JP2015117118A - Elevator group management system and elevator group management method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an elevator group management system capable of properly weighting wait time reduction and power consumption suppression according to traffic demand.SOLUTION: A group management system for selecting an elevator to which a call from a landing is allocated on the basis of evaluation of power consumption and wait time includes: a parameter setting processing unit 6c for storing a specification of a building and a specification of the elevator; a traffic calculation processing unit 6aa for calculating a power consumption reduction effect according to traffic demand on the basis of each specification; a weighting coefficient calculation unit 6ab for calculating a weighting coefficient in the evaluation of the power consumption according to the traffic demand on the basis of the calculated power consumption reduction effect; a traffic condition determination processing unit 6ac for determining present traffic demand; and a weighting coefficient determination processing unit 6ad for setting the weighting coefficient according to the present traffic demand on the basis of the calculated weighting coefficient and the present traffic demand.

Description

  The present invention relates to an elevator group management system and an elevator group management method for assigning elevators that respond to hall calls from among a plurality of elevators.

  The elevator group management system provides a more efficient operation service to the user by handling a plurality of elevators as one group. Specifically, when a plurality of elevators (for example, 3 to 8) are managed as one group and a landing call (elevator call at the elevator landing) occurs on a certain floor, the elevator group management system Select an appropriate elevator from this group and assign a hall call to that elevator.

  As conventional techniques related to such an elevator group management system, techniques described in Patent Document 1 and Patent Document 2 are known.

  In the technique of Patent Document 1, an elevator to be allocated is determined so as to reduce power consumption evaluated from an elevator car load with respect to a newly generated hall call. For example, when the car is raised, calls are easily assigned to elevators that balance the car load and the counterweight.

  In the technique of Patent Document 2, a function form of a weighting factor in energy saving (hereinafter abbreviated as energy saving) evaluation corresponding to a travel distance is set based on a simulation experiment.

Japanese Patent Laid-Open No. 9-227033 International Publication No. 2008/001508

  In the prior art described in Patent Document 1, a weighting factor is determined depending on the amount of traffic in the evaluation of assignment when determining one elevator car for a hall call. This weighting factor is used to correlate with other allocation evaluations such as waiting time evaluation index, but depending on simple traffic volume, driving that considers waiting time in the case of traffic that can reduce power consumption originally In the case of a traffic volume that requires consideration of waiting time, an operation that reduces power consumption is executed. In the prior art described in Patent Document 2, since a simulation experiment is required to set the function form of the weighting factor, it takes a complicated work and requires time to construct the group management system.

  Therefore, the present invention provides an elevator group management system and an elevator group management method that can accurately weight waiting time reduction and power consumption suppression according to traffic demand and are easy to construct.

  In order to solve the above problems, an elevator group management system according to the present invention evaluates power consumption and waiting time for a plurality of elevators, and selects an elevator to which a call from a landing is assigned based on this evaluation. Based on the specifications of the building where multiple elevators are installed and the specifications of the multiple elevators, and the specifications stored in the parameter setting processor, the power consumption reduction effect is calculated according to traffic demand. A traffic calculation calculation processing unit, a weight coefficient calculation processing unit that calculates a weighting factor in power consumption evaluation according to traffic demand based on the power consumption reduction effect calculated by the traffic calculation calculation processing unit, and a current traffic demand A traffic condition determination processing unit for determining traffic, a weighting factor according to traffic demand calculated by the weighting factor calculation processing unit, and traffic Based on the current traffic demand 況判 specific processing section determines, and a weighting coefficient determination process unit for setting a weighting coefficient according to the current traffic demand.

  In order to solve the above problems, an elevator group management method according to the present invention evaluates power consumption and waiting time for a plurality of elevators, and selects an elevator to which a call from a landing is assigned based on this evaluation. Therefore, based on the specifications of the building where a plurality of elevators are installed and the specifications of the plurality of elevators, the power consumption reduction effect corresponding to the traffic demand is calculated, and the power consumption reduction is calculated based on the calculated power consumption reduction effect. A weighting factor in the evaluation is calculated according to the traffic demand, and a weighting factor according to the current traffic demand is set based on the calculated weighting factor according to the traffic demand and the current traffic demand.

  According to the present invention, waiting time is reduced by calculating a power consumption reduction effect according to traffic demand and calculating a weighting factor in power consumption evaluation according to the traffic demand based on the calculated power consumption reduction effect. And power consumption suppression can be weighted accurately. Further, since the function form setting work of the weighting factor can be reduced, the group management system can be easily constructed.

  Problems, configurations, and effects other than those described above will become apparent from the following description of embodiments.

1 is an overall configuration diagram of an elevator group management system according to a first embodiment of the present invention. It is a functional block diagram which shows the detailed structure of a traffic calculation calculation process part. An example of a prediction stop frequency table is shown. The parameters for half-round time calculation are shown. A traffic flow model considering floor movement is shown. The result of calculating the half-round time using the number of users as a parameter is shown. The calculated value and set value of the number of users are shown. The outline of the loss of power consumption is shown. The relationship between the boarding rate and the amount of power consumption loss is shown. The selection range of the number of users in FIG. 7 is shown. An example of the theoretical value of the power consumption reduction effect is shown. It is a functional block diagram which shows the detailed structure of an energy-saving priority calculation process part. Indicates energy saving priority by traffic demand. It is a whole block diagram of the elevator group management system which is the 2nd Example of this invention. The basic operation | movement flow of the elevator group management system of FIG. 14 is shown.

  Embodiments of the present invention will be described below with reference to the drawings. Each example is an elevator group management system that reduces power consumption. Each embodiment is an elevator group management system in which a general service request in the upward or downward direction can be designated by a hall call input unit.

  FIG. 1 is an overall configuration diagram of an elevator group management system according to a first embodiment of the present invention.

  The hall call input unit 1 is a device that makes a service request for a building user to go to the destination floor with respect to the elevator car 5. For example, as a hall call input unit 1, a general hall call button that issues a service request in two directions upward and downward from the departure floor, a hall destination floor registration device that directly designates a target destination floor from the hall, etc. Is applicable. In addition, it is possible to specify the destination floor by directly specifying the destination floor and the company occupying the building on the touch panel screen provided at the landing, using the information terminal carried by the user. Means for associating and registering, means for reading out information registered in the card and registering the destination floor, etc. may be applied.

  The input / output control system 2 transmits the data input from the hall call input unit 1 to the group management control system 6. Here, when there is a reply from the group management control system 6, it is recognized as normal operation and normal communication is performed. However, when there is no reply from the group management control system 6 or when it is recognized that the communication is abnormal, the communication with the group management control system 6 is stopped and the input information is transmitted to each unit control system 3. Thereby, even when the group management control system 6 becomes abnormal, the elevator can be operated without impairing the convenience for the user.

  The machine control system 3 performs control for operating the elevator 4. When the service request signal of the hall is transmitted to the group management control system 6 via the input / output control system 2 and the assigned machine is determined by the group management control system 6, the service request is created for the floor on which the service request is created. The elevator car 5 starts running. At this time, the number machine control system 3 transmits a driving | running | working command, or controls the audio | voice guidance etc. with respect to a user.

  The group management control system 6 mainly includes four functions, that is, an operation management control system 6a, a learning system 6b, a parameter setting processing unit 6c, and an input / output management unit 6d. These functions may be achieved by an arithmetic processing unit such as a microcomputer, or may be achieved by a computer reading a program corresponding to each function. The same applies to the functions shown in FIGS.

  In response to a service request from the landing, the operation management control system 6a selects the optimum elevator 4 based on the driving status of each elevator 4, past traffic learning information, traffic status to be considered in the future, and the like. Perform optimal operation management according to traffic conditions.

  The learning system 6b learns traffic conditions including the state of traffic demand based on elevator information such as car position and number of passengers and destination floor information. At this time, the learning system 6b determines what operating parameters are suitable at the present time, so that the number of people getting on and off by floor indicating the flow of people in the building is representative of the number of people in the building from the online input information. Identify which of the feature methods to indicate traffic conditions.

  The characteristic method indicates a traffic situation divided into a certain number based on upstream and downstream traffic information. In the case of a normal office building, a traffic situation with a small number of passengers both up and down is called “quiet”, a traffic situation with a large uphill situation is called “up-peak”, and a traffic situation with a large number of down-board passengers is called “down peak”. In addition, since the feature method changes depending on the property of the building, a new feature form may be extracted from the collected traffic situation. Therefore, when a new feature format is extracted, the learning system 6b generates and registers it as a feature method unique to the building, and learns the tendency of the feature method change.

  In addition, each information regarding the position of the car used by the learning system 6b and the number of passengers is obtained from the number control system and a weight sensor (load cell) installed in the car.

  The parameter setting processing unit 6c stores the specifications of the building where the elevator 4 is installed and the specifications of each elevator 4, and information necessary for operation management is created based on these specifications. Here, the specifications of the building are, for example, the floor height indicating the distance between the floors of the building, the number of people in each floor, the number of floors of the building, and the like. The elevator specifications include, for example, the maximum number of passengers in the car, the weight of the counterweight, the door opening / closing speed, the door width, and the like.

  The input / output management unit 6 d controls the input / output interface of the group management control system 6. Specifically, the input / output management unit 6d controls the input of a service request from the hall, the transmission of an assignment command to each unit control system 3, and the like.

  In this embodiment, the driving method for shortening the waiting time according to the traffic situation including the current traffic demand state and the driving method for suppressing power consumption are switched. As a power consumption evaluation index for performing the switching, a weighting coefficient is provided for allocation evaluation when selecting an elevator, and is varied according to traffic demand. By applying a traffic calculation method and changing the weighting coefficient based on the theoretically calculated power consumption reduction effect, the change value can be switched as described above.

  The traffic calculation calculation processing unit 6aa in the operation management control system 6a performs traffic calculation in consideration of a user who moves between floors in order to perform the above theoretical calculation. Based on the number of users in each direction calculated in the traffic calculation, the traffic calculation calculation processing unit 6aa calculates the power consumption reduction effect when the power consumption suppression operation is further performed. That is, this process makes it possible to calculate the power consumption reduction effect for each direction and traffic demand.

  The energy saving priority calculation processing unit 6ab calculates a weighting coefficient (hereinafter referred to as “energy saving priority”) based on the power consumption reduction effect calculated by the traffic calculation calculation processing unit 6aa. The higher the value of the energy saving priority is, the greater the weighting for power consumption suppression is, and the operation method for suppressing power consumption is performed. Further, the lower the numerical value of this priority, the greater the weighting for waiting time reduction, and the driving method for shortening the waiting time is performed. In other words, for traffic demands where power consumption is expected to be reduced based on the theoretically required power consumption reduction effect, operation that suppresses power consumption is executed, and for traffic demands where power consumption is not expected to be reduced, power consumption Since there are few expected values of power consumption suppression obtained even if the suppression operation is performed, in this case, the operation efficiency improvement priority operation that shortens the waiting time is executed. This enables group management control that accurately weights waiting time reduction and power consumption suppression.

  The traffic situation determination processing unit 6ac determines the current traffic situation, that is, the state of traffic demand, based on the past learning results obtained from the learning system 6b and the current traffic situation. For example, when the number of departures from a specific floor such as the lobby floor increases and the number of times of traveling to each floor in the UP direction increases, the up-peak mode is determined. At this time, the traffic situation determination processing unit 6ac determines a broad traffic flow mode and also calculates the current traffic demand by direction. The calculated “traffic demand” is, for example, the reference floor departure number of people for 5 minutes, the reference floor return number of people, and the like.

  The energy saving priority determination processing unit 6ad is based on the current traffic demand by direction determined by the traffic situation determination processing unit 6ac and the energy saving priority by traffic demand determined by the energy saving priority calculation processing unit 6ab. Decide the energy saving priority that suits the traffic demand.

The energy saving evaluation value calculator 6ae calculates an energy saving evaluation value Φ _ENG (k) for each unit based on the equation (1). In addition, k (natural number) indicates the number of the number machine, and when the number of the number machine is N (natural number), 1 ≦ k ≦ N.

The energy saving evaluation value Φ _ENG (k) includes the power consumption reduction evaluation value Φ _BAL (k) for suppressing power consumption, the reference value α, and the energy saving priority W _t determined by the energy saving priority determination processing unit 6ad. Calculated based on

The power consumption reduction evaluation value Φ _BAL (k) is an evaluation value related to power consumption required for the car of the k-th car when the k-th machine answers the call. For example, the regenerative power and the power running power, and the riding in the car It can be obtained from the relationship with the rate. That is, Φ _BAL (k) is an evaluation value such that when a call is answered, an elevator that consumes less power for traveling is highly evaluated. As the value of Φ _BAL (k), a standardized value is used so that the maximum value is 1 and the minimum value is 0 so as not to greatly affect other evaluation values.

The reference value α sets the maximum value of the energy saving evaluation value Φ _ENG (k). For example, when the reference value α is 15 seconds, a penalty of a maximum waiting time of 15 seconds is added to an elevator that is not expected to reduce power consumption, and a penalty is set to 0 seconds for an elevator that is expected to reduce power consumption. . That is, for the user, there is a possibility that the user may wait for 15 seconds for the arrival of the elevator, so that the convenience is somewhat lowered, but the operation for suppressing the power consumption of the building is executed.

  The estimated arrival time calculation unit 6af calculates the estimated arrival time to each floor of each elevator car 5 from the current position of each elevator car 5 based on the building specifications and the elevator specifications stored in the parameter setting processing unit 6c. For example, the stop probability of each floor is calculated from the rated speed of the elevator, the floor height of each floor of the building, and the past learning result in the learning system 6b, and the estimated arrival time is calculated in consideration of the stop probability of each floor for each elevator. .

  The waiting time evaluation value calculation unit 6ag calculates an evaluation value based on the expected waiting time for the service request assigned to each car. For example, a calculation method that uses the estimated waiting time when each car is temporarily assigned to a newly generated service request as an evaluation value, or each car is temporarily assigned to a newly generated service request. In addition, a calculation method can be applied in which the maximum value of the expected waiting time in all service requests already assigned to each car is an evaluation value.

  The comprehensive evaluation value calculation unit 6ah calculates the comprehensive evaluation value for each unit based on the energy saving evaluation value calculated by the energy saving evaluation value calculation unit 6ae, the waiting time evaluation value calculated by the waiting time evaluation value calculation unit 6ag, and the like. calculate.

  The elevator assignment determination processing unit 6ai determines an optimal elevator for the service request based on the comprehensive evaluation value calculated by the comprehensive evaluation value calculating unit 6ah. Based on this result, the elevator allocation determination processing unit 6ai transmits a travel command to the relevant machine control device via the input / output management unit 6d in order to dispatch the car to the floor where the service request has been created. . The machine control system that has received the travel command distributes the elevator car 5 to the floor where the service request is created.

  According to the elevator group management control system as described above, optimal operation management is executed for traffic conditions that change from moment to moment, and power consumption can be suppressed while suppressing a decrease in operation efficiency.

  Next, the traffic calculation calculation processing unit 10 described above will be described in detail with reference to FIGS. FIG. 2 is a functional block diagram showing a detailed configuration of the traffic calculation calculation processing unit 6aa in FIG. The contents of other figures will be described as appropriate below.

  The expected stop count calculation processing unit 11 calculates the expected stop count in consideration of movement between floors. For example, the expected stop frequency f is calculated based on an expected stop frequency calculation method that applies a traffic calculation method defined in JIS.

  In the present embodiment, the expected number of stops f is calculated based on the formula (2) from the number of floors n and the maximum number of passengers r (considering a boarding rate of 80% with respect to the number of people that can be loaded).

F calculated by equation (2) is the expected number of stops as seen from the departure floor. Here, when considering the movement between floors, there is a possibility that the stop for the user to get on and the stop for getting off the vehicle will increase. Therefore, the expected number of stops as seen from the starting floor, (2) r in formula, it is considered that increased interfloor mobile number 2r _m min relative number r _s starting from the starting floor, from equation (2) (3) Formula is obtained.

Further, the relationship between the number of people r _s who departed from the departure floor and the final number of people r in board is given by equation (4).

  Further, in consideration of the ratio m [%] of the number of people who move between floors with respect to the final number of passengers r, the expected number of stops f is expressed by equation (5).

  Thus, when the expected number-of-stops table considering the ratio of movement between floors is calculated for the total number of passengers, the expected number-of-stops table in FIG. 3 is created. FIG. 3 shows, as an example, a predicted stop frequency table 20 calculated for an elevator with a maximum loading capacity of 24 people. In this table, “total number of passengers on one way” and “inter-story traffic rate” correspond to the above r and m, respectively.

  The half-round time calculation processing unit 12 calculates a half-round time based on the expected number of stops f calculated by the expected stop number calculation processing unit 11.

FIG. 4 shows a parameter 30 for calculating the half-round time RTT. Half-round time RTT calculation parameters 30 are ascending / descending stroke L [m], maximum acceleration a [m / s ² ], acceleration time t _a [s], rated speed V [m / s], door opening and closing time t _d [S], door width K _d [mm], and coefficient F depending on the door width are set from elevator specifications and building specifications set in advance. That is, by calculating the expected number of stops f, the average travel distance S [s], half-round travel time T _r [s], door opening and closing time T _d [s], passenger entry / exit based on the parameter 30 for half-round time RTT calculation Time T _p [s], loss time T _l [s], and half-round time RTT [s] are calculated. Note that S _a , _tr and t ₀ are the average travel time and acceleration time required to travel the acceleration distance and average travel distance S, respectively.

The direction-specific traffic flow calculation processing unit 13 calculates the half-round time for each UP direction and DOWN direction based on the half-round time calculated by the half-round time calculation processing unit 12. First, FIG. 5 shows a traffic flow model considering the movement between floors in the UP direction and the DOWN direction. Standard floors starting model 40 is a model of the passenger to get off the floor boarding than standard floor, represents a standard floor starting component ratio in R _U. The reference floor return model 41 models passengers returning from each floor to the reference floor, and the reference floor return component ratio is represented by _RD . The UP direction movement model 42 models a passenger who moves in the UP direction between floors other than the reference floor. In the UP-direction floor movement model 42, the destination floor is a floor higher than the departure floor, and the UP-direction floor movement component ratio is represented by RI _-UP . Furthermore, the DOWN direction inter-floor movement model 43 models a passenger who moves in the DOWN direction between floors other than the reference floor. In the DOWN direction floor movement model 43, the destination floor is a floor lower than the departure floor, and the DOWN direction floor movement component ratio is represented by R _I-DOWN .

  The relationship between the above ratios is expressed by equation (6).

  Using each of the above ratios, the traffic flow component for each direction is obtained by the equations (7) to (10).

Based on the above equation, a half-round time for each direction is calculated. FIG. 6 shows the result of calculating the half-round time using the number of users P as a parameter. FIG. 6 shows a half-round time 50 of the UP direction component and a half-round time 51 of the DOWN direction component. Here, if the standard floor starting component ratio R _U and standard floor results component ratio R _D is 0, a number is 0 to result to persons and standard floor boarding from each departure floor. That is, the passenger is only a user who moves between floors. Assuming that the sum of the traffic flow components is 100, the traffic flow component in the UP direction is calculated as 50. Thus, the half-round time of each traffic flow component can be calculated using the number of users P as a parameter.

The number-of-users calculation processing unit 14 calculates the number of users predicted based on the direction-specific half-round time calculated by the direction-specific traffic flow calculation processing unit 13. In order to calculate the number of users, the traffic volume per vehicle is calculated first. Assuming that the traffic volume per vehicle for 5 minutes is PSN ₅ MIN [person / 5 minutes · vehicle], the traffic volume per vehicle for 1 second is expressed by equation (11) as follows: PSN ₁ SEC [person / 1 second · vehicle] Is done.

Using PSN ₁ SEC, Occupancy _{P CU} and _{P CD} per half of the UP direction and the DOWN direction is calculated by (12) and (13).

As described above, it is possible to calculate the number of passengers per half circle based on the ratio of each component of U (UP direction), D (DOWN direction), and I (interfloor) and the number of passengers for each direction. Here, Occupancy P _CU and P _CD per half calculated, since the Occupancy at half time that the number of passengers P previously given as a parameter, in FIG. 7, the corresponding values of the parameters P shown shown together with the _{P CD} to.

7, the traffic calculation calculates Occupancy 60 is a calculated value Occupancy P _CD described above. The parameter passenger number 61 is the number of passengers P used for deriving the half-round time included in the above equations (12) and (13).

Used as the number _{P CU} or selected range of _{P CD} (7 62), and Occupancy P given as a parameter, to compare the Occupancy _{P CU} or _{P CD} derived from half time, both the error abnormal range and are not the scope or does not exceed a predetermined threshold value P _CU or P _CD is selected. For example, in the case of | P-P _CU | >> 0 or | P-P _CD | >> 0, the number of passengers P _CU or P _CD per half lap determined by the traffic calculation is the parameter P of the given number of passengers Since the error is large and is not an appropriate value, it is out of the selection range (for example, there is no situation where P _CU = 0.5 but P = 20). In FIG. 7, when the absolute value of the error between the number of passengers 61 (P) and the traffic calculation calculation number of users 60 (P _CD ) as parameters is less than or equal to the threshold value 1, it is determined that the error range is an allowable error range. _CD is within the selection range. Thereby, the range 62 shown in FIG. 7 is selected.

The power consumption reduction effect calculation processing unit 15 is based on the selection range (number 62 in FIG. 7) of the number of users calculated according to the traffic volume (PSN ₅ MIN) by the number of users calculation processing unit 14 as described above. Estimate the power consumption reduction effect.

  FIG. 8 is a diagram for explaining the means for calculating the power consumption reduction effect in the power consumption reduction effect calculation processing unit 15 and shows an outline of the loss of power consumption. When the elevator car travels in the UP direction, if the elevator car (“5” in FIG. 1) is heavier than the counterweight (“8” in FIG. 1), the power will be consumed and power will be consumed. If it is light, it becomes regenerative operation, and the motor of the elevator operates as a generator to generate electric power. Further, when traveling in the DOWN direction, if the elevator car is heavier than the counterweight, regenerative operation is performed, and the motor generates electric power. If the elevator car is lighter than the counterweight, power running is performed and power is consumed. That is, the power consumption varies depending on the weight of the elevator car including the weight of the passenger. Such a variation in power consumption is shown as an ideal power consumption 70 (dotted line) in FIG.

  Here, the actual power consumption deviates from the ideal power consumption due to the power conversion efficiency of the inverter and the motor. The actual power consumption 71 (solid line) is the ideal power consumption 70 (dotted line) on the right side of the balance point 73 in FIG. 8A and on the left side of the balance point 73 in FIG. ). In addition, on the left side of the balance point 73 in FIG. 8A and on the right side of the balance point 73 in FIG. 8B, that is, in the regenerative operation, the actual power consumption 71 (actual power generation energy) is the ideal power consumption. It becomes smaller than the amount 70 (ideal power generation amount). Therefore, the power consumption reduction effect can be obtained by suppressing the power consumption loss 72. In order to reduce power consumption loss, group management control is performed so that the boarding rate approaches the balance point 73.

FIG. 9 shows the relationship between the boarding rate and the amount of power consumption loss. The power consumption loss 80 varies depending on the boarding rate. At this time, as the boarding rate approaches the balance point 81 (the number of passengers at this time is denoted as rgp), the power consumption loss amount decreases, and as the boarding rate moves away from the balance point 81, the power consumption loss amount increases. Here, in the selection range 62 of the number of users as shown in FIG. 7, the boarding rates for the values P _ENG and P _mean (P _ENG > P _mean ) of the two large and small number of users P _CD are shown in FIG. And 82. At this time, the elevator car services the boarding rate 82 with a normal driving method (waiting time restraint) in which the car is dispatched with emphasis on waiting time restraint, and for the boarding rate 83, power consumption restraint is restrained. Suppose that the service is based on a driving method that reduces power consumption by placing a car on the road. In this case, as shown in FIG. 9, since the amount of power consumption loss is determined for each of the occupancy rates 82 and 83, the magnitude of the effect of reducing the power consumption of the elevator (E _FFLOSS ) is the power consumption as shown in FIG. This can be indicated by the loss amount difference 84. Thus, the power consumption reduction effect calculation processing unit 15 calculates the power consumption reduction effect by calculating the power consumption loss amount difference 84 or the amount corresponding to the difference.

FIG. 10 is a diagram for explaining a criterion for selecting the number of users used for calculating the power consumption reduction effect from the selection range of the number of users. The traffic calculation calculation number of users (P _CD ) 90 (corresponding to 60 in FIG. 7) and the number of passengers (P) 91 (corresponding to 61 in FIG. 7) are compared, and the user number selection range 92 (corresponding to 62 in FIG. 7). ), The number of users (P _mean ) 94 in the normal operation method and the number of users (P _ENG ) 93 in the power consumption reduction method are selected as described above. At this time,
As P _mean , a calculated value with the smallest error between the given number of passengers P and the calculated number of passengers is selected. As _PENG , a calculated value closest to the balance point is selected.

As shown in FIG. 9, since the boarding rate, that is, the number of users corresponds to the amount of power consumption loss, the number of people P _ENG that can suppress the power consumption closest to the balance point 81 and the number of users P _mean in the normal driving method The power consumption reduction effect can be calculated using the difference. Therefore, in this embodiment, the estimated value E _FFLOSS of the power consumption reduction effect is calculated by the equation (14), where _rgp is the number of passengers at the balance point.

For example, if rgp = 16, in the case of FIG. 10, P _ENG (93) = 8 and P _mean (94) = 5, so that E _FFLOSS = (8−5) /16×100=18.8 [% ].

The travel frequency reduction effect calculation processing unit 16 concentrates hall calls on a single car in order to increase the boarding rate, thereby generating standby elevators and reducing power consumption resulting in reduced power consumption. Calculate the reduction effect. Such a power consumption reduction effect can be shown by the degree of improvement in the number of passengers in a single run relative to the total number of users. Therefore, the traveling frequency reduction effect calculation processing unit 16 in the present embodiment calculates the power consumption reduction effect E _{FFRUN according} to equation (15), where r is the total number of passengers on one way.

  The power consumption reduction effect theoretical value calculation processing unit 17 obtains the power consumption reduction effect for each traffic demand based on the power consumption reduction effects calculated by the power consumption reduction effect calculation processing unit 15 and the travel frequency reduction effect calculation processing unit 16, respectively. The theoretical value of the power consumption reduction effect is calculated by calculating and averaging these values.

FIG. 11 shows an example of a theoretical value of the power consumption reduction effect according to the elevator floor reference floor departure ratio and the reference floor return ratio calculated as described above. In calculating the power consumption reduction effect theoretical value table A0, the floor number n excluding the lobby floor is 13 floors, the lifting stroke L is 54.6 [m], the door width K is 1100 [mm], and the maximum acceleration a Is set to 0.8 [m / s ² ], and the rated speed V is set to 150 [m / min] (2.5 [m / s]). Acceleration time t _o, pressurized acceleration time t _a, door opening and closing time t _d, the factor F and acceleration distance S _a by door width, the value by the Japanese Elevator Association is the standard used.

  As described above, since the power consumption reduction effect theoretical value table A0 is theoretically calculated in the elevator group management system based on the elevator specifications and building specifications, the power consumption accurately depends on the elevator specifications and building specifications. A reduction effect can be set. Furthermore, since it is not necessary to perform simulations and calculations in advance, system design and development are facilitated.

  In addition, in order to simplify the table, the power consumption reduction effect theoretical value table of the present embodiment shows the power consumption reduction effect on the traffic demand of the departure ratio and the return ratio of the reference floor, but not limited thereto, Anything that shows the theoretical value of the power consumption reduction effect for each traffic demand may be used.

  FIG. 12 is a functional block diagram showing a detailed configuration of the energy saving priority calculation processing unit 6ab in FIG. The energy saving priority calculation processing unit 6ab sets the energy saving priority based on the theoretical value of the power consumption reduction effect.

The energy saving priority maximum value setting processing unit 21 sets the maximum value w _E of the energy saving priority and also sets the maximum value E _max of the power consumption reduction effect theoretical value.

The priority calculation unit 22 uses the w _E and E _max set by the energy saving priority maximum value setting processing unit 21 to calculate the energy saving priority w corresponding to the theoretical value E of the power consumption reduction effect by the equation (16). To do.

In the present embodiment, the _{w E} is 1.5, based on the maximum value _(E max) 21.8 power consumption reduction effect theoretical values shown in FIG. 11, takes a value in the range of 0 to 1.5 Energy saving priority is set for each traffic demand. Moreover, the calculation data correction | amendment process part 23 is the range of 0-1.5 in a regulation range, and a present Example, when the calculated energy saving priority takes a value outside the range of 0-1.5 for some reason. The calculated value of the energy saving priority is corrected so as to be within the value.

  FIG. 13 shows energy saving priority by traffic demand. The outline C0 of the energy saving priority is shown by patterns with different brightness levels of the power consumption reduction effect. The outline C0 of the energy saving priority indicates that the lighter the pattern, the greater the effect of reducing the power consumption, and the energy saving priority increases accordingly. That is, in this embodiment, the lighter the pattern, the closer the energy saving priority approaches the maximum value 1.5. Also, the darker the pattern, the closer the energy saving priority is to zero.

  The energy saving priority table C1 in FIG. 13 shows the energy saving priority that changes according to the reference floor departure ratio and the reference floor return ratio of the traffic demand according to the energy saving priority outline C0 as described above. Specifically, when it is predicted that the traffic demand has a high power consumption reduction effect, the energy saving priority increases, and when the traffic demand is predicted to have a low power consumption reduction effect, the energy saving priority decreases. .

  As described above, according to the present embodiment, the power consumption reduction effect for each traffic demand is calculated by theoretical calculation, and the power consumption is reduced by changing the weighting factor according to the predicted power consumption reduction effect. It is possible to automatically switch between driving and driving that reduces waiting time. That is, the group management system can automatically calculate the power consumption reduction effect by theoretical calculation without requiring a simulation, and the weighting coefficient can be changed according to the calculated reduction effect. Moreover, according to the present Example, the group management system which can reduce power consumption by operation management without impairing a user's convenience can be implement | achieved by switching the said each driving | operation automatically.

  In this embodiment, the traffic demand is represented by the reference floor return rate and the reference floor departure ratio. However, the present invention is not limited to this, and the traffic demand may be represented by simple traffic demands in the UP direction and DOWN direction.

  FIG. 14 is an overall configuration diagram of an elevator group management system according to the second embodiment of the present invention. Unlike the embodiment of FIG. 1, the present embodiment includes a building controller 7 that manages the operation of the entire building, and a building usage status determination processing unit 7a that operates in conjunction therewith. Other configurations are the same as those of the embodiment of FIG.

  As shown in FIG. 14, the building usage status determination processing unit 7 a is provided in the group management control system 6 and monitors the presence or absence of a power consumption peak signal received from the building controller 7. For example, the building controller 7 transmits a power consumption peak signal to the input / output management unit 6d in the group management control system 6 when it is predicted that the power consumption of the building will exceed a specified value. Here, the specified value indicates, for example, the amount of power contracted with an electric power company, the amount of consumed power determined by local governments in each region, and the like. When the building usage state determination processing unit 7a confirms that the power consumption peak signal has been received, the building usage state determination processing unit 7a preferentially performs the power consumption reduction operation, so that the maximum value of the energy saving priority is made larger than the normal maximum value. Thereby, the weighting for power consumption suppression is increased, and the operation for suppressing power consumption is preferentially executed.

  FIG. 15 shows a basic operation flow of the group management control system when the power consumption peak signal is received in the embodiment of FIG.

  In step ST01, it is monitored whether a power consumption peak signal is received from the building controller 7. If received, the process proceeds to step ST02. If not received, the process proceeds to step ST05.

  In step ST02, the current traffic flow mode is determined. If the traffic flow mode is “normal” or “quiet”, the process proceeds to step ST03, and otherwise, the process proceeds to step ST05.

  In step ST03, the maximum value of the energy saving priority is set to 2.5, and the setting for giving priority to the operation for reducing the power consumption is performed. After the setting is completed, the process proceeds to step ST04.

  In step ST04, the operation mode is set to the energy saving mode, and other settings related to operation management are switched to an operation that reduces power consumption. After the setting is completed, the basic operation flow ends.

  In step ST05, the maximum value of the energy saving priority is set to 1.5, which is the same as the normal setting. After the setting is completed, the process proceeds to step ST06.

  In step ST06, the operation mode is set to the normal operation mode, and the elevator operation is managed so as to reduce the waiting time of the user as usual. After the setting is completed, the basic operation flow ends.

  By attaching the building controller 7 that manages the operation of the entire building as described above, when the power consumption of the entire building reaches its peak, it is possible to minimize the decrease in convenience for the user and suppress the power consumption. A group management control system can be provided.

  Further, the power peak signal is not limited to that input from the building controller. For example, the group management control system 6 may be configured to perform the power saving operation when the building administrator manually sets the power saving operation by using an attached key switch or the like on the monitoring panel and receives a setting signal.

  In addition, this invention is not limited to each Example mentioned above, Various modifications are included. For example, each of the above-described embodiments has been described in detail in order to explain the present invention in an easy-to-understand manner, and is not necessarily limited to one having all the configurations described. Further, a part of the configuration of one embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of one embodiment. Furthermore, it is possible to add, delete, or replace other configurations for a part of the configuration of each embodiment.

  For example, on the outside of the operation management control system 6a or group management control system 6 shown in FIG. 1, the energy management priority, that is, the weighting coefficient is calculated by the above-described method by a computer or an individual control device, and the operation management control is performed. It may be stored in the system.

DESCRIPTION OF SYMBOLS 1 ... Platform call input part, 2 ... Input / output control system, 3 ... Unit control system,
4 ... Elevator, 5 ... Car, 6 ... Group management control system,
6a ... operation management control system, 6b ... learning system, 6c ... parameter setting processing unit,
6d ... Input / output management unit, 6aa ... Traffic calculation calculation processing unit, 6ab ... Energy saving priority calculation processing unit,
6ac ... traffic situation determination processing unit, 6ad ... energy saving priority determination processing unit,
6ae ... energy saving evaluation value calculation processing unit, 6af ... estimated arrival time calculation unit,
6ag: wait time evaluation calculation unit, 6ah: comprehensive evaluation value calculation unit,
6ai ... Elevator assignment determination processing unit,
7 ... Building controller, 7a ... Building usage status determination processing unit, 8 ... Counterweight,
11 ... Expected stop count calculation processing unit, 12 ... Half-round time calculation processing unit,
13 ... Traffic flow calculation processing unit according to direction, 14 ... Number of users calculation processing unit,
15 ... Power consumption loss reduction effect calculation processing unit, 16 ... Number of travel reduction effect calculation processing unit,
17 ... Power consumption reduction effect theoretical value calculation processing unit, 20 ... Prediction stop frequency table,
21 ... Energy-saving priority maximum value setting processing unit, 22 ... Priority calculation unit, 23 ... Calculation data correction unit,
30: Parameters for calculating the half-round time RTT, 40: Reference floor departure model,
41 ... Reference floor return model, 42 ... UP direction inter-floor movement model,
43 ... DOWN direction floor movement model, 50 ... UP direction component half-round time,
51 ... Half-round time of DOWN direction component, 60 ... Traffic calculation calculation number of users,
61 ... parameter number of passengers, 62 ... selection range of number of users,
70 ... Ideal power amount, 71 ... Actual power amount, 72 ... Power consumption loss, 73 ... Balance point,
80 ... Loss of power consumption, 81 ... Balance point, 82 ... Minimum number of users,
83: Maximum number of users, 84: Difference in power consumption loss,
90: Traffic calculation calculation number of users, 91: Parameter number of passengers,
92: Selection range of the number of users, 93: Number of users in the power consumption reduction operation method,
94: Number of users in the normal driving system,
A0 ... Power consumption reduction effect theoretical value table, C0 ... Overview of energy saving priority,
C1 ... Energy saving priority table according to traffic demand

Claims (12)

In an elevator group management system that evaluates power consumption and waiting time for a plurality of elevators and selects an elevator to which a call from a landing is assigned based on the evaluation,
A parameter setting processing unit for storing specifications of the building in which the plurality of elevators are installed and specifications of the plurality of elevators;
A traffic calculation calculation processing unit that calculates a power consumption reduction effect according to traffic demand based on the specifications of the building and the specifications of the plurality of elevators stored in the parameter setting processing unit;
Based on the power consumption reduction effect calculated by the traffic calculation calculation processing unit, a weighting factor calculation processing unit that calculates a weighting factor in power consumption evaluation according to the traffic demand;
A traffic situation determination processing unit for determining current traffic demand;
The weighting factor according to the current traffic demand based on the weighting factor according to the traffic demand calculated by the weighting factor calculation processing unit and the current traffic demand determined by the traffic situation determination processing unit A weighting factor determination processing unit for setting
An elevator group management system characterized by comprising:   2. The traffic calculation calculation processing unit according to claim 1, wherein the traffic calculation calculation processing unit calculates the traffic demand based on the specifications of the building and the specifications of the plurality of elevators stored in the parameter setting processing unit, and responds to the calculated traffic demand. And calculating the power consumption reduction effect.   The elevator group management system according to claim 2, wherein the traffic calculation calculation processing unit calculates the traffic demand by traffic calculation in consideration of movement of an elevator user between floors.   4. The elevator group management system according to claim 1, wherein the traffic calculation calculation processing unit calculates the power consumption reduction effect based on a boarding rate. 5.   5. The elevator group management system according to claim 1, wherein the traffic calculation calculation processing unit calculates the power consumption reduction effect based on the number of travels.   5. The elevator group management system according to claim 4, wherein a call from the landing is assigned to an elevator having the boarding rate having an effect of reducing the power consumption.   7. The learning system according to claim 1, further comprising a learning system that learns a traffic situation, wherein the traffic situation determination processing unit calculates the current traffic demand based on a learning result of the learning system. A featured elevator group management system.   The elevator group management system according to any one of claims 1 to 7, wherein the weighting factor calculation processing unit calculates the weighting factor according to a reference floor boarding rate and a reference floor return rate.   The power consumption reduction evaluation value according to any one of claims 1 to 8, wherein power consumption is evaluated based on a power consumption reduction evaluation value related to power consumption required for traveling of the plurality of elevators and the weighting factor, and the power consumption reduction evaluation value is normalized. Elevator group management system characterized by taking the measured value. In claims 1 to 9,
Furthermore, when the power consumption of the building in which the plurality of elevators are installed exceeds a predetermined value, a building usage status determination processing unit that increases the maximum value of the weighting factor calculated by the weighting factor calculation processing unit than normal. Elevator group management system characterized by comprising.   In Claim 10, if the said building usage condition judgment process part receives the power consumption peak signal which shows that the power consumption of the said building is estimated to exceed the said predetermined value from a building controller, the maximum of the said weighting coefficient will be carried out. An elevator group management system characterized in that the value is larger than usual. In an elevator group management method for evaluating power consumption and waiting time for a plurality of elevators, and selecting an elevator to which a call from a landing is assigned based on the evaluation,
Based on the specifications of the building where the plurality of elevators are installed and the specifications of the plurality of elevators, the power consumption reduction effect according to the traffic demand is calculated,
Based on the calculated power consumption reduction effect, a weighting factor in power consumption evaluation is calculated according to the traffic demand,
The elevator group management method characterized by setting the weighting factor according to the current traffic demand based on the calculated weighting factor according to the traffic demand and the current traffic demand.

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