JP2017114661A - Elevator group management system and car operation control method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an elevator group management system which is configured to reduce consumed power of an elevator while suppressing waiting time in an elevator car from getting longer.SOLUTION: An elevator group management system 1 comprises: a first car 61 of a first elevator 6 which shuttles between a transit floor and a lobby floor; first car control means 64 that controls shuttling of the first car individually; first group management control means 65 that group-manages the first car control means; second cars 41 and 51 of second elevators 4 and 5 which run between the transit floor and an upper floor or a lower floor; second car control means 44 and 54 which individually control running of the second car; and second group management control means 45 and 55 that group-manage the second car control means and can communicate with the first group-management control means. The second group-management control means acquires getting-off information about the second car from the second car control means, and the frist group-management control means permits or holds a request for permitting the first car control means of the first car stopping at the transit floor to depart, on the basis of the getting-off information acquired from the second group-management control means.SELECTED DRAWING: Figure 7

Description

  The present invention relates to an elevator group management system and a car operation control method for controlling the operation of a shuttle elevator that can be connected from a local elevator on a connection floor.

  In recent years, in skyscrapers, there has been proposed an elevator system capable of connecting a shuttle elevator and a local elevator in order to increase passenger transportation efficiency of the elevator and reduce the occupied area (see, for example, Patent Document 1). The shuttle elevator shuttles the car between the main lobby floor and the transit floor of the skyscraper. Further, the car can be moved from the connecting floor to the lower floor or the upper floor by transferring to a local elevator that can stop at each floor.

JP 2012-218908 A

  A large capacity car is generally used for the above-described shuttle elevator. For this reason, there is a problem that electric power is wasted because a large car must be moved even at night when there is only a small number of people.

  As a countermeasure, a so-called “departure control system” that controls the departure interval of the shuttle elevator car is known. In this departure control system, power consumption is reduced by reducing the number of operations per hour, but there may be a long waiting time in the car even though there are no other users.

  An object of the present invention is to provide an elevator group management system and a car operation control method that reduce power consumption of an elevator while suppressing the occurrence of a long waiting time in a car.

The elevator group management system according to the present invention is:
One or more first cars of the first elevator that shuttles between the transfer floor and the lobby floor,
First car control means for controlling the operation of the first car,
First group management control means for group management of the first car control means;
One or a plurality of second elevators of the second elevator operating the transit floor and its upper floor or lower floor,
Second car control means for controlling the operation of the second car,
Group management of the second car control means, second group management control means capable of communicating with the first group management control means,
With
The second group management control means generates the second car getting-off information based on the operation information of the second car acquired from the second car control means,
The first group management control means is based on the getting-off information obtained from the second group management control means for a departure permission request of the first car control means of the first car that is stopped at the transit floor. Permit or hold.

The getting-off information of the second car includes an expected getting-off start time of the second car,
The first group management control means determines the departure permission request of the first car control means based on the getting-off information of the second car and the estimated transit time for transferring from the second car to the first car. Permit or hold.

The second car control means can acquire passenger information related to the number of passengers in the second car or the total load in the second car,
The getting-off information of the second car may include passenger information of the second car.

The first group management control means is based on the passenger information of the second car and the load of the first car,
If it is determined that the passenger in the second car can transfer to the first car, the request for permission to leave the first car control means is suspended,
If it is determined that passengers in the second car cannot connect to the first car, a request for permission for departure from the first car control means may be permitted.

The first group management control means can control the first car control means in a plurality of operation modes,
In the operation mode,
An operation mode for permitting or holding a departure permission request of the first car control means based on the getting-off information acquired from the second group management control means;
An operation mode for permitting a departure permission request of the first car control means without being based on the getting-off information acquired from the second group management control means;
May be included.

The car operation control method according to the present invention operates such that one or more first cars of a first elevator that shuttles between a transfer floor and a lobby floor, and the transfer floor and its upper floor or lower floor can be stopped at each floor. A group management control method for one or more second cars of the second elevator,
Obtaining alighting information for the second car;
Allowing or deferring the departure of the first car that is stopped at the transit floor based on the getting-off information of the second car;
Is included.

  According to the present invention, based on the second car disembarkation information, the first car passenger waiting for the first car can be waited by allowing or holding a departure permission request for the descent operation of the first car stopped on the transit floor. The use of the first car by a small number of people can be suppressed while suppressing the power consumption, and the power consumption can be reduced.

  In other words, in the operation situation where there are few users such as at night, the departure permission request for the first car can be put on hold, so the passengers from the second elevator arriving at the connecting floors Since the same car of the 1st elevator can be boarded collectively, power consumption can be reduced.

FIG. 1 is a layout diagram of elevators in a skyscraper to which an elevator group management system according to an embodiment of the present invention is applied. FIG. 2 is a plan view showing a landing floor on the transfer floor. FIG. 3 is a diagram showing an overview of an elevator group management system according to an embodiment of the present invention. FIG. 4 is a functional block diagram of a middle-high-rise local elevator according to one embodiment of the present invention. FIG. 5 is a functional block diagram of the shuttle elevator according to the embodiment of the present invention. FIG. 6 is a diagram showing an example of the boarding information table according to the embodiment of the present invention. FIG. 7 is a flowchart showing departure permission determination processing of the shuttle elevator group management system according to the embodiment of the present invention.

  An elevator group management system and a car operation control method of the group management system according to an embodiment of the present invention will be described with reference to the drawings.

  In the present embodiment, the first elevator is referred to as the shuttle elevator 6, and the first car, the first car control means, and the first group management control means related thereto are the cars 61A to 61D and the car control means 64A, respectively. ˜64D, corresponding to the group management control means 65. Further, the second elevator is referred to as a middle-high-rise local elevator 4 and / or a high-rise local elevator 5, and the second car, the second car control means, and the second group management control means related thereto are the cars 41A to 41D and / or 51A. To 51D, car control means 44A to 44D and / or 54A to 54D, and group management control means 45 and / or 55.

  FIG. 1 is a layout diagram of elevators 2 to 6 in a skyscraper to which an elevator group management system 1 according to an embodiment of the present invention is applied. In FIG. 1, the diagonal lines and cross lines of each fence are service floors where the elevator cars 2 to 6 can respectively stop, and the cross lines indicate the main lobby floor and the sky lobby floor. In this embodiment, the elevator is composed of a low-rise local elevator 2, a middle-low-rise local elevator 3, a middle-to-high-rise local elevator 4, a high-rise local elevator 5, and a shuttle elevator 6. Each elevator 2-6 has four cars. Yes.

  As shown in FIG. 1, the elevators 2 to 6 share the service floor between the main lobby floor and the top floor of the building. The local elevators 2 to 5 provide services by dividing the building into a low-rise bank, a mid-low-rise bank, a mid-high rise bank, and a high-rise bank. The shuttle elevator 6 operates a shuttle between the main lobby floor and the sky lobby floor which is a transit floor. That is, the shuttle elevator 6 shuttles between the main lobby floor and the sky lobby floor without stopping on the floor between the main lobby floor and the sky lobby floor.

  In the present embodiment, the local elevators 2 and 3 do not service the Sky Lobby floor, which is a transit floor, and cannot be connected to the local elevators 4 and 5 and the shuttle elevator 6 on the Sky Lobby floor. Yes.

  As shown in FIG. 2, the Sky Lobby floor, which is a transit floor, is a service floor of the middle and high-rise local elevator 4 and the high-rise local elevator 5 (second elevator) and a service floor of the shuttle elevator 6 (first elevator). Yes, the user can transfer to the elevators 4-6. The passengers of the elevators 4 to 6 can move to the intended local elevators 4 and 5 or the shuttle elevator 6 after getting off, moving along the direction indicated by the arrows in the figure.

  As an example of the assumed building, there is a configuration in which the lower floors (lower floors, middle and lower floors) from the Sky Lobby floor are commercial facility floors, and the upper floors (middle and upper floors, upper floors) from the Sky Lobby floor are office floors. it can. And when a user goes from the main lobby floor to the destination floor, board the shuttle elevator 6 on the main lobby floor, move to the sky lobby floor, and transfer to the middle / high-rise elevator 4 or the upper floor elevator 5 depending on the destination floor. Good. Of course, the structure of a building is not limited to this embodiment.

  And in this invention, the information (getting-off information) regarding the passenger who gets off from the local elevators 4 and 5 and transfers to the shuttle elevator 6 is acquired, and based on the getting-off information, permission or suspension of the departure permission request of the shuttle elevator 6 is obtained. It is characterized by judging.

  An embodiment of an elevator group management system 1 to which the present invention can be applied will be described with reference to FIGS. FIG. 3 is a diagram showing an overview of the elevator group management system 1. FIG. 4 is a functional block diagram of the middle / high-rise local elevator 4. FIG. 5 is a functional block diagram of the shuttle elevator 6.

  The elevator group management system 1 includes elevator group management systems 40, 50, 60, etc. for operating the elevators 2-6, and is configured to be communicably connected. That is, the low-rise local elevator 2 is a low-rise local elevator group management system, the mid-low-rise local elevator 3 is a mid-low-rise local elevator group management system, the mid-high rise local elevator 4 is a mid-high rise local elevator group management system 40, and the high-rise local elevator 5 is The high-rise local elevator group management system 50 and the shuttle elevator 6 are controlled by the shuttle elevator group management system 60 so that group management is possible. In addition, since the low-rise local elevator group management system and the middle / low-rise local elevator group management system cannot be connected to the shuttle elevator 6 as described above, illustration and description thereof are omitted.

  The middle and high-rise local elevator group management system 40 manages the operation of four elevators (the cars 41A to 41D in FIGS. 2 and 4) as one car group in order to guide the passengers to the destination floor on the middle and high floors.

  The high-rise local elevator group management system 50 manages the operation of four elevators (the cars 51A to 51D in FIG. 2) as one car group in order to guide users to the destination floor on the high-rise floor.

  In addition, the shuttle elevator group management system 60 operates four elevators (the cars 61A to 61D in FIGS. 2 and 5) as one car group in order to guide users to the destination floor on the main lobby floor and the sky lobby floor. to manage.

  Each elevator group management system 40, 50, 60 can be connected to a dedicated LAN, for example, and can communicate with each other.

  Hereinafter, each elevator group management system 40, 50, 60 will be described.

  As shown in FIG. 3, each elevator group management system 40, 50, 60 includes car control means 44A-44D for controlling the cars 41A-41D, 51A-51D, 61A-61D of the elevators 4, 5, 6; 54A-54D (second car control means), 64A-64D (first car control means), and group management control means 45, 55 (second group management control means), 65 ( First group management control means).

  The group management control means 45 is communicably connected to the car control means 44A to 44D, the group management control means 55 is connected to the car control means 54A to 54D, and the group management control means 65 is communicably connected to the car control means 64A to 64D.

  Each car control means and group management control means can be configured by using, for example, a computer device including a CPU, ROM, RAM, an input / output interface, and the like. Stores and executes various programs required for

  One embodiment of a more detailed configuration of the middle-high-rise local elevator group management system 40 is shown in FIG. In FIG. 4, the configurations of the car control means 44 </ b> A to 44 </ b> D and the cars 41 </ b> A to 41 </ b> D and the hall call reception device 42 installed at the hall are shown for only one car and the hall, and the description thereof is omitted. Other cars and landings can have the same configuration.

  As shown in the figure, the middle / high-rise local elevator group management system 40 includes a hall call reception device 42, a car call reception device 43A, car control means 44A to 44D, and a group management control means 45.

  The hall call reception device 42 is disposed at each hall on the middle and high floors, and includes a hall call button 71 and a communication control unit 72. The hall call button 71 receives an input of a passenger hall call in the vertical direction. The hall call button 71 may be a destination floor registration device. The accepted hall call information is transmitted from the communication control unit 72 to the group management control means 45 together with the device identification ID. The device identification ID is unique identification information given to each device. The communication control unit 72 controls data communication with the group management control unit 45.

  The car call receiving device 43A is disposed in the car 41A and includes a car call button 75. The car call button 75 includes a plurality of buttons on which floor numbers are displayed, and receives an input of a car call to be a destination floor (a destination floor) of a passenger. The accepted car call is received by the car control means 44A and transmitted to the group management control means 45 together with the information on the destination floor and the car information (car No. 1) of the car 41A.

  The car control means 44 </ b> A includes a car control unit 76 and a communication control unit 77. The car control unit 76 controls operations such as raising / lowering the car 41 </ b> A and opening / closing the door based on the car call information and the allocation information received from the group management control unit 45. In addition, the car control unit 76 transmits information on the car 41 A such as a car call to the group management control means 45. The communication control unit 77 controls data communication with the group management control unit 45.

  The group management control means 45 is provided in a machine room or the like, and comprehensively manages the operation of the cars 41A to 41D. The group management control means 45 includes an allocation control unit 81, an allocation information storage unit 82, a getting-off information generation unit 83, and a communication control unit 84.

  The allocation control unit 81 acquires the current operation information of the cars 41A to 41D, and performs control such as allocating unassigned hall calls to the cars 41A to 41D. Also, the allocation control unit 81 stores and manages allocation information regarding each call that has already been allocated to each of the cars 41A to 41D in the allocation information storage unit 82. The communication control unit 84 controls data communication with the hall call reception device 42, the car control means 44 </ b> A to 44 </ b> D, and the group management control means 65.

  The getting-off information generating unit 83 is based on the operation information of each of the cars 41A to 41D received from the car control means 44A to 44D, the assignment information in the assignment information storage unit 82, and the like, and information on getting off the cars 41A to 41D (described below). Generate). The generated getting-off information is transmitted to the group management control means 65 of the shuttle elevator group management system 60.

  “Get off information” is information about passengers who will get off from the middle and high-rise local elevator 4 and transfer to the shuttle elevator 6. The getting-off information includes the expected getting-off start time when the car information and the cars 41A to 41D arrive at the sky lobby floor, which is a transit floor, and the doors are opened to start getting off. The getting-off information includes passenger information described below.

  The “passenger information” is information relating to passengers in the cars 41A to 41D. More specifically, the cars 41A to 41D depart from the upper floor than the sky lobby floor, and finally the sky lobby floor. At least information about passengers getting off at. Passenger information is, for example, the number of passengers in the cars 41A to 41D moving from the last stop floor before arrival to the sky lobby floor to the sky lobby floor or the total load in the car.

  In the present invention, the departure permission of the cars 61A to 61D of the shuttle elevator 6 which will be described later is adopted or the getting-off information including the passenger information is used for the reservation, the cars 61A to 61D hold the departure even though there is no transit passenger. This is to avoid the inconvenience that even if the departure of the cars 61A to 61D is suspended, there are many transit passengers, so that it is not possible to get on the waiting car.

  As shown in FIG. 4, the passenger information itself can be acquired by placing a load sensor 78 under the floor of the car 41A and measuring the total load of the passenger in the car 41A. The number of passengers can be calculated by dividing the total load in the car measured by the average weight of the passengers. Of course, the method for acquiring passenger information is not limited to the above. For example, the number of passengers may be determined by image processing of an in-car image.

  If there are facilities available to the user on the Sky Lobby floor, such as restaurants and toilets, not all passengers who get off from the middle-high-rise elevator 4 will transfer to the shuttle elevator 6, In the form, the high-rise elevator 5 can also be used on the sky lobby floor. Therefore, it is also possible to set a passenger connection rate using the middle-to-high-rise elevator 4 in advance and use it for calculating passenger information.

  The getting-off information of each of the cars 41A to 41D generated by the getting-off information generating unit 83 is transmitted to the group management control means 65 of the shuttle elevator 6 through the communication control unit 84, and as described later with reference to FIG. A table is created and updated.

  The timing at which the getting-off information is transmitted from the getting-off information generating unit 83 can be the timing at which the cars 41A to 41D of the middle floor elevator 4 depart from the last stop floor before arrival at the sky lobby floor. Moreover, it is good also as the timing which the cars 41A-41D started the deceleration to the sky lobby floor, and it is good also as the timing which stopped on the sky lobby floor, or the door completion completion. Of course, the getting-off information may be transmitted constantly or at predetermined time intervals.

  The group management system 50 of the high-rise elevator 5 can also have the same configuration as that of the middle-to-high rise elevator group management system 40, and the description and illustration thereof are omitted here, but each car 51A of the high-rise elevator 5 is similar to the above. ˜51D disembarkation information is transmitted to the group management control means 65 of the shuttle elevator 6.

  Next, the group management system 60 of the shuttle elevator 6 will be described. In the following description, like the middle / high-rise local elevator group management system 40, only one car is illustrated and described, and the description of the other cars is omitted. As for the hall, only the sky lobby floor, which is the transit floor, will be described, and the description of the main lobby floor will be omitted.

  As shown in FIG. 5, the shuttle elevator group management system 60 includes a sky lobby floor hall call reception device 62A, a main lobby floor hall call reception device 62B, a car call reception device 63A, car control means 64A to 64D, and group management control. Means 65 are provided.

  The hall call accepting device 62A is disposed at the hall on the Sky Lobby floor, and includes a hall call button 91 and a communication control unit 92. The hall call button 91 receives an input of a passenger hall call. Since the shuttle elevator 6 operates on the main lobby floor and the sky lobby floor, the hall call button 91 can be configured with only a hall call button that goes to the main lobby floor. The accepted hall call information is transmitted from the communication control unit 92 to the group management control means 65 together with the device identification ID. The communication control unit 92 controls data communication with the group management control unit 65.

  The hall call reception device 62B is disposed on the main lobby floor and has the same configuration as the hall call reception device 62A. By operating the hall call button 91 of the hall call receiving device 62B, the hall call information is transmitted from the communication control unit 92 to the group management control means 65 together with the device identification ID.

  The car call accepting device 63A is disposed in the car 61A and includes a car call button 95. The car call button 95 can be two buttons on which the floor numbers of the main lobby floor and the sky lobby floor are displayed, and accepts an input of a car call serving as a passenger's destination floor. The accepted car call is received by the car control means 64A and transmitted to the group management control means 65 together with the information on the destination floor, the car information (car No. 1) of the car 61A, and the device identification ID.

  The car control means 64A includes a car control unit 96 and a communication control unit 97. The car control unit 96 controls operations such as raising / lowering the car 61A and opening / closing the door based on the car call information and the allocation information received from the group management control means 65. Further, the car control unit 96 transmits information on the car 61A such as a car call to the group management control means 65. The communication control unit 97 controls data communication with the group management control unit 65.

  The car 61A is provided with sensors for measuring information on passengers in the car 61A, that is, the number of passengers and the total load. For example, the sensor is a load sensor 98 under the floor of the car 61A, measures the total load of passengers in the car 61A, and transmits the measurement result to the car control means 64A. The car control unit 64 </ b> A transmits the measurement result to the group management control unit 65. The cars 61B to 61D have the same configuration. This measurement result is used not only for detecting the maximum load of the car 61A in normal operation, but in the present invention, whether the passengers from the local elevators 4 and 5 get on the car 61A. When judging, it is used for judging whether or not the passenger can get on the car 61A in relation to the passenger already in the car 61A. In addition, a sensor is not limited above, For example, you may determine the number of passengers by the image processing of the image in a cage | basket | car.

  The group management control means 65 is provided in a machine room or the like, and comprehensively manages the operation of the cars 61A to 61D. The group management control means 65 includes an allocation control unit 101, an allocation information storage unit 102, a boarding information generation unit 103, a boarding information storage unit 104, a communication control unit 105, a permission determination unit 106, and a mode control unit 107.

  The allocation control unit 101 obtains the current operation information of the cars 61A to 61D and performs control such as allocating unassigned hall calls to the cars 61A to 61D. Also, the allocation control unit 101 stores and manages allocation information for each call that has already been allocated to each of the cars 61A to 61D in the allocation information storage unit 102. The communication control unit 105 controls data communication with the hall call reception device 62, the car control means 64A to 64D, and the group management control means 45 and 55.

  The boarding information generation unit 103 generates the boarding information table shown in FIG. 6 based on the getting-off information from the middle / high-rise elevator group management system 40 and the high-rise elevator group management system 50, and stores and manages it in the boarding information storage unit 104.

  The boarding information is information related to passengers who get off from the elevators 4 and 5 on the sky lobby floor and transfer to the shuttle elevator 6. As described above, the boarding information includes the getting-off information from the middle and high-rise elevator group management system 40 and the high-rise elevator group management system 50. Based on this, a boarding information table (FIG. 6) is generated. Then, the boarding information table is referred to in order to determine whether to permit or hold a departure permission request for the descent service for the cars 61A to 61D of the shuttle elevator 6 stopped on the sky lobby floor.

  In the boarding information table, as shown in FIG. 6, the getting-off information of each car is registered for each bank of the local elevators 4 and 5. As the getting-off information, the expected number of passengers who are passenger information of each unit and the expected transit passenger arrival time can be mentioned.

  The expected number of passengers getting off from each of the elevators of the local elevators 4 and 5 is as described above. The predicted transit arrival time is an estimated time until a passenger getting off from the local elevators 4 and 5 gets on the shuttle elevator 6. The expected transit passenger arrival time is the sum of the expected departure start time when the cars 41A to 41D and 51A to 51D arrive at the sky lobby floor and the expected transit travel time of each car (for example, 15 seconds). Can do. The expected getting-off start time can be acquired from the group management control means 45 and 55 of the local elevators 4 and 5. Further, the expected transit passenger travel time may be stored in advance in the boarding information storage unit 104 as setting data and added to the expected getting-off start time.

  The boarding information generation unit 103 updates the boarding information table every time it gets out of the boarding information including passenger information from the group management control means 45 and 55. In addition, the boarding information generation unit 103 subtracts the expected transit passenger arrival time as time passes. When the estimated transit passenger arrival time reaches zero seconds, the corresponding expected number of passengers getting off is also reset to zero.

  Based on the boarding information table, the permission determination unit 106 determines whether to allow departure in the descending direction of the cars 61A to 61D that are stopped on the sky lobby floor or to hold the departure. The departure permission or departure hold determination is performed at the timing when the departure permission request is received from the car control means 64A to 64D of the cars 61A to 61D stopped on the sky lobby floor. In the case of departure suspension, for example, the corresponding cars 61A to 61D that are stopped on the sky lobby floor are made to stand by in a door open state. The upper limit of the holding time is a preset time (for example, 20 seconds). The longer the holding time, the higher the power consumption reduction effect due to the operation of the cars 61A to 61D, but the waiting time for passengers already in the cars 61A to 61D becomes longer. On the other hand, when the holding time is short, the waiting time for the connecting passenger is shortened, but the number of times of operation of the cars 61A to 61D is increased, and the power consumption reduction effect is lowered.

  In addition to the above, the permission determination unit 106 may adopt the allowable number of persons as to whether or not a passenger can get on the cars 61A to 61D stopped on the sky lobby floor for the determination of the departure permission or the departure suspension. it can. The allowable number of persons is the number of persons who can permit the boarding of the determination target car, and can be set to a fixed value (for example, the capacity of the car or 50% of the maximum load capacity) in advance. The allowable number of persons is the total number or total weight of the current number of passengers in the cars 61A to 61D to be determined and the expected number of passengers in the boarding information table. That is, the total number of the current number of passengers in the cars 61A to 61D requesting the departure permission and the number of passengers connecting from the local elevators 4 and 5 (the expected number of passengers getting off) is the allowable number of persons in the car. If it exceeds the limit, even if the transit passenger arrives at the car on which the shuttle elevator 6 is on hold, there is a possibility that the car cannot be boarded. For this reason, when it exceeds the allowable number of persons, the permission determination unit 106 may start the descent operation so as to permit the departure quickly without putting the car on hold.

  The mode control unit 107 determines whether or not to perform departure permission or departure hold determination of the cars 61A to 61D by the permission determination unit 106, that is, whether to perform power saving operation, by switching the operation mode. Specifically, the power saving operation is performed by switching to the “power saving operation mode” during a preset time period such as nighttime when there are few users, and the normal operation is performed during other time periods. Even in the “power saving operation mode”, if a peak of traffic demand with many transit passengers is detected, priority must be given to transportation efficiency. In this case, the mode control unit 107 switches the operation mode to the “peak operation mode” so that the power saving operation is not performed even in the “power saving operation mode” time zone.

  Specifically, the shuttle elevator group management system 60 can be operated in at least two operation modes of a power saving operation mode and a peak operation mode, and when the mode control unit 107 determines that it is in the power saving operation mode, As described above, the departure permission request of the car control means 64A to 64D is permitted or suspended based on the getting-off information of the local elevators 4 and 5. On the other hand, when it is determined that the peak operation mode is set, the departure permission request is permitted without being based on the getting-off information of the local elevators 4 and 5.

  Although this power saving operation mode illustrates nighttime, it can be set for a preset time zone during the day, a holiday with little use of the building, or the like. Further, switching between the power saving operation mode and the peak operation mode may be performed based on signal input from the outside or automatic traffic flow detection of the group management systems 40, 50, 60.

  Next, the car operation control method of the present invention will be described. In addition, the description is abbreviate | omitted about the part which performs the same operation control as the past.

  To the group management system 60 of the shuttle elevator 6, the getting-off information is transmitted from the getting-off information generating unit 83 of the middle / high-rise elevator 4 and the getting-off information generating unit of the high-rise elevator 5. As the getting-off information to be transmitted, in the following embodiment, the expected number of passengers who are passenger information of each of the cars 41A to 41D and 51A to 51D and the expected transit passenger arrival time are used. Then, the group management control means 65 of the shuttle elevator 6 sequentially receives the expected number of passengers getting off and the expected transit passenger arrival time from the local elevators 4 and 5, and the boarding information generating unit 103 receives the boarding information as shown in FIG. A table is created and stored in the boarding information storage unit 104.

  FIG. 7 is a flowchart of a process for determining permission or suspension of the departure permission request of the shuttle elevator group management system 60. This process can be periodically executed by the group management control means 65 at a predetermined cycle.

  In a state where any of the cars 61A to 61D of the shuttle elevator 6 is stopped on the sky lobby floor, the car call reception device 63A of the shuttle elevator 6 or the main lobby floor for the car (hereinafter referred to as the car 61A). Is operated to determine whether or not the group management control means 65 has received a departure permission request for the car 61A (step S10).

  When the departure permission request has not been received (NO in step S10), the group management control means 65 ends this process. On the other hand, when the departure permission request is received (YES in step S10), the processes after step S11 are performed.

  In the process of step S11, the mode control unit 107 determines whether or not the shuttle elevator 6 is in the power saving operation mode. When not in the power saving operation mode (NO in step S11), the group management control means 65 transmits the departure permission for the descent operation to the car control means 64A (step S17), and ends the process. Thereby, the car control means 64A immediately starts the descent operation of the car 61A.

  On the other hand, when in the power saving operation mode (YES in step S11), the mode control unit 107 determines whether or not it is in the peak operation mode (step S12). When it is the peak operation mode (YES in step S12), the group management control means 65 permits the departure of the descent operation (step S17) and ends the process. On the other hand, when it is not the peak operation mode (NO in step S12), the permission determination unit 106 refers to the boarding information table (FIG. 6) created by the boarding information generation unit 103 and stored in the boarding information storage unit 104. Then, it is determined whether or not the estimated transit arrival time of each car of the local elevators 4 and 5 is within the holding time (step S13).

  When the permission determination unit 106 determines that the transit passenger arrival time is not within the holding time (NO in step S13), the group management control means 65 permits the departure of the descent service (step S17) and performs the process. finish. On the other hand, if it is within the holding time (YES in step S13), the permission determination unit 106 determines that the total number of people in the boarding information table and the number of people in the current car 61A measured by the load sensor 98 is acceptable. It is determined whether the number is equal to or less than the number of persons (step S14).

  If the total number of people in the car 61A is not less than the allowable number (NO in step S14), even if a passenger arrives, there is a possibility that the car 61A cannot be boarded. The departure is permitted (step S17), and the process is terminated. On the other hand, if the number is less than the allowable number (YES in step S14), the group management control means 65 permits the departure of the descent service (step S17) when the holding time has elapsed (YES in step S15). Exit. If the holding time has not elapsed (NO in step S15), the departure of the car 61A is put on hold (step S16), and the process is terminated. For example, if there is no transit passenger expected to board within the holding time due to the passage of time thereafter, the departure permission of the descent service is given before the holding time elapses (step S17), and the process is terminated. .

  As described above, based on the information of getting off the cars 41A to 41D and 51A to 51D of the local elevators 4 and 5, a request for permission to depart from the cars 61A to 61D of the shuttle elevator 6 stopped on the connecting floor is issued. Permitted or held. When it is predicted that there is no transit passenger, the departure of the shuttle elevator is not reserved, so that it is possible to suppress the long wait of passengers of the shuttle elevator 6. In addition, by deferring the shuttle elevator 6 from the car, the use of the shuttle elevator 6 by a small number of people can be suppressed, and the amount of power consumption can be reduced.

  In the present invention, since it is possible to hold the departure permission request for the car of the shuttle elevator 6 during the power saving operation mode with few users such as at night, the local elevator 4 arriving at the connecting floor with the flaps. , 5 can be put together in the same car, reducing the amount of power consumption and suppressing waiting time for passengers.

  The above description is for explaining the present invention, and should not be construed as limiting the invention described in the claims or limiting the scope thereof. Further, the configuration of each part of the present invention is not limited to the above-described embodiment, and various modifications can be made within the technical scope described in the claims.

  For example, in the above-described embodiment, the permission and suspension of the departure permission request for the descent operation of the shuttle elevator 6 are determined using the estimated transit arrival time, the expected number of passengers getting off, and the number of passengers in the shuttle elevator 6 car. The departure permission request may be suspended when it is determined that there is at least a transit passenger to the shuttle elevator 6.

  Moreover, in the said embodiment, although the holding time of the descent | fall operation of the shuttle elevator 6 is made into the fixed value, for example, the number of the expected passengers of the local elevators 4 and 5 and the current number of passengers in the car of the shuttle elevator 6 that requested the departure permission It is good also as variable according to. In this case, the holding time may be shortened as the expected number of passengers or the number of passengers increases.

  Furthermore, in the above-described embodiment, the car call accepting device that accepts the input of the destination floor is arranged in the car. However, a destination floor registration device that accepts the input of the destination floor may be arranged at the landing. In this case, the car call acceptance device can be omitted.

DESCRIPTION OF SYMBOLS 1 Elevator group management system 4 Middle / high-rise local elevator 5 High-rise local elevator 6 Shuttle elevator 40 Middle / high-rise local elevator group management system 41A-41D Car 44A-44D Car control means 45 Group management control means 50 High-rise local elevator group management system 51A-51D Car 54A ˜54D car control means 55 group management control means 60 shuttle elevator group management systems 61A to 61D car 64A to 64D car control means 65 group management control means 83 disembarkation information generation part 103 boarding information generation part 106 permission judgment part 107 mode control part

Claims (6)

One or more first cars of the first elevator that shuttles between the transfer floor and the lobby floor,
First car control means for controlling the operation of the first car,
First group management control means for group management of the first car control means;
One or a plurality of second elevators of the second elevator operating the transit floor and its upper floor or lower floor,
Second car control means for controlling the operation of the second car,
Group management of the second car control means, second group management control means capable of communicating with the first group management control means,
With
The second group management control means generates the second car getting-off information based on the operation information of the second car acquired from the second car control means,
The first group management control means is based on the getting-off information obtained from the second group management control means for a departure permission request of the first car control means of the first car that is stopped at the transit floor. Allow or hold
Elevator group management system. The getting-off information of the second car includes an expected getting-off start time of the second car,
The first group management control means determines the departure permission request of the first car control means based on the getting-off information of the second car and the estimated transit time for transferring from the second car to the first car. Allow or hold,
The elevator group management system according to claim 1. The second car control means can acquire passenger information related to the number of passengers in the second car or the total load in the second car,
The getting-off information of the second car includes passenger information of the second car.
The elevator group management system according to claim 1 or 2. The first group management control means is based on the passenger information of the second car and the load of the first car,
If it is determined that the passenger in the second car can transfer to the first car, the request for permission to leave the first car control means is suspended,
When it is determined that the passenger of the second car cannot be connected to the first car, the departure permission request of the first car control means is permitted.
The elevator group management system according to claim 3. The first group management control means can control the first car control means in a plurality of operation modes,
In the operation mode,
An operation mode for permitting or holding a departure permission request of the first car control means based on the getting-off information acquired from the second group management control means;
An operation mode for permitting a departure permission request of the first car control means without being based on the getting-off information acquired from the second group management control means;
Including,
The elevator group management system according to any one of claims 1 to 4. One or more first cars of the first elevator that shuttles between the connecting floor and the lobby floor, and one or more of the second elevator that operates the connecting floor and its upper floor or lower floor so that each floor can be stopped. A group management control method for two cars,
Obtaining alighting information for the second car;
Allowing or deferring the departure of the first car that is stopped at the transit floor based on the getting-off information of the second car;
Including a car navigation control method.

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