JP2007284164A - Method and system for controlling elevators in group - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To selectively assign a more appropriate car by considering a time interval of each car and the one-cycle time of each car in relation to assigned estimation of a new hall call in order to prevent increase of waiting time due to increase of a waste stop call and prolongation of the one-cycle time by the control for assigning a car based on estimation of a time interval of each car. <P>SOLUTION: An elevator to be assigned to a hall call is decided by using a first estimation for computing a waiting time estimation value of a hall call, a second estimation for computing an estimation value in relation to a time interval between approaching elevators, a third estimation for computing an estimation value in relation to the one-cycle time of each elevator and a total estimation value for estimating each of the first, the second and the third estimation by rating in response to traffic demand. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to an elevator group management control method and system, and more particularly, to an allocation control method and system for evaluating an elevator car most suitable for a generated hall call.

  The elevator group management system provides a more efficient operation service to the user by handling a plurality of elevator cars as one group. Specifically, multiple elevator cars (usually 3 to 8) are managed as a group, and when a hall call occurs on a certain floor, select the optimal car from this group. And control to assign the previous hall call to the car.

  The current group management system is based on allocation control using an evaluation function based on the predicted waiting time. This is because when a new hall call is generated, the estimated waiting time of the hall call (new hall call and holding hall call) held by each car is calculated and the waiting time is minimized, or The hall call is assigned to the car with the smallest maximum waiting time or the car with the smallest average waiting time. The allocation control based on the predicted waiting time is a basic method adopted in the group management control of each elevator maker, but has the following two problems.

  1) This is an optimal car allocation for a hall call that has already been generated, and the influence of a hall call that will occur in the future is not considered.

  2) Since the estimated waiting time is used as an index and assigned to a car, the positional relationship of each car is not considered.

  In order to solve the problem of the allocation method based on the predicted waiting time, various control methods have been proposed so far. The main idea can be summarized in the control of arranging each elevator car at regular intervals in time. If the elevator cars are not evenly arranged, that is, if the time interval between cars is long, and if a new hall call occurs between the cars, the call may have a longer waiting time. high. Therefore, if each car can be arranged at regular intervals in time, long waiting can be suppressed. The following is a list of conventional control methods for the purpose of equidistant temporal arrangement.

1) Representation of the mutual space of the car as a coefficient
The assignment evaluation function Φk for the K-th car is expressed by the following equation.

Φk = αk ・ Tk ……………………………………………………………………… (1)
Here, Tk represents a predicted arrival time of the K-th car at the floor where the new hall call is generated, and αk represents a coefficient whose value is determined by the mutual interval between the cars. Tk corresponds to the predicted waiting time index, and has an aim of adjusting and evaluating the predicted waiting time according to the interval by the product of the car interval index and the predicted waiting time.

2) Allocation evaluation control incorporating time equidistant state as an index (Patent Document 2)
Predict the placement of each car at the previous time and predict the time interval of each car at that time. An assignment limit evaluation value is calculated from the predicted car interval, and assignment is controlled so that the car is not assigned to some floor areas. As a result, the aim is to make the intervals of the cars approach the same time interval.

3) Evaluating the uniformity of expected positions (Patent Document 3)
A method of calculating the predicted position of each car after a lapse of a predetermined time, selecting a car that is most distant from the predicted positions, and assigning the car corresponding to the predicted position to a new hall call.

4) Evaluate the interval based on the predicted arrival time interval on the specific floor of each car (Patent Document 4)
At the time of provisional assignment, an optimum car to be assigned is determined by adding an index indicating the deviation between the predicted arrival time interval and the average operation interval at a specific floor of each car to the evaluation value.

  5) Furthermore, in addition to these conventional techniques, there is a method of adding the round time of each car to the evaluation. If the round time of each car is determined to be 90 seconds or less, the conventional technique for suppressing allocation is disclosed in Patent Literature 5 is disclosed. This is not intended to shorten the round time of all units. Specifically, for a specific crowded floor (lobby floor) where many car calls occur, refer to the round trip time in order to prevent other hall calls from being assigned in advance to the units that serve that floor. For example, in the case of 90 seconds or less, new call assignment is further suppressed.

  6) In addition to the above, Patent Document 6 discloses a prior art example in which an assigned car is selected and assigned based on a deviation between an estimated arrival time on a specific floor of the assigned car and a reference time. This method is aimed at equalizing the arrival interval of each elevator at a specific floor, and the key is to determine the reference service interval for determining the reference time. In this patent document 6, a reference service interval is set so as to prevent passengers from being left behind based on the traffic volume (total number of passengers) other than the lobby floor and the lobby floor for the past 5 minutes and the passenger capacity of the car. .

  7) As another example of the determination method for the reference service interval, there is Patent Document 7, which is determined by the average operation interval.

  8) Furthermore, Non-Patent Document 1 discloses an example of an allocation evaluation method in which an average round time (Average Journey Time) and a waiting time evaluation are combined. Here, the total of the increase of the round time and the waiting time penalty value when each unit is temporarily allocated to the generated new hall call is set as the allocation evaluation value. The increase in the round time is calculated by the difference between the round time when a new hall call is assigned to No. 1 and the round time before the allocation when the temporary assigned car is No. 1. The waiting time penalty value is a penalty value when the new hall call is temporarily assigned to the first car when the waiting time of the call is longer than a predetermined value, and nothing is added otherwise. With such an evaluation value, the aim is to prioritize the allocation of the unit with the shortest increase in the round time and the short waiting time.

: Japanese Patent Publication No. 7-12890 : Japanese Patent Publication No. 7-72059 : JP-A-8-175769 : Japanese Patent Publication No. 7-74070 Japanese Patent Laid-Open No. 8-192916 Japanese Patent Publication No. 6-4476 Japanese Patent Laid-Open No. 62-121186 Gina Barney “Elevator Traffic Handbook Theory and Practice” New York Spon Press 2003 First Edition issued page 297-299

  In the prior art listed above, in the control in which the time interval of each car is first evaluated and the car is assigned, the time interval of each car is controlled, but no consideration is given to the round time of each car. There is no guarantee that it will be controlled to an appropriate round time. For example, in order to prioritize time equalization, there is a possibility that useless call stops increase, the round time increases, and conversely the waiting time increases.

  Moreover, in the prior art which evaluates a round time, it is described that new call assignment other than a specific floor is suppressed when it is determined that the round time is 90 seconds or less. However, in a car having a long round time of 90 seconds or more, the new call assignment is not suppressed, and there is a possibility that the round time will be longer.

  In the conventional technology that selects and assigns the assigned car based on the deviation between the estimated arrival time and the reference time on the specific floor of the assigned car, the deviation between the estimated arrival time and the reference time on the specific floor is the object of control. It is not always guaranteed to work to shorten the round time for each car. In addition, this control alone does not take into account the control over the time interval of each car, and there is no guarantee that each car will be controlled to approach an equal interval.

  In response to the above-described problems of the prior art, the present invention selects a more appropriate car in consideration of the time interval of each car and the round trip time of each car for the allocation evaluation of new hall calls. The purpose is to assign.

  In one aspect of the present invention, a first evaluation for calculating an evaluation value for a waiting time of a hall call that is occurring, and a second evaluation for calculating an evaluation value for a time interval or a distance interval between adjacent elevators. And a third evaluation for calculating an evaluation value for an estimated arrival time of each elevator at a predetermined floor, and an evaluation by weighting each evaluation value for the first evaluation, the second evaluation, and the third evaluation. A group of elevators comprising: a comprehensive evaluation value calculation for calculating a comprehensive evaluation value to be performed; a weight setting for setting a weight value used in the comprehensive evaluation value calculation; and an assignment determination for determining an elevator to be assigned to a hall call according to the comprehensive evaluation value A management control method or a group management control system.

  Preferably, in the above weight setting, the weighting coefficient for the first evaluation, the weighting coefficient for the second evaluation, and the weighting coefficient for the third evaluation according to the traffic demand of the building where the elevator is installed. Set.

  According to the preferred embodiment of the present invention, it is possible to more appropriately consider the three indicators of the estimated waiting time of the hall call being generated, the time interval of each elevator car, and the round trip time of each elevator car. You can select and assign a car. As a result, each car can be operated more efficiently and the average waiting time can be shortened.

  Other objects and features of the present invention will be made clear in the embodiments described below.

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

  FIG. 1 is an overall control block diagram of an elevator group management control system according to an embodiment of the present invention. The operation of the N elevator cars 22A to 22C is controlled by the elevator control devices 21A to 21C of each elevator, and the group management control unit 1 performs overall control of these elevator control devices.

  In the group management control unit 1, the following processing is executed. First, the call information from the destination floor registration devices 31A and 31B installed in the elevator halls (hereinafter referred to as halls) on each floor and the information on the N elevator control devices 21A to 21C are stored in the input information storage unit 2. . Here, the destination floor registration devices 31A and 31B are devices that allow elevator use applicants to register their destination floors in advance in the hall. For example, if you are currently on the 1st floor and want to go to the 5th floor, register the 5th floor with the destination floor registration device in the hall on the 1st floor, via the group management control unit 1 and the unit control devices 21A to 21C, The elevator car registered with the destination floor to the 5th floor will be dispatched. When the destination floor registration device is used, there is an advantage that the destination floor information for the hall call can be known in advance as compared with the hall call device that registers only the vertical direction.

  When a new hall call is generated, a temporary allocation car setting unit 3 sets a temporary allocation car for each elevator car managed in the group, and an allocation is made when a new hall call is temporarily allocated to each car. An evaluation value is calculated. First, using the information in the input information storage unit 2, the predicted arrival time for each floor of each car (floor considering the direction) is calculated by the predicted arrival time calculator 4 for each floor of each car. As a method for calculating the estimated arrival time, for example, a method described in Japanese Patent Laid-Open No. Hei 8-192916 may be used. Furthermore, since the destination floor information for the new hall call is also obtained by the destination floor registration devices 31A and 31B, the stop time due to getting off at the destination floor when the new hall call is temporarily allocated is also reflected in this estimated arrival time. Can be made.

  Using this predicted arrival time, the predicted waiting time calculation unit 5 calculates the predicted waiting time of the incoming call for the temporary allocation car set by the temporary allocation car setting unit 3. This predicted call waiting time includes a predicted waiting time for a newly temporarily assigned hall call and a predicted waiting time for a hall call that has already been assigned. The waiting time evaluation value calculation unit 6 calculates a waiting time evaluation value based on the predicted waiting time. This waiting time evaluation value is, for example, the maximum predicted waiting time of the hall hall call of the temporarily assigned car, the average value or the square average value of the waiting time of the hall hall call of all the cars, or the sum of squares, etc. Is calculated by

  The predicted car interval calculation unit 7 calculates the value of the time interval for each adjacent car at the present time or a predetermined time in the future using the predicted arrival time. For example, by predicting the position and direction of each car 30 seconds after the estimated arrival time for each floor of each car, the time interval between adjacent cars at that time (30 seconds later) can be calculated. . In addition, the time interval represents the amount measured in units of time between adjacent cars. Unlike the distance interval, for example, when there is a stop due to a call, the stop time Reflected.

  The round trip time calculation unit 9 calculates the round trip time (precisely, round trip forecast time) for each car based on the estimated arrival time of each car / floor. For example, if the current car is on the second floor and is in the upward direction, this round-trip time will go straight up to the top floor, turn down on the top floor, then go to the bottom floor, It corresponds to the estimated arrival time until the direction is reversed in the upward direction at the lowest floor and arrives at the second floor again. In this round-trip time, not only the travel time but also the stop time due to the hall call and car call you have, the stop time estimate for the hall call and car call that have not occurred (calculated by the stop time x stop probability) It is reflected. In the round time evaluation value calculation unit 10, the round time evaluation value is calculated based on the calculated round time. Details of the calculation method of the round trip time evaluation value will be described later.

  Based on the waiting time evaluation value, the car interval evaluation value, and the round trip time evaluation value, a comprehensive evaluation value for determining the assignment by weighting the three evaluation values is obtained. This comprehensive evaluation value is calculated by the comprehensive evaluation value calculation unit 13. The overall evaluation value Φt (k) when the provisionally assigned car is the k-th car is represented by the following expression.

Φt (k) = Φw (k) + Wi · Φi (k) + Wp • Φp (k) (2)
Here, the waiting time evaluation value is Φw (k), the cage interval evaluation value is Φi (k), the round trip time evaluation value is Φp (k), and the waiting time evaluation value weight coefficient when the temporarily assigned car is the k-th car 1, the weight coefficient of the car interval evaluation value is Wi, and the weight coefficient of the round trip evaluation value is Wp.

  As described above, the comprehensive evaluation value for determining the allocation is comprehensively evaluated by the weighting of the three indexes of the waiting time, the time interval of the car, and the round time, for example, the linear sum of the equation (2).

  FIG. 2 is a graph illustrating the control of the time interval and the round time in an embodiment of the present invention. Here, an example of management of two groups is shown, the horizontal axis of the graph represents the time axis with the origin as the current time, and the vertical axis represents the position of the elevator (position in the vertical direction). In the figure, the first car 51 is moving upward from the fourth floor to the fifth floor, and the second car 53 is moving upward from the first floor to the second floor. A trajectory 52 indicates the predicted trajectory from the present time of the first car, and similarly, a predicted trajectory for the second car is indicated by the trajectory 54. This predicted trajectory can be estimated based on the estimated arrival time of each floor. Evaluation of the time interval of the predicted trajectory of each car is performed by the car interval evaluation value Φi (k), and evaluation of the round time of the predicted trajectory of each car is performed by the round time evaluation value Φp (k).

  In FIG. 2, it becomes a more efficient car operation trajectory to make the time interval of the predicted trajectory of each car close to equal intervals and further reduce the round trip time of the predicted trajectory. The evaluation formula of Formula (2) aims at evaluation to such an efficient operation locus. 2 is considered as a “waveform” of an AC voltage, the time interval of the predicted locus corresponds to “phase”, and the round trip time of the predicted locus corresponds to “period”. Therefore, in the evaluation by the formula (2), the 'phase' and 'cycle' of the predicted trajectory of each car is evaluated, and the allocation is performed so as to approach the car trajectory having the phase and period for realizing more efficient operation. Will do.

  Returning to FIG. 1, the assigned car determination unit 14 assigns the assigned car to the car having the best overall evaluation value based on the overall evaluation value Φt (k) for each temporary assigned car k (k = 1 to N). To decide. A command to assign a new hall call is transmitted to the assigned car number controller of the assigned car so that the assigned car can service the call.

  The weight value Wi of the car interval evaluation value and the weight coefficient Wp of the round time evaluation value used when the total evaluation value calculation unit 13 obtains the total evaluation value Φt (k) are: [Cage interval evaluation weight coefficient, round time] Evaluation weight coefficient] setting unit 12 sets an appropriate weight coefficient. Here, “appropriate” means that it is appropriate for the traffic demand at that time. For setting the weighting factor, the traffic demand data detected by the traffic demand detecting unit 11 is used. To set a weighting factor. Thus, the car interval evaluation weighting coefficient and the round trip time evaluation weighting coefficient suitable for the situation are set from the detected traffic demand. A detailed method for setting the two weighting factors will be described later.

  FIG. 3 is a control process flowchart in the elevator group management system according to the embodiment of the present invention shown in FIG. Hereinafter, the control flow will be described in order.

  First, the following information is input (ST001). Input information includes new and already registered hall call, car call information, destination floor information, information in the car, car status / direction, speed, door status, etc. There is. Next, the traffic demand information of the building at that time, time information, building specification information, elevator specification information, and the like.

  Next, based on these input information, the estimated arrival time of each floor (including direction) for each car is calculated (ST002). Further, based on the input information, the traffic demand of the building at that time is detected (ST003). Further, it is determined whether or not a car assignment process has occurred due to a new hall call or the like (ST004). If the car assignment process has not occurred, the process returns to the input information input process (ST001). When the car assignment process occurs, the evaluation value at the time of the temporary assignment is calculated for each car by the processing element group bundled as the temporary assignment process loop shown in FIG. Hereinafter, the process of the temporary allocation car loop will be described.

  First, a variable k representing the temporarily assigned car number is set to an initial value k = 1 (ST005). Next, the estimated arrival time for the temporarily allocated car k is calculated (ST006). Here, the estimated arrival time when the new hall call is assumed to be allocated is calculated. Therefore, the stop time of boarding due to a new hall call and the stop time of getting off at the destination floor input from the destination floor registration device for this new hall call are newly reflected in the estimated arrival time. Based on the calculated estimated arrival time, first, a predicted waiting time evaluation value Φw (k) when the temporarily assigned car is numbered k is calculated (ST007). Next, the car interval evaluation value Φi (k) for the adjacent cars is calculated (ST008), and further, the round time evaluation value Φp (k) is calculated (ST009). Then, the weight coefficient Wi of the car interval evaluation value and the weight coefficient Wp of the round trip time evaluation value are set from the traffic demand data of the building at that time obtained in step ST003 (ST010), and based on the equation (2). A comprehensive evaluation value Φt (k) is calculated (ST011). When the comprehensive evaluation value for the k-th unit is calculated, the value of k is incremented by one and updated (ST012), and whether or not the value of k is larger than the group management number is compared (ST013). Returning to the predicted arrival time calculation for the updated value of k, the process is repeated (ST006). On the other hand, if it is larger, the total evaluation value Φt (k) is calculated for all k, so the best evaluation value is selected to determine the assigned car (ST014).

  The above is the flow of the processing operation of the elevator group management control system according to the embodiment of the present invention shown in FIG.

  Next, details of processing in the [car interval evaluation weighting factor, round trip time evaluation weighting factor] setting unit (control processing unit indicated by reference numeral 12 in FIG. 1), which is one of the main features of the present embodiment, will be described with reference to FIGS. 8 will be described.

  First, with reference to FIG. 4, the relationship between the appropriate combination of the car interval evaluation weighting factor and the round trip time evaluation weighting factor and the traffic demand will be described. The graph of FIG. 4 represents a biaxial graph in which the horizontal axis is taken as the car interval evaluation weighting factor Wi and the vertical axis is taken as the round trip time evaluation weighting factor Wp. The graph is roughly divided into four areas, and shows the types of traffic demand suitable for each area. For example, with regard to the combination of Wi and Wp, the traffic demand during quiet periods is suitable for an area where both Wp and Wi are small (lower left area in the graph). This is because it is unlikely that another hall call will continue to be generated even if a hall call is generated once in a traffic demand during a quiet period, so it is desirable to service an actual call with the highest priority. Therefore, it is preferable that both the car interval evaluation weight coefficient and the round trip time evaluation weight coefficient are small. Next, with regard to the combination of Wi and Wp, in areas where Wi is small and Wp is large (upper left area in the graph), use in the upward direction, such as traffic demand at work, is mainly used for traffic demand, the first half of lunch. The main traffic demand is suitable for use in the downward direction such as traffic demand. This is because in the case of traffic demand biased in either the upward or downward direction, it is not always effective to reduce waiting time that each car is equally spaced in time. Because it has an effect. For example, when hall calls in the downward direction occur at the same time on each floor, as in the first half of lunch, the number of stops increases if each car is stopped and served on all floors. The round time is very long. Even if the operation is performed at equal intervals, the average waiting time increases because the round time itself is long. Here, for example, if the entire floor is divided into three zones, and the car in charge of each zone is serviced separately, the number of hall call stops will be reduced, so the round time of each car can be shortened. The average waiting time can be shortened. In this case, the cars in charge of each zone need only move independently, and do not need to move at regular intervals.

  The same applies to the case of traffic demand mainly in the up direction, and it is not always effective for each car to service all floors and operate at equal intervals in such traffic demand where the direction of use is biased. Rather, it is effective for shortening the waiting time to operate so as to determine the service target floor of each car so as to shorten the round-trip time. Therefore, for traffic demands in which the direction of use is biased, a combination of Wi and Wp in which the car interval evaluation weight coefficient Wi is small and the round trip time evaluation weight coefficient Wp is large is suitable.

  In addition, with regard to the combination of Wi and Wp, in areas where both Wi and Wp are large (upper right area in the graph), movement between floors such as normal traffic demand is the main traffic demand, and traffic demand during the latter half of lunch. Such traffic demands are mainly composed of traffic demand in two directions, up and down. In such traffic demand, each car needs to be serviced on all floors, so it is effective to operate each car at regular intervals in time, and the hall call stop floor and the car call stop floor It is also effective to reduce the number of call suspensions (reduce the round time) by using duplication. Therefore, in such a traffic demand, it is effective to make time equal intervals and shorten the round time, and the combination of Wi and Wp is such that both the car interval evaluation weight coefficient Wi and the round time evaluation weight coefficient Wp are large. Is suitable.

  As described above, as shown in the graph of FIG. 4, the combination of the car interval evaluation weighting factor and the round trip time evaluation weighting factor is appropriate or inappropriate depending on the traffic demand characteristics. Therefore, by adjusting the combination of values according to the traffic demand, each car can be operated more efficiently, and the waiting time can be shortened.

  FIG. 5 is a diagram showing the concept of adjusting the combination of the car interval evaluation weight coefficient Wi and the round trip time evaluation weight coefficient Wp according to the traffic demand based on the characteristics of FIG. Is a graph represented by two axes, taking the traffic volume in the up direction on the vertical axis. Here, the traffic volume corresponds to, for example, the number of elevator users per unit time and the number of hall calls.

  Fig. 6 is a graph showing an example of the traffic volume in the building in terms of the number of elevator users at each time. The characteristics of the traffic volume in each time zone, the name of each traffic demand, quiet, attendance, normal, lunch The first half, the second half of lunch, and the leave of work are displayed. Hereinafter, the description will be made with reference to this figure as appropriate.

  In the graph of FIG. 5, the area 61 where both the downward traffic volume and the upward traffic volume are small corresponds to the quiet traffic demand of FIG. Is desirable. For this reason, both the car interval evaluation weight coefficient Wi and the round trip time evaluation weight coefficient Wp should be reduced.

  Further, in the region 62 where the traffic volume in the upward direction is large and the traffic volume in the downward direction is small, corresponding to a part of the time of going to work or the latter half of the lunch time in FIG. Since it is effective, a combination of values where Wi is small and Wp is large is suitable. As a method for detecting this traffic demand, in addition to detecting that the traffic volume in the upward direction is large and the traffic volume in the downward direction is small, destinations diverge from a specific floor such as a reference floor to other floors. It is also possible to detect that the divergent traffic demand (the ratio) is large.

  Next, even in the region 63 where the downward traffic volume is large and the upward traffic volume is small corresponding to the first half of lunch or leaving work in FIG. 6, the reduction of the round time is more effective than the equal time interval. , A combination of values where Wi is small and Wp is large is suitable. Furthermore, in the normal area of FIG. 6 and a part 64 corresponding to a part of the latter half of lunch, the area 64 where the traffic volume in the upward and downward directions is relatively large, or the area 65 where the traffic volume in both the upward and downward directions is large. Both time equalization and reduction of the round time are effective. For this reason, it is desirable to increase both the car interval evaluation weight coefficient Wi and the round trip time evaluation weight coefficient Wp.

  In this way, paying attention to the traffic volume in the up and down directions, depending on the characteristics of the traffic demand, by changing the priority of the evaluation for equal time interval and shortening the round-trip time, it is suitable for the traffic demand at that time Efficient operation can be realized and waiting time can be shortened.

  7 and 8 show details of the weighting factor setting process based on the concept of FIG. First, FIG. 7 is a diagram showing the [car interval evaluation weighting coefficient, round trip time evaluation weighting coefficient] setting unit 12 shown in FIG. 1, and the input traffic demand data is the traffic volume y in the upward direction. This is the traffic amount x in the downward direction. This is divided into regions according to characteristics based on the concept described in FIG. 5, and a combination of the values of the car interval evaluation weighting factor Wi and the round trip time evaluation weighting factor Wp is set for each region. I have to.

  FIG. 8 is a process flowchart showing a weight setting method in one embodiment of the present invention. First, the traffic demand of the building at that time is detected, and the upward traffic volume y and the downward traffic volume x are calculated (ST101). Then, it is determined whether or not y satisfies the expression (3) (ST102), and when satisfied, (Wi, Wp) = (0, 0) is set (ST103). Note that this case corresponds to the area (a) in the graph of FIG.

y <α3 ・ x + β ……………………………………………………………………… (3)
Here, α3 and β are constants. Next, it is determined whether or not y satisfies the expression (4) (ST104), and when satisfied, (Wi, Wp) = (0.5, 1) is set (ST105). Note that this case corresponds to the region (b) in the graph of FIG.

y <α1 ・ x …………………………………………………………………………… (4)
Here, α1 is a constant. Further, it is determined whether or not y satisfies the expression (5) (ST106), and when satisfied, (Wi, Wp) = (0.5, 1) is set (ST107). Note that this case corresponds to the area (d) in the graph of FIG.

y <α2 ・ x …………………………………………………………………………… (5)
Here, α2 is a constant. If none of the conditions of the expressions (3) to (5) is satisfied, (Wi, Wp) = (1, 1) is set (ST108). This case corresponds to the area (c) in the graph of FIG.

  As described above, according to the processing shown in FIG. 7 and FIG. 8, the combination of the weight coefficient for the car interval evaluation and the weight coefficient for the round trip time evaluation can be set to an appropriate value corresponding to the traffic demand at that time. It is possible to properly control the time interval and the round time. For this reason, each car can be operated efficiently, and waiting time can be shortened.

  FIG. 9 is a flowchart showing details of the processes of the round time calculation unit 9 and the round time evaluation value calculation unit 10 shown in FIG. Hereinafter, the flow of processing will be described.

  First, for the temporarily assigned k-th car, the round-trip time Tk is obtained from the estimated arrival time for each floor of the k-th car (ST201). Next, a variable ΔTk representing an increase in the round time is set to an initial value of zero (ST202). Then, it is determined whether the floor (including direction) of the temporary allocation hall call and the hall call already held by the k-th unit and the floor of the car call (including direction) are duplicated (ST203). Only when not, the predicted stop time is added to ΔTk (ST204). In the case of duplication, since it has already been determined that a stop has been made on that floor, even if a hall call to be temporarily assigned is assigned, the number of stops does not increase and the round time does not increase. Next, it is determined whether or not the destination floor stops derived from the temporary allocation hall call. First, the total number of derived car calls (or derived destination floor calls) for the temporarily assigned hall call is expressed as L1k, and variable L2k is initialized to 1 (ST205). Hereinafter, the value of L2k is expressed as a number name of a derived car call (or a derived destination floor call). It is determined whether or not there is an overlap of stop floors (including directions) for the L2k-th derived car call and other hall calls or car calls (or destination floor calls) held by the k-th car (ST206). Only when there is no overlap, the predicted stop time is added to ΔTk (ST207). One L1k value is subtracted and one L2k value is added to update each value (ST208). It is determined whether or not the value of L1k is zero. If it is not zero, the process returns to process 206. If it is zero, the process is completed for all derived car calls (or derived destination floor calls). Move (ST209). Finally, an increase in the square value of the round time due to the temporary allocation of each car is defined as a round time evaluation value. From the round time Tk before the temporary allocation and the incremental time ΔTk due to the temporary allocation, Equation (6) The round trip time evaluation value is calculated by

Φp (k) = 2 · Tk · ΔTk + ΔTk ² ………………………………………… (6)
Equation (6) can be obtained from the difference between the square value (Tk + ΔTk) ² of the round time after provisional assignment and the square value Tk ² of the round time before provisional assignment.

  As described above, by determining the round time by the square evaluation, it is possible to evaluate the allocation so that the round time of each car is evenly and shortened. Specifically, since the round-trip time evaluation value Φp (k) has a term of Tk · ΔTk as shown in Expression (6), it becomes easier to assign as Tk is smaller or ΔTk is smaller. In other words, allocation can be made easier as ΔTk can be made smaller by making use of call stop overlap, and when ΔTk is equal in each car, assignment becomes easier as Tk is smaller. Will be allocated and evaluated to be even and shortened. As a result, the turn time is assigned to each car so that the round time is shorter and equal, and the waiting time can be shortened. Note that equalizing the round-trip time corresponds to equalizing the number of call suspensions, and this corresponds to equalizing the service load. In other words, the service load uniformity can be evaluated by the square evaluation of the round time as shown in Expression (6), and the service load of each car can be assigned as evenly as possible. As a result, the load is not biased toward a specific car, and the average waiting time can be shortened.

  FIG. 10 is an overall control block diagram of the elevator group management control system according to the second embodiment of the present invention. 10 is different from FIG. 1 in that a specification data section 15 for each car that outputs data of the specifications of each car is added. Further, the car interval evaluation weight coefficient and the round time evaluation weight coefficient are set in the [car interval evaluation weight coefficient, round time evaluation weight coefficient] setting unit 16 depending on the specification data of each car. The rest of the configuration is the same as that shown in FIG.

  FIG. 11 is an explanatory diagram showing an example of service zones of group management elevators having different service floors to which the present invention can be applied. The specification data section 15 of each car in FIG. 10 outputs specification data such as the service target floor of each car. For example, as shown in FIG. 10, when the service floor differs depending on the car, information on the service target floor of each car is output from here. In this embodiment, as shown in FIG. 11, the service floor is different depending on the car. Specifically, the weighting factor for the round trip time evaluation is adjusted according to the number of service floors of each car. The aim is to evaluate a more appropriate round time. In addition, there are many examples where such service target floors are different for each car. For example, the basement floor (B1 floor, B2 floor) is the parking lot floor as shown in FIG. 11, and the service to these floors is specified. There are many cases where only the No.1 service is available.

  FIG. 12 shows a processing flowchart for correcting the round trip time evaluation weighting factor when the service target floor differs depending on the car as another embodiment of the present invention. First, a variable k representing the machine name is initialized to 1 (ST301). Then, the number of service target floors FT (k) is detected for the k-th car (ST302). Using this FT (k), the weighting factor Wp for the round trip time evaluation is corrected by the equation (7).

Wp (k) = Wp × f (FT (k)) ……………………………………………… (7)
Here, the correction coefficient f (FT (k)) is expressed with respect to FT (k) by, for example, a function having characteristics as shown in FIG.

  FIG. 13 is a characteristic diagram showing an example of the service rank and the weight correction coefficient in another embodiment of the present invention. As the number FT (k) of service target floors increases, the correction coefficient f (FT (k)) also increases. Further, the rate of increase is not linear, and for example, the rate of increase is set to increase as the number of target floors increases as in the square characteristic. Such correction according to the equation (7) is executed for all the cars managed in the group (ST304, ST305). As shown in FIG. 11, for example, when the number of service target floors of the first car is large, if the weighting coefficient for the round trip time evaluation is equalized for each car, it acts against the first car. For this reason, the round trip time of Unit 1 becomes longer, and the overall waiting time may be deteriorated. Therefore, by correcting the weighting factor or round trip time evaluation value of the round trip time evaluation by the process shown in FIG. 12 according to the service target floor, the service floor imbalance is corrected and fair to each car. Evaluate the round trip time. As a result, it is possible to avoid a situation in which the round time of a specific car becomes long, and the overall waiting time can be improved. In addition, the influence when the service floor is different is large. For example, in the case of FIG. 11, the users on the B1 floor and the B2 floor can use only the first machine, so the first machine immediately considers this. It is desirable to be able to provide service. For this reason, it is desirable that the round time of the first car is evaluated to be particularly short. Therefore, it is desirable to realize this by providing a characteristic that increases the degree of increase of the correction coefficient as the number of service target floors increases by the square characteristic or non-linear characteristic as shown in FIG.

1 is an overall control block diagram of an elevator group management control system according to an embodiment of the present invention. The graph which represented the control of the time interval and one round time in one Example of this invention in an image. The control processing flowchart in the elevator group management system by one Example of this invention. The relationship figure of the combination of the appropriate value of the car space | interval evaluation weighting coefficient in one Example of this invention, and a round time evaluation weighting coefficient, and a traffic demand. The setting example figure of the weighting factor combination according to the traffic demand in one Example of this invention. The graph which shows an example of the traffic in a building by the elevator user number for every time. The detailed explanatory view of the idea of the weighting coefficient setting unit in one embodiment of the present invention. The processing flowchart showing the weight setting method in one Example of this invention. The flowchart which showed the detail of the process of the round time calculating part 9 and the round time evaluation value calculating part 10 which were shown in FIG. The whole control block diagram of the elevator group management control system by the 2nd Example of this invention. The example explanatory drawing of the service zone of the group management elevator from which the service floor which can apply this invention differs. The processing flowchart which correct | amends the round-trip time evaluation weighting coefficient in case a service object floor differs with another car as another Example of this invention. The characteristic figure of an example of the service rank in another Example of this invention, and a weight correction coefficient.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Group management control part, 2 ... Input information storage part, 3 ... Temporary allocation car setting part, 4 ... Each floor arrival prediction time calculating part of each car, 5 ... Predictive waiting time calculating part, 6 ... Waiting time evaluation value calculating part 7 ... Predicted car interval calculation unit, 8 ... Car interval evaluation value calculation unit, 9 ... Round time calculation unit, 10 ... Round time evaluation value calculation unit, 11 ... Traffic demand detection unit, 12 ... [Cage interval evaluation weight coefficient, Round time evaluation weighting factor] setting unit, 13 ... comprehensive evaluation value calculation unit, 14 ... assigned car determination unit, 21A to 21C ... 1 to No. N controller, 22A to 22C ... elevator car, 31A and 31B ... destination floor registration device .

Claims (22)

  In an elevator group management control method for managing a plurality of elevators that service a plurality of floors, a first evaluation step for calculating an evaluation value for the waiting time of a hall call that has occurred, and a time between adjacent elevators A second evaluation step for calculating an evaluation value for a general interval or a distance interval, a third evaluation step for calculating an evaluation value for an estimated arrival time of each elevator at a predetermined floor, the first evaluation step, A second evaluation step, and a comprehensive evaluation value calculating step for calculating a comprehensive evaluation value for weighting and evaluating each evaluation value for the third evaluation step, and determining an elevator to be assigned to the hall call according to the comprehensive evaluation value The elevator group management control method characterized by the above-mentioned.   In an elevator group management control method for managing a plurality of elevators that service a plurality of floors, a first evaluation step for calculating an evaluation value for the waiting time of a hall call that has occurred, and a time between adjacent elevators A second evaluation step for calculating an evaluation value for a general interval or a distance interval, a third evaluation step for calculating an evaluation value for an estimated arrival time of each elevator at a predetermined floor, the first evaluation step, A second evaluation step, a comprehensive evaluation value calculating step for calculating a comprehensive evaluation value for weighted evaluation of the respective evaluation values for the third evaluation step, and a weight setting for setting a weight value used in the comprehensive evaluation value calculating step And an assignment determination step for determining an elevator to be assigned to the hall call according to the comprehensive evaluation value, Setting step, depending on the traffic demands of building the plurality of elevators are installed, the group management control method for an elevator, which comprises setting each weight coefficient.   In an elevator group management control method for managing a plurality of elevators that service a plurality of floors, a first evaluation step for calculating an evaluation value for the waiting time of a hall call that has occurred, and a time between adjacent elevators A second evaluation step for calculating an evaluation value for a general interval or a distance interval, a third evaluation step for calculating an evaluation value for an estimated arrival time of each elevator at a predetermined floor, the first evaluation step, A second evaluation step, a comprehensive evaluation value calculating step for calculating a comprehensive evaluation value for weighted evaluation of the respective evaluation values for the third evaluation step, and a weight setting for setting a weight value used in the comprehensive evaluation value calculating step And an assignment determination step for determining an elevator to be assigned to the hall call according to the comprehensive evaluation value, The setting step is set so as to change the priority of the weighting factor for the second evaluation step and the weighting factor for the third evaluation step in accordance with the traffic demand of the building where the plurality of elevators are installed. The elevator group management control method characterized by the above-mentioned.   4. The weight setting step according to claim 3, wherein the weight setting step includes a weight coefficient relative to the second evaluation step and a weight coefficient relative to the third evaluation step according to traffic demand of the building where the plurality of elevators are installed. Group control control method for elevators, characterized in that it is set so as to change the relationship in size.   5. The weight setting step according to claim 2, wherein the weight setting step increases the value of the weight coefficient for the third evaluation step when the traffic volume in the upward direction is large relative to the downlink direction. Elevator group management control method.   6. The elevator according to claim 2, wherein when the number of elevator users is small, the weight setting step reduces a weight coefficient value for the second and third evaluation steps. Group management control method.   7. The hall call registration device according to claim 1, further comprising a destination floor registration device capable of designating a destination floor as the hall call registration device, wherein the first, second, and third evaluation steps include a destination call designating a destination floor. A group management control method for elevators, characterized in that each evaluation is performed.   8. The elevator according to claim 2, wherein the weight setting step sets a weight coefficient for the third evaluation step for each elevator according to the number of service target floors of each elevator. Group management control method.   The weight setting step according to any one of claims 2 to 7, wherein the weight setting step sets a weighting factor for the third evaluation step for an elevator having a larger number of service target floors than the other of the plurality of elevators. An elevator group management control method characterized by setting a large value.   The elevator group management control method according to any one of claims 1 to 9, wherein the third evaluation step evaluates based on a sum of squares of an estimated arrival time of each elevator to a predetermined floor.   The elevator group management control according to any one of claims 1 to 9, wherein the third evaluation step evaluates an estimated arrival time to the floor after one round in the vertical direction from the current car position. Method.   In an elevator group management control system that manages a plurality of elevators that service a plurality of floors, the time between the first evaluation means for calculating an evaluation value for the waiting time of the hall call that has occurred and the time between adjacent elevators Second evaluation means for calculating an evaluation value for a general interval or a distance interval, third evaluation means for calculating an evaluation value for an estimated arrival time of each elevator at a predetermined floor, the first evaluation means, A second evaluation means, and a comprehensive evaluation value calculating means for calculating a comprehensive evaluation value for weighting and evaluating each evaluation value for the third evaluation means, and determining an elevator to be assigned to the hall call according to the comprehensive evaluation value An elevator group management control system characterized by the above.   In an elevator group management control system that manages a plurality of elevators that service a plurality of floors, the time between the first evaluation means for calculating an evaluation value for the waiting time of the hall call that has occurred and the time between adjacent elevators Second evaluation means for calculating an evaluation value for a general interval or a distance interval, third evaluation means for calculating an evaluation value for an estimated arrival time of each elevator at a predetermined floor, the first evaluation means, A second evaluation means, a comprehensive evaluation value calculation means for calculating a comprehensive evaluation value for weighted evaluation of the respective evaluation values for the third evaluation means, and a weight setting for setting a weight value used in the comprehensive evaluation value calculation means Means and an assignment determining means for deciding an elevator to be assigned to the hall call according to the comprehensive evaluation value, wherein the weight setting means includes the plurality of elevators. Depending on the traffic demand of the installation has been that the building, the elevator group management control system, which comprises setting each weight coefficient.   In an elevator group management control system that manages a plurality of elevators that service a plurality of floors, the time between the first evaluation means for calculating an evaluation value for the waiting time of the hall call that has occurred and the time between adjacent elevators Second evaluation means for calculating an evaluation value for a general interval or a distance interval, third evaluation means for calculating an evaluation value for an estimated arrival time of each elevator at a predetermined floor, the first evaluation means, A second evaluation means, a comprehensive evaluation value calculation means for calculating a comprehensive evaluation value for weighted evaluation of the respective evaluation values for the third evaluation means, and a weight setting for setting a weight value used in the comprehensive evaluation value calculation means Means and an assignment determining means for deciding an elevator to be assigned to the hall call according to the comprehensive evaluation value, wherein the weight setting means includes the plurality of elevators. Elevator group management control, characterized in that the priority of the weighting coefficient for the second evaluation means and the priority of the weighting coefficient for the third evaluation means is changed according to the traffic demand of the installed building. system.   15. The weight setting means according to claim 14, wherein the weight setting means is a relative value of a weight coefficient for the second evaluation means and a weight coefficient for the third evaluation means in accordance with traffic demand of a building in which the plurality of elevators are installed. Group control system for elevators, characterized in that it is set so as to change the relationship in size.   16. The weight setting means according to claim 13, wherein the weight setting means increases the value of the weight coefficient for the third evaluation means when the traffic volume in the upward direction is large with respect to the downward direction. Elevator group management control system.   17. The elevator according to any one of claims 13 to 16, wherein the weight setting means reduces the value of the weight coefficient for the second and third evaluation means when the number of elevator users is small. Group management control system.   18. The hall call registration device according to claim 12, further comprising a destination floor registration device capable of designating a destination floor as the hall call registration device, wherein the first, second, and third evaluation means specify the destination floor. An elevator group management control system characterized in that each evaluation is performed.   The elevator according to any one of claims 13 to 18, wherein the weight setting means sets a weight coefficient for the third evaluation means for each elevator according to the number of service target floors of each elevator. Group management control system.   The weight setting means according to any one of claims 13 to 18, wherein the weight setting means sets a weight coefficient for the third evaluation means for an elevator having a larger number of service target floors than the other of the plurality of elevators. Elevator group management control system characterized by setting to a large value.   The elevator group management control system according to any one of claims 12 to 20, wherein the third evaluation means evaluates based on a sum of squares of estimated arrival times of each elevator to a predetermined floor.   21. The elevator group management according to any one of claims 12 to 20, wherein the third evaluation means evaluates an estimated arrival time to the floor after one round in the vertical direction from the current car position. Control system.

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