JP2012140232A - Group supervisory operation control device of elevator - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a group supervisory operation control device of an elevator for achieving high transport capacity.SOLUTION: This group supervisory operation control device of the elevator of one embodiment includes a destination story registering device, a first allocation candidate selecting part, a second allocation candidate selecting part, and an allocation car selecting part. The destination story registering device is arranged in a lading hall of respective story floors, and generates a destination call by accepting registration of a destination story. The first allocation candidate selecting part selects, from cars, the car having a schedule for stopping in both a departing story and the destination story of the destination call and not reaching the fixed number in the boarding number of persons in a section of the destination call, as a first allocation candidate. The second allocation candidate selecting part selects, from the cars, the car expected not to reach the fixed number in the boarding number of persons in the section of the destination call, as a second allocation candidate. The allocation car selecting part selects the allocated car from the first allocation candidates when the one or more first allocation candidates are selected, and selects the allocated car from the second allocation candidates when the first allocation candidate is not selected.

Description

  Embodiments described herein relate generally to a group management control device provided in an elevator group management control system that employs a method of registering a destination floor at an elevator hall.

  In an elevator group management control system that employs a method of registering a destination floor at an elevator hall, a destination floor registration device for registering the destination floor is installed at the elevator hall of each floor. When each user who wants to board an elevator car (also called a car) registers the destination floor with the destination floor registration device, the group management control device that manages the operation of multiple elevator cars An allocation request is made. The group management control device allocates an elevator car responding to the allocation request according to a predetermined allocation algorithm.

  In the elevator group management control system, it is desired to improve the transportation capacity in order to improve convenience. In order to improve the transportation capacity, the group management control device needs to allocate a car so that a sufficiently large number of users are on the car and the car is reciprocated in a short time.

JP 2007-55782 A JP 2010-150013 A

  However, an increase in the number of passengers per round trip and a reduction in the time required for one round trip are requirements that are mutually contradictory, and it is difficult to achieve both at the same time.

  This indication is made in order to solve the above-mentioned subject, and it aims at providing the group management control device of an elevator which realizes high transportation capacity.

  An elevator group management control device that manages the operation of a plurality of cars according to an embodiment includes a destination floor registration device, a first predicted passenger number calculation unit, a first allocation candidate selection unit, a demand data generation unit, a second A predicted passenger number calculation unit, a second allocation candidate selection unit, an allocation car selection unit, and an allocation guide unit are included. The destination floor registration device is installed at the landing of each floor, accepts registration of the destination floor, and generates a destination call. The first predicted number of passengers calculation unit registers the destination floor and counts the number of users who have already been assigned a car, so that the use existing in each car at the time of departure from each floor The first predicted number of passengers that is the planned number of passengers is calculated. The first allocation candidate selection unit has a plan to stop at both the departure floor and the destination floor of the destination call from the car, and for each floor in the section from the departure floor to the destination floor. A car having the first predicted number of passengers less than a predetermined capacity is selected as a first allocation candidate. The demand data generation unit generates demand data indicating the magnitude of traffic demand for each combination of the departure floor and the destination floor. The second predicted passenger number calculation unit uses the demand data for each car and for each floor, and uses the demand data for each car and for each floor, An additional number of passengers who can get on and off at the floor where the car is scheduled to stop between the time the destination call occurs and the time the car arrives at the floor Predicting the number of passengers, the second predicted number of passengers is calculated by adding the first predicted number of passengers and the additional number of passengers. The second allocation candidate selection unit selects, as the second allocation candidate, a passenger car in which the second predicted number of passengers on each floor in the section is less than the capacity from the passenger cars. The assigned car selection unit assigns a car responding to the destination call, generates assignment information including an identification number of the assigned car, and when the first assignment candidate is selected, A car to be assigned is selected from among the one assignment candidates, and if the first assignment candidate is not selected, a car to be assigned is selected from among the second assignment candidates. The allocation guide unit guides the allocation information.

1 is a block diagram schematically showing an elevator group management control system according to a first embodiment. The figure which shows an example of the operation schedule of one car memorize | stored in the operation schedule memory | storage part 112 shown in FIG. The block diagram which shows roughly an example of the destination floor registration apparatus shown in FIG. Schematic which shows an example of the external appearance of the destination floor registration apparatus shown to FIG. 3A. The top view which shows roughly a part of elevator hall which concerns on 1st Embodiment. The flowchart which shows an example of operation | movement of the group management control apparatus shown in FIG. The flowchart which shows an example of operation | movement of the 1st allocation candidate selection part shown in FIG. The flowchart which shows an example of operation | movement of the 2nd allocation candidate selection part shown in FIG. The block diagram which shows roughly the elevator group management control system which concerns on 2nd Embodiment. Schematic which shows an example of the external appearance of the destination floor registration apparatus which concerns on 2nd Embodiment. The top view which shows roughly a part of elevator hall which concerns on 2nd Embodiment. The flowchart which shows an example of operation | movement of the allocation pending | holding control part shown in FIG. The flowchart which shows an example of the method of deleting the data regarding the allocation which has responded from the guidance information storage part shown in FIG. The block diagram which shows roughly the elevator group management control system which concerns on 3rd Embodiment. The flowchart which shows an example of operation | movement of the allocation mode switching part shown in FIG. The flowchart which shows an example of the allocation process in case the group management control apparatus shown in FIG. 12 operate | moves in normal mode. The flowchart which shows an example of the process in which the 1st allocation candidate selection part shown in FIG. 12 selects an allocation candidate. The block diagram which shows roughly the elevator group management control system which concerns on 4th Embodiment. The flowchart which shows an example of operation | movement of the upper limit number of persons setting part shown in FIG.

  Hereinafter, an elevator group management control system according to an embodiment will be described with reference to the drawings as necessary. These elevator group management control systems employ a landing destination floor control system (DCS: Destination Control System) in which each user registers a destination floor at the elevator hall, and is used for multiple elevator cars (also called passenger cars). Providing operation services. In the present embodiment, an example will be described in which the elevator group management control system includes six cars, and the elevator group management control system is applied to a 12-story building.

  In the elevator group management control device of this embodiment, each user registers a call, that is, a destination call is generated by registering a destination floor, and a car (assigned car) assigned to each destination call is individually assigned. To decide. When allocating a car, you can assign a car that can be shared to a destination call that allows you to get on and off at the planned stoppage floor of one of the cars until it is actually full. Even if a car is assigned, a destination call that requires the addition of a new planned stoppage floor will be full even if a user who can get on and off the determined stoppage floor will be assigned until just before the response. Allocate the expected car that will not be. By determining the assigned car in this way, it will be possible to achieve both a reduction in the number of stops and a sufficiently large number of passengers, and an elevator group management control system capable of transporting more users efficiently. Can do.

  Note that, in the following embodiments, the same numbered portions are assumed to perform the same operation, and repeated description is omitted.

(First embodiment)
FIG. 1 schematically shows an elevator group management control system 100 according to the first embodiment. As shown in FIG. 1, the elevator group management control system includes a group management control device 101, and the group management control device 101 is installed in six units that can be lifted and lowered in a hoistway provided in the building. The group management control of the cars 103A to 103F is performed.

  The group management control device 101 generates an operation schedule for each of the cars 103A to 103F and sends it to the car control devices 102A to 102F that control the cars 103A to 103F, respectively. In the present embodiment, the unit in which the car continues to operate while maintaining the same traveling direction is called a flight, and the operation schedule of each of the cars 103A to 103F is managed using the flight number. The flight number is information for identifying the operation sequence of the car. In one example, the operation schedule holds the traveling direction, the scheduled stop floor, the number of people who get on and the number of people who get off at each scheduled stop floor in association with the flight number.

  Each of the car control devices 102A to 102F performs various controls such as raising / lowering control of each of the cars 103A to 103F and door opening / closing control according to the operation schedule received from the group management control device 101.

  Furthermore, destination floor registration devices 104A to 104Z that accept registration of destination floors are installed at the elevator halls of the floors. In FIG. 1, 26 destination floor registration devices 104A to 104Z are provided. In the floor (entrance floor) where the doorway is provided, there are many people who use elevators, and as a result, the frequency of operating the destination floor registration device is higher than in other floors. Therefore, it is preferable that more destination floor registration devices are installed on the entrance floor than on other floors. In this embodiment, the first floor is the entrance floor, the four destination floor registration devices 104A to 104D are installed on the first floor, the destination floor registration devices 104E and 104F are installed on the second floor, and the destination floor registration is on the third floor. As the devices 104G and 104H are installed, two destination floor registration devices are installed on the second to twelfth floors.

  In the elevator group management control system 100, each user who desires to board the car registers the destination floor with the destination floor registration device 104x and generates a destination call, thereby getting on the group management control device 101. Make a car allocation request. Here, x represents any one character among A, B,..., Z, and the destination floor registration device 104x indicates any one of the destination floor registration devices 104A to 104Z. When a user registers a destination floor with the destination floor registration device 104x, a destination call is generated in the destination floor registration device 104x, and information on the generated destination call (destination call information) is sent to the group management control device 101. . Upon receiving the destination call information, the group management control apparatus 101 detects the occurrence of the destination call. The destination call information includes information indicating the installation floor (also referred to as the departure floor) of the destination floor registration device 104x where the destination call has occurred and the registered destination floor. The destination call information may include the time when the destination call occurs, that is, the time when the destination floor is registered.

  When the group management control device 101 detects the occurrence of a destination call, the group management control device 101 assigns a car that responds to the destination call. In the assignment of the car, the group management control device 101 determines which flight of which car is assigned, that is, the combination of the assigned car and flight. Here, the assigned car is the car 103y, and the assigned flight number is z. Here, y represents any one of A, B,..., F, and z represents a natural number.

  The group management control device 101 generates assignment information indicating the combination of the assigned car 103y and the flight. In the present embodiment, the allocation information includes the allocated number and flight number, departure floor, destination floor, traveling direction, and the like. The number of the car is information for identifying the cars 103A to 103F, and the car numbers of the cars 103A, 103B,..., 103F are A, B,.

The group management control device 101 updates the operation schedule of the car 103y using the generated allocation information, and notifies the corresponding car control device 102y of the updated operation schedule. The car control device 102y controls the operation of the passenger car 103y in accordance with the notified operation schedule and responds to the destination call.
Also, the allocation information generated by the group management control device 101 is sent to the destination floor registration device 104x where the destination call has occurred. When the destination floor registration device 104x receives the allocation information from the group management control device 101, the destination floor registration device 104x guides the number and flight number of the allocation information to the user who registered the destination floor. In one example, the destination floor registration device 104x displays and guides a message such as “Get on the z-th flight of No. y machine”. The user waits for the arrival of the car 103y near the door of Unit y according to the guidance, confirms the flight number displayed on the display device (shown in FIG. 4) installed near the door, and arrives Get in the car 103y. In this way, the elevator group management control system 100 transports the user from the departure floor to the destination floor.

  In FIG. 1, the group management control device 101 is shown as a block different from the car control devices 102A to 102F, the car 103A to 103F, and the destination floor registration devices 104A to 104Z, but the car control devices 102A to 102F. The cars 103A to 103F and the destination floor registration devices 104A to 104Z may be included.

  FIG. 2 shows an example of an operation schedule of a certain car. In FIG. 2, for the sake of simplicity, the number of people who get on and the number of people who get off at each planned stoppage are not shown. FIG. 2 shows an example of an operation schedule after the operation of the (N-1) th flight is completed, and the data up to the (N-1) th flight are deleted. In FIG. 2, when the flag “1” is stored in the column of each planned stoppage, it indicates that the floor is stopped, and when the flag “0” is stored, it passes through the floor. Indicates. In this example, flight N is in the ascending direction and is scheduled to stop in the order of the 1st, 3rd, 10th and 12th floors, and the next N + 1 flight is in the descending direction. There are plans to stop in the order of the 12th, 8th and 2nd floors.

  In the elevator group management control system 100 of the present embodiment, substantially all users who wish to board the car need to register the destination floor. Such an elevator group management control system 100 is somewhat burdensome for the user, but can assign a car to the user individually, and the first one of the users whose departure floor and destination floor are the same. Compared with an elevator group management control system in which only the destination floor is registered, the number of passengers present in the car can be controlled more reliably. Therefore, in the elevator group management control system 100 of the present embodiment, it is possible to prevent the occurrence of users who cannot get on the assigned car due to the over-capacity.

Next, the group management control apparatus 101 in FIG. 1 will be described in more detail.
The group management control device 101 includes a car information acquisition unit 111, an operation schedule storage unit 112, a car operation control unit 113, a future prediction unit 114, a demand data generation unit 115, a demand data storage unit 116, a first allocation candidate selection unit 117, An additional passenger number calculation unit 118, a second allocation candidate selection unit 119, and an allocation car selection unit 120 are provided.

  The car information acquisition unit 111 acquires and stores information (car information) of each of the cars 103A to 103F from each of the car controllers 102A to 102F. The car information includes information such as the position of the car in service, the traveling direction, and the door open / closed state.

  The operation schedule storage unit 112 stores the operation schedule of each of the cars 103A to 103F. As described above, the travel schedule describes the direction of travel, the planned stoppage, the number of passengers on each planned stoppage, the number of passengers to get off, and the like in association with the flight number. The operation schedule storage unit 112 receives the allocation information from the allocation car selection unit 120 described later, and adds the received allocation information to the operation schedule of the car. Furthermore, the operation schedule storage unit 112 is provided with the car information stored in the car information acquisition unit 111, and the completed part of the operation schedule is deleted. Thereby, the operation schedule memory | storage part 112 hold | maintains the future operation schedule of each of the cars 103A-103F.

  The car operation control unit 113 sends the operation schedules of the cars 103A to 103F stored in the operation schedule storage unit 112 to the car control devices 102A to 102F, respectively.

  The demand data generation unit 115 generates demand data using the allocation information. In the present embodiment, the demand data generation unit 115 periodically collects allocation information generated during a predetermined time (for example, 5 minutes) (for example, every 5 minutes), and uses the collected allocation information to generate demand data. Is generated. The demand data indicates the magnitude of traffic demand for each combination of the departure floor and the destination floor. In one example, the magnitude of the demand is the number of occurrences of users per unit time, that is, the occurrence frequency of users. For each combination of the departure floor and the destination floor, the demand data generation unit 115 counts the number of users generated during a predetermined time using the collected allocation information, and calculates the occurrence frequency of the users. For example, when a destination call whose departure floor is the first floor and whose destination floor is the fifth floor is generated 20 times in 5 minutes, the occurrence frequency of the user in the combination of the departure floor and the destination floor is about 0.067 ( Person / second). In the case of a building having 12 floors, there are 132 combinations of the departure floor and the destination floor, and the demand data generation unit 115 calculates the occurrence frequency of the user for each of the 132 combinations. The demand data storage unit 116 stores the demand data generated by the demand data generation unit 115.

  The demand data generation unit 115 may generate the demand data using the destination call information received from the destination floor registration devices 104A to 104Z instead of the allocation information.

  Furthermore, since the traffic demand indicating the state of occurrence of elevator users varies greatly depending on the time zone and day of the week, the demand data generation unit 115 performs statistical processing on the demand data, such as classifying by time zone and day of the week. May be applied. In one example, the demand data generation unit 115 categorizes weekdays and holidays and classifies weekdays into work hours, lunch hours, work hours, and some other time periods. You may produce | generate demand data for every time slot | zone. By performing statistical operations on demand data collected over a long period of time, the accuracy of demand data can be improved.

  Furthermore, the demand data generation unit 115 is not limited to the example of generating the demand data for all combinations of the departure floor and the destination floor, and may generate the demand data for a specific combination. As an example, the demand data generation unit 115 uses the floors that are expected to increase in number of users (for example, the entrance floor, the floor where the cafeteria is provided) in at least one of the departure floor and the destination floor. The occurrence frequency of is calculated. Thus, by generating demand data for a specific combination, the amount of memory used and the calculation time can be reduced.

  The future prediction unit 114 predicts the operation of the cars 103A to 103F according to the operation schedule in a time series with the positions and traveling directions of the cars 103A to 103F obtained from the car information as initial states. Specifically, the future prediction unit (also referred to as a first predicted passenger number calculation unit) 114 determines the order of the planned stop floor, the arrival time of each planned stop floor, and each planned stop floor for each of the cars 103A to 103F. The planned number of users (first predicted number of passengers) existing in the car at the time of departure from the car is calculated. The first predicted number of passengers is calculated by counting the users who have actually assigned the destination floor and have already been assigned a car (already assigned users).

  Specifically, the first predicted number of passengers on a planned stoppage floor is calculated by subtracting the number of users who will get off at the planned stoppage floor from the number of users present in the car upon arrival at the planned stoppage floor. This is the total number of people on the planned stoppage. The number of users present in the car upon arrival at each planned stoppage, the number of users who get off at each planned stoppage, and the number of users who get on each planned stoppage can be obtained from the scheduled operation. it can.

  The first allocation candidate selection unit 117 searches for flights that can be shared for each of the cars 103A to 103F using the prediction result of the future prediction unit 114. Shared flights have both the departure floor and destination floor of the destination call on the scheduled stoppage floor, and the first stoppage of each planned stoppage floor included in the section from the departure floor to the floor immediately before the destination floor. Refers to flights where the estimated number of passengers is less than the preset number of passenger cars. When such a communicable flight is made to respond to the destination call, the user who has registered the destination floor can be transported to the destination floor without increasing the number of stops. When a first allocation candidate selection unit (also referred to as a carpool candidate selection unit) 117 finds a flight that can be shared, the first allocation candidate selection unit 117 selects the found flight as a first allocation candidate (carpooling candidate). When a certain car has a plurality of flights that can be shared, a flight with the earliest operation order is selected as the first allocation candidate.

  The additional passenger number calculation unit (also referred to as a second predicted passenger number calculation unit) 118 calculates the number of users predicted to occur in the future (additional passenger number) using the demand data, and includes the calculated additional passenger number Thus, the number of persons expected to be present in the car at the time of departure from each planned stoppage (second predicted number of passengers) is calculated. The second predicted number of passengers is calculated for each scheduled stop floor by adding the predicted additional number of passengers to the first predicted number of passengers calculated by the future prediction unit 114. The additional number of passengers is calculated for users who can both board and get off at the planned stoppage floor of the flight. For this reason, on flights where no planned stoppage floor has been determined, the number of additional passengers is not calculated and the second predicted number of passengers is zero.

  The second allocation candidate selection unit 119 determines, for each of the cars 103A to 103F, the second predicted number of passengers on each planned stoppage floor included in the section from the departure floor of the destination call to the floor immediately before the destination floor. The flight with the earliest flight order is selected as the second allocation candidate from the flights that are less than the capacity of the passenger car.

  The assigned car selection unit 120 receives destination call information from the destination floor registration devices 104A to 104Z, and assigns a car that responds to the destination call. In allocating a car, the allocated car selection unit 120 determines a combination of a car and a flight to be allocated. When one or more first assignment candidates are selected, the assigned car selection unit 120 selects a combination of the assigned car and flight from the first assignment candidates. When the first allocation candidate is not selected, the allocation car selection unit 120 selects a combination of the car and flight to be allocated from the second allocation candidates. The assigned car selection unit 120 notifies the destination floor registration device 104x where the destination call is generated, with assignment information indicating the selected combination of the car and the flight. Furthermore, the assigned car selection unit 120 gives the assigned information to the operation schedule storage unit 112 and updates the operation schedule of the corresponding car.

  Thus, by preferentially assigning the combination of the car and flight having both the departure floor and the destination floor of the destination call as the scheduled stoppage, the number of stops of each of the cars 103A to 103F is reduced, and the car 103A to 103F can be reciprocated in a short time. Furthermore, the method in which each user registers the destination floor can accurately control the number of passengers in the car, so that the car can be assigned until the capacity is reached. Therefore, it is possible to reduce the time required for a round trip after a sufficiently large number of users are on the car.

  FIG. 3A schematically shows a destination floor registration device 300 corresponding to each of the destination floor registration devices 104A to 104Z. As shown in FIG. 3A, the destination floor registration device 300 includes a destination floor input unit 301 for inputting a destination floor, an operation guide unit 302 for guiding an operation method of the destination floor registration device 300, and a group management control device 101. An allocation guide unit 303 that guides allocation information and a communication control unit 304 that controls communication with the group management control device 101 are provided.

  When the destination floor can be registered by the destination floor input unit 301, the operation guide unit 302 displays a message prompting the user to input the destination floor. In addition, when the destination floor input unit 301 cannot register the destination floor, the operation guide unit 302 performs a display to stop the user from inputting the destination floor.

  When a user inputs a destination floor using the destination floor input unit 301 and a destination call is generated, the communication control unit 304 notifies the group management control device 101 of the destination call information. Thereafter, the communication control unit 304 receives from the group management control device 101 allocation information indicating the number and flight number in response to the notified destination call. The allocation information received by the communication control unit 304 is guided to the user by the allocation guide unit 303. After confirming the allocation information guided by the allocation guide unit 303, the user moves to the vicinity of the door of the unit number of the allocation information and waits for the guided flight to arrive.

  FIG. 3B schematically shows an appearance of a push button type destination floor registration device 310 as an example of the destination floor registration device 300. The destination floor registration device 310 includes a destination floor input unit 311 and a display device 312. The destination floor input unit 311 in FIG. 3B corresponds to the destination floor input unit 301 in FIG. 3A. The destination floor input unit 311 is provided with a plurality of push buttons for receiving destination floor inputs. These push buttons include numbers or characters indicating each floor that can be moved from the installation floor of the destination floor registration device 310. A column is displayed. FIG. 3B shows a destination floor registration device 310 installed on the first floor, in which six push buttons from the second floor to the seventh floor are arranged. In FIG. 3B, the push buttons from the 8th floor to the 12th floor are omitted.

  The display device 312 in FIG. 3B corresponds to the operation guide unit 302 and the assignment guide unit 303 in FIG. 3A. As the display device 312, for example, a liquid crystal display or an EL (Electro Luminescent) display can be used. The display device 312 may be a touch panel display device having the function of the destination floor input unit 311.

  When the user presses a push button in the destination floor input unit 311 corresponding to the destination floor, a lamp (not shown) installed on the back surface of the pressed push button is temporarily turned on. By turning on this lamp, the user confirms that the destination floor has been registered. When the car is assigned by the group management control device 101, the assignment information is displayed on the display device 312. As shown in FIG. 3B, the display device 312 may display a map indicating the boarding position in addition to the characters to guide the allocation information. FIG. 3B shows an example in which the pushbutton on the seventh floor is pressed and the eighth flight of No. A is assigned.

  Note that the display device 312 may display an indication of the time (waiting time) required for the car to respond after registering the destination floor. As a method of displaying the waiting time, for example, there is a method of displaying a flight number in service or a flight number arriving at the next floor.

  FIG. 4 schematically shows an example of the appearance of a hall provided on each floor. FIG. 4 shows the surroundings of doors 401A and 401B provided corresponding to the cars 103A and 103B, and the doors corresponding to the cars 103C to 103F are omitted. Display devices 402A and 402B for displaying the car numbers and flight numbers of the cars 103A and 103B are installed on the wall surfaces above the doors 401A and 401B. The flight number displayed on the display devices 402A and 402B indicates the flight number when the corresponding door is next opened.

  Note that the flight number may be set according to the traveling direction, such that the flight number whose traveling direction is the upward direction is set to an even number, and the flight number whose traveling direction is the downward direction is set to an odd number. In addition, the flight number may be limited to an integer of two digits or less. In this case, for example, the flight number next to the 98th flight is set as the first flight. Furthermore, the display content is fixed, that is, the machine number is displayed on the printed metal plate, and the display content is changed, that is, the flight number is displayed on the LED display or the liquid crystal display. Good.

  After confirming the assignment information presented by the destination floor registration device, the user moves to the vicinity of the door corresponding to the assigned car and stands by on the spot. Thereafter, the user checks the flight number displayed on the display device and then gets on the car, so that the user can easily get on the assigned car and flight combination correctly.

  In the present embodiment, when there are so many users that the next arrival flight cannot be assigned due to reaching the capacity of the car, the subsequent flight is assigned. In the method of guiding only the unit number when guiding the allocation information, when assigning the subsequent flight, the previous flight having the same traveling direction as the direction from the departure floor of the destination call to the destination floor of the destination call Whereas the allocation information cannot be guided until there is no plan to stop at the departure floor, in the method of guiding the unit number and the flight number as in this embodiment, the allocation information is immediately displayed even when the subsequent flight is allocated. Can be guided to. Therefore, the method of guiding the machine number and the flight number can continue to guide the allocation information without delay even when the traffic demand is large, such as during work hours, leaving work, and lunch.

  FIG. 5 schematically shows an example of a procedure for assigning a car that responds to a destination call. In step S501 of FIG. 5, when a user registers a destination floor with the destination floor registration device 104x, a destination call is generated in the destination floor registration device 104x. Information on the generated destination call is sent to the assigned car selection unit 120.

  In step S502, the future prediction unit 114 predicts the future operation of each of the cars 103A to 103F from the car information and the operation schedule immediately before the new destination call is generated in step S501. Specifically, for each of the cars 103A to 103F, the future prediction unit 114 acquires the scheduled stoppage floor of each flight from the scheduled operation, and the time and ride required for the already allocated user to get on the car. Considering the time required to get off the car, the arrival time of each planned stoppage is calculated. Further, the future prediction unit 114 refers to the operation schedule and calculates the first predicted number of passengers on each planned stoppage floor.

  In step S503, the first allocation candidate selection unit 117 searches for a combination of a car and a flight that can be shared. Specifically, the first allocation candidate selection unit 117 searches for flights that can be shared for each of the cars 103A to 103F using the prediction result obtained in step S502. When searching for flights that can be shared, target flights where the first predicted number of passengers on each planned stoppage floor in the section from the departure floor to the previous floor of the destination floor is less than the capacity of the car To. In this embodiment, a section from the departure floor to the floor immediately before the destination floor is referred to as a destination call section. The destination call section includes the first floor before the departure floor and the destination floor. For example, if the departure floor and destination floor of the destination call are the second floor and the fifth floor, the destination call section includes the second floor. 3rd floor and 4th floor are included. The process of step S503 will be described in detail later with reference to FIG.

  In step S504, it is determined whether or not a flight that can be shared is found in step S503. When one or more flights that can be shared are found, in step S505, the first allocation candidate selection unit 117 sets a combination of the flights that can be shared and a car having the flights as the first allocation candidates.

  When a flight that can be shared is not found in step S503, in step S506, the second allocation candidate selection unit 119 selects a second allocation candidate from each of the cars 103A to 103F. More specifically, the second allocation candidate selection unit 119 selects, for each of the cars 103A to 103F, from among flights in which the second predicted number of passengers on each planned stoppage floor of the destination call section is less than the capacity of the car. The flight having the earliest operation order is selected, and the combination of the selected flight and the car having this flight is set as the second allocation candidate. The process of step S506 will be described in detail later with reference to FIG.

  In step S507, the assigned car selection unit 120 selects a car and flight combination to be assigned from among the assignment candidates (the first assignment candidate set in step S505 or the second assignment candidate set in step S506). To do. The selection of the combination of the car and flight to be allocated is targeted to the first allocation candidate when one or more first allocation candidates are selected, and the second allocation candidate when the first allocation candidate is not selected. Is targeted.

As a selection method, the allocation evaluation value is obtained by predicting the operation of the car when each of the allocation candidates is allocated, and the allocation candidate having the smallest allocation evaluation value is selected. In one example, the allocation evaluation value is a value obtained by calculating, for each user, a value obtained by squaring the sum of the predicted value of the waiting time and the predicted value of the boarding time, and totaling the obtained values.
When the combination of the car and flight to be allocated is determined, the allocation information is notified to the destination floor registration device 104x where the destination call has occurred. Furthermore, allocation information is given to the operation schedule memory | storage part 112, and an operation schedule is updated. When a combination of a car and flight is selected from the second allocation candidates, the scheduled stoppage floor for this flight does not include one or both of the departure floor and destination floor of the destination call. The schedule is updated to stop at both the floor and the destination floor.

  In step S508, the destination floor registration device 104x informs the user who has registered the destination floor of the number and flight number of the allocation information.

  In this way, the group management control device 101 assigns a car that responds to the destination call. That is, the group management control device 101 assigns a shared flight when there is a shared flight, and adds a stop schedule when there is no shared flight, and within the destination call section. Allocate flights that do not reach capacity on each floor. When allocating flights that can be shared, the number of stops does not increase, and when allocating flights that do not reach the capacity, the cars that have reached the capacity and cannot be boarded are not stopped unnecessarily. Accordingly, since the number of stops can be kept low, the time required for the car to reciprocate can be shortened.

  Note that in step S506, due to computer resource restrictions and the like, the flights to be processed may be limited from flights currently in operation to flights after a specified number (for example, up to 4 flights). In that case, there is a possibility that no second allocation candidate is selected. If none of the first and second allocation candidates are selected, the process returns to step S502, and the allocation candidate selection process after step S502 may be performed again. In this case, a message such as “Please wait for a while” is displayed on the destination floor registration device 104x until the assignment is completed, and the user who registered the destination floor is prompted to wait on the spot.

  FIG. 6 shows an example of a process for searching for a combination of a car and a flight that can be shared in step S503 shown in FIG. In step S601 of FIG. 6, the first allocation candidate selection unit 117 sets a car to be processed. The first allocation candidate selection unit 117 first sets the machine A as a processing target, and after completing the processes of steps S602 to S606, which will be described later, sets the machine B as a processing target. Are set as processing targets in order.

  In step S602, the first allocation candidate selection unit 117 sets a flight to be processed. The first allocation candidate selection unit 117 has the same traveling direction as the direction from the departure floor indicated by the destination call to the destination call from the scheduled operation of the processing target car, and the departure floor and destination floor of the destination call are displayed. Select the flight that passes, and set the selected flight as the processing target in the order of the operation order. In this embodiment, the direction from the departure floor of the destination call to the destination floor of the destination call is referred to as the destination call direction. The flight initially set as the processing target is the flight having the same traveling direction as the destination call and passing through the departure floor first after the destination call is generated. The last flight that is set as the processing target is the flight that has the latest operation sequence among the flights that have scheduled stoppages.

  In step S603, the first allocation candidate selection unit 117 determines whether the processing target flight has both the departure floor and the destination floor of the destination call on the scheduled stop floor using the operation schedule of the processing target car. To do. For example, when the destination call information is the content that the departure floor is the third floor and the destination floor is the fifth floor, the first allocation candidate selection unit 117 selects both the third floor and the fifth floor as the flights to be processed. Judge whether to have it on the planned stoppage floor. When the flight to be processed does not have at least one of the departure floor and the destination floor of the destination call as the scheduled stop floor, the first allocation candidate selection unit 117 determines that the flight to be processed cannot be shared, and the process proceeds to step S606. move on.

  In step S606, it is determined whether or not the processing has been completed for all the flights of the processing target car. If there is an unprocessed flight, the process returns to step S602, and the unprocessed flight having the earliest flight order is set as the next processing target. When all the flights have been processed, the process proceeds to step S607.

  If it is determined in step S603 that the flight to be processed has both the departure floor and the destination floor of the destination call as scheduled stop floors, the process proceeds to step S604. In step S604, the first allocation candidate selection unit 117 uses the operation schedule to determine whether the first predicted number of passengers on each planned stoppage floor of the flight to be processed included in the destination call section is less than the capacity of the car. judge. As described above, the first predicted number of passengers on each scheduled stop floor is calculated by the future prediction unit 114 and is the estimated number of users present in the car at the time of departure from the planned stop floor. For example, when the destination call information is the content that the departure floor is the third floor and the destination floor is the fifth floor, the first allocation candidate selection unit 117 receives the first predicted number of passengers on the third and fourth floors. Determine if the car is under capacity.

  The number of people at the time of passing through the floor that is not the planned stoppage floor in the destination call section is not considered because it is equal to the first predicted number of passengers on the previous stoppage floor, but each floor in the destination call section The first predicted number of passengers on the floor may be calculated. Moreover, it is not necessary to determine whether or not the first predicted number of passengers on the destination floor is less than the capacity.

  If the first predicted number of passengers on any planned stoppage floor in the destination call section is equal to the capacity, that is, if there is one or more floors in the destination call section that will be filled by already assigned users, If a user who has registered a destination call gets on further, there will be a user who cannot get on because the capacity is over. Therefore, if the first predicted number of passengers on any planned stoppage floor is equal to the capacity, the first allocation candidate selection unit 117 determines that this flight cannot be shared, and the process proceeds to step S606.

  When it is determined in step S604 that the first predicted number of passengers is less than the number of seats on any planned stoppage floor in the destination call section, that is, the floor that is filled with already allocated users in the destination call section. If there is no, the process proceeds to step S605. In step S605, the first allocation candidate selection unit 117 determines that the combination of the car and the flight to be processed is a combination of the car and the flight that can be shared.

  If a combination of a car and a flight that can be shared with each other is found, the subsequent flights of the car to be processed are not considered because the waiting time becomes longer, and the process proceeds to step S607. In step S607, it is determined whether or not the processing for all the cars 103A to 103F has been completed. If there is an unprocessed car, the process returns to step S601, and any of the unprocessed cars is set as a processing target. When the processing of all the cars 103A to 103F is completed, the series of processing is ended.

  When one or more car and flight combinations that can be shared are found in the series of processes shown in FIG. 6, in step S505 of FIG. 5, these car and flight combinations that can be shared are the first allocation candidates. Set to When a combination of a car and a flight that can be shared is not found, a second allocation candidate is set in step S506 of FIG.

Next, a method for setting the second allocation candidate in step S506 of FIG. 5 will be described with reference to FIG.
FIG. 7 shows an example of a procedure for setting the second allocation candidate. In step S701 of FIG. 7, the second allocation candidate selection unit 119 sets a car to be processed. For example, the second allocation candidate selection unit 119 first sets Unit A as a processing target, and after completing the processing of Steps S702 to S717 described later, sets Unit B as a processing target. Up to Unit F are set as processing targets in order.

  In step S702, the second allocation candidate selection unit 119 sets a flight to be processed. The second allocation candidate selection unit 119 acquires a flight having the same traveling direction as the destination call direction from the operation schedule of the processing target car and passing through the departure floor of the destination call, and the acquired flight is operated in the order of operation. Are set to be processed in ascending order. The first flight set as the processing target has the same traveling direction as the destination call direction, and is the flight that first passes through the departure floor after the destination call is generated. The last flight that is set as the processing target is the flight that has the earliest operation order among the flights that do not have any planned stoppage floors.

  Note that the last flight set as the processing target may be the flight with the latest operation order among the flights having scheduled stoppages. In addition, as long as the flight has the same traveling direction as the direction of the destination call, even a flight that does not pass through the departure floor of the destination call may be set as a processing target. For example, if the destination call information is that the departure floor is the eighth floor and the destination floor is the tenth floor, the traveling direction is the upward direction, and the planned stoppage floors are the first floor, the fifth floor, and the seventh floor. A stool such as

  In addition, due to computer resource restrictions and the like, the last flight to be set as a processing target may be limited from a currently operating flight to a flight after a specified number (for example, up to 4 flights). When this restriction is performed, there is a possibility that no second allocation candidate is selected.

In step S703, the second allocation candidate selection unit 119 determines whether or not the first predicted number of passengers on each planned stoppage floor included in the destination call section is less than the capacity of the car by using the operation schedule. Step S703 is the same processing as step S604 in FIG.
If there is a floor where the first predicted number of passengers is equal to the number of passengers in the destination call section, if the user who registered the destination call gets on further, the number of passengers will be over and there will be users who cannot get on. Therefore, if there is at least one floor in which the first predicted number of passengers is equal to the capacity in the destination call section, the second allocation candidate selection unit 119 determines that it is impossible to set this flight as an allocation candidate. Then, the process proceeds to step S717. In step S717, it is determined whether or not processing has been completed for all the flights of the processing target car. If there is an unprocessed flight, the process returns to step S702, and the next flight to be processed is set. When all the flights have been processed, the process proceeds to step S718.

  If it is determined in step S703 that there is no floor in which the first predicted number of passengers reaches the capacity in the destination call section, the process proceeds to step S704. The next steps S704 to S714 show a procedure in which the additional passenger number calculation unit 118 calculates the second predicted passenger number in each planned stoppage floor in the destination call section.

  In step S <b> 704, the additional passenger number calculation unit 118 includes the riding OD including at least part of the section from the departure floor to the destination floor indicated by the destination call from ODs (Origin, Destination) formed by combining the planned stoppage floors. To extract. OD indicates transportation from the departure floor to the destination floor, and is expressed by (departure floor, destination floor).

  Note that if no riding OD is extracted in step S704, steps S705 to S715 are omitted, and the process proceeds to step S716. In addition, when generating demand data for only specific ODs as described above, the target for extracting the riding OD is only these specific ODs.

  In step S705, the additional passenger number calculation unit 118 sets the processing target riding OD from any of the riding ODs extracted in step S704 in an arbitrary order. In step S706, the additional passenger number calculation unit 118 determines whether or not there is a floor in which the first predicted passenger number is equal to the capacity in the section of the passenger OD to be processed. The riding OD section indicates a section from the departure floor of the riding OD to the floor immediately before the destination floor of the riding OD. If there is a floor where the first predicted number of passengers reaches the capacity, the process proceeds to step S713. If there is no floor where the first predicted number of passengers is equal to the capacity, the process proceeds to step S707. However, if the flight to be processed has already departed from the departure floor of the passenger OD to be processed in step S706, there is no possibility that an additional user will be generated on this departure floor, and the process proceeds to step S713.

  In step S707, the additional passenger number calculation unit 118 calculates the sharing period of the riding OD to be processed. The carpooling period indicates a period during which a destination call can accept a destination call when a destination call having the same departure floor and destination floor as the processing target passenger OD is generated in the future. The car sharing period calculated in step S707 is referred to as a first car sharing period. The starting point of the first car riding period is the current time, and the end point is the scheduled time when the flight to be processed arrives at the departure floor of the passenger OD to be processed. The first car riding period is a value obtained by subtracting the start time from the end time. However, the first sharing period is set to zero when it becomes negative. If the flight prior to the flight to be processed is scheduled to stop at the same departure floor and destination floor as the passenger OD to be processed in the processing target car, the starting point of the first car sharing period will be It may be the scheduled time when the flight arrives at the departure floor. The scheduled time of arrival at the departure floor is acquired from the arrival time of the scheduled stop floor predicted by the future prediction unit 114 in step S502 of FIG.

  When the frequency of occurrence of users in the processing target passenger OD is v (person / second) and the first sharing period calculated in step S707 is st (seconds), the number of additional passengers a (person ) Is calculated by Equation (1).

a = v × st (1)
In reality, however, there may be a car other than the car that is subject to the processing of the flight that has the departure floor and destination floor of the boarding OD subject to processing as the scheduled stoppage. It is necessary to subtract the number of persons expected to be added from the additional number of passengers a calculated by Expression (1). If multiple cars including the car to be processed have flights that have the departure floor and destination floor indicated in the boarding OD to be processed as scheduled stoppage floors, the same departure floor and destination floor as the processing passenger OD When a destination call having “” occurs, any one of these cars is assigned. In the next step S708 to step S711, a car sharing period is calculated for a car other than the car to be processed.

  In steps S708 to S711, processing is performed on a car other than the car set as the process target in step S702. In step S708, a car other than the car set as the process target in step S702 is sequentially set as the process target. The car set as the processing target in step S708 is called the other car to be processed.

  In step S 709, first, the additional passenger number calculation unit 118 searches for flights that are scheduled to stop on the same departure floor and destination floor as the passenger OD to be processed from among the flights of other passengers to be processed. . Subsequently, when the additional passenger number calculation unit 118 finds a flight that is scheduled to stop on the same departure floor and destination floor as the processing target passenger OD, the first predicted passenger is inserted into the processing target passenger OD section. Determine if there is a floor with the same number of people as there are capacity. If there is no floor with the same number of passengers as the first predicted number of passengers in the passenger OD section to be processed, that flight can be assigned a destination call having the same departure floor and destination floor as the passenger OD to be processed The process proceeds to step S710. When there are a plurality of flights having no floor with the same number of first predicted passengers as the number of passengers within the same riding OD section to be processed, the flight with the latest operation order is selected from those flights. If there are no flights scheduled to stop on both the same departure floor and destination floor as the passenger OD to be processed, or all flights scheduled to stop on both the same departure floor and destination floor as the passenger OD to be processed When the flight is equal to the capacity on any floor in the section of the riding OD to be processed, the process proceeds to step S711.

  In step S <b> 710, the additional passenger number calculation unit 118 calculates the car sharing period for flights that are less than the capacity in any floor in the section of the passenger OD to be processed. The car sharing period calculated in step S710 is referred to as a second car sharing period. The second car riding period is calculated for the other car set as the processing target in step S708, and the first car riding period described above is calculated for the car set as the processing target in step S701. Is. The starting point of the second car sharing period is the current time as in the first car sharing period. The end point of the second car riding period is the scheduled time when the flight arrives at the departure floor of the passenger OD to be processed. However, if this scheduled time is later than the end point of the first carpool period, the end point of the second carpoolable period is made the same as the end point of the first carpool period. The second car riding period is a value obtained by subtracting the starting point time from the end point time, and is zero when negative.

  In step S711, it is determined whether or not all the cars other than the car to be processed have been processed. If there is an unprocessed car, the process returns to step S708, and the unprocessed car is set as a processing target. When all other cars have been processed, the process proceeds to step S712. In steps S708 to S711, no second car riding period may be calculated. However, in this case, assuming that one or more second car riding periods are calculated, each of the calculated second car riding periods is expressed as y. (I). Here, i represents a natural number equal to or less than the calculated number of second car riding periods.

In step S712, the additional passenger number calculation unit 118 calculates the additional passenger number in the same riding OD to be processed, using the calculated second car riding period y (i) and the demand data. The method of allocating the number of people assigned to each car is determined by the assignment algorithm to be applied. Here, it is assumed that the number of people proportional to the carpool period is assigned. Assuming that the number of people to be allocated is proportionally distributed according to the carpool period, the additional number of passengers b (people) in the riding OD to be processed is calculated by Equation (2).

  However, when the first car riding period st is zero, the additional number of passengers b is zero. In step S713, it is determined whether or not all the riding ODs extracted in step S704 have been processed. If there is an unprocessed riding OD, the process returns to step S705, one of the unprocessed riding ODs is set as a processing target, and the processing from step S706 to step S712 is repeated. When all the riding ODs have been processed, the process proceeds to step S714.

  In step S714, the additional number of passengers calculation unit 118 calculates the number of additional passengers on each planned stoppage floor in the destination call section from the number of additional passengers calculated for each passenger OD and calculates the calculated additional number of passengers and the first predicted number of passengers. The second predicted number of passengers, which is the sum of the number of passengers, is calculated for each scheduled stop floor in the destination call section. Assumes an example in which the flight direction of the flight to be processed is an upward direction, the planned stoppage floors are the first floor, the third floor, the fourth floor and the eighth floor, and the departure and destination floors of the destination call are the third floor and the fifth floor. To do. In this case, the riding OD is (1,4), (1,8), (3,4), (3,8) and (4,8). Here, the additional number of passengers calculated in the riding OD (1, 4) is b1, the additional number of passengers calculated in the riding OD (1, 8) is b2, and is calculated in the riding OD (3,4). The additional number of passengers is b3, the additional number of passengers calculated in the riding OD (3, 8) is b4, and the additional number of passengers calculated in the riding OD (4, 8) is b5. In this example, the floors included in the destination call section are the third and fourth floors, and the additional number of passengers on the third floor is determined as (b1 + b2 + b3 + b4), and the additional number of passengers on the fourth floor is determined as (b2 + b4 + b5). Further, if the first predicted number of passengers on the third and fourth floors is c3 and c4, respectively, the second predicted number of passengers on the third floor is obtained as (c3 + (b1 + b2 + b3 + b4)), and the second predicted number of passengers on the fourth floor is (c4 + ( b2 + b4 + b5)).

  In addition, since the additional predicted number of persons calculated by Expression (2) is generally a decimal number, the second predicted number of passengers calculated for each scheduled stop floor is also a small number, and the additional number of passengers calculating unit 118 The second predicted number of passengers calculated in (5) may be rounded up, rounded up or down to give an integer value.

  As shown in steps S704 to S714, the additional passenger number calculation unit 118 uses the demand data, and the user who generated the destination call after the destination call is generated arrives at the destination floor of the destination call. The number of users newly generated until this time is predicted as the additional number of passengers, and the first predicted number of passengers and the additional number of passengers are totaled to calculate the second predicted number of passengers.

  In step S715, the second allocation candidate selection unit 119 determines whether or not the second predicted number of passengers is less than the capacity for each scheduled stop floor in the destination call section. If there is even one floor that exceeds the capacity, the process proceeds to step S717. If the second predicted number of passengers in each scheduled stop floor in the destination call section is less than the capacity, the process proceeds to step S716, and the departure floor and destination floor of the destination call are virtually added to the planned stoppage floor of the flight to be processed. Then, the combination of the car to be processed and the flight is set as the second allocation candidate.

  In step S718, it is determined whether or not all the cars 103A to 103F have been processed. If there is an unprocessed car, the process returns to step S701, and the process is repeated until the unprocessed car is set as the next processing target and all the cars have been processed. When the process is completed for all the cars 103A to 103F, a series of processes for setting second allocation candidates is completed.

  In this way, by considering the additional number of passengers predicted from the demand data, a room for allocation to a carable user who is likely to occur later is secured in each second allocation candidate. The user who can share a vehicle refers to a user who can both get on and off the vehicle at the scheduled stoppage floor of a specific flight. As a result, even when the combination of the car and flight to be allocated is selected from the second allocation candidates, the selected combination of the car and flight can be further allocated to the user who can be shared later, The number of stops of each of the cars 103A to 103F can be kept low.

  As described above, the elevator group management control system 100 according to the present embodiment has both the departure floor and the destination floor of the destination call on the planned stoppage floor, and the prediction on each planned stoppage floor included in the destination call section. Allocate flights with less than the preset number of passengers, and if there are no such flights, add a scheduled stop and the estimated number of passengers on each scheduled stop floor included in the destination call section Since flights that are less than the capacity of the car are allocated, the number of stops is reduced and a sufficiently large number of passengers are secured. Accordingly, the transportation capacity can be improved.

(Second Embodiment)
The elevator group management control system according to the second embodiment will be described with reference to FIGS. 8 to 13.
In the first embodiment, when the allocation information is guided, the car number and the flight number to be boarded are guided. The method of guiding the machine number and the flight number has an advantage that the allocation information can be immediately guided even when the traffic demand is high and the subsequent flight is allocated to the next flight. In this method, the user remembers both the machine number and the flight number, and after confirming the flight number, gets on the elevator. For this reason, the user may forget to confirm the flight number and board the wrong flight, and if the flight number is forgotten, the user needs to register the destination floor again.

  On the other hand, in this embodiment, the number of the allocation information is guided without guiding the flight number, and the allocation information is guided so that the user can get on the allocated flight correctly. Adjust the timing.

  FIG. 8 schematically shows an elevator group management control system 800 according to the second embodiment. The elevator group management control system 800 includes a group management control device 801 that performs group management control of the six passenger cars 103A to 103F. The group management control device 801 includes a guide information storage unit 802, an allocation hold control unit 803, and an allocation change request unit 804 in addition to the configuration of the group management control device 101 in FIG.

  The guidance information storage unit 802 holds a data table in which a flight number that has been guided to the user but has not yet been responded is described in association with the number, departure floor, and traveling direction.

  The allocation hold control unit 803 refers to the data table of the guidance information storage unit 802 and determines whether the allocation information generated by the allocation car selection unit 120 can be guided. When the allocation information can be guided, the allocation hold control unit 803 notifies the allocation information to the destination floor registration device 104x where the destination call has occurred. If the allocation information cannot be guided, the allocation hold control unit 803 holds the notification of the allocation information to the destination floor registration device 104x of the allocation information.

  The allocation change request unit 804 requests the allocation car selection unit 120 to change the allocation when the allocation hold control unit 803 holds the allocation information notification (allocation hold) for a predetermined period of time, that is, the allocation is changed. Instruct to do it again. When the allocation change request unit 804 requests the allocation change, the allocation change request unit 804 deletes the corresponding data from the operation schedule held in the operation schedule storage unit 112.

  When a car responding to the destination call is assigned by the assignment car selection unit 120 and assignment information is generated, the assignment hold control unit 803 refers to the data table by the number of the assignment information, the departure floor, and the traveling direction. , Obtain assigned and unanswered flight numbers. When a flight number whose operation order is earlier than the flight number of the allocation information is found among the acquired flight numbers, the allocation hold control unit 803 holds the notification of the allocation information, and the destination floor registration device where the destination call is generated The allocation suspension is notified to 104x. The destination floor registration device 104x that has received the allocation suspension displays a message that causes the user to wait until the allocation information can be guided, for example, “Please wait for a while”.

  After that, if a flight number that is associated with the same unit number, departure floor, and direction of travel as the pending allocation information and whose flight order is earlier than the flight number of the pending allocation information is deleted from the data table, the allocation is suspended. The control unit 803 releases the allocation suspension and notifies the destination floor registration device 104x of the allocation information. The destination floor registration device 104x guides the machine number in the received allocation information. For example, as shown in FIG. 9A, the message “Please get on the No. A” is displayed on the destination floor registration device 104x. Further, the allocation hold control unit 803 stores the notified allocation information, that is, the flight number of the allocation information guided to the user, in the data table in association with the number of the aircraft, the departure floor, and the traveling direction.

  The elevator group management control system 800 of the present embodiment has a transportation capacity somewhat lower than that of the first embodiment by performing allocation suspension, but realizes a sufficiently high transportation capacity even in a situation where the traffic demand is somewhat large. Can do. Furthermore, by guiding the allocation information at an appropriate timing, the user can easily get on the correct car.

  FIG. 9B schematically shows an example of the appearance of the elevator hall on each floor according to the present embodiment. FIG. 9B shows the surroundings of the doors 401A and 401B corresponding to the cars 103A and 103B, and the doors corresponding to the cars 103C to 103F are omitted. Display plates 901A and 901B for displaying the car numbers of the cars 103A and 103B are installed on the wall surfaces above the doors 401A and 401B.

  Further, an ascending direction lantern 902A and a descending direction lantern 903A for informing the traveling direction of the car 103A are installed in the vicinity of the display board 901A. Further, an ascending direction lantern 902B and a descending direction lantern 903B for informing the traveling direction of the car 103B are installed in the vicinity of the display board 901B. The ascending lanterns 902A and 902B flash when the car whose traveling direction is the ascending direction stops and the door opens. The downward direction lanterns 903A and 903B blink when the car whose traveling direction is the downward direction stops and the door opens. In this embodiment, the user only has to check the traveling direction with the ascending direction lantern and the descending direction lantern of the assigned car and board the car, so that the user can surely get on the assigned car. it can.

  Furthermore, the ascending direction lantern and the descending direction lantern can correctly grasp the flights to be boarded even when users having different desired traveling directions are waiting for the same car on the same floor. Moreover, when stopping just to get off from a car, it can alert | report that it is not the flight which should get on by not blinking a lantern. The lantern may be blinked even when the car stops only for getting off.

  FIG. 10 shows an example of a procedure for guiding the allocation information generated by the allocation car selection unit 120. Steps S501 to S507 in FIG. 10 are the same as steps S501 to S507 in FIG. In steps S501 to S507 in FIG. 10, a destination call is generated, a combination of a car and a flight responding to the destination call is determined, and allocation information is generated. When the allocation information is generated, the process proceeds to step S1001.

  In step S1001, the allocation suspension control unit 803 determines whether allocation information can be guided. The allocation hold control unit 803 refers to the data table held in the guidance information storage unit 802 with the number of the allocation information, the departure floor, and the direction of travel, and whether there is a flight whose operation order is earlier than the flight number of the allocation information Determine if. If there is no flight that is associated with the same unit number, departure floor, and direction of travel as the allocation information and has a flight order earlier than the flight number of the allocation information, the allocation hold control unit 803 determines that the allocation information can be guided. The process proceeds to step S1006. In step S1006, the destination number registration device 104x where the destination call has been issued guides the machine number in the allocation information.

  If it is determined in step S1001 that there is a flight number that is associated with the same unit number, departure floor, and traveling direction as the allocation information and that has a flight order earlier than the flight number of the allocation information, the allocation suspension control unit 803 It is determined that the information cannot be guided, and the process proceeds to step S1002. In step S1002, the allocation hold control unit 803 notifies the destination floor registration device 104x where the destination call has been issued of the allocation hold, and the destination floor registration device 104x guides the allocation hold message. As an example, the destination floor registration device 104x prompts the user who registered the destination floor to stand by by displaying an allocation pending message such as “please wait for a while”.

  In step S1003, the allocation suspension control unit 803 determines whether or not the allocation information can be guided after allowing the user who has already been allocated the allocation information to respond to the car. When a flight number that is associated with the same unit number, departure floor, and traveling direction as the allocation information and that has a flight order earlier than the flight number of the allocation information is deleted from the data table, the allocation hold control unit 803 can be guided. Judge that it became. When the guidance becomes possible, the allocation hold control unit 803 notifies the allocation information to the destination floor registration device 104x, and the allocation information is guided by the destination floor registration device 104x in step S1006.

  If guidance is still impossible in step S1003, the process proceeds to step S1004, and step S1003 is repeated until a predetermined time (for example, 10 seconds) elapses after assignment is determined in step S507. If guidance is impossible even after a predetermined time has elapsed after the allocation is determined, the allocation change request unit 804 determines that it is time to change the pending allocation, and proceeds to step S1005.

  In step S1005, the allocation change request unit 804 requests the allocation car selection unit 120 to change the allocation, and deletes data corresponding to the pending allocation information from the operation schedule held by the operation schedule storage unit 112. Thereafter, the process returns to step S502, and the assigned car selection unit 120 performs assignment again. The above-described series of processing is repeated until the allocation information guidance is completed.

  The process of searching for a car and flight combination that can be shared in step S503 in FIG. 10 is the same as that described with reference to FIG. 6 in the first embodiment. The second embodiment is different from the second embodiment in the method for determining the flight set as the processing target in step S602 in FIG. In this embodiment, due to the fact that the flight number is not notified, it is already assigned to a destination call having the same departure floor and the same direction of travel, and the assignment is assigned to a flight before the flight that has been guided to the user. The restriction that it is not possible is added. In step S602 of the present embodiment, there is a flight that has already been assigned to a destination call having the same departure floor and the same direction of travel among the flights of the car set as the processing target in step S601, and that assignment has been guided. In this case, the first allocation candidate selection unit 117 sets this flight as the first processing target, and does not set a flight with an earlier operation order as a processing target. When such a flight does not exist, the first allocation candidate selection unit 117 has the same traveling direction as that of the destination call as in the first embodiment, and the departure floor and destination floor of the destination call are displayed. Among the flights that pass through, the destination is set to be processed in order from the flight that first passes through the departure floor of the destination call after the destination call occurs.

  Furthermore, the process of setting the second allocation candidate in step S506 of FIG. 10 is the same as that described with reference to FIG. 7 in the first embodiment, but the first embodiment and the second embodiment. Then, the processes of step S702 and step S704 are different.

  In step S702 of the present embodiment, there is a flight that has already been assigned to a destination call having the same departure floor and the same direction of travel among the flights of the car set as the processing target in step S701, and the allocation is guided. When it exists, the 2nd allocation candidate selection part 119 sets this flight as the first process target, and does not set the flight whose operation order is earlier than that as the process target. When such a flight does not exist, the 2nd allocation candidate selection part 119 sets the flight which has the same advancing direction as the direction of a destination call to processing object in order with an early operation order similarly to 1st Embodiment.

  In step S704 of the present embodiment, the second allocation candidate selection unit 119, when one or more destination calls are allocated to the flights after the flight to be processed and the allocation is guided, After removing the OD having the same floor as the departure floor of each destination call of the destination call, the riding OD is extracted by the same method as in the first embodiment.

  FIG. 11 shows an example of a procedure for erasing data relating to the allocation for which guidance has been completed from the data table held in the guidance information storage unit 802. The allocation hold control unit 803 detects the allocation for which the response has been completed by using the car information from the car information acquisition unit 111 and the operation schedule from the operation schedule storage unit 112, and provides data related to the detected allocation to the guidance information storage unit 802. Delete from the database.

  In step S1101 of FIG. 11, it is determined whether the car has a selected direction, that is, whether the current traveling direction of the car is the same as the direction of the destination call. If the car does not have the selected direction, step S1101 is repeated until the car has the selected direction. If the car has a selected direction, the process proceeds to step S1102, and the allocation suspension control unit 803 detects an operation of closing the car door (door closing operation) from the car information. When the door closing operation is detected, it is determined in step S1103 whether data corresponding to the car number of the car, the stop floor when the door closing operation is detected, the current flight number, and the traveling direction match are stored in the data table. To be judged. If no matching data is stored, the process returns to step S1101. If matching data is stored, the process proceeds to step S1104, and the data is deleted from the data table.

  As described above, in the elevator group management control system 800 according to the present embodiment, it is possible to reliably get on the car to which the user is assigned by guiding the car number in the assignment information at an appropriate timing. it can.

(Third embodiment)
The elevator group management control system according to the third embodiment will be described with reference to FIGS.
The traffic demand varies greatly depending on the day of the week, the time zone, etc., and the characteristics required for group management control differ depending on the traffic demand. For example, when the traffic demand is sufficiently small compared to the transport capacity, the stress given to the user can be reduced by simply allocating the car so as to reduce the waiting time without performing the above-described allocation suspension. . When the traffic demand increases, it is desired to secure sufficient transportation capacity as in the second embodiment in which allocation is reserved. When the traffic demand further increases and all destination floor registration devices installed on a certain floor notify a message of allocation suspension, control with an emphasis on transportation capacity is performed as in the first embodiment. desired.

  In the present embodiment, the magnitude of traffic demand is determined using the status of occurrence of allocation suspension, and the control method (allocation algorithm) is changed according to the traffic demand.

  FIG. 12 schematically shows an elevator group management control system 1200 according to the third embodiment. The elevator group management control system 1200 includes a group management control device 1201 that performs group management control of the six passenger cars 103A to 103F. The group management control device 1201 includes an allocation mode switching unit 1202, a display switching unit 1203, an allocation algorithm switching unit 1204, and a third allocation candidate selection unit 1205 in addition to the configuration of the group management control device 801 in FIG.

  The allocation mode switching unit 1202 grasps the status of occurrence of allocation suspension, and determines an allocation mode to be applied according to the status of allocation suspension. As the types of allocation modes of the present embodiment, there are a normal mode, a hold mode, and a congestion mode.

  The display switching unit 1203 switches the content displayed on the destination floor display devices 104A to 104Z based on the allocation mode determined by the allocation mode switching unit 1202. In the normal mode and the hold mode, the destination floor display devices 104A to 104Z omit the flight number in the allocation information and guide the car number to be boarded. In the congested mode, the destination floor display devices 104A to 104Z guide the number and the flight number to be boarded.

  The allocation algorithm switching unit 1204 switches the allocation algorithm according to the allocation mode determined by the allocation mode switching unit 1202, that is, the allocation algorithm selection unit 120, the first allocation candidate selection unit 117, and the allocation algorithm according to the allocation mode are added. The number is given to the passenger number calculation unit 118, the second allocation candidate selection unit 119, and the third allocation candidate selection unit 1205. The operation in the normal mode will be described later with reference to FIGS. The operation in the hold mode is an operation according to the second embodiment. The operation in the congestion mode is an operation according to the first embodiment.

  The third allocation candidate selection unit 1205 has the same traveling direction as the destination call for each of the cars 103A to 103F, and the first predicted number of passengers on each planned stoppage floor in the destination call section is fixed. Fewer flights are selected as third allocation candidates. In the normal mode, the first and second allocation candidate selection unit 1205 is not operated, and the third allocation candidate selection unit 1205 selects an allocation candidate.

Next, with reference to FIG. 13, the allocation mode determination process by the allocation mode switching unit 1202 will be described.
As shown in step S1301 of FIG. 13, the normal mode is set when the elevator is started. In step S1302, the allocation mode switching unit 1202 monitors the occurrence of allocation suspension. While the allocation suspension is not detected, the group management control device 1201 operates in the normal mode. If occurrence of allocation suspension is detected, the process proceeds to step S1303.

  In step S1303, the allocation mode switching unit 1202 determines that the traffic demand has increased, and switches to the hold mode. In step S1304, the allocation mode switching unit 1202 determines whether all allocation suspensions have been resolved. When all allocation suspensions are resolved, the allocation mode switching unit 1202 determines that the traffic demand has decreased, and returns to step S1301. Returning to step S1301, the allocation mode switching unit 1202 switches to the normal mode. If the allocation suspension is continued in step S1304, the process proceeds to step S1305.

  In step S1305, the allocation mode switching unit 1202 determines whether or not a situation has occurred in which all destination floor registration devices on the same floor guide an allocation suspension message. If a situation occurs in which all destination floor registration devices on the same floor guide the allocation suspension, the process proceeds to step S1306; otherwise, the process returns to step S1304.

  In step S1306, the allocation mode switching unit 1202 determines that the traffic demand has further increased, and switches to the congestion mode. In step S1307, when the assignment mode switching unit 1202 causes the same car to respond to a plurality of destination calls that occur on the same floor and have the same traveling direction, there is a situation in which different flights are assigned to these destination calls. Determine whether it has been resolved. The group management control device 1201 operates in the congestion mode until the situation of assigning different flights is resolved. When the situation of assigning different flights is resolved, the process returns to step S1303, and the assignment mode switching unit 1202 switches to the hold mode.

  Note that when returning from step S1307 to step S1303, since there is no allocation hold, it is determined in step S1304 that all allocation holds have been resolved, and the assignment mode switching unit 1202 switches to the hold mode. Immediately switch to normal mode. In order to maintain the hold mode when switching from the congestion mode to the hold mode, a process of waiting for a predetermined period (for example, 3 minutes) may be added between step S1303 and step S1304. Further, a process of waiting for a predetermined period (for example, 3 minutes) may be added between step S1301 and step S1302 and between step S1306 and step S1307 so that the allocation mode does not change frequently. Good.

  FIG. 14 shows an example of allocation processing in the normal mode. In the normal mode, the process of searching for flights that can be shared and the process of suppressing the increase in the number of stops using the second predicted number of passengers are omitted, so that the frequency of occurrence of guidance suspension is smaller than in the suspension mode. . 14 is obtained by replacing steps S503 to S506 in FIG. 10 with step S1401, that is, steps S501, S502, S507, and S1001 to S1006 in FIG. 14 are steps S501, S502, S507, and S1001 in FIG. This is the same processing as S1006. Here, the description of the same part as in FIG. 10 is omitted, and step S1401 will be described.

  In step S1401 of FIG. 14, first, third allocation candidate selection section 1205 has the same traveling direction as the direction of the destination call generated in step S501 for each of cars 103A to 103F, and the destination call section. Is searched for flights whose first predicted number of passengers on each planned stoppage floor is less than the capacity. Subsequently, the third allocation candidate selection unit 1205 selects, as the third allocation candidate, the flight having the earliest operation order among the found flights for each of the cars 103A to 103F.

  In step S507 in FIG. 14, the assigned car selection unit 120 selects a combination of the assigned car and flight from the third assignment candidates selected in step S1401.

  Next, with reference to FIG. 15, step S1401 will be described in more detail. In step S1501 of FIG. 15, the third allocation candidate selection unit 1205 sets a car to be processed. The third allocation candidate selection unit 1205 first sets the machine A as a processing target, and after completing the processes of steps S1502 to S1505, which will be described later, sets the machine B as a processing target. Are set as processing targets in order.

  In step S1502, the third allocation candidate selection unit 1205 sets a flight to be processed. The third allocation candidate selection unit 1205 acquires a flight that has the same traveling direction as the destination call direction and passes through the departure floor of the destination call from the operation schedule of the processing target car, and operates the acquired flight in the order of operation. Are set to be processed in ascending order. The first flight set as the processing target has the same traveling direction as the destination call direction, and is the flight that first passes through the departure floor after the destination call is generated. The last flight that is set as the processing target is the flight that has the earliest operation order among the flights that do not have the planned stoppage floor. In addition, as long as the flight has the same traveling direction as the direction of the destination call, even a flight that does not pass through the departure floor of the destination call may be set as a processing target.

  In step S1503, the third allocation candidate selection unit 1205 determines whether or not there is a floor in which the first predicted number of passengers is equal to the capacity in the destination call section in the flight to be processed, using the schedule of operations. If there is even one floor equal to the capacity, the process proceeds to step S1505. In step S1505, it is determined whether or not all flights have been processed. If there is an unprocessed flight, the process returns to step S1502, and if not, the process proceeds to step S1506.

  If it is determined in step S1503 that there is no floor reaching the capacity, the process proceeds to step S1504. In step S1504, the third allocation candidate selection unit 1205 sets the combination of the car to be processed and the flight as the third allocation candidate. To do. When the flight to be processed is set as the third allocation candidate, the process proceeds to step S1506.

  In step S1506, it is determined whether all the cars have been processed. If there is an unprocessed car, the process returns to step S1501. When all the cars have been processed, a series of processes for selecting the third allocation candidate ends.

  As described above, in the normal mode, it is determined whether the seat is full based on the first predicted number of passengers without calculating the second predicted number of passengers indicating the number of users expected to occur in the future. Note that, in the normal mode, similarly to the allocation suspension mode, processing for erasing data related to allocation for which guidance has been completed from the data table held in the guidance information storage unit 802 shown in FIG.

  As described above, the elevator group management control system 1200 according to the third embodiment determines the traffic demand status based on the allocation pending occurrence status and changes the allocation mode, thereby responding to the traffic demand. Group management control can be realized. For example, a comfortable operation service can be provided by performing control to suppress the occurrence of allocation suspension when the traffic demand is low, and performing control to increase the transport capacity according to the degree when the traffic demand is high.

(Fourth embodiment)
An elevator group management control system according to the fourth embodiment will be described with reference to FIGS. 16 and 17.
In the embodiment described above, in order to improve the transportation capacity, control is performed so that the passenger cars are allocated until the predicted passenger numbers (first and second predicted passenger numbers) reach the capacity of the passenger cars. On the other hand, there is a case where it is important to satisfy a good balance between congestion reduction and waiting time reduction. For example, when the traffic demand is small and the average waiting time of the user is suppressed within 20 seconds, it is desired that the degree of congestion in the car is kept low. If it exceeds 40 seconds, it is desirable to reduce the waiting time.

  In the present embodiment, the upper limit value of the number of passengers is limited based on a group management performance index such as an average waiting time that changes according to traffic demand. By using the upper limit value of the number of passengers instead of the preset number of passengers, the number of passengers who are in a specific car at the same time can be suppressed to a certain number or less.

  FIG. 16 schematically shows an elevator group management control system 1600 according to the fourth embodiment. The elevator group management control system 1600 includes a group management control device 1601 that performs group management control of the six passenger cars 103A to 103F. The group management control device 1601 includes a performance index calculation unit 1602 and an upper limit number of people setting unit 1603 in addition to the configuration of the group management control device 1201 of FIG.

  The performance index calculation unit 1602 calculates a group management performance index that changes according to traffic demand. In the present embodiment, the group management performance index is an average waiting time. That is, the performance index calculation unit (also referred to as an average waiting time calculation unit) 1602 generates a destination call from the car information stored in the car information acquisition unit 111 and the operation schedule stored in the operation schedule storage unit 112. The actual waiting time until the car responds to this destination call is calculated, and the average value (average waiting time) is calculated and stored. The average waiting time is calculated periodically, for example, for a destination call that has responded in the last 5 minutes.

  The group management performance index is not limited to the example of the average waiting time, but may be the ratio of users whose waiting time among all users is equal to or longer than a predetermined time (for example, 60 seconds).

  The upper limit number of persons setting unit 1603 reads the average waiting time stored in the performance index calculation unit 1602, and periodically sets the upper limit value (upper limit number of persons) of the passengers according to the read average waiting time. For example, the upper limit value of the number of passengers is set every 5 minutes. The initial value of the upper limit of the number of passengers may be set to the capacity of the car.

  In the present embodiment, the first allocation candidate selection unit 117, the second allocation candidate selection unit 119, and the third allocation candidate selection unit 1205 select the maximum number of passengers instead of the capacity of the car when selecting the allocation candidates. Is used. As a result, in the first to third embodiments described above, it is a process of determining whether the number of passengers in the car reaches the upper limit value instead of determining whether the car has reached the capacity. .

  FIG. 17 shows an example of a procedure in which the upper limit number of persons setting unit 1603 calculates the upper limit value of the number of passengers. In step S1701 of FIG. 17, the upper limit number of persons setting unit 1603 determines whether the average waiting time is less than a first set value (for example, 20 seconds) and whether the upper limit value of the number of passengers exceeds a predetermined value. . The predetermined value is the lowest value allowed as the upper limit value of the number of passengers and is determined according to the capacity of the car. As an example, when the number of passenger cars is 15, the predetermined value is set to 10 persons, which is about 70% of the capacity. When the average waiting time is less than the first set value and the upper limit value of the number of passengers exceeds a predetermined value, the process proceeds to step S1702. In step S1702, upper limit number setting section 1603 determines that the average waiting time can be sufficiently reduced even if the upper limit value of the number of passengers is reduced, and decreases the upper limit value of the number of passengers by one.

  If the condition is not satisfied in step S1701, the process proceeds to step S1703. In step S1703, the upper limit number of persons setting unit 1603 determines whether the average waiting time is greater than or equal to a second set value (for example, 30 seconds) and whether the upper limit value of the number of passengers is less than the capacity of the passenger car. When the average waiting time is equal to or greater than the second set value and the upper limit value of the number of passengers is less than the capacity of the car, the process proceeds to step S1704. In step S1704, the upper limit number of persons setting unit 1603 determines that the average waiting time is long, and increases the upper limit value of the number of passengers by one in order to shorten the average waiting time.

  In this way, when the average waiting time is shorter than the first set value, the upper limit number of people setting unit 1603 reduces the upper limit value of the number of passengers to suppress the congestion of the car, and the average waiting time is set to the second setting. If it is longer than the value, the upper limit value of the number of passengers is increased to shorten the waiting time.

  As described above, the elevator group management control system 1600 according to the present embodiment changes the upper limit value of the number of passengers according to the group management performance index, and determines whether the car can be assigned based on the upper limit value of the number of passengers. Since the determination is performed, it is possible to realize a control with a good balance between waiting time and congestion, and provide a more comfortable elevator operation service.

  Although several embodiments of the present invention have been described, these embodiments are presented by way of example and are not intended to limit the scope of the invention. These novel embodiments can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the scope of the invention. These embodiments and modifications thereof are included in the scope and gist of the invention, and are included in the invention described in the claims and the equivalents thereof.

  100, 800, 1200, 1600 ... elevator group management control system, 101, 801, 1201, 1601 ... group management control device, 102A-102F ... car control device, 103A- 103F ... passenger car, 104A-104Z ... destination floor registration device 111 ... Car information acquisition unit, 112 ... Operation schedule storage unit, 113 ... Car operation control unit, 114 ... Future prediction unit, 115 ... Demand data generation unit, 116 ... Demand data storage unit, 117 ... First allocation candidate selection unit 118 ... Additional passenger number calculation unit, 119 ... Second allocation candidate selection unit, 120 ... Allocation car selection unit, 300 ... Destination floor registration device, 301 ... Destination floor input unit, 302 ... Operation guidance unit, 303 ... Assignment guidance unit , 304: Communication control unit, 311 ... Destination floor input unit, 312 ... Display device, 401A, 401B ... Door, 402A, 402 ... display device, 802 ... guidance information storage unit, 803 ... allocation hold control unit, 804 ... allocation change request unit, 901A, 901B ... display panel, 902A, 902B ... upward lantern, 903A, 903B ... downward lantern, 1202 Allocation mode switching unit, 1203 ... display switching unit, 1204 ... allocation algorithm switching unit, 1205 ... third allocation candidate selection unit, 1602 ... performance index calculation unit, 1603 ... upper limit number of people setting unit.

Claims (8)

An elevator group management control device that manages the operation of a plurality of cars,
A destination floor registration device that is installed at the landing of each floor, accepts registration of the destination floor, and generates a destination call;
The first prediction that is the expected number of users in each car at the time of departure from each floor by counting the number of users who have already been assigned a car by registering the destination floor A first predicted passenger number calculation unit for calculating the number of passengers;
There is a plan to stop at both the departure floor and the destination floor of the destination call from the passenger car, and the first predicted number of passengers on each floor in the section from the departure floor to the destination floor is A first allocation candidate selection unit that selects a car having a capacity less than a predetermined capacity as a first allocation candidate;
A demand data generation unit that generates demand data indicating the magnitude of traffic demand for each combination of a departure floor and a destination floor;
For each car and for each floor, the demand data is used to stop the car from the destination call until the car arrives at the floor. The newly generated number of users who can both get on and off the floor is predicted as the additional number of passengers, and the second predicted number of passengers is calculated by adding the first predicted number of passengers and the additional number of passengers. A second predicted passenger number calculation unit;
A second allocation candidate selection unit that selects, as the second allocation candidate, a car having the second predicted number of passengers on each floor in the section less than the capacity from the car;
An assignment car selection unit that assigns a car responding to the destination call and generates assignment information including an identification number of the assigned car, and when the first assignment candidate is selected, the first assignment A car selection unit for selecting a car to be assigned from the candidates and selecting a car to be assigned from the second assignment candidates when the first assignment candidate is not selected;
An allocation guide for guiding the allocation information;
An elevator group management control device comprising: For each of the cars, further holding an operation schedule storage unit that stores an operation schedule that describes a scheduled stop floor in association with a flight number for identifying the operation sequence of the car,
The first allocation candidate selection unit has a plan to stop at both the departure floor and the destination floor for each car, and the first predicted number of passengers on each floor in the section is less than the capacity The flight with the earliest flight order is selected as the first allocation candidate,
The second allocation candidate selection unit selects, for each passenger car, a flight having the earliest operation order among flights in which the second predicted number of passengers on each floor in the section is less than the capacity, the second allocation candidate. Elected as
When the first allocation candidate is selected, the allocation car selection unit selects a combination of a car and a flight to be allocated from the first allocation candidates, and when the first allocation candidate is not selected, Selecting a combination of a car and flight to be assigned from the second assignment candidates, and generating the assignment information including a flight number and an identification number of the selected car;
The elevator group management control device according to claim 1, wherein the allocation guide unit guides the identification number and the flight number. A guidance information storage unit that holds a data table in which an unanswered flight number in the allocation information already guided to the user is described in association with an identification number, a departure floor, and a traveling direction;
The allocation information generated by the allocation car selection unit is referred to the data table to determine whether the allocation information can be guided. If the allocation information can be guided, the allocation information is notified to the allocation guidance unit, and guidance is not possible. An allocation hold control unit that holds notification of the allocation information and notifies the allocation guide unit of the allocation hold, if possible,
The allocation information includes, in addition to the identification number and the flight number, a departure floor of the destination call, and a traveling direction indicating a direction from the departure floor of the destination call to the destination floor of the destination call,
The allocation suspension control unit refers to the data table by the identification number, the departure floor, and the traveling direction included in the allocation information, and there is a flight whose operation order is earlier than the flight number of the allocation information. When it is determined that guidance is impossible, and there is no flight whose flight order is earlier than the flight number in the allocation information,
The allocation guidance unit guides the identification number without guiding the flight number included in the allocation information when receiving the allocation information, and displays a message prompting to wait when receiving the allocation suspension. The elevator group management control device according to claim 2, characterized in that:   The allocation change request unit that requests the allocation car selection unit to reallocate a car that responds to the destination call when the allocation suspension continues for a predetermined time. The elevator group management control device according to claim 3.   If the first and second allocation candidates are not selected, the first and second allocation candidate selection unit performs the process of selecting the first and second allocation candidates again after a predetermined time has elapsed. The elevator group management control device according to claim 1. It further comprises an upper limit number setting section that sets an upper limit value of the number of passengers according to traffic demand,
The elevator group management control device according to any one of claims 1 to 4, wherein the first and second allocation candidate selection units use the upper limit value instead of the capacity. An allocation mode determination unit for determining an allocation mode according to traffic demand from a plurality of allocation modes prepared in advance;
A first switching unit for changing a guidance method of allocation information according to the determined allocation mode;
A second switching unit that switches an allocation algorithm according to the determined allocation mode;
2. The elevator group management control device according to claim 1, wherein the first and second allocation candidate selection units and the allocation car selection unit operate according to the allocation algorithm.   2. The elevator group management control device according to claim 1, wherein the demand data generation unit generates the demand data by obtaining a magnitude of traffic demand for a predetermined combination of a departure floor and a destination floor.

Images