JP2505645B2 - Elevator control device - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to an elevator control device, and more particularly to a multilayer elevator control device in which a plurality of cabs are connected.

[Prior Art] Conventionally, an elevator that operates by vertically connecting two cabs is called a double-deck elevator. Generally, a double-deck elevator operates an upper (or lower) car room for even-floor landing calls and a lower (or upper) car room for odd-floor landing calls. Is called double-deck driving). In addition, when traffic in the building is low, only the upper (or lower) car room is used to service landing calls, and the other car room is closed and the door is not used (this is called single deck operation). Is done. The above double-deck operation can be used in the same way as a general elevator for passengers going from even floors to even floors and from odd floors to odd floors, but passengers going from even floors to odd floors and from odd floors to even floors Passing passengers have to use the stairs to move up and down by one floor, which is inconvenient for passengers. Therefore, in general, semi-double operation is performed during times other than when traffic is very busy, such as when going to work.

In this semi-double operation, the stop floors of the upper car room and the lower car room are not divided into even and odd floors, and the upper car room and the lower car room can be stopped on any floor. While this semi-double operation has the advantage that passengers can use it like a general elevator with only one cab,
There is a problem that operating efficiency is lower than that of double-deck operation. Therefore, for example, as described in Japanese Patent Laid-Open No. 48-15244, when an up call is made, an up call is detected and responded in the lower cab, and when a down call is made, a down call is made. It operates by detecting and responding in the cab. Therefore, when landing calls in the same direction are continuous, it is possible to respond to two landing calls with one stop, and it is possible to prevent a decrease in operating efficiency.

[Problems to be Solved by the Invention] However, in the conventional double-deck operation or semi-double operation, passengers from a specific floor, such as the dining room floor in the latter half of lunch or the meeting room floor when the meeting is finished, are Nothing is taken into account for the very large number of cases. In other words, even when the hall is so crowded that one car room cannot be used, the conventional double-deck operation responds only in the determined car room. Therefore, the passengers who are left unloaded must press the hall button again to call another elevator after the fully occupied car room departs,
You will have to wait longer for that amount. Also, in the conventional semi-double operation, if the car room on the side that detects the hall call (the lower car room when operating in the up direction, the upper car room when operating in the down direction) is very crowded, ,
Similar to double-deck operation, unloaded passengers must press the landing button again to call another elevator after the full cab has left.

As described above, the conventional driving method has a problem of increasing the waiting time for passengers on the crowded floor. It should be noted that such a problem is common to not only the double-deck elevator but also an elevator in which three or more cabs are stacked (this is called a multi-layer car or a multi-layer elevator including a double-deck elevator). It was

The present invention has been made to solve the above problems, and an object of the present invention is to provide an elevator control device capable of improving the service for unpaid passengers on a crowded floor.

[Means for Solving the Problem] The elevator control device according to the present invention registers a hall call when a hall button provided in a hall is operated for a plurality of multi-layer cars that connect two or more cabs. Group that includes a hall call registration means that performs the above-mentioned hall call, an assigning means that selects and assigns a multi-layer car that should respond to the hall call, and a car control means that causes any one of the assigned multi-layer cars to respond to the hall call. In the managed elevator, a congestion detection means for detecting a landing with a large number of passengers is provided, and the car control means, with respect to the landing call of the crowded landing, is at the head in the direction of the landing call in the connected car room. It is configured such that the car room at the nearer side is made to respond and the car room at the farther side from the head is made to respond to the hall calls other than the crowded hall.

Also, an elevator control device according to another invention of the present invention is a hall call that registers a hall call when a hall button provided at a hall is operated for one multi-layer car that connects two or more cabs. In an elevator equipped with a registration means and a car control means for causing any of the car means of the multi-layer car to respond to the landing call, a congestion detection means for detecting a landing with many passengers, and the car control means, For the hall calls of the crowded halls, the one of the connected car rooms closer to the head in the direction of the hall calls is made to respond, and the hall calls other than the crowded halls are far from the head. It is configured to make the other cab respond.

Furthermore, the elevator control device according to the present invention or another invention of the present invention determines whether there is a passenger left unloaded when the cab departs for each hall, and determines that there is a high possibility that there is an unloaded passenger. Then, a determination means that operates,
When the determination means operates for the car room responding to the landing call of the crowded hall, it is configured to include a forced stop means for forcibly stopping the car room behind the car room at the crowded hall. It is a thing.

[Operation] In the present invention, when it is detected that the traffic from the specific floor is very large, the car room closer to the head in the same multi-layer car is made to respond to the hall call of this crowded hall. In addition, in the above-mentioned crowded hall, when it is predicted that there is a high possibility that there will be left-over passengers when the car room departs, the car room behind it is forcibly stopped.

[Embodiment] An embodiment of the present invention will be described in detail below with reference to FIGS. 1 to 7. In this embodiment, it is assumed that two double deck elevators are installed in a 12-story building.

FIG. 1 is an overall configuration diagram of an embodiment of the present invention (1U)
And (2U) are the upper cabs of Units 1 and 2, respectively.
(1L) and (2L) are the lower cabs of Units 1 and 2, respectively, (1a) to (12a) are the hall buttons on the 1st to 12th floors, and (9b) is the 9th floor (meeting room floor) A television camera installed in the elevator hall of (1), (9c) is a well-known waiting number detection device that processes the image of the television camera (9b) and detects the number of customers, (10) is a group management device, (11) And (12) are car control devices for the first and second machines controlled by the group management device (10). The group management device (10) and the car control devices (11) and (12) for the first and second machines are all configured by a micro computer.

(10A) is provided in the group management device (10), and is used to register hall calls (uplink calls and downcalls) by operating the hall buttons (1a) to (12a) provided on each floor, and to respond to the car room. Well-known hall call registration means for canceling the hall call and calculating the elapsed time after the hall call is registered, that is, the duration, (10B) also selects an elevator that responds to the hall call and assigns An assignment means (10c) for issuing a traffic congestion detection means (10c) is a congestion detection means for detecting a landing with a large number of passengers as a crowded landing, and is connected to the waiting passenger number detection device (9c). (10D) is a determination means that operates when each cab determines whether or not there is a passenger left unloaded when the cab leaves the hall, and (10E) is the above It is a forced stop means for forcibly stopping the car room behind the car room when the determination means (10D) operates in a crowded hall.

(11A) is a well-known landing call cancellation means that is provided in the car control device for Unit 1 and outputs a landing call cancellation signal for the landing calls on each floor, and (11B) is the same as the car call on each floor as the upper cab. Well-known car call registration means for registering each for the lower car room, (11C) is also a well-known arrival light control for controlling the lighting of arrival prediction lights (not shown) on each floor for the upper car room and the lower car room, respectively. Means, (11D)
Is a well-known operation direction control means for determining the operation direction of the multi-layer car, (11E) is a car call, and operation control means for controlling the running and stopping of the multi-layer car according to the allocation command, and is used for the landing call of the crowded hall. On the other hand, it detects and responds to the hall call assigned at the head car room in the direction of the hall call (upper car room when operating in the up direction, lower car room when operating in the down direction), and responds except for the crowded hall For the landing call of, the car call at the end of the car in the direction of the landing call (lower car room when operating in the up direction, upper car room when operating in the down direction) is detected and responded. . (11F) is a well-known door control means for controlling opening and closing of doors for the upper cab and the lower cab, respectively. The car control device (12) of the second car has the same structure as the car control device (11) of the first car.

Next, the operation of this embodiment will be described with reference to FIGS. FIG. 2 is a flowchart showing a group management program stored in the memory of the microcomputer constituting the group management device (10), FIG. 3 is a flowchart showing the congestion detection program, and FIG. FIG. 5 is a flow chart showing the stop program, and FIG. 5 is a flow chart showing the operation control program stored in the memory of the microcomputer constituting the car control device (11) of the first car.

First, the group management operation will be described with reference to FIG. Note that the processing of steps (31) to (38) is repeated periodically (for example, every 100 milliseconds).

The input program of step (31) in FIG. 2 is the landing button signal, the status signals from the car control devices (11) and (12) (the position of the car room, the direction of travel, the stop / running state, the open / closed state of the door, It is well known for inputting car load, car call, hall call cancellation signal, etc.).

The hall call registration program in step (32) corresponds to the hall call registration means (10A) shown in FIG. 1, and performs hall call registration / cancellation and lighting / extinguishing of hall button lights, and hall calls. Duration T (k) (k = 1, 2, ...
This is a well-known program that calculates 22). Where k
= 1, 2, ..., 11 represents the upstairs halls on the 1st floor, 2nd floor, ..., 11th floor, and k = 12, 13 ,.
...... Represents a down hall on the second floor. In this embodiment, the car room that detects the hall call differs depending on the operation direction and whether it is a crowded hall, but if either of the upper and lower car rooms arrives at the floor of the hall call, the registration of the hall call is canceled. .

When the newly registered hall call C is detected in step (33), an allocation evaluation value is calculated based on the estimated arrival time and the duration of the hall call in step (34), and step (35).
Determines the assigned car for hall call C. The allocation evaluation value calculation program of step (33) and step (34) and the allocation car selection program of step (35) correspond to the allocation means (10B) of FIG.

Conventionally, the predicted value of the time required for the car room to arrive at the hall (by direction) on each floor, that is, the estimated arrival time, is shown in, for example, Japanese Patent Publication No. Sho 54-20742. As for driving, the time required for traveling (= running time) is calculated from the distance between the car position and the target floor, and the time required for stopping (= stopping time) is calculated from the number of stops on the intermediate floor, and these times are calculated. Is calculated by adding. The same applies to double-deck elevators, and the estimated arrival time is calculated for each of the upper cab and lower cab. In addition, even if there is no car call on the floor, the other car room will stop if there is a car call or a hall call that should respond (the hall call is detected or the room is different depending on the operating direction and whether it is a crowded hall) The stop time must be calculated as. Various calculation methods have been conventionally proposed in order to improve the accuracy of the estimated arrival time, but since they are not directly related to the present invention, detailed description thereof will be omitted.

In the allocation evaluation value calculation program of step (34), the allocation evaluation values E1 and E2 when the new hall call C is allocated to each unit are calculated as follows.

First, the estimated arrival time of each car room is calculated. When the above new hall call C is tentatively assigned to Unit 1, the estimated arrival time for each hall in the upper and lower cabs of Unit 1 is A1U (k) (k = 1, 2, ..., 22). And A1L
(K) (k = 1, 2, ..., 22). The estimated arrival time A1 as the upper and lower cabs are connected
Between U (k) and A1L (k), the landing (k =
1,2, ..., 11) A1U (k + 1) = A1L (k), and A1U (k) in the down hall (k = 12, 13, ..., 22)
= A1L (k + 1) (however, A1L (23) = A1L (1)). Similarly, when the above new hall call C is tentatively assigned to Unit 2, the estimated arrival time for each hall in the upper and lower cabs of Unit 2 is A2U.
(K) (k = 1, 2, ..., 22) and A2L (k) (k =
1, 2, ..., 22). Furthermore, the above new hall call C
B1U (k) (k = 1,2, ..., 22) is the estimated arrival time for each landing in the upper and lower cabs of Unit 1 when neither is assigned to Unit 1 nor Unit 2. B1L
(K) (k = 1, 2, ..., 22) Estimated time of arrival for each of the upper and lower cabs of Unit 2
B2U (k) (k = 1, 2, ..., 22) and B2L (k) (k =
1, 2, ..., 22). Next, the above new hall call C
The calculation of the allocation evaluation value E1 when the is temporarily allocated to the first machine will be described. Estimated arrival time of each cab for each hall k (k = 1, 2, ..., 22) when a new hall call C is provisionally assigned to Unit 1 is A1U (k), A1L (k), B2.
Since it is U (k) and B2L (k), the predicted waiting time W1 (k) of the hall call k registered in the hall k is calculated by the following formula using these estimated arrival times.

W1 (k) = T (k) + {Estimated time of arrival at the hall k of the car room of the unit assigned to the hall call k} Note that the way of responding to the hall call, that is, the car room to be stopped is the upper car room or the lower room Whether it is a car room or not depends on the registration status of the car call at that time, the operation direction, whether it is a crowded landing, or the like, as described above. Here, the estimated arrival time of the cab of the assigned car that is scheduled to be stopped first is used. In addition, the predicted waiting time when the hall call is not registered is “0” seconds. Then, the predicted waiting time W1 (k) (k = 1, 2, ..., 22)
Based on the above, the allocation evaluation value E1 is calculated by the following formula.

E1 = W1 (1) + W1 (2) + ... + W1 (22) In this embodiment, the total estimated waiting time is used as the allocation evaluation value, but the calculation method of the allocation evaluation value is not limited to this. For example, as shown in Japanese Examined Patent Publication No. Sho 58-48464, various calculation methods are applied, such as the sum of squares of predicted waiting times as an assigned evaluation value, or the maximum predicted waiting time as an assigned evaluation value. You can Similarly, a new hall call C
Waiting time W2 (k) when the machine is temporarily assigned to Unit 2
The allocation evaluation value E2 is calculated based on (k = 1, 2, ..., 22).

When the calculation of the assigned evaluation values E1 and E2 is completed as described above,
In the assigned car selection program in the next step (35), select the smallest evaluation value among the above-mentioned allocation evaluation values E1 and E2,
An allocation command is set for the temporary allocation number corresponding to the minimum evaluation value.

When a new hall call is generated by the procedures (33) to (35) as described above, the optimal number is assigned to the hall call. When there is no new hall call generated in step (33) or after the new hall call is assigned, the processes of steps (36) to (38) are performed.

The congestion detection program in step (36) determines whether or not the ninth floor, which is the conference room floor, is crowded, and corresponds to the congestion detection means (10C) in FIG. This determination operation will be described with reference to FIG.

In step (61) of FIG. 3, when it is detected that an upward call for the ninth floor is registered, the process proceeds to step (62),
Further, when it is detected that the number of waiting customers P on the 9th floor, which is the output of the number of waiting passengers detecting device (9c), is equal to or greater than a predetermined value NO (for example, 15 people), it is determined that the 9th floor is congested and the step ( Proceed to 63) and set the 9th floor uphill landing as a "crowded landing". On the other hand, when the upward call on the 9th floor is not registered in step (61), or the number of waiting passengers P on the 9th floor in step (62)
Is less than the predetermined value NO, the process proceeds to step (64), and if there is no car room arriving on the 9th floor in the up direction, the setting of the "crowded landing" of the 9th floor upland is reset. . (If there is a car room that is arriving in the up direction on the 9th floor, leave the "crowded landing" setting until the car room is completely closed). Similarly, step (65) ~
In (68), the "crowded hall" is set and reset for the 9th floor down hall.

In this way, the traffic congestion situation on the 9th floor, which is the conference room floor, is determined, while the remaining product determination in step (37) in Fig. 2 is performed.
In the compulsory stop program, the presence / absence of passengers left behind in the "crowded hall" is detected and the operation for forcibly stopping the cab is performed. This operation will be described with reference to FIG.

In FIG. 4, (71) is a program consisting of steps (72) to (78), which detects the presence of unreserved passengers and sets a forced stop command when the 9th floor upland hall is a “crowded hall”. To do. First, in step (72), it is determined whether or not the 9th uphill landing is a "crowded landing". If the 9th floor ascent hall is a "crowded hall," proceed to step (73).
Here, it is detected whether the upper cab (1U) of Unit 1 is on the 9th floor and has just started to close the door in the upward direction. Immediately after the upper cab (1U) of Unit 1 starts closing the door, step (7
Proceed to 4) and determine whether there is a high possibility that there will be customers left unloaded by the car load L1U in the upper cab (1U) of Unit 1.
In other words, if the car load L1U is equal to or greater than the predetermined value LO (for example, 80%), it is determined that there is a high possibility that there are unconsumed customers. At this time, in step (75), the lower cab (1L) of Unit 1
A forced stop command (in this embodiment, a command for registering a car call on the 9th floor) is set for (the upper car room is at the top and the lower car room is at the rear of the car in the upward direction). Automatically registers the upcoming call for the floor and lights up the up button light. Similarly, in steps (76) to (78), 2
It is determined whether the upper cab (2U) of Unit No. has generated leftover passengers on the 9th floor, and if necessary, a forced stop command is set to the lower cab (2L) to call the 9th floor. Is automatically registered and the up button light is turned on.

(79) is a program for detecting the presence or absence of unloaded passengers and setting a forced stop command when the down hall on the 9th floor is a "crowded hall", and has the same configuration as the program (71).
Similarly in the program (79), when it is judged that there is a high possibility that uncarried passengers will be generated by the lower cab (1L) or (2L) in the down hall on the 9th floor, the upper cab (1U ) Or (2U), set the forced stop command. The steps (73), (74), (76) and (77) correspond to the judging means (10D) in FIG. 1, and the steps (75) and (78) correspond to the forced stopping means (10E) in FIG. ) Is equivalent to.

The assignment command and the forced stop command set as described above are sent to the car control devices (11) and (12) of the first and second cars by the output program of step (38) in FIG.

On the other hand, when the car control device (11) of Unit 1 receives a forced stop command, the car call registration means (11B) in FIG. 1 automatically makes a car call on the relevant floor of the car room corresponding to the forced stop command. Register. Further, the operation control means (11E) of FIG. 1 performs stop and departure determinations according to the car call and the assignment command. This stop determination operation will be described with reference to FIG.

In FIG. 5, first, in step (81), it is determined whether or not Unit 1 is traveling and it is time to stop the floor. When the condition for making the stop decision is satisfied, the process proceeds to step (82) or step (83), where each preceding car position floor (= virtual car that precedes the actual car room by the distance required for deceleration) It is determined whether the car signal of the upper car room or the lower car room is registered in the position signal indicating the position of the car room. If there is a car call on the preceding car position floor, stop is determined in step (88) and the deceleration operation is immediately started.

On the other hand, if the car call to be answered is not registered,
Proceed to step (84), where it is determined whether the direction in which each cab will service is an up direction or a down direction, and if the service is in the up direction, steps (85) to (88).
If the downlink service is provided, the steps (89) to (91) are performed.

First, the case of serving the uplink will be described. If neither the upper car room nor the lower car room in the preceding car position floor is in the "congestion hall," proceed from step (85) to step (86). When a landing call assigned to the preceding car position floor of the lower car room in the up direction is detected in step (86), the stop is determined in step (88). This is a normal stop determination operation in semi-double operation. If either the upper car room or the preceding car position of the lower car room is the "congestion landing hall", the preceding car position of the upper car room is the reverse of step (86) in step (87). Detects assigned hall calls by floor. Steps for servicing in the downstream direction (89) ~
The same applies to the processing of (91). In step (90), the normal stop decision operation in the semi-double operation by the upper cab side is performed, and in step (91), the stop decision operation for the "crowded landing" by the lower cab side is performed. To do.

In this way, the response operation to the hall calls in the crowded hall and the halls other than that is performed. Next, the response operation to the hall calls will be concretely described with reference to the examples shown in FIGS. 6 and 7.

In Figures 6 (a) and (b), Unit 1 is currently in operation, the upper cab (1U) is on the 3rd floor, and the lower cab (1L).
Is on the 2nd floor and is assigned the 5th floor upcall (5u) and the 9th floor upcall (9u). In this situation, assuming that Unit 1 is in semi-double operation, the lower cab (1L) responds to the 5th floor upcall (5u) as shown in Fig. 6 (a). In addition, the lower cab (1L) responds to the upcoming call (9u) on the 9th floor.

However, when the meeting is over and the 9th floor (meeting room floor) is crowded, the uphill landing on the 9th floor is determined to be a "crowded landing", and as shown in FIG. 6 (b). The lower car room (1L) responds to the up call (5u) on the 5th floor, while the first car room, that is, the upper car room (1U) responds to the up call (9u) on the 9th floor. Then, for the subsequent unstored customers on the 9th floor, the rear car room, that is, the lower car room (1L) is forcibly stopped and the unserved customers are serviced. In this way, the first car room is made to respond to the call of the crowded hall first, and the rear car room is ready for immediate rescue, and then the rear car room is stopped if necessary. There is.

In addition, in Figures 7 (a) and (b), Unit 1 is currently in operation, the upper cab (1U) is on the 12th floor, the lower cab (1L) is on the 11th floor, and the upcall on the 9th floor is called up. (9u) is assigned. In this situation, assuming that Unit 1 is operating in a semi-double operation, the lower car room (1L) will be in the up direction for the up call (9u) on the 9th floor, as shown in Fig. 7 (a). Reversing direction and responding.

However, when the meeting is over and the 9th floor (meeting room floor) is crowded, the uphill landing on the 9th floor is determined to be a "crowded landing", and as shown in FIG. The first car room, that is, the upper car room (1U) first responds to the up call (9u) on the floor, and then the rear car room, that is, the lower car room (1L) is forcibly stopped if necessary. Serve unshipped customers.

As is clear from the examples shown in FIGS. 6 and 7, according to this embodiment, the rear cab is ready for immediate rescue. It is possible to provide quick relief to unshipped customers,
As a result, the service of the entire building can be improved. Further, since the cab at the tail of the car is forcibly stopped even if there are leftover customers, it is possible to improve the service especially for leftover customers.

In the above embodiment, the group management elevator in which a plurality of double deck elevators are installed has been described.

FIG. 8 is a block diagram showing another embodiment of the present invention.
It is assumed that one double-deck elevator is installed in a one-story building. Incidentally, in FIG. 8, parts corresponding to those in FIG. 1 are designated by the same reference numerals, and detailed description thereof will be omitted.

In the figure, (11A ') is provided in the car control device (11),
Well-known hall call registration means for registering hall calls (uplink calls and downcalls) by operating hall buttons (1a) to (12a) provided on each floor, and canceling hall calls according to the response of the car room, ( 11G) is also a congestion detection means for detecting a landing with many passengers as a congestion landing, and corresponds to the congestion detection means (10C) in FIG. Similarly, (11H) is a judgment means that operates when it is judged that there is a passenger left unloaded when the cab leaves the boarding area for each landing, and it is highly likely that there are unshipped passengers. It corresponds to the determination means (10D).

(11J) is a forced stop means for forcibly stopping the cab behind the cab when the determination means operates in the crowded hall, and corresponds to the forced stop means (10E) in FIG.

Also in this embodiment, the congestion detection means (10G) is the third
It operates in the same manner as the congestion detection program (36) shown in the figure, and determines whether or not the ninth floor where the conference room is located is the congestion hall. Further, the operation control means (11E) operates in the same manner as the operation control program (11E) shown in FIG. 5, and responds to the landing call at the crowded landing by causing the head car room in the service direction to respond, thereby making the crowded landing The rear cab in the service direction responds to hall calls other than. Since there is only one elevator, it may be read as an assigned one in FIG. Furthermore, the judgment means (11H) and the forced stop means (11J) operate in the same way as the left-over load judgment / forced stop program (37) shown in FIG. 4, and there is a possibility that there will be left-over passengers at the crowded landing. If it is judged to be expensive, a car call for the crowded hall will be automatically registered in the car room behind it and forcibly stopped.

In this way, even if only one double-deck elevator is installed, it will be possible to immediately rescue the passengers in the cab at the tail of the car. Can be improved. In addition, since the cab at the tail of the car is forcibly stopped even if there are leftover passengers, it is possible to improve the service especially for leftover passengers.In each of the above embodiments, the double deck elevator was explained. However, also in the case of a multi-layer elevator having three or more cabs, the first cab will be made to respond first, and if it is judged that there is a high possibility that there will be left-over customers, then the second from the top. Forcibly stop the cab and if it is judged that there is a high possibility that there will be more customers left unloaded, the third cab from the top will be forcibly stopped, and so on. Just let me respond. If it is inconvenient to make the first car room respond, such as the first car room is already full, the car room closest to the first car room should be prioritized by responding in order from the second car room from the first car room. Obviously, it is enough to make them respond. It is also clear that if the rear cab that is forcibly stopped is given priority to the cab that is as close to the front as possible, the service for the unpaid passengers will be improved.

Further, in each of the above-described embodiments, the case where the semi-double operation is performed has been described, but it is clear that the invention can be applied to the case of the single-deck operation and the double-deck operation. That is, only specific car rooms may be made to respond to the hall calls other than the "crowded hall", and the first car rooms may be made to respond to the hall calls of the "crowded hall" in order.

Further, in each of the above-described embodiments, a device for detecting the number of waiting customers or the degree of congestion by image-processing the image of the television camera is used as the number of waiting customers detecting device, but the number of waiting customers and the degree of congestion are detected by using infrared rays or ultrasonic waves. It may be detected.

Furthermore, in each of the above embodiments, the landing place where the output value of the number of waiting passengers detecting device for detecting the number of waiting passengers or the degree of congestion of the landing exceeds the predetermined value is determined as the crowded landing. Is not limited to this. For example, a measuring means is provided for measuring the number of passengers (or an amount equivalent thereto) boarded from the hall every time the car room departs, and the hall where the output of the car room exceeds a predetermined value is detected as a crowded hall. Can also be determined. In this case, a device for detecting the car load corresponding to the number of passengers by subtracting the minimum value of the car load during a stop from the car load at the time of departure of the car room, for example, using a weighing device provided on the floor of the car room Alternatively, a device for detecting the number of passengers may be provided by a bidirectional traffic volume measuring device using infrared rays, which is attached to the upper part of the entrance of the car room. Also, instead of detecting whether or not the car is in a crowded landing every time the car room departs, the car 1
A method of detecting the average number of passengers per vehicle for each of the above-mentioned halls, and determining a hall where the average number of passengers exceeds a predetermined value as a crowded hall, or the total number of passengers from the above-mentioned hall in the past predetermined period to the above hall A method of detecting each of the passengers, and determining a hall where the total number of passengers exceeds a predetermined value as a crowded hall,
Furthermore, the total number of passengers from the above-mentioned landing in the past predetermined period is detected, and the total number of passengers in the corresponding predetermined period on different days in the past is weighted as smaller as the total number of passengers on the older days and averaged. The method of detecting the average total number of passengers for each of the above halls and determining the hall where the average total number of passengers exceeds a predetermined value as a crowded hall can be easily used.

Further, in each of the above-mentioned embodiments, when the car load when the car room leaves the crowded landing is equal to or higher than a predetermined value, it is determined that there is a high possibility that there will be customers left unloaded, but the determination means is operated. The method of determining the possibility of having a customer is not limited to this. For example, if the waiting passenger number detection device provided on the hall side detects one person when the car room departs, it is easy to determine that there is a customer left unloaded.

Further, in each of the above embodiments, the means for automatically registering the car call was used as the forced stop means for stopping the rear car room at the crowded landing, but the means for forcibly stopping the rear car room is It is not limited to this. For example, when it is judged that there is a high possibility that there are unloaded passengers and the judgment means operates, the hall call of the crowded hall is automatically registered and the allocation command is set again and the rear cab responds to this. You may do it.

[Effects of the Invention] As described above, according to the present invention, a hall call that registers a hall call when a hall button provided in a hall and a plurality of multi-layer cars that connect two or more cabs are operated. Registration means,
In a group management elevator equipped with an allocation means for selecting and allocating a multi-layer car to respond to the hall call and a car control means for making one of the assigned car rooms of the multi-layer car respond to the hall call, The car control means is provided with a congestion detection means for detecting a large number of halls, and the car control means responds to a hall call of the crowded hall by a car room closer to the head in the direction of the hall calls among the connected car rooms. In addition, since the car room farther from the top is made to respond to hall calls other than the above-mentioned crowded hall, even if there are leftover passengers on the congested floor, quick rescue can be provided by the rear cabin. The effect of being able to improve the service to the above-mentioned unsold customers is exhibited.

According to another invention of the present invention, a hall call registration means for registering a hall call when a hall button provided at a hall is operated for one multi-layer car connecting two or more cabs,
In an elevator comprising car control means for causing any of the car means of the multi-layer car to respond to the hall call,
The car control means is provided with a congestion detection means for detecting a landing with a large number of passengers, and the car control means responds to a landing call for the crowded landing,
Of the connected car rooms, the car room closest to the head in the direction of the hall call is made to respond, and the car rooms far from the head are made to respond to hall calls other than the above crowded hall. Therefore, in this case as well, even if there are uncrowded customers on the congested floor, it is possible to promptly rescue the passengers by the rear cab and improve the service to the uncrowded customers.

Further, according to the present invention or another invention of the present invention, it is operated when it is judged that there is a passenger left unloaded at the time of departure of the cab and it is highly likely that there is an unloaded passenger. When the determination means and the determination means operate with respect to the cab responding to the hall call of the crowded hall,
Since the car room behind the car room is equipped with a forcible stop means for forcibly stopping at the crowded landing, it is possible to provide prompt service when there are leftover customers on the crowded floor, while expecting Contrary to this, when there are no customers left over, there is an effect that it is possible to prevent a decrease in operational efficiency because the operation is not stopped.

[Brief description of drawings]

1 to 7 are views showing an embodiment of the present invention, FIG. 1 is an overall configuration diagram, FIG. 2 is a flow chart showing a group management program, and FIG. 3 is a flow chart showing a congestion detection program thereof. , FIG. 4 is a flow chart showing the residual load determination / forced stop program, FIG. 5 is a flow chart showing an operation control program of each unit control program, and FIGS. 6 and 7 show examples of hall call response operations. FIG. 8 is an overall configuration diagram showing another embodiment of the present invention. In the figure, (10A) is a hall call registration means, (10B) is an allocation means, (10C) is a congestion detection means, (10E) is a forced stop means,
(11) and (12) are car control devices. In the drawings, the same reference numerals indicate the same or corresponding parts.

Claims (3)

(57) [Claims] 1. A hall call registration means for registering a hall call when a hall button provided at a hall is operated for a plurality of multi-layer cars connecting two or more cabs, and to respond to the hall call. Congestion detection to detect a landing with a large number of passengers in a group management elevator equipped with an allocation means for selecting and allocating a multi-layer car and a car control means for making one of the allocated car rooms of the multi-layer car respond to the hall call The car control means responds to the landing call of the crowded hall by causing the car room of the connected car room closer to the head in the direction of the landing call to respond, and An elevator control device characterized by making the car room farther from the front respond to a hall call. 2. A multi-layer car in which two or more cabs are connected, a hall call registration means for registering a hall call when a hall button provided in the hall is operated, and one of the multi-layer cars. In an elevator equipped with a car control means for causing a car room to respond to the landing call, a congestion detection means for detecting a landing with a large number of passengers is provided, and the car control means responds to the landing call for the crowded landing, Among the connected car rooms, the car room closer to the head in the direction of the hall call is made to respond, and the car room far from the head is made to respond to the hall calls other than the above crowded hall. Elevator control device. 3. When the car room departs, it is determined whether or not there are unloaded passengers for each hall, and it is determined that it is highly possible that there are unladen passengers. A forced stop means for forcibly stopping the car room rearward of the car room at the crowded landing when the determination means operates for the car room that has responded. The elevator control device according to item (2).