-UP is reassigned from the upper car 14a to the lower car 14b. Thereby, it becomes possible to suppress the approach of the lower car 14b, without reducing operation efficiency.

  Here, the hall call whose allocation can be changed is a hall call on the floor in the traveling direction of the car which responds when the allocation is changed, and the hall in the same direction as the car. That is, in the example of FIG. 3, if the assignment is changed to the lower car 14b, it is registered on the floor above 2F and is a hall call in the UP direction.

  However, when there are many hall calls whose allocation can be changed, priority is determined as follows.

  That is, if the car that responds when the assignment is changed is traveling in the UP direction, the assignment is changed with priority from the hall call closest to the lowest floor. That is, in the example of FIG. 3, if there are 15F-UP and 26F-UP hall calls, priority is given to 15F-UP close to the lowest floor. This is because, for example, if the assignment is changed from the one closest to the top floor, it will stop every time a hall call on the lower floor is generated, and the operation efficiency will deteriorate. Similarly, if the car that responds when the assignment is changed is traveling in the DOWN direction, it is assumed that priority is given to the hall call near the top floor.

  FIG. 11 is a flowchart showing a processing procedure until hall call assignment change in the first embodiment.

  As described above, with the occurrence of the hall call, the assigned evaluation values of the upper car 14a and the lower car 14b are calculated (step A11), and the hall call is assigned to one of the cars based on the assigned evaluation value. (Step A12).

  Here, the current operation information regarding the upper car 14a and the lower car 14b is acquired (step A13), and the relative distance between the cars from the current time until the direction is reversed is calculated based on the operation information (step A14). The relative distance between the cars is periodically calculated at a predetermined cycle.

  Subsequently, the relative distance between the cars is evaluated according to a predetermined calculation formula (step A15), and it is determined whether or not the evaluation value is worse than a preset level value (step A16). As a result, if the evaluation value is bad, that is, if the numerical value as the evaluation value is larger than the level value (Yes in step A16), the allocation change is performed for the hall call that has already been allocated (step A17).

  If there are a large number of hall calls that can be reassigned, the one closest to the top floor or the bottom floor is selected according to the traveling direction of the car that responds when the assignment is changed.

  As described above, according to the first embodiment of the present invention, the future relative distance between the cars in the same hoistway is predicted, and when there is a possibility that the cars interfere with each other, the allocation is already performed. Change a hall call that has already been made. Thereby, interference between cars can be prevented in advance, and interference avoidance operation can be reduced as much as possible. As a result, operation efficiency can be improved.

(Second Embodiment)
Next, a second embodiment of the present invention will be described.

  In the first embodiment, when the evaluation value of the relative distance between the cars is worse than the standard value, the hall call allocation is changed immediately. On the other hand, the second embodiment is characterized in that the hall call to be changed is virtually reassigned and the assignment is actually changed when a good evaluation value is obtained.

  Since the basic configuration and operation are the same as those in the second embodiment, different points will be described here.

It is assumed that the low evaluation value detection unit 25 detects that the car relative distance evaluation value H is greater than the relative distance evaluation level value E or that the value is -1. In such a case, the allocation change control unit 22 virtually allocates one hall call W _i (i = 1, 2, 3,..., N: number of hall calls whose allocation can be changed) one by one. change. Note that virtually changing the allocation is referred to as “temporary allocation change”.

  As described above, the allocatable hall call is registered on the floor in the traveling direction of the car that responds when the assignment is changed, and the hall call is in the same direction as the car. However, when the car is traveling in the UP direction, it will be given priority over the hall call closest to the lowest floor among the hall calls that can be reassigned. Similarly, when the car is traveling in the DOWN direction, it is preferentially performed from the hall call near the top floor.

Here, the hall call W _i, by outputting the information you temporary assignment change to the relative distance estimating unit 23 calculates a relative distance g _w1. Further, an evaluation value H _W1 for the relative distance g _{w1 is obtained} by the relative distance evaluation calculation unit 24. When the car relative distance evaluation value H _w1 was smaller than the relative distance evaluation level value E, that is, if the evaluation value is good, actually performs the assignment change its hall call W _i.

  Specific examples are shown in FIGS. In FIG. 12 and FIG. 14, black triangle marks in the drawings represent already registered hall calls, and black circle marks represent already registered car calls. A white triangle mark represents a newly generated hall call (a hall call whose allocation has been changed).

FIG. 12 shows the operation state when 11F-UP (W ₁ ) in FIG. 3 is temporarily allocated to the upper car 14a, and FIG. 13 shows the predicted operation curve. At this time, the car relative distance evaluation value H _W1 is
H _W1 = -1
It becomes.

FIG. 14 shows the operation state when 15F-UP (W ₂ ) in FIG. 3 is temporarily allocated to the lower car 14b, and FIG. 14 shows the predicted operation curve. At this time, the car relative distance evaluation value H _W2 is
H _W2 = 73592
It becomes.

As a result, it is understood that the efficiency is deteriorated when the temporary allocation is changed from 11F-UP (W ₁ ) to the upper car 14a, and the allocation is not actually changed for 11F-UP (W ₁ ). On the other hand, in the case where 15F-UP (W ₂ ) is temporarily allocated to the lower car 14b, the evaluation value H _W2 becomes smaller than the standard value E, and the operation efficiency is improved. Therefore, it is assumed that the allocation change is actually performed for 15F-UP (W ₂ ).

There is also a method of simultaneously performing a plurality of temporary allocation changes. If the evaluation value H _W is good when a plurality of temporary assignments are changed simultaneously, the assignments are changed simultaneously.

  FIG. 16 is a flowchart showing a processing procedure until hall call assignment change in the second embodiment.

  As described above, when the hall call is generated, the assigned evaluation values of the upper car 14a and the lower car 14b are calculated (step B11), and the hall call is assigned to one of the cars based on the assigned evaluation value. (Step B12).

  Here, the current operation information regarding the upper car 14a and the lower car 14b is acquired (step B13), and the relative distance between the cars until the direction is reversed from the current time is calculated based on the operation information (step B14). The relative distance between the cars is periodically calculated at a predetermined cycle.

  Subsequently, the relative distance between the cars is evaluated according to a predetermined calculation formula (step B15), and it is determined whether or not the evaluation value is worse than a preset level value (step B16). As a result, when the evaluation value is bad, that is, when the numerical value as the evaluation value is larger than the level value (Yes in Step B16), in the second embodiment, the temporary allocation change is performed for the hall call that has already been allocated. Is performed (step B17).

  Here, the evaluation value of the car relative distance when the already assigned hall call is assigned to the other car due to the temporary assignment change is recalculated (step B18), and a good result satisfying the standard value is obtained. If so (Yes in Step B19), the hall call is actually reassigned (Step B20).

  If there are many hall calls that can be reassigned, re-evaluate each of these hall calls by changing the temporary assignment, and assign the hall call with the most optimal evaluation value. change. If there are many hall calls having good evaluation values, all of them may be reassigned. If a good evaluation value is not obtained (No in Step B19), the assignment is not changed and is left as it is.

  As described above, according to the second embodiment of the present invention, a hall call having a good evaluation value can be actually reassigned by re-evaluation by temporary assignment change, so that operation efficiency can be improved more reliably. Can do.

(Third embodiment)
Next, a third embodiment of the present invention will be described.

  In the first and second embodiments, the relative distance between the cars from the current time until the direction is reversed is calculated, and when the result of evaluation is bad, the registered hall call is transferred to the other car. The assignment was changed. However, under certain conditions, operation efficiency can be improved by changing the allocation of hall calls that have already been allocated without requiring such calculations.

  A specific example is shown in FIG. FIG. 17A shows the operation state before the assignment change, and FIG. 17B shows the operation state after the assignment change. The black triangle mark in the figure represents a registered hall call, and the black circle mark represents a registered car call. A white triangle mark represents a newly generated hall call (a hall call whose allocation has been changed).

  As shown in FIG. 17A, 11F-UP and 20F-UP calls are registered, 11F-UP is assigned to the lower car 14b, and 20F-UP is assigned to the upper car 14a. And In the lower car 14b, a car call is registered on the 8th floor. The upper car 14a travels 6F in the UP direction, and the lower car 14b travels 2F in the UP direction.

  Here, as shown in FIG. 17B, it is assumed that a car call is newly registered in 11F in the upper car 14a. In such a case, the allocation change control unit 22 changes the allocation of the already registered 11F-UP hall call to the upper car 14a. Thereby, when the upper car 14a stops at 11F due to a newly generated car call, it is possible to place a user waiting for an elevator on the floor in response to the hall call of 11F-UP.

  The 11F-UP hall call was originally assigned to the lower car 14b, but the user does not know which car was assigned, so even if the assignment is suddenly changed. no problem. In addition, because of this allocation change, the lower car 14b does not stop at 11F where the user has already disappeared. Therefore, the operation efficiency is not lowered by a useless stop operation, and it is also possible to stop at an unmanned floor. The passengers in the car 14b do not feel uncomfortable.

  Thus, according to the third embodiment of the present invention, the newly generated car call is the same floor as the hall call assigned to the other car in the same hoistway. When the car that has a response to the floor with the hall call first responds, the hall call is reassigned to the car. As a result, the same car can answer the hall call and the car call, and the operation efficiency can be improved.

  In the first and second embodiments, each time an evaluation value for a relative distance is obtained, the evaluation value is obtained according to a predetermined calculation formula. However, the relative distance and the evaluation value are associated in advance. The evaluation value at that time may be obtained by referring to the table.

  In each of the above embodiments, a multicar elevator having two passenger cars in the same hoistway has been described. However, the present invention is not limited to this, and the same hoistway is configured as a multicar elevator. There may be two or more cars in the interior, and the number of multi-car elevators is not limited to two, and it can be similarly applied to a configuration in which a plurality of cars are arranged in parallel. .

  Further, even if a control function for realizing the present invention is provided on the car control device 12 side, the same effect can be obtained.

  In short, the present invention is not limited to the above-described embodiments as they are, and can be embodied by modifying the components without departing from the scope of the invention in the implementation stage. In addition, various forms can be formed by appropriately combining a plurality of constituent elements disclosed in the above embodiments. For example, some components may be omitted from all the components shown in the embodiment. Furthermore, constituent elements over different embodiments may be appropriately combined.

FIG. 1 is a block diagram showing the overall configuration of an elevator group management control apparatus according to a first embodiment of the present invention. FIG. 2 is a diagram showing an example of the operation state of the multi-car elevator in the same embodiment, and is a diagram showing the operation state at time T ₀ . FIG. 3 is a diagram showing an example of the operation state of the multi-car elevator in the same embodiment, and is a diagram showing the operation state at time T ₁ . FIG. 4 is a diagram showing a predicted operation curve of the upper and lower cars until the direction reversal predicted at time T ₀ in the same embodiment. FIG. 5 is a diagram showing a predicted operation curve of the upper and lower cars until the direction reversal predicted at time T ₁ in the embodiment. FIG. 6 is a diagram showing predicted relative distance curves of the upper and lower cars at time T ₀ in the same embodiment. FIG. 7 is a diagram showing predicted relative distance curves of the upper and lower cars at time T ₁ in the same embodiment. FIG. 8 is a diagram showing the relationship between the relative distance between the cars and the evaluation value in the same embodiment. FIG. 9 is a diagram showing the relationship between the time and the ideal distance between the upper and lower cars in the embodiment. FIG. 10 is a diagram showing the relationship between the time and the evaluation level of the relative distance in the same embodiment. FIG. 11 is a flowchart showing a processing procedure until hall call assignment change in the embodiment. FIG. 12 is a diagram for explaining the second embodiment of the present invention, and is a diagram showing an operation state in a case where the 11F-UP call at time T ₁ is temporarily allocated to the upper car. FIG. 13 is a diagram showing a predicted operation curve of the upper and lower cars when the 11F-UP call at time T _{1 in} the embodiment is temporarily allocated to the upper car. FIG. 14 is a diagram illustrating an operation state when the 15F-UP call at time T ₁ in the same embodiment is temporarily allocated to the lower car. FIG. 15 is a diagram showing the predicted operation curves of the upper and lower cars when the 15F-UP call at time T _{1 in} the embodiment is temporarily allocated to the lower car. FIG. 16 is a flowchart showing a processing procedure until hall call assignment change in the embodiment. FIG. 17 is a diagram for explaining the third embodiment of the present invention, and is a diagram showing an operation state when the allocation of the 11F-UP call is changed to the upper car with the generation of the car call.

Claims (5)

In an elevator group management control device having a plurality of independent cars in the same hoistway,
Relative distance prediction means for obtaining the operation information of each car and calculating the relative distance between the cars from the current time until the direction is reversed based on the operation information;
A relative distance evaluation calculation means for calculating an evaluation value of the relative distance obtained by the relative distance prediction means;
A low evaluation value detection means for detecting that the evaluation value of the relative distance obtained by the relative distance evaluation calculation means is worse than a preset level value;
An allocation change control means for changing the allocation of a hall call that has already been registered when it is detected by the low evaluation value detection means that the evaluation value of the relative distance is worse than the level value. Elevator group management control device.   2. The allocation change control means according to claim 1, wherein the allocation change control means is located on a floor in a traveling direction of a car that responds when the assignment is changed, and changes the hall call in the same direction as the car. Elevator group management control device.   The above allocation change control means gives priority to the hall call closest to the lowest floor if there are many hall calls that can be allocated and the car that responds when the allocation is changed is traveling upward. The elevator group management according to claim 2, wherein the allocation is changed and the allocation is changed in preference to the hall call close to the top floor if the car responding when the allocation is changed is traveling downward. Control device.   The allocation change control means virtually changes the hall call that has already been registered, and if the evaluation value at that time satisfies the above-mentioned standard value, the allocation change control means actually changes the allocation of the hall call. The elevator group management control device according to claim 1.   The above allocation change control means is a floor on the same floor as the hall call to which the newly generated car call is assigned to the other car in the same hoistway, and the car having the car call has the floor on which the hall call is located. 2. The elevator group management control device according to claim 1, wherein the hall call is reassigned to the car when responding to the floor first.

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