JP4567553B2 - Elevator group management system and control method thereof - Google Patents

Description

  The present invention relates to an elevator group management system that performs overall control of a plurality of elevator cars as a group, and a control method therefor.

  The elevator group management system provides a more efficient operation service to the user by handling a plurality of elevator cars as one group. Specifically, multiple elevator cars (usually 3 to 8) are managed as a group, and when a hall call occurs on a certain floor, select the optimal car from this group. Then, a hall call is assigned to the car and control is performed.

  The current group management system is based on allocation control by an allocation evaluation function based on the predicted waiting time. This is to minimize the waiting time by calculating the estimated waiting time of the hall call (new hall call and unserviced hall call) that each car has when a new hall call occurs. The hall call is assigned to the car or the car with the smallest maximum waiting time. This control is a basic method adopted in the group management control of each elevator maker, but has the following two problems.

  1) The optimal car allocation for a hall call that has already occurred, and the effect of future calls is not taken into account.

  2) Since the estimated waiting time is used as an index and assigned to a car, the arrangement relationship of each car is not considered.

  In order to solve the problem of the allocation method based on the predicted waiting time, various control methods have been proposed so far. The basic concept can be summarized as a control concept in which each elevator car is operated at regular intervals in time. If the elevator cars are not evenly arranged, that is, if the time interval between cars is long, and if a new hall call occurs during that time, the call is likely to have a long waiting time. Therefore, if each car can be arranged at equal intervals in time, it is possible to suppress long waiting. The following is a list of conventional control methods for the purpose of equidistant temporal arrangement.

1) Equal interval priority zone control (Patent Document 1)
2) Equal interval priority zone and suppression zone control (Patent Document 2)
In each of the above two methods, a priority zone and a suppression zone are set for each car in the service floor, and if a newly generated hall call is in the priority zone, it is easy to assign, and if it is in the suppression zone, it is difficult to assign The assignment evaluation value is manipulated as follows. Thereby, it aims at the space | interval of each cage | basket | car approaching a time equal interval.

3) Allocation evaluation control that incorporates time equidistant state as an index (Patent Document 3)
Predict the placement of each car at the previous time and predict the time interval of each car at that time. An allocation limit evaluation value is calculated from the predicted car interval, and the allocation is controlled so that the car is not allocated to some floor areas. As a result, the aim is to make the intervals of the cars approach the same time interval.

4) Assignment method by position evaluation value (Patent Document 4)
In this system, a position evaluation value is calculated for each car so that the arrangement of each car is not biased, and an assignment to a hall call is determined by an assignment evaluation value that takes this position evaluation value into consideration. This position evaluation value is calculated based on the relationship between the absolute position of the own machine when a hall call occurs and the average value of the absolute positions of other cars. This method is also aimed at equalizing the arrangement of each car.

JP-A-1-226676 (Overall) JP-A-7-117941 (Overall) Japanese Patent Publication No. 7-72059 (Overall) JP 2000-118890 A (Overall)

  The above-described conventional technique is not a fundamental solution for equalizing the arrangement of each car and equalizing time intervals. The main reason for this is that there is a limit to allocation alone. Each method evaluates the time equivalence in the allocation of cars to hall calls, but in the case of allocation, the occurrence of hall calls is random in terms of position and time, and the choices of cars to be allocated are limited. Therefore, it is difficult to control as you think. For example, when two elevator cars are approaching each other, if a hall call is generated on a floor between the two cars, the cars can be separated by assigning them to the elevator car on the subsequent side. However, the hall call does not always occur conveniently in terms of position and time. The occurrence of a hall call is a human movement request, and it can be said that it cannot be predicted. Therefore, there is a limit to controlling only the generation of hall calls.

  Therefore, an object of the present invention is to more appropriately realize time equidistant control of each car in order to solve such a problem of the prior art.

  In one aspect of the present invention, in an elevator group management system that manages a plurality of elevators that service a plurality of floors, for each elevator, a target route that represents a target position of the elevator after the current time is created, and after the current time A predicted route corresponding to the target route is created by predicting the position of each elevator at. Then, the elevator operation speed, stop time, or stop position of the standby elevator is adjusted so that the predicted route approaches the target route.

  In another aspect, the present invention assigns the generated hall calls to the elevators so that the position of each elevator after the present time is predicted and equalizes the intervals between the elevators, and also equalizes the intervals between the elevators. As described above, the operation speed, stop time, or stop position of the standby elevator other than the allocation is adjusted.

  According to another aspect of the present invention, for each elevator, a target route representing a target position of each elevator with respect to a time within a predetermined time after the current time is created, and a position of each elevator with respect to a time within a predetermined time after the current time is determined. A prediction route corresponding to the target route is created by prediction. Then, the generated hall call is assigned to the elevator so that the predicted route approaches the target route. During a period when there is no unassigned hall call, adjustment of the elevator operation speed, stop time, or standby elevator stop position other than the assignment is executed so that the predicted route approaches the target route.

  In a preferred embodiment of the present invention, the means for adjusting the operation speed of the elevator comprises means for adjusting the car speed or acceleration, and the means for adjusting the stop time of the elevator includes the opening / closing speed of the elevator door, the opening of the door. Means for adjusting the time or the door opening / closing selection of the waiting elevator.

  According to a preferred embodiment of the present invention, it is possible to control a plurality of elevators so as to approach the time equidistant state more reliably and finely, and to reduce the waiting time of the user.

  Other objects and features of the present invention will become apparent from the following description of embodiments.

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

  FIG. 1 is a control functional block diagram of an elevator group management system according to a first embodiment of the present invention. The group management system includes a group management control device 10, individual control devices 11A to 11C for each elevator device, and elevator devices 12A to 12C. Each elevator apparatus 12A-12C is put together as one group, and the group management control apparatus 10 supervises and manages this group. Specifically, information on each elevator device, for example, information such as position, direction, speed, hall call, car call, number of passengers, etc. is sent via the individual control devices 11A to 11C. To be collected. And based on these information, the group management control apparatus 10 produces the operation instruction | command of an appropriate elevator, sends instruction | command to each individual control apparatus 11A-11C, and controls operation | movement of each elevator apparatus 12A-12C. .

  Hereinafter, the details of the group management control device 10 that constitutes a main part of the present invention will be described.

  In the group management control device 10, information collected from each individual control device 11 </ b> A to 11 </ b> C is stored in the information collection unit 1. Information included in the information collection unit 1 includes information on each elevator device, information on calls assigned to each elevator, information on traffic flow of the building, and the like. The information of each elevator device includes the position, direction, speed, acceleration, call of a hall, call of a car that is generated, the number of passengers in the car, the state of an elevator door, and the like. In addition, the information related to the call assigned to each elevator includes a duration time from the time of occurrence of each hall call, a predicted waiting time, and the like. Furthermore, the information regarding the traffic flow of the building includes the current traffic flow pattern of the building, the average stop probability of each floor, the average stop time of each floor, or an OD (Origin-Destination) matrix. Using the information of the information collection unit 1, the predicted route creation unit 3 creates a predicted route, which will be described later. To put it simply, the predicted route is a predicted future route (trajectory) on the time axis of each elevator car. Further, the target route creation unit 2 creates a target route, which will be described later, using the information of the information collection unit 1 and the predicted route. In short, the target route is a route (trajectory) that is a target on the time axis of each elevator car. Here, the target route is basically a route that leads to an equally spaced state in time. Details of target route creation will be described later. The route deviation evaluation unit 4 calculates the deviation between the target route and the predicted route. Here, the deviation of the route represents an index that is quantitatively evaluated with the degree of deviation between the routes as a deviation. A specific example of the target route and the predicted route is shown in FIG. 2, but each is represented as a line on the time axis. Therefore, the area surrounded by the two lines is an index representing the deviation between the routes.

  The route adjustment operation setting unit 5 sets various route adjustment units in the route adjustment unit 6 other than the allocation and the adjustment amount (adjustment parameter amount). The route adjustment operation set by the route adjustment operation setting unit 5 affects the shape of the predicted route. Rather, the route adjustment operation setting unit 5 adjusts the predicted route in order to make the predicted route in a more appropriate form (state). Therefore, when a route adjustment operation is set by the route adjustment operation setting unit 5, a predicted route (becomes an adjusted predicted route) is newly created by the predicted route creation unit 3. The deviation between the target route and the predicted route is also evaluated by the route deviation evaluation unit 4 for the adjusted predicted route newly created. The route adjustment operation is performed in a plurality of ways by changing the adjustment means and the adjustment amount described later, but may be performed only once or may not be performed at all. Therefore, the route deviation evaluation value corresponding to each of a plurality of adjustment operation cases is calculated. The adjustment operation case that generates the adjusted predicted route that has the smallest deviation evaluation value, in other words, the closest to the target route, is selected as the route adjustment means that is actually implemented.

  The route adjustment means unit 6 other than the assignment is a set of specific route adjustment means that can adjust the predicted route by operation control other than the hall call assignment control. In this embodiment, as route adjusting means, 1) car speed adjustment, 2) car acceleration adjustment, 3) door opening / closing speed adjustment, 4) door opening time adjustment, 5) selection of door opening / closing state during standby, 6) closing There are 7 types available: button valid / invalid selection and 7) standby position adjustment. These seven adjustment operations can be broadly classified into three categories: a) adjustment of the car speed, b) adjustment of the stop time, and c) adjustment of the stop position. B) Car speed adjustment includes 1) Car speed adjustment, 2) Car acceleration adjustment, b) Stop time adjustment, 3) Door opening / closing speed adjustment, 4) Door opening time adjustment, 5) Selection of the open / closed state of the waiting door, 6) Close button valid / invalid selection belongs. Further, c) adjustment of the stop position includes 7) standby position adjustment. In particular, a) adjustment of the operation speed of the car and b) adjustment of the stop time have a large effect of adjusting the predicted route, and b) adjustment of the operation speed adjusts the inclination of the predicted route, and b) the stop time. In this adjustment, the stop time width of the predicted route is adjusted as it is.

  The operation condition determination unit 9 of the operation unit determines which route adjustment unit in the route adjustment unit 6 is applicable based on the information of the information collection unit 1. Further, the upper limit value, the lower limit value, and the like of the adjustment amount of each adjustment means are defined here based on the above information. For example, when the number of passengers in the car is zero or a small number, it is possible to apply adjustment of the driving speed of the car (particularly, adjustment of reducing the speed). The aim is to suppress as much as possible the effect of degrading serviceability by slowing down the speed. Further, in a situation where the use frequency of the elevator is high (during congestion, etc.), it may be possible to make the door opening / closing speed adjustment inapplicable in order to ensure safety.

  The route adjustment operation determination unit 7 compares the route deviation evaluation values for a plurality of route adjustment operation cases (each case has different adjustment means and adjustment amounts) set in the route adjustment operation setting unit 5 to obtain the most deviation evaluation. A case with a small value is selected as a case for actual operation. Here, the smallest deviation evaluation value means that the adjusted predicted route is closest to the target route. Therefore, by selecting such adjustment means, it becomes possible to make the predicted route asymptotic to the target route. For example, there are two adjustment operation cases where the car speed is adjusted 10% slower than the rated speed (adjustment amount) and 30% slower than the rated speed by the car speed adjusting means, and the route deviation evaluation value is smaller in the latter case The latter case is selected that is 30% slower.

  The route adjustment command unit 8 transmits a control command to the individual control devices 11A to 11C of each elevator apparatus in order to actually implement the route adjustment means selected by the route adjustment operation determination unit 7. As a result, each of the individual control devices 11A to 11C performs an adjustment operation according to the control command. For example, a control command for slowing the speed of the elevator car of No. 2 by 30% from the rated speed is sent to control No. 2 to follow the target route.

  FIG. 2 is a control operation example diagram of the elevator group management system according to the first embodiment of the present invention. In particular, as a route adjustment operation, an operation example in the case of adjusting the operation speed of an elevator car, for example, 1) adjusting the car speed is shown. In the figure, in order to avoid complexity, the number of elevator cars that are group-managed is two and the floor is the fifth floor. First, a description will be given with reference to FIG. 2A showing a state before the route adjustment operation. The diagram on the left side of FIG. 2A represents the current position and direction of the car in a ring representation. The ring expression is an expression method in which each floor is divided into two upper and lower directions as shown in the figure, and the elevator car makes one turn and draws a ring. From the figure, at the present time, the first machine 101 is in the rising state on the first floor, and the second machine 102 is in the rising state on the third floor. In the diagram on the right side of FIG. 2, the horizontal axis represents the time axis starting from the current point, and the vertical axis represents the position (floor). Since the horizontal axis is the time axis, the right represents the future from the start point (current time). The position and direction of each elevator car at the present time are the same as the positions in the ring representation in the left figure. The solid line trace drawn from each elevator car is the predicted route. The predicted route of Unit 1 is a solid locus 103, and the predicted route of Unit 2 is a solid locus 104. These predicted routes are created by the predicted route creation unit 3 in FIG. Looking at the two predicted routes, it can be seen that they are too close together and are in a so-called dump truck. For this reason, for example, if a hall call is newly generated at a time away from two predicted routes (time * floor), the arrival time up to that time becomes long and a long wait occurs. In order to avoid this, it is desirable to operate each elevator car at equal intervals in time. In this example, it is necessary to further delay the phase of the expected route of the first car. Therefore, the target route for the first car should be set as indicated by a one-dot chain line 105. The target route 105 is created by the target route creation unit 2 in FIG.

  The route adjustment operation setting unit 5 and the route adjustment operation determination unit 7 in FIG. 1 select an adjustment unit so that the predicted route 103 is brought close to the target route 105 of the first car in FIG. An example of the adjustment result is shown in the right diagram of FIG. Here, the case where 1) car speed adjustment is used as the route adjustment means is shown. A solid line 103A on the right side of FIG. 2B represents the predicted route after adjustment using the car speed adjustment means. This is because the route adjustment operation setting unit 5 in FIG. 1 selects the car speed adjustment means, sets the adjustment amount to 40% of the rated delay, and creates the adjusted predicted route again in the predicted route creation unit 3. It is in a state of reworking. The adjusted predicted route 103A after the adjustment has a gentler slope than the predicted route 103 in FIG. 10A, indicating that the traveling speed of the car has become slower. As a result, the target route 105 of the first car can be substantially matched with the predicted route 103A, and the route deviation evaluation value is also very small. Therefore, the route adjustment operation determination unit 7 in FIG. 1 is also likely to select this adjustment means, that is, a method of delaying the car speed by 40% of the rating. As a result, the actual car trajectory of the first car is likely to be the adjusted predicted route 103A, so that the first car and the second car are guided and controlled to be in operation at equal intervals in time. become.

  FIG. 3 is a control operation diagram (part 2) of the elevator group management system according to the first embodiment of the present invention. In this example, as route adjusting means, (b) adjustment of an elevator car stop time, for example, (3) adjustment of door opening / closing speed, (4) adjustment of door opening time, and the like are shown. In FIG. 3, the same elements as those in FIG. 3A is exactly the same as FIG. 2A, and the description thereof is omitted. The difference from FIG. 2 is that the adjustment operation of the predicted route is adjusting the stop time of the elevator, and the result is shown in the shape of the predicted route 103B in FIG. 3B. Specifically, the adjusted predicted route 103B in FIG. 3B has an extended stop time compared to the predicted route 103 in FIG. 3A (before adjustment). As a result, the predicted route 103 </ b> B in FIG. 3B has a route stop time width extending in the time axis direction and approaches the target route 105. In the predicted route 103B, since the car speed is not adjusted, the inclination of the route is the same as that of the predicted route 103 before adjustment.

  As described above with reference to FIGS. 2 and 3, in order to bring the predicted route closer to the target route, a) a method of adjusting the operation speed (adjustment of the inclination of the route) and b) a method of adjusting the stop time (stop) There are two methods of adjusting the time width. And about each concrete measure (means), there exist 1) -2) and 3) -6) mentioned above. For example, if the door opening / closing speed is slowed or the door opening time (the time from when the door is opened until it is automatically closed) is extended, the stop time becomes longer. Moreover, if the open / close state of the door of the standby elevator is selected in advance to the opening side, the stop time can be shortened by the time for opening the door. Further, if the elevator door close button is selected to be invalid, the stop time becomes longer because the elevator cannot be started until the door is automatically closed.

  In addition to the methods a) and b) listed above, the shape of the predicted route can also be adjusted by directly adjusting the position of the standby elevator. Since the priority is given to the service in the elevator in service, the position cannot be adjusted arbitrarily. However, in the case of the standby elevator, since the service is not handled, the standby position can be adjusted arbitrarily. .

  Next, target route creation processing will be described with reference to FIGS. This process is executed in the target route creation unit 2 in FIG. First, a process for creating a target route will be described with reference to FIG.

  FIG. 4 is a flowchart for creating a target route according to an embodiment of the present invention. In the graph A01, the horizontal axis represents the time axis and the vertical axis represents the position. The axis A02 represents the current time, and the axis A03 represents the adjustment reference time axis. The area between the axis A02 representing the current time and the adjustment reference time axis A03 is named an adjustment area (details will be described later). The target route creation process is as follows.

  First, 1) A predicted route for each car is created (ST1). Next, 2) the time position of each elevator car on the adjustment reference time axis A03 is calculated (ST2). Here, the time position means not a position measured by distance but a position measured by time. Here, based on the predicted route, the car position after a predetermined time (which corresponds to the time of the adjustment reference time axis) is predicted, and processing for obtaining this position by the temporal position is performed. 3) Based on the time position of each car, an adjustment amount of each car position is calculated so as to be equally spaced in time (ST3). In other words, here, a process of calculating an adjustment amount of a position for achieving a time equidistant state from a time position of each car after a predetermined time is performed. Finally, 4) according to the calculated adjustment amount, the grid of the prediction route (the description of the grid will be described later) is adjusted in the adjustment area. The resulting route becomes the target route (ST4).

  FIG. 5 is a graph illustrating the specific contents of the processing described in FIG. FIG. 5A shows the predicted route created by the predicted route creation process (ST1) of FIG. Here, the group management is for three elevators, and the building is for a building on the 10th floor. In the graph of FIG. 5A, the horizontal axis represents the time axis and the vertical axis represents the position, as in FIG. The axis C050 represents the current time axis, the axis C02A represents the adjustment reference time axis, and the area sandwiched between the two axes represents the adjustment area.

  At present, the first car C010 is down on the eighth floor, the second car C020 is down on the third floor, and the third car C030 is down on the fourth floor. The predicted route of Unit 1 is a solid locus C011, the predicted route of Unit 2 is a one-dot chain track C021, and the predicted route of Unit 3 is a broken track C031. If the process of FIG. 4 is followed, next, the time position of each cage | basket | car in an adjustment reference | standard time axis will be calculated from an estimated route (ST2 of FIG. 4). In FIG. 5 (A), the position of each car can be found by looking at the intersection of the predicted route of each car, the adjustment reference time axis, and the like. For example, it can be seen that the first car is located between the fourth floor and the third floor from the intersection of the predicted route C011 of the first car and the adjustment reference time axis C040, and the direction is downward. The temporal position can be calculated, for example, by the time required to start from the first floor and reach this position. If the temporal position can be calculated, an adjustment amount for obtaining the next equal time interval is obtained (ST3 in FIG. 4). When the positions that are equally spaced in time are obtained from the positions of the cars on the adjustment reference time axis C040 in FIG. 5A, a black circle on the adjustment reference time axis C040 is obtained. For example, the first car is a position where the black circles C01A are equally spaced in time, the second car is a position where the black circles C02A are equal in time, and the third car is a position where the black circles C03A are equally spaced in time. The difference between the position at equal time intervals and the position of each car on the adjustment reference time axis is the adjustment amount. According to this adjustment amount, the target route is created by adjusting the grid of the predicted route in the adjustment area (ST4 in FIG. 4). This result is the target route shown in FIG. Specifically, in FIG. 5B, the target route of Unit 1 is a solid line C011N, the target route of Unit 2 is a one-dot chain line C021N, and the target route of Unit 3 is a broken line C031N. With respect to the predicted route of each car in FIG. 5A, the grid in the adjustment area is adjusted according to the adjustment amount so as to pass through points (black circles) at positions that are equally spaced in time. Here, the grid indicates the direction reversal point of each route. By moving this grid to the left and right, the phase of the prediction route is adjusted, and it is possible to pass through the coordinate points (time * position) of black circles that are positions at regular intervals. In fact, in FIG. 5B, the grid of the predicted route of FIG. 5A is adjusted, and the route of each car passes through the coordinate points (C01A to C03A) of black circles at regular intervals. From the adjustment reference time axis, it can be seen that each route is in an equally spaced state.

  The above is the method for creating the target route. The features of the target route shown in FIG. 5B are summarized as follows. 1) Up to the adjustment area, the trajectory of each car is a trajectory in a transient state that leads to a temporally equidistant state. 2) From the adjustment area, the trajectory of each car is in an equally spaced state. That is, the time intervals of the routes of each car are uniform. Therefore, the target route shown here serves as a guide for guiding the trajectory of each car so that it is in a time equidistant state after a predetermined time from the current car position. By executing the route adjustment operation described with reference to FIG. 1 so as to approach the target route of the guide role, it becomes possible to bring the actual route closer to the target route and lead to a temporally equidistant state. .

  FIG. 6 is a control function block diagram of the elevator group management system according to the second embodiment of the present invention. In FIG. 6, the same elements as those in FIG. The difference between FIG. 6 and FIG. 1 is that the target route creation means 2 and the route deviation evaluation unit 4 of FIG.

  First, the difference in the control concept between the configurations of FIGS. 1 and 6 will be described, and then the specific processing contents will be described. In FIG. 1, the target route and the predicted route are created, the shape of the predicted route is adjusted so as to be closer to the target route, and the adjustment means that brings the two closest is selected. In contrast, in FIG. 6, a predicted route is created, and the state of the predicted route after a predetermined time (for example, a time interval) is evaluated as an evaluation value. Then, as in the case of FIG. 1, the shape of the predicted route is adjusted by the route adjusting unit, and the adjusting unit having the highest evaluation value is selected. In other words, by using only the predicted route without using the target route and evaluating the state of the predicted route, an appropriate route adjusting means is selected and led to a temporally equidistant state.

  Hereinafter, the details will be described by focusing on portions different from FIG. After the predicted route creation unit 3 creates a predicted route for each car, the route state evaluation unit 20 evaluates the state of the predicted route. This route state evaluation unit evaluates the positional relationship of each car after a predetermined time from the predicted route of each car. The positional relationship is evaluated at time intervals, and an evaluation function is set so that the evaluation value is improved if the intervals are equal. For example, the variance value of the time interval of each car is selected as the evaluation function. In this case, it can be evaluated that the smaller the evaluation function, the smaller the variance and the higher the equi-intervality. The operations of the route adjustment operation setting unit 5 and the route adjustment means unit 6 are the same as those in FIG. 1, and the route shape is adjusted by adjusting the car speed and the stop time. The route state evaluation unit 20 also calculates an evaluation value for the adjusted predicted route. As in the case of FIG. 1, the respective evaluation values are calculated for a plurality of adjustment operation cases, and the route adjustment operation determination unit 7 selects the adjustment means having the best evaluation value. In the route adjustment command unit 8, the selected adjusting means is transmitted to the individual control devices 11A to 11C of the elevators to actually execute the operation.

  FIG. 7 shows an example of the control operation of the second embodiment of the group management system according to the present invention. Similarly to FIG. 2, as the route adjusting means, the adjustment of the operation speed of the elevator (for example, the adjustment of the car speed). The example of operation | movement at the time of performing etc. is represented. In FIG. 7, the same elements as those in FIG. FIG. 7 differs from FIG. 2 in that a target route is not created and a state evaluation time 110 for performing state evaluation is set instead. FIG. 7A shows the situation before the predicted route adjustment operation, and the time interval of each car is evaluated from the position on the predicted route of each car at the state evaluation time 110. This evaluation process is performed in the route state evaluation unit 20 of FIG. As can be seen from FIG. 7 (a), in this case, the time interval between the two elevator cars is clearly too small. On the other hand, FIG. 7B shows the predicted route after the operation speed of Unit 2 is adjusted. Since the speed of Unit 2 is lowered, the slope of the predicted route 103C of Unit 2 is gentle. I understand. Also in this case, the evaluation of the time interval is executed by the route state evaluation unit 20 in FIG. 6 from the predicted position of each car at the state evaluation time 110. As a result of the route adjustment operation, the phase of the predicted route of Unit 2 is delayed, and the time interval between the two elevator cars is appropriate. If it is determined that the route adjustment means is most appropriate by comparing the evaluation values, the adjustment means is executed.

  FIG. 8 is a control operation example 2 for the second embodiment of the group management system according to the present invention. This figure shows an example different from FIG. 7, and as in FIG. 3, as the predicted route adjustment means, adjustment of elevator car stop time, that is, adjustment of door opening time, adjustment of door opening / closing speed, etc. The operation example when performing is shown. In FIG. 8, the same elements as those in FIG. In the example of FIG. 7, the operation speed is adjusted. In FIG. 8, the stop time of Unit 2 is adjusted, and the predicted route 103 of Unit 2 in FIG. The predicted route 103D of Unit 2 is adjusted so that the stop time becomes longer. In this case as well, the time interval of the predicted route of each car is evaluated at the state evaluation time 110 as in FIG. Compared to FIG. 8 (a), the predicted route of each car in FIG. 8 (b) is clearly improved in time equidistantness, and this means has the highest evaluation value among a plurality of adjustment operation cases. This adjustment means is executed when it is evaluated as excellent.

  FIG. 9 is a control function block diagram of the elevator group management system according to the third embodiment of the present invention. In FIG. 9, the same elements as those in FIG. 9 differs from FIG. 1 in that 1) the target route creation unit (2 in FIG. 1) is replaced with the target interval setting unit (30 in FIG. 9), and 2) the route deviation evaluation unit (4 in FIG. 1). ) Are two points replaced by the interval deviation evaluation unit (31 in FIG. 9).

  First, the difference in the control concept between the configurations of FIGS. 1 and 9 will be described, and then the specific processing contents will be described. First, in FIG. 1, the target route and the predicted route are created, and the shape of the predicted route is adjusted so that the predicted route approaches the target route. On the other hand, in FIG. 9, the target interval with respect to the predicted route of each elevator is set, and the shape of the predicted route is adjusted so as to approach the target interval. Specifically, the route adjustment means that gives the shape of the predicted route such that the deviation is reduced is selected by comparing the interval value of the predicted route after a predetermined time with the target interval value. From the viewpoint of target control, the embodiment in FIG. 1 controls the route representing the trajectory of the position of the elevator on the time axis to the target state, whereas in the embodiment in FIG. The predicted route of each car is controlled so as to approach the target value.

  Hereinafter, the details will be described by focusing on portions different from FIG. The target interval setting unit 30 sets a target interval value at which the elevators are equally spaced from the expected value (predicted value) of one round trip time of the elevator for the traffic flow at that time. Here, the target interval value is a time equal interval value in units of time. For example, when the expected value of one round time is 60 seconds and there are three elevators, the target time interval for realizing the equal time interval is 20 seconds. The predicted route creation unit 3 creates a predicted route for each car. The interval deviation evaluation unit calculates a time interval value of each car after a predetermined time from the predicted route of each car, and calculates a deviation between this value and the target interval value. The smaller the deviation from the target interval, the closer to the target interval and the closer to the equal time interval. The operations of the route adjustment operation setting unit 5 and the route adjustment unit 6 are the same as those in FIG. 1, and the route speed is adjusted by adjusting the operation speed and stop time. The deviation with respect to the target interval is also calculated by the interval deviation evaluation unit 31 for the adjusted predicted route. As in the case of FIG. 1, each deviation (this becomes an evaluation value) is calculated for a plurality of adjustment operation cases, and the route adjustment operation determination unit 7 selects the adjustment means having the best evaluation value. In the route adjustment command unit 8, the selected adjusting means is transmitted to the individual control devices 11A to 11C of the elevators to execute the actual operation.

  FIG. 10 is a process flow diagram of target interval value calculation in the third embodiment of the present invention. First, based on the information collected in the information collection unit 1 of FIG. 9, the expected round trip time T for the current traffic flow is calculated (ST11). The calculation formula is as shown in formula (1).

T = Σ (travel time) + Σ (expected value of stop time) ... (1)
Here, Σ (travel time) represents the sum of one turn of the travel time of each floor, and Σ (expected stop time value) represents the sum of one stop of the expected stop time values of each floor. In short, the expected round trip time value corresponds to the average round trip time of the elevator car for the current traffic flow.

  Next, the effective number N of elevator cars currently in operation is calculated (ST12). For example, when four elevator groups are managed and one is at rest, N = 3. Based on the above values, the target interval value Bref is calculated by the equation (2).

Bref = T / N ……………………………………………………………………… (2)
The target interval value Bref represents an equal interval value with respect to the traffic flow at that time, more precisely, an average equal interval value. By adjusting the interval of the predicted route of each elevator so as to follow this target interval value, each elevator can be controlled at equal intervals.

  FIG. 11 is a control functional block diagram of an elevator group management system according to a fourth embodiment of the present invention. 11, the same elements as those in FIG. 1 are assigned the same reference numerals as those in FIG. FIG. 11 is different from FIG. 1 in that an elevator assignment process for a hall call is added. In the configuration of FIG. 11, the function of following the target route by assignment to the hall call and the function of following the target route by operation control other than the assignment (referred to as route adjusting means) are used together.

  Hereinafter, elements different from those in FIG. 1 in the configuration of FIG. 11 will be described. Each floor platform has hall call buttons 13 and 14 shown in the figure, and hall call information such as these hall call buttons 13 and 14 is newly collected in the information collecting unit 1.

  The predicted waiting time evaluation unit 50 calculates the predicted waiting time when the generated hall call is temporarily assigned to each elevator based on the information collected by the information collecting unit 1. The functions of the target route creation unit 2, the predicted route creation unit 3, and the route deviation evaluation unit 4 are the same as in FIG. 1, but in the case of FIG. 11, the predicted route when the temporary allocation is performed is also created by the predicted route creation unit 3. The route deviation evaluation unit 4 calculates the route deviation for the temporary assignment. Temporary allocation is executed for each unit (in the case of group management of three units, each of units 1 to 3).

  The total allocation evaluation value calculation unit 51 calculates a total allocation evaluation value based on the predicted waiting time and the route deviation for each temporary allocation unit. For example, the estimated evaluation waiting time for each call when a hall call is temporarily assigned to Unit 1 is calculated from the route deviation with respect to the predicted route when it is temporarily assigned to Unit 1, and the overall evaluation value when temporarily assigned to Unit 1 is calculated . The comprehensive evaluation value is calculated, for example, by weighted addition of the predicted waiting time and the route deviation.

  The allocation elevator determination unit 52 determines an elevator to be allocated to the hall call based on the total allocation evaluation value. Specifically, the allocation to the most appropriate elevator is determined by comprehensively evaluating the predicted waiting time and the route deviation (degree of deviation of the predicted route when the target route is allocated). In the allocation elevator command unit 53, an allocation command is output to the elevator that has determined the allocation.

  As described above, in the configuration of FIG. 11, the process is controlled so that the predicted route approaches the target route by the hall call assignment, and the predicted route approaches the target route by route adjustment means other than the assignment described in FIG. 1. The process controlled in this way is used together. Here, the route adjustment operation execution determination unit 54 performs the proper use of the two controls. Specifically, the route adjustment operation execution determination unit 54 takes a value of the route deviation and compares the value with a predetermined threshold during a period when no allocation process occurs, and the route deviation value is the threshold value. When the value exceeds the value, a route adjustment operation by route adjustment means other than allocation is executed.

  As described above, in the embodiment of FIG. 11, the target route following control by assignment is mainly performed, and the route adjustment operation by the route adjustment means other than the assignment plays a complementary role.

  FIG. 12 is a processing flowchart in the embodiment of FIG. First, a target route is created for each elevator car (S101), and a predicted route is further created (S102). Then, it is determined whether hall call allocation processing has occurred (S103). If hall call allocation processing has occurred, temporary allocation is set in order for each elevator, a predicted route for the allocation is created (S104), and the deviation between the obtained predicted route and the target route is calculated. (S105). Further, a predicted waiting time for each hall call when provisional allocation is performed is calculated (S106). Based on the route deviation value and the predicted waiting time, a total allocation evaluation value is calculated (S107), an allocation elevator is determined by comparing the total allocation evaluation value, and an allocation command is output to the elevator (S108).

  If it is determined in step S103 that the hall call allocation process is not occurring, a deviation between the target route and the predicted route is calculated (S109), and whether the deviation is equal to or greater than a predetermined threshold value. Is determined (S110). If this value is equal to or greater than the predetermined value, the route adjustment operation setting and evaluation iterative process (S111: the process described in FIG. 1) is executed to determine route adjustment means other than the most appropriate assignment, and the operation A command is output (S112).

  Again, the idea of this control is that the allocation to the hall call is performed so as to approach the target route, and only when the deviation from the target value of the predicted route is larger than the predetermined value during the period when this allocation processing is not performed, Route adjustment by route adjustment means other than allocation is executed. Such a combination of two types of control allows the predicted route to be brought closer to the target route even when allocation occurs or when there is no allocation process. It is possible to control to an equally spaced operation state. In addition, the route change due to assignment is large, and although the adjustment direction is correct, the route may be excessively adjusted due to the assignment. Also in this case, the route adjusting means other than the assignment plays a role of fine adjustment, and can be more finely guided to the equally spaced operation state of each car.

  FIG. 13 is a control functional block diagram of an elevator group management system according to a fifth embodiment of the present invention. In FIG. 13, the same elements as those in FIGS. The configuration of FIG. 13 is in the position that the configuration of FIG. 11 with respect to FIG. 1 is expanded with respect to FIG. Specifically, the function of controlling the interval of the predicted route to an equally spaced state by assignment to the hall call and the function of controlling the interval of the predicted route to an equally spaced state by route adjustment operations other than the assignment are used together.

  A functional configuration according to the embodiment of FIG. 13 will be briefly described. First, when the allocation process for the hall call occurs, the predicted waiting time evaluation unit 50 evaluates the predicted waiting time for the hall call, and the route status evaluation unit 20 performs the predicted route time when the temporary allocation is performed for the hall call. The evaluation value of the target interval is evaluated. The total allocation evaluation value calculation unit 51 calculates a total evaluation value based on the evaluation values of the prediction waiting time and the time interval of the prediction route. The allocation elevator determination unit 52 determines an appropriate allocation elevator based on the comprehensive evaluation value, and the allocation elevator command unit 53 outputs a command. During a period when the hall call assignment process is not occurring, the route adjustment operation execution determination unit 54 performs a route adjustment operation other than the assignment based on the output (evaluation value of the time interval) of the route state evaluation unit 20. Determine the presence or absence. If it is determined that the route adjustment operation should be performed, the route adjustment operation described in FIG. 6 is executed.

  FIG. 14 is a process flow diagram for the embodiment of FIG. In FIG. 14, the same processes as those in FIG. 12 are denoted by the same reference numerals, and the differences are steps S205, S209, and S210 indicated by bold lines. Hereinafter, the flow of processing will be described.

  First, a predicted route is created for each elevator car (S102). Then, it is determined whether hall call allocation processing has occurred (S103). If hall call assignment processing has occurred, provisional assignment is set in order for each elevator, and a predicted route for assignment is created (S104). Next, an evaluation value for the time interval of the predicted route at the time of this temporary allocation is calculated (S204). Further, a predicted waiting time for each hall call when provisional allocation is performed is calculated (S106). Based on the route deviation value and the predicted waiting time, a total allocation evaluation value is calculated (S107), an allocation elevator is determined by comparing the total allocation evaluation value, and an allocation command is output to the elevator (S108).

  If it is determined in step S103 that the hall call allocation process is not occurring, an evaluation value for the time interval of the predicted route is calculated (S209), and this evaluation value is equal to or greater than a predetermined threshold value. It is determined whether or not (S210). If this value is equal to or greater than the predetermined value, the route adjustment operation setting and evaluation iterative process (S111: the process described in FIG. 1) is executed to determine route adjustment means other than the most appropriate assignment, and the operation A command is output (S112).

  The concept of control in FIG. 14 is exactly the same as that in FIG. 12, and repeated explanation is avoided, but control is performed to the ideally equidistant operation state of each car when allocation occurs and when allocation does not occur. Can do.

  As described above, a more preferable embodiment of the present invention is to adjust the operation route of the elevator including the hall call allocation control and the operation control other than the allocation. Excellent results are obtained.

  Note that it is also effective to execute the route adjustment operation in the embodiment only in a situation such as a busy time or a situation where the waiting time is large. That is, in addition to the deviation between the target route and the predicted route, whether or not the route adjustment operation is necessary is determined based on the traffic flow state and the average waiting time at that time. For example, in a situation where the average waiting time is long due to a crowded traffic flow, the route adjustment operation is executed when the deviation between the target route and the predicted route exceeds a predetermined value. The aim is that the route adjustment operation is only auxiliary control.

The control functional block diagram of the elevator group management system by the 1st Example of this invention. The control operation example figure of the elevator group management system by 1st Example of this invention. The control operation example figure of the elevator group management system by the 1st Example of this invention (the 2). The target route creation processing flowchart according to an embodiment of the present invention. The graph which illustrates the specific content of the process demonstrated in FIG. The control functional block diagram of the elevator group management system by the 2nd Example of this invention. The control operation example figure of the elevator group management system by the 2nd Example of this invention. The control operation example figure of the elevator group management system by the 2nd Example of this invention (the 2). The control functional block diagram of the elevator group management system by the 3rd Example of this invention. The processing flow figure of target interval value calculation in the 3rd example of the present invention. The control functional block diagram of the elevator group management system by the 4th Example of this invention. FIG. 12 is a processing flowchart in the embodiment of FIG. 11. The control functional block diagram of the elevator group management system by the 5th Example of this invention. FIG. 14 is a process flow diagram for the embodiment of FIG. 13.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Information collection part, 2 ... Target route creation part, 3 ... Prediction route creation part, 4 ... Route deviation evaluation part, 5 ... Route adjustment operation setting part, 6 ... Route adjustment operation part, 7 ... Route adjustment operation determination part, DESCRIPTION OF SYMBOLS 8 ... Route adjustment command part, 10 ... Group management control apparatus, 11A-11C ... Individual control apparatus with respect to each elevator AC, 12A-12C ... Each elevator apparatus, 20 ... Route state evaluation part, 30 ... Target space | interval setting part , 31 ... interval deviation evaluation part, 50 ... prediction waiting time evaluation part, 51 ... total assignment evaluation value calculation part, 52 ... assignment elevator determination part, 53 ... assignment elevator command part, 54 ... route adjustment operation execution judgment part.

Claims (7)

In an elevator group management system that manages multiple elevators that service multiple floors,
Starting from the position and traveling direction of the elevator at the present time, a forecasted trajectory creating means for creating a prediction route by predicting the traveling direction and position of each elevator on the time axis after the current time,
Starting from the position and traveling direction of the elevator at the present time, and a target route creation means for creating a reference trajectory indicating a traveling direction and the target position of each elevator on the time axis after the present time corresponds to the predicted route ,
The target route creating means is configured to predict the predicted routes of a plurality of elevators between the current time and the adjustment time so that the target routes of the plurality of elevators approach the same time interval at a scheduled adjustment time. Means for creating a target route in which the positions of the direction inversion points are shifted in the time axis direction,
An elevator group management system comprising means for adjusting an elevator operating speed, stop time, or standby elevator stop position so that the predicted route approaches the target route. 2. The elevator group management system according to claim 1 , wherein the means for adjusting the operating speed of the elevator includes means for adjusting a car speed or acceleration. The means for adjusting the stop time of the elevator according to claim 1 or 2 , further comprising means for adjusting a door opening / closing speed of the elevator, a door opening time, or a door opening / closing selection of the waiting elevator. Elevator group management system. 4. The method according to claim 1 , further comprising: means for predicting one lap time of the elevator from the predicted route; and target interval setting means for setting the target interval based on the one lap time. Elevator group management system. In any one of claims 1-4, such that spacing equalization between predicted to each elevator the position of each elevator in the later time, further comprising an allocation control hand stage of assigning a generated hall call to an elevator A featured elevator group management system. 6. The allocation control means for allocating generated hall calls to elevators so as to equalize the intervals between the elevators by predicting the position of each elevator after the present time, and unallocated hall calls according to claim 1 The elevator is provided with means for adjusting the operation speed, stop time, or stop position of the standby elevator other than the allocation so that the intervals between the elevators are equalized during a period when there is no Group management system. In a control method of an elevator group management system that manages a plurality of elevators that service a plurality of floors,
Starting from the position and traveling direction of the elevator at the present time, a forecasted trajectory creation step of creating a prediction route by predicting the traveling direction and position of each elevator on the time axis after the current time,
Starting from the position and traveling direction of the elevator at the present time, and a target route creation step of creating a reference trajectory indicating a traveling direction and the target position of each elevator on the time axis after the present time corresponds to the predicted route ,
In the target route creation step, the predicted routes of the plurality of elevators are from the present time to the adjustment time so that the target routes of the plurality of elevators approach the same time interval at the scheduled adjustment time. Creating a target route in which the positions of the direction inversion points are shifted in the time axis direction,
A control method for an elevator group management system, comprising a step of adjusting an operation speed, a stop time of each elevator, or a stop position of a standby elevator so that the predicted route approaches the target route.

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