JP2013147334A - Group supervisory control device for multi-car elevator - Google Patents

Abstract

PROBLEM TO BE SOLVED: To safely operate multi-car elevators including a horizontally movable special car while minimizing reduction in operating efficiency and avoiding interference of cars with each other.SOLUTION: Multi-car elevators include at least two general cars 13, 14 fixedly travelling up and down in two shafts, and at least one special car 17 horizontally movable between the shafts. A group supervisory control device 20 includes a group supervisory control part 31 for collecting operation information and call registration information of each car, a simulation part 32 for creating an operation diagram for each car on the basis of these pieces of information, executing simulations while assuming a plurality of interference avoiding methods when interference is predicted from the operation diagram, and selecting the best interference avoiding method from the simulation results, and a multi-car control part 33 for controlling the operation of each car according to the interference avoiding method.

Description

  Embodiments described herein relate generally to a multi-car elevator group management control device including a car that can move horizontally between shafts.

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

  This multi-car elevator can be expected to improve transportation efficiency because each car can move independently as compared to a double deck elevator. However, on the other hand, since there are a plurality (usually two) of cars on the same shaft, the cars may interfere with each other. For this reason, there is considered a method in which a passenger is temporarily lowered before a floor where interference is expected and transferred to another car on a shaft.

JP 2009-227350 A

  In recent years, in a configuration in which two shafts are arranged side by side, a multi-car elevator equipped with a special car that can move horizontally between the shafts separately from a general car that travels fixedly up and down in each shaft. It is considered.

  This multi-car elevator is also called a “multi-car elevator that can be overtaken”, and a special car can freely move from the top floor to the bottom floor by overtaking the general car by moving between the shafts. Therefore, since there is no operation restriction on the assignment of the hall call, improvement in transportation efficiency can be expected. However, since it is structurally different from the general multi-car elevator described above, a new method for avoiding interference between cars is required.

  That is, in a multi-car elevator that can be overtaken, a general car and a special car interfere in the same shaft. In this case, if the special car is moved on the shaft, interference can be avoided without connecting passengers. However, when the special car is moved on the shaft, it is necessary to consider the interference of the other general car running on the destination shaft side. If the timing to move is bad, each car needs to be decelerated and stopped, leading to a decrease in operation efficiency.

  The problem to be solved by the present invention is a multi-car elevator equipped with a special car that can move horizontally, and capable of safely operating while avoiding interference between cars without reducing operating efficiency as much as possible. An elevator group management control device is provided.

  In the multi-car elevator group management control device according to the present embodiment, two shafts are arranged in parallel in the horizontal direction, and at least two general cars that run fixedly up and down in the shafts. In a group management control device for a multi-car elevator having at least one special car that can move in the horizontal direction, group management control means for collecting operation information and call registration information of each car, and the group The operation control information and call registration information of each car is acquired from the management control means, and an operation diagram of each car is created based on these information, and interference between the cars is predicted from the operation diagram. A simulation means for executing a simulation assuming a plurality of interference avoidance methods and selecting an optimum interference avoidance method from the simulation results; According DAA method selected by Deployment means comprises a multi-car control means for controlling the operation of said each unit.

FIG. 1 is a diagram showing a configuration of a multicar elevator capable of passing. FIG. 2 is a diagram illustrating an overall configuration of the multi-car elevator group management control device according to the first embodiment. FIG. 3 is a flowchart showing an operation process of the multi-car elevator in the same embodiment. FIG. 4 is a diagram for explaining a multi-car elevator interference avoidance method according to the embodiment, and is a diagram illustrating a case where two cars interfere with each other. FIG. 5 is an operation diagram of each unit corresponding to the case where the two units in FIG. 4 interfere with each other. 6 is an operation diagram for explaining a first interference avoidance method for the case where the two machines of FIG. 4 above interfere. FIG. 7 is an operation diagram for explaining a second interference avoidance method for the case where the two units in FIG. 4 interfere with each other. FIG. 8 is an operation diagram for explaining a third interference avoidance method for the case where the two units in FIG. 4 interfere with each other. FIG. 9 is a diagram for explaining the interference avoidance method of the multi-car elevator in the same embodiment, and is a diagram showing a case where three cars interfere with each other. FIG. 10 is an operation diagram of each unit corresponding to the case where the three units in FIG. 9 interfere with each other. FIG. 11 is an operation diagram for explaining a first interference avoidance method for the case where the three units of FIG. 9 interfere with each other. FIG. 12 is an operation diagram for explaining a second interference avoidance method for the case where the three units in FIG. 9 interfere with each other. FIG. 13 is a diagram for explaining the interference avoidance method in the second embodiment, and is an operation diagram corresponding to the case where the two of FIG. 4 interfere. FIG. 14 is a flowchart showing the operation process of the multi-car elevator in the third embodiment. FIG. 15 is a diagram for explaining a multi-car elevator interference avoidance method according to the embodiment, and is a diagram illustrating a case where a VIP operation number is present. FIG. 16 is an operation diagram of each car corresponding to the case where the VIP operation car of FIG. 15 exists. FIG. 17 is an operation diagram for explaining a first interference avoidance method for the case where the VIP operation number of FIG. 15 is present. FIG. 18 is an operation diagram for explaining a second interference avoidance method for the case where the VIP operation number of FIG. 15 exists.

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

  First, the configuration of a multicar elevator capable of overtaking which is assumed in the present invention will be briefly described. In addition, the “elevator” referred to below is basically a car and is also referred to as a car when there are a plurality of cars.

  FIG. 1 is a diagram showing a configuration of the multi-car elevator, and shows a configuration of a multi-car elevator having three elevators with two shafts.

  Two shafts 11 and 12 are juxtaposed in the horizontal direction, and the cars 13 and 14 are provided therein. The cars 13 and 14 are respectively supported by guide rails 15 and 16 that are vertically arranged in the vertical direction, and move in the vertical direction (vertical direction) in the same manner as a general elevator car.

  On the other hand, a car 17 is provided separately from the cars 13 and 14. The car 17 moves in the vertical direction (vertical direction) in the same manner as the cars 13 and 14 via guide rails 18 and 19 erected in the vertical direction, and is used for horizontal movement provided in the horizontal direction. It is possible to move between the shafts 11 and 12 through the guide rail 20 in the horizontal direction. As a result, the car 17 can proceed while overtaking the cars 13 and 14. Note that the specific structure of the multi-car elevator is not directly related to the present invention, and a detailed description thereof will be omitted.

  Hereinafter, the general cars 13 and 14 that move in the vertical direction are referred to as “general cars”, and the car 17 that is movable in the horizontal direction and can be overtaken is referred to as “special car”. A method for avoiding interference between each other (general car and special car) will be described.

  Note that “interference between cars” means a state in which the distance between two cars existing in the same shaft is within a predetermined distance. In other words, when two cars are running opposite each other in the same shaft, when one car is stopped or when running in the same direction, the two cars approached within a predetermined distance. It is a state.

(First embodiment)
FIG. 2 is a diagram illustrating an overall configuration of the multi-car elevator group management control device according to the first embodiment. As shown in FIG. 1, this multi-car elevator includes two general cars 13 and 14 that travel in the vertical direction and one special car 17 that travels in the vertical direction and is movable in the horizontal direction.

  The hall call registration devices 21a, 21b, 21c,... For registering hall calls are installed at the halls on each floor. These hall call registration devices 21a, 21b, 21c... Are specifically composed of direction buttons for designating an upward direction or a downward direction. By operating the direction button, a hall call signal including information on the registered floor and the destination direction is transferred to the group management control device 30.

  On the other hand, car calls registration devices 22, 23, and 24 for registering car calls are installed in the general cars 13 and 14 and the special car 17. These car call registration devices 22, 23, and 24 are specifically composed of a plurality of destination floor buttons for designating destination floors. By operating the destination floor button, a car call signal including the name of the car and the information on the destination floor is transferred to the group management control device 30 via the single control devices 25, 26, 27 corresponding to the cars 13, 14, 17, respectively. Is done.

  The single control devices 25, 26, and 27 individually perform operation control of the cars 13, 14, and 17 under their management under the control of the group management control device 30.

  The group management control device 30 controls the operation of each of the cars 13, 14, and 17 in an integrated manner, and exists as a main controller. The group management control device 30 is installed, for example, in a machine room at the top of the building, and is electrically connected to the single control devices 25, 26, and 27 via cables (not shown). The group management control device 30 and the single control devices 25, 26, and 27 are both configured by computers.

  Here, in the present embodiment, the group management control device 30 includes a group management control unit 31, a simulation unit 32, and a multicar control unit 33.

  The group management control unit 31 collects driving information (current position, driving direction, door open / closed state, etc.), car call, and landing call registration information of each car 13, 14, 17 from the single control devices 25, 26, 27. To do. In addition, when a new hall call is registered by the hall call registration devices 21a, 21b, 21c,..., The group management control unit 31 determines a predetermined evaluation function formula based on the operation information of the cars 13, 14, and 17. Is used to calculate an evaluation value representing the optimum when the hall call is assigned for each car, and a hall call assignment signal is output to the car with the highest evaluation. In addition, the said evaluation value shows that evaluation is so high that the numerical value is small, and evaluation becomes low, so that the numerical value is large.

  The simulation unit 32 acquires the operation information and call registration information of each of the cars 13, 14, and 17 from the group management control unit 31, and creates an operation diagram of each of the cars 13, 14, and 17 based on these information. . This travel diagram is created without considering the interference of other cars, assuming that one car runs up and down within one shaft. Therefore, an operation diagram is created for the special car 17 that can move between the shafts, assuming that the shaft that currently exists travels only in the vertical direction.

  Further, the simulation unit 32 executes a simulation assuming a plurality of interference avoidance methods when interference between cars is predicted from the operation diagram, and the time required for interference avoidance from the simulation result (hereinafter referred to as the interference avoidance method) Is called dead time), and the method with the least dead time is selected as the optimum interference avoidance method.

  The multicar control unit 33 controls the operation of each of the cars 13, 14, and 17 according to the interference avoidance method selected by the simulation unit 32.

Next, the operation of the first embodiment will be described.
FIG. 3 is a flowchart showing an operation process of the multi-car elevator in the same embodiment. Note that the processing shown in this flowchart is executed by the group management control device 30 which is a computer.

  The simulation unit 32 provided in the group management control device 30 operates and calls (car call / landing call) of the cars 13, 14, and 17 from the group management control unit 31 at regular intervals (for example, 0.1 second). Registration information is obtained, and operation charts of the cars 13, 14, and 17 are created based on the information (steps S1 to S4).

  Further, when a new call (a hall call / car call) is generated (YES in step S2), or the position of each car 13, 14, 17 on the operation diagram and the actual car 13, 14, 17 When a shift greater than a preset value (for example, a shift of 1 second) occurs compared with the position (YES in step S3), the simulation unit 32 updates the current operation diagram at that time. Based on the operation information and the call registration information, an operation diagram is newly created (step S4).

  When the operation diagram is created, the simulation unit 32 determines whether there is any interference between the cars from the operation diagram (step 5). If no interference between the cars is detected (NO in step S5), a message to that effect is sent to the multicar control unit 33. As a result, the multi-car controller 33 performs a normal operation in which the cars 13, 14, and 17 travel only in the vertical direction (step S6).

  On the other hand, when the interference between the cars is predicted (YES in step S5), the simulation unit 32 performs a simulation assuming a plurality of interference avoidance methods (step S7). The interference avoidance method will be described later in detail. And the simulation part 32 selects the optimal interference avoidance method from a simulation result (step S8), and notifies the multicar control part 33.

  As a result, the multicar control unit 33 avoids the cars 13, 14, and 17 according to the optimum interference avoidance method obtained from the simulation result (step S9). Further, if there is no call addition or deviation from the operation diagram, the multicar control unit 33 continues normal operation or avoidance operation (step 10). This series of operations is performed every 0.1 seconds, for example.

Hereinafter, the simulation and the interference avoidance method will be described in detail.
Now, the general car 13 is defined as A machine, the general car 14 is defined as B machine, and the special car 17 is defined as X machine. Further, the shaft 11 on which the general car 13 travels is defined as the A shaft, and the shaft 12 on which the general car 14 travels is defined as the B shaft.

  The simulation needs to be performed when interference between cars is predicted. Therefore, as a result of comparing the operation diagram of Unit A with the operation diagram of Unit X traveling on the A shaft, the operation diagram of Unit B and the operation diagram of Unit X traveling on the B shaft, The part where the operation lines overlap (the state where both the time and the floor are the same) can be predicted as the interference occurrence position.

First, in order to determine the interference avoidance method, it is necessary to determine the following three points.
・ Whether Unit X passes with Unit A or Unit B first.
・ When can X move the shaft?
-If Unit X cannot be avoided simply by moving the shaft, which Unit should be decelerated or stopped?

First, a case where two machines interfere with each other will be described as an example.
FIG. 4 is a diagram for explaining a multi-car elevator interference avoidance method according to the embodiment, and is a diagram illustrating a case where two cars interfere with each other. The dotted line frame in the figure represents the interference occurrence position.

  On the A shaft, the A machine is traveling in the DN direction (downward direction), and on the B shaft, the B machine is traveling in the DN direction. At this time, it is assumed that No. X is traveling in the UP direction (upward direction) toward No. B on the B shaft.

  FIG. 5 is an operation diagram of each unit corresponding to the case where the two units in FIG. 4 interfere with each other. It should be noted that it takes 10 seconds to open the door and 6 seconds to move the shaft. Since Unit X is traveling on the B shaft, Unit B and Unit X interfere with each other. Therefore, the X machine must be moved to the A shaft. However, the dead time varies depending on the timing of moving the X machine. The timing for moving the X machine to the other shaft can be roughly divided into three patterns.

  The first is when the vehicle is traveling in the vertical direction as shown in FIG. If the shaft can be moved while traveling up and down, the time spent for moving the shaft of Unit X is 0 seconds. In the example of FIG. 6, the total dead time is 0 seconds because the Unit B is not decelerated or stopped to avoid interference.

  The second is when the vehicle is stopped before opening as shown in FIG. During the stop before the door is opened, all the time spent for moving the shaft is wasted time. In the example of FIG. 7, No. B is not decelerated or stopped for avoiding interference, but since the time for moving the shaft of No. X is a dead time, the total dead time is 6 seconds.

  The third is stopping after the door is closed as shown in FIG. During the stop after the door is closed, all the time spent for moving the shaft is wasted time. Further, in the example of FIG. 8, the No. B machine is made to wait until the No. X machine completes the movement to the A shaft. Since the movement time of the shaft of Unit X is also a dead time, the total dead time is 16 seconds.

  Therefore, as a result of simulating the above three patterns, the interference avoidance method of FIG. 6 with the least dead time is selected. In addition to the above three patterns, there is a method in which the dead time varies depending on the floor on which the X machine moves the shaft, and there is a method of moving the shaft both during traveling and when stopped, and a method of decelerating instead of stopping. By performing simulation with as many interference avoidance methods as possible, an optimal interference avoidance method can be selected.

Next, a case where three units interfere will be described.
FIG. 9 is a diagram for explaining the interference avoidance method of the multi-car elevator in the same embodiment, and is a diagram showing a case where three cars interfere with each other. The dotted line frame in the figure represents the interference occurrence position.

  On the A shaft, Unit A is traveling in the DN direction, and on the B shaft, Unit B is traveling in the UP direction. At this time, it is assumed that No. X is traveling in the UP direction toward No. A on the A shaft.

  FIG. 10 is an operation diagram of each unit corresponding to the case where the three units in FIG. 9 interfere with each other. It should be noted that it takes 10 seconds to open the door and 6 seconds to move the shaft. Although the X machine exists on the A shaft, the dead time differs depending on when the X machine is moved to the B shaft.

  FIG. 11 shows a case in which the No. B machine is put on standby and the No. X machine overtakes the No. B machine and then the No. X machine is moved on the shaft. FIG. 12 shows a case where the X machine is made to stand by and the X machine is moved by the shaft after the A machine and the B machine intersect. The total dead time in FIG. 11 is 22 seconds, and the total dead time in FIG. 12 is 4 seconds.

  Therefore, in these two examples, the method of FIG. 12 is more effective. However, in practice, the optimum interference avoidance method is selected from the results of various simulations of other methods.

  As described above, according to the first embodiment, when the cars interfere with each other, an optimum interference avoidance method can be selected from the simulation result. Thereby, it becomes possible to operate | move safely, suppressing the fall of operation efficiency as much as possible, and avoiding interference between cars.

  In the first embodiment, the interference avoidance method with the least dead time is selected. However, for example, the interference avoidance method is selected in consideration of the unanswered time of the hall call and the user's boarding time. You can do it.

(Second Embodiment)
Next, a second embodiment will be described.

  In the said 1st Embodiment, the presence or absence of interference was judged from the operation diagram created in the predictable range, and the interference avoidance method was determined. In this case, the occurrence time of interference is not considered. However, since there is a high possibility that the interference will be far from the simulation result due to the addition of a call or the like, the efficiency may be deteriorated if the operation is switched to the operation avoiding the interference early. Therefore, in the second embodiment, it is assumed that an interference avoidance method is determined only for interference that occurs within a preset time range from the present time.

  Since the system configuration is the same as that of the first embodiment, description will be made here using the operation diagram of FIG.

  FIG. 13 is a diagram for explaining the interference avoidance method in the second embodiment, and is an operation diagram corresponding to the case where the two of FIG. 4 interfere. In this example, the operation state of each unit from the present time to a predictable time is shown. On the A shaft, Unit A is traveling in the DN direction, and on the B shaft, Unit B is traveling in the DN direction. At this time, the X machine is traveling in the UP direction toward the B machine on the B shaft.

  In the first embodiment, after the X machine passes the B machine, the interference avoidance method must be determined in consideration of the interference with the A machine. Therefore, the presence / absence of interference is determined within a range of, for example, 40 seconds from the current time. As a result, it is possible to perform simulation with an interference avoidance method that considers only the interference between Unit B and Unit X, and to select an optimal interference avoidance method.

  After that, using the operation diagram that is newly created (updated) periodically or with the addition of a call or the occurrence of a deviation, it is determined whether or not there is interference within 40 seconds from the current time. Decide how to avoid it.

  As described above, according to the second embodiment, it is possible to execute the simulation while ignoring the interference that is highly likely to deviate greatly from the operation diagram created at the present time, and it is possible to efficiently reduce the time required for the simulation. Interference can be avoided.

(Third embodiment)
Next, a third embodiment will be described.

  In the third embodiment, it is assumed that there is a car during VIP operation in a multicar elevator that can be overtaken. The “VIP operation” referred to here is a priority operation, and is switched by operating a call button dedicated to VIP (not shown) installed at the landing. A special car during VIP operation (hereinafter referred to as a VIP operation car) does not respond to a general hall call, and heads to the destination floor designated by the passenger.

  Since the system configuration is the same as that of the first embodiment, description will be made here with reference to the flowchart of FIG.

  FIG. 14 is a flowchart showing the operation process of the multi-car elevator in the third embodiment. Note that the processing from step S11 to S16 is the same as the processing from step S1 to S6 in FIG.

  That is, a travel diagram is created at a fixed interval or when a call is added or when a deviation occurs (steps S11 to S14), and the presence or absence of interference between the cars is determined (step S15). When the interference between the cars is not detected (NO in step S15), the cars 13, 14, and 17 are normally operated only in the vertical direction (step S16).

  Here, when the interference between the cars is predicted, the simulation unit 32 provided in the group management control device 30 is based on the operation information of each of the cars 13, 14, and 17 obtained from the group management control unit 31. The presence or absence of the VIP operation number is determined (step S21). If there is a VIP operation number (YES in step S21), the simulation unit 32 performs a simulation set for VIP (step S22).

  Below, the simulation for VIP is demonstrated.

  First, when there is a VIP operation number, the dead time required for the VLP operation number is minimized. In other words, it is necessary to prioritize the dead time of the VIP operation unit over the dead time of the entire elevator and decide the interference avoidance method.

  FIG. 15 is a diagram for explaining a multi-car elevator interference avoidance method according to the embodiment, and is a diagram illustrating a case where a VIP operation number is present. The dotted line frame in the figure represents the interference occurrence position. A black circle represents a VIP call.

  On the A shaft, Unit A is traveling in the DN direction, and on the B shaft, Unit B is traveling in the DN direction. Here, after No. X responds to the VIP call on the A shaft, it will travel in the UP direction toward No. A as the VIP driving No ..

  FIG. 16 is an operation diagram of each car corresponding to the case where the VIP operation car of FIG. 15 is present. It should be noted that it takes 10 seconds to open the door and 6 seconds to move the shaft. It is necessary to move the X machine to the B shaft because it interferes with the A machine when the X machine which is the VIP operation machine is traveling in the UP direction.

  Compare the two patterns of interference avoidance methods as shown in FIGS. FIG. 17 shows a case in which the No. X machine is moved in the UP direction on the B shaft after responding to the VIP call while moving from the A shaft to the B shaft. FIG. 18 shows a case where the X machine is moved to the B shaft as it is and traveled in the UP direction after responding to the VIP call while remaining on the A shaft.

  Here, in the interference avoidance method of FIG. 17, the total waste time is 2 seconds, and in the interference avoidance method of FIG. 18, the total waste time is 14 seconds. The interference avoidance method shown in FIG. 17 is less wasted time, but the interference avoidance method shown in FIG. 18 is selected when there is a VIP operation number.

  This is because the dead time of the VIP machine No. X is 2 seconds in the interference avoidance method of FIG. 17, 0 seconds in the interference avoidance method of FIG. 18, and the interference avoidance method of FIG. 18 is short. In addition, when the dead time of the VIP operation number is the same, an interference avoidance method having a small dead time is selected.

  That is, when there is a VIP operation number, the simulation unit 32 performs a simulation with an interference avoidance method that reduces the dead time of the VIP operation number, and selects an optimum interference avoidance method from the simulation results ( Step S18). The multi-car controller 33 avoids the cars 13, 14, and 17 according to the optimum interference avoidance method obtained from the simulation result (step S19). If there is no call addition or deviation from the operation diagram, the multicar control unit 33 continues normal operation or avoidance operation (step 20). This series of operations is performed every 0.1 seconds, for example.

  Thus, according to the third embodiment, when there is a VIP operation unit, by selecting an interference avoidance method that minimizes the dead time of the VIP operation unit, without impairing the special characteristics of VIP operation, Safe operation while avoiding interference between cars. In addition, since the types of interference avoidance methods are also reduced, it is possible to reduce the time required for simulation and shift to avoidance operation earlier.

  According to at least one embodiment described above, in a multi-car elevator equipped with a special car that can move horizontally, it is possible to operate safely while avoiding interference between cars without reducing operating efficiency as much as possible. A group management control device for a multi-car elevator can be provided.

  In addition, although some embodiment of this invention was described, these embodiment is shown as an example and is not intending limiting the range of 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.

  DESCRIPTION OF SYMBOLS 11, 12 ... Shaft, 13, 14 ... General car, 15, 16 ... Guide rail, 17 ... Special car, 18, 19 ... Guide rail, 20 ... Guide rail for horizontal movement, 21a, 21b, 21c ... Registration of hall call Device, 22-24 ... Car call registration device, 25-27 ... Single control device, 30 ... Group management control device, 31 ... Group management control unit, 32 ... Simulation unit, 33 ... Multicar control unit.

Claims (7)

Two shafts arranged side by side in the horizontal direction, at least two general cages that run fixedly up and down in each shaft, and at least one special cage that can move horizontally between the shafts In a multi-car elevator group management control device equipped with
Group management control means for collecting operation information and call registration information for each of the above-mentioned cars;
The operation information and call registration information of each car is acquired from the group management control means, and the operation diagram of each car is created based on these information, and the interference between the cars is predicted from the operation diagram. A simulation means for executing a simulation assuming a plurality of interference avoidance methods in the case of being performed, and selecting an optimal interference avoidance method from the simulation results;
A multi-car elevator group management control device, comprising: a multi-car control means for controlling the operation of each of the units according to the interference avoidance method selected by the simulation means. The simulation means includes
2. The multi-purpose according to claim 1, wherein a simulation is executed with a plurality of interference avoidance methods, a dead time required for interference avoidance is calculated from the simulation results, and an interference avoidance method with the least dead time is selected. Car elevator group management control device. The simulation means includes
3. The multi-car elevator group management control according to claim 2, wherein the dead time of each of the cars is calculated for interference occurring within a predetermined time range from the present time in the travel diagram. apparatus. The simulation means includes
3. The group of multi-car elevators according to claim 2, wherein when there is a special car to be preferentially operated in each of the cars, an interference avoidance method that minimizes the dead time of the special car is selected. Management control unit. The simulation means includes
An operation diagram of each car is created at regular time intervals, and simulation is executed assuming a plurality of interference avoidance methods when interference between cars is predicted from the operation diagram. Item 4. A multi-car elevator group management control device according to Item 1. The simulation means includes
When a new call is added, create an operation map for each of the above cars, and perform simulations assuming multiple interference avoidance methods when interference between cars is predicted from the operation map. The multi-car elevator group management control device according to claim 1, wherein The simulation means includes
Compare the car position on the above operating map with the actual car position, and create an operating map for each car when there is a discrepancy greater than the preset value. The multi-car elevator group management control device according to claim 1, wherein simulation is executed assuming a plurality of interference avoidance methods when mutual interference is predicted.

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