JP4693404B2 - Elevator system - Google Patents

Description

  The present invention relates to an elevator system in which a plurality of cars are put into service in one shaft (hoistway).

  In a building with high elevator use efficiency such as a high-rise building, it has been studied to use an elevator (hereinafter referred to as a single shaft multi-car elevator) in which a plurality of independent passenger cars are put into service in one shaft. This single shaft multi-car elevator can be expected to improve transportation efficiency because each car can move independently as compared to a double deck elevator.

  However, unlike a double deck elevator in which two cars are always connected to each other, a single shaft multi-car elevator may collide cars in the same shaft if the operation method is wrong. For this reason, special control is required to improve transportation efficiency while reliably preventing collisions between cars.

  Here, as a method of improving transportation efficiency while preventing the cars from approaching each other, a zone system that pre-sets a dedicated zone that can be serviced only by a specific car is effective. Has been made.

  For example, Patent Document 1 proposes an “operation mode switching method” in which a plurality of operation modes (complete zone operation mode, semi-zone operation mode, single operation mode) with different zone division methods are switched according to traffic conditions. .

  The complete zone operation mode is a mode in which each car operates only in a specific zone set for each car. On the other hand, in the semi-zone operation mode, each car operates only a specific zone and a predetermined reference floor set for each car. That is, with respect to the reference floor, each car can perform a driving service in common. Further, the single operation mode is a mode in which operation is performed with only one car while resting other than one car.

Patent Document 2 discloses that a traffic situation of a building is detected at regular intervals, for example, every 30 minutes, and a zone is set according to the traffic situation.
JP 2002-87713 A JP 2002-220164 A

  The zone setting methods disclosed in Patent Documents 1 and 2 set each car's zone based only on the traffic situation in the building. For this reason, the zone does not necessarily reflect the actual driving situation of the car, and the transportation efficiency may be deteriorated depending on the driving situation of the car that changes from time to time.

  The present invention has been made in view of the above points, and an object thereof is to provide an elevator system that can efficiently carry passengers by setting an optimum zone according to the actual driving situation of a car. To do.

The elevator system of the present invention is an elevator system having a plurality of cars that can travel independently in the same shaft, and is preliminarily assumed by the traffic condition detecting means for detecting the traffic condition in the building and the traffic condition detecting means. When the detected traffic situation is detected, the timing determining means for determining the zone setting timing suitable for the traffic situation, and the other car in the same shaft at the zone setting timing determined by the timing determining means. Based on the running state detecting means for detecting the running state and the running state of the other car detected by the running state detecting means, the other car is running in the same direction as the car. If so, widen the travel zone of the car and run in the direction where the other car faces the car. If that state, and then and a zone setting unit that sets a running possible zone of the cab so as to narrow the travelable zone of the cab.

  According to such a configuration, a traveling state of another car in the same shaft is detected at a predetermined timing, and a zone in which the transport efficiency is optimal is set based on the traveling state. The predetermined timing is determined according to the traffic situation at that time. For example, when the traffic volume is the highest on the reference floor, it is determined that the zone is set when the car arrives at the reference floor. Further, if each floor has an average traffic volume, it is determined that the zone is set when the car changes direction.

Further, the elevator system of the present invention is an elevator system having a plurality of cars that can travel independently in the same shaft, and a traffic condition detection means for detecting a traffic condition in a building, and the traffic condition detection means. When a traffic situation assumed in advance is detected, a timing determining means for determining a zone setting timing suitable for the traffic situation, and another ride on the same shaft at the zone setting timing determined by the timing determining means. A traveling state detecting means for detecting the traveling state of the car, a destination floor registration means for registering a destination floor of the passenger, which is installed at least at the landing on the reference floor, and destination floor information registered in the destination floor registration means are detected. The destination registration detection means, the traveling state of the other cars detected by the traveling state detection means, and the destination registration detection means Based on the destination floor information detected by, if a state in which the other of the car is traveling on the cab in the same direction, expanding the travelable zone of the cab in view of the above destination floor information If the other car is traveling in the direction facing the car, the travel zone of the car is reduced so that the travel zone of the car is narrowed in consideration of the destination floor information. constituted by and a zone setting means for setting.

  According to such a configuration, the traveling state of the other car and the destination floor information registered at the landing are detected at a predetermined timing, and the zone in which the transportation efficiency is optimal based on the traveling state and the destination floor information is determined. Is set. The predetermined timing is determined according to the traffic situation at that time. For example, when the traffic volume is the highest on the reference floor, it is determined that the zone is set when the car arrives at the reference floor. Further, if each floor has an average traffic volume, it is determined that the zone is set when the car changes direction.

  Further, in the elevator system of the present invention, car information that is installed at least at the landing on the reference floor and that reports car information including the hoistway number of the next arriving car and the destination floor in accordance with the zone setting by the zone setting means. The information processing device further includes notification means.

  According to such a configuration, even if the car arriving at the landing and the destination floor of the car are changed, the passenger can be correctly guided to an appropriate car for each destination floor.

  According to the present invention, it is possible to set an optimum zone suitable for the actual driving situation of the car. Therefore, it is possible to draw the maximum transport efficiency of the single-shaft multi-car elevator and efficiently carry passengers.

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

  FIG. 1 is a diagram showing a configuration of an elevator system according to a first embodiment of the present invention. In the present invention, there is no particular limitation on the number of shafts (hoistways) and the number of cars arranged in one shaft, but here, for the sake of simplicity of explanation, two cars in the same shaft. A “single shaft double car elevator” is assumed.

  Further, as a building configuration, an office screw having a double standard floor with the standard floors 1F and 2F is assumed, and the standard floor of the upper car is 2F and the standard floor of the lower car is 1F.

  Further, as the traffic situation in the building, a peak in the UP direction is assumed in the working hours (for example, from 8:00 to 9:00). It is assumed that a large number of passengers get on from the first floor and the second floor during the working hours and are distributed evenly on all floors in the building.

  In addition, the upper car can always service all floors except 1F, and the lower car uses a two-zone system that can service floors other than the upper car dedicated zone. Therefore, in zoning, a zone in which the lower car can basically travel is set.

  As shown in FIG. 1, this system includes a group management control device 11, car control devices 12 a to 12 d, car 13 a to 13 d, and landing devices 14 and 15. In the example of FIG. 1, only two shafts A and B are shown as the group management configuration. However, this need not be the case.

  The group management control device 11 controls the operation of a large number of cars 13a to 13d in an integrated manner, and exists as a main controller of this system. The group management control device 11 is installed, for example, in a machine room provided at the top of the building, and is electrically connected to the car control devices 12a to 12d of each car via a cable 16. The group management control device 11 controls the entire elevator system, for example, responding an optimal car to a hall call, and controls the zoning setting / change related to the present invention.

  The car control devices 12a to 12d are individually provided corresponding to the cars 13a to 13d. These car control devices 12a to 12d perform operation control of the car under their management. In the example of FIG. 1, two cars 13 a and 13 b are disposed in the shaft A. The car control device 12a performs operation control of the car 13a corresponding to the upper car, and the car control device 12b performs operation control of the car 13b corresponding to the lower car. Similarly, two cars 13c and 13d are disposed in the shaft B. The car control device 12c controls the operation of the car 13c corresponding to the upper car, and the car control device 12d controls the operation of the car 13d corresponding to the lower car.

  The car control devices 12a to 12d also serve as relay devices that transmit the hall call signal at each floor and the destination call signal in the car to the group management control device 11.

  The cars 13a and 13b move up and down individually in the shaft A with passengers on them. Among the cars 13a and 13b, the travelable zone of the car 13b corresponding to the lower car is appropriately changed at a predetermined timing. The same applies to the cars 13c and 13d. That is, the cars 13c and 13d carry passengers up and down individually in the shaft B, and the travelable zone of the car 13d corresponding to the lower car is appropriately changed at a predetermined timing.

  The landing devices 14 and 15 include a hall call button and a hall lantern installed in the hall (elevator hall). In FIG. 1, only one landing device 14, 15 is illustrated, but actually, it is installed for each landing on each floor.

  FIG. 2 is a block diagram showing a functional configuration of the group management control device 11 in the same embodiment.

  The group management control device 11 is composed of a general-purpose computer system. The group management control device 11 includes an allocation control unit 21, a collision detection unit 22, a traffic condition detection unit 23, a timing determination unit 24, a travel state detection unit 25, a zone setting unit 26, a zone setting table 27, a communication unit 28, and the like. Is provided.

  The assignment control unit 21 performs control for assigning an optimal car to the occurrence of a hall call, and includes a process for calculating an evaluation value of the assignment. The collision detection unit 22 detects the possibility of collision between cars based on the position, traveling direction, speed, etc. of each car in the same shaft.

  The traffic condition detection unit 23 periodically detects the traffic condition in the building from the occurrence rate of hall calls on each floor. The timing determination unit 24 determines the zone setting timing based on the traffic situation detected by the traffic situation detection unit 23. The traveling state detection unit 25 detects the traveling state of other cars in the same shaft, that is, the current position and traveling direction, the number of floors scheduled to stop, and the like.

  The zone setting unit 26 performs a process for setting a travelable zone of the car. The zone setting table 27 is a table that stores information necessary for zone setting. For example, a large number of zone setting tables 27 are prepared according to the traffic conditions in the building, such as for work, for daytime, and for normal times. Moreover, the communication part 28 is a part which performs a communication process between the car control apparatuses 12a-12d of each number machine.

  In such a configuration, various information including the current position, traveling direction and speed of the cars 13a to 13d via the cable 16 from the car control devices 12a to 12d of each car, as well as registration information of the hall call at the present time, etc. Information is input to the group management control device 11. The group management control device 11 performs zone setting and car assignment processing based on various input information and the current traffic situation in the building, and sends the latest control information to the car control devices 12a to 12d. The car control devices 12a to 12d individually control the operation of the cars 13a to 13d based on the control information sent from the group management control device 11.

  Here, the zone setting method in the first embodiment will be described using the cars 13a and 13b in the shaft A as an example. In the following description, the car 13a is referred to as an upper car 13a, and the car 13b is referred to as a lower car 13b.

  FIG. 3 is a flowchart showing the zone setting process of the group management control device 11 according to the first embodiment, and shows an example of an algorithm for setting the zone at the time of attendance.

  The group management control device 11 periodically detects the traffic situation in the building by the traffic situation detection unit 23 (step A11). As a result, when it is detected that the current traffic situation corresponds to work (Yes in Step A12), the group management control device 11 performs zoning on the reference floor (1F) of the lower car 13b by the timing determination unit 24. It determines as a thing (step A13).

  “The traffic situation corresponds to work hours” means that the traffic volume on the reference floor in the building is the highest compared to other floors. In such a case, when the lower car 13b arrives at the reference floor, zoning is performed just before the lower car 13b arrives at the reference floor. The term “immediately before arrival” is because there is a time required for zoning, and if the zoning is actually performed after the lower car arrives at the reference floor, the departure will be delayed.

  Also, when the traffic situation corresponds to when leaving the office, zoning is performed on the reference floor because the boarding / exiting on the reference floor becomes frequent as in the case of going to work.

  For example, when the traffic situation is equivalent to noon, that is, when the traffic volume of the floor where the cafeteria is the highest, zoning is performed on that floor. Furthermore, in cases other than these time zones, that is, when the traffic volume of each floor is an average situation, the lower car 13b is turned from the upper direction to the lower direction or from the lower direction to the upper direction. Zoning shall be performed at the timing.

  When the zone setting timing is determined at the reference floor (1F) of the lower car 13b, the group management control device 11 then arrives at the reference floor based on the position, traveling direction, speed, etc. of the lower car 13b. It is detected whether it is immediately before (step A14). When the lower car 13b comes to the reference floor just before arrival (Yes in Step A14), the group management control device 11 includes the position and traveling direction of the upper car 13a at that time, and the number of floors scheduled to stop. The traveling state information is detected by the traveling state detection unit 25 and given to the zone setting unit 26 (step A15).

  As a result, the zone setting unit 26 refers to the zone setting table 27 corresponding to the time of attendance (step A16), and sets the zone by comparing the contents of the table with the traveling state information of the upper car 13a (step A17). .

  Specifically, the zone setting unit 26 first sets the travelable zone of the lower car 13b with reference to the zone setting table 27 for attendance. In the zone setting table 27, traveling state information of the upper car 13a is stored in advance as zone setting conditions (see FIG. 4). By comparing the zone setting conditions stored in the zone setting table 27 with the current situation, a zone in which the lower car 13b can travel is obtained.

  Subsequently, the zone setting unit 26 sets a range excluding the travelable zone of the lower car 13b as a dedicated zone for the upper car 13a. The “dedicated zone” refers to a zone in which only the car (in this case, the upper car 13a) can travel and the other cars cannot travel.

  As described above, this system employs a two-zone system, and the upper car 13a can always service all floors (excluding 1F) including its own dedicated zone, and the lower car 13b is an upper car dedicated zone. Serving other floors. Therefore, if a zone in which the vehicle can travel based on the lower car 13b is determined in step A17, a dedicated zone for the upper car 13a is automatically determined.

  Thus, when the zones of the upper car 13a and the lower car 13b in the same shaft are set, the group management control device 11 performs the subsequent car assignment calculation based on the new zone. Then, the latest car allocation information obtained is transmitted to the car control devices 12a to 12d of each car via the communication unit 28.

  FIG. 4 is a diagram showing an example of the zone setting table 27 for attendance provided in the group management control device 11. Here, assuming a 20-story building, an example of a setting table for n in the floors 1F to nF where the lower car can run is shown. In the figure, UP means upward, and DN means downward.

  Here, the reference floor of the lower car is 1F, the reference floor of the upper car is 2F, and passengers mainly go from 1F and 2F to each floor above. Also, the upper car can service all floors above 2F.

  The zone setting data n of the lower car is changed every time the lower car arrives at 1F. In this case, (n + 1) to 20F automatically become upper car dedicated zones. For example, when n = 5, the upper car dedicated zone is 6 to 20F. The lower car cannot go to this upper car dedicated zone 6-20F. On the other hand, the upper car can run on floors other than 6 to 20F (except 1F). As a matter of course, when the upper car travels outside the dedicated zone, control is performed so as not to collide with the lower car.

  Cases 1 to 5 shown in FIG. 4 are cases where the upper car is currently in the UP operation, and there is a relatively long time before the operation is reversed to the DN operation. In such a case, it is predicted that the lower the current position of the upper car is on the lower floor, and the more hall calls or car calls assigned to the upper car, the slower the upper car will reverse in the DN direction. Is done. Therefore, in cases 1 to 5, the lower car traveling zone is set to be relatively large according to these conditions.

  The “call to hall” means a call signal generated by pressing a destination direction button installed at the hall. The “car call” means a call signal generated by pressing a destination floor button installed in the car.

  Cases 6 to 10 are cases where the upper car is already in DN operation when the lower car departs from 1F. In such a case, as compared with cases 1 to 5, there is a high possibility that the lower car will immediately approach the upper car, so the travelable zone of the lower car becomes smaller.

  Case 6 is a case where the upper car is approaching to the vicinity of the lowest floor. In such a case, the lower car is not started, and is kept waiting until the upper car is reversed to the UP operation. Case 9 is a case where the upper car is near the top floor and the number of floors to be stopped is relatively large. In such a case, even if the upper car is in DN operation, the travel-allowable zone of the lower car can be set up to a certain high floor.

  As described above, the zone setting table 27 includes a large number of pattern data for operating the lower car as freely as possible using the position and direction of the upper car and the registered number of stop floors as the zone setting conditions. Registered in advance.

  It should be noted that a plurality of zone setting tables 27 are prepared other than at work, such as for daytime and for normal times. The zone setting unit 26 performs zone setting by selectively using these zone setting tables 27 in accordance with traffic conditions in the building. As a result, optimum zoning according to the current traffic situation can be performed, and efficient driving that makes the most of the advantages of multi-cars becomes possible.

  FIG. 5 is a diagram showing an example of the zone setting when the car departs from the reference floor. FIG. 5 (a) is before the zone change, and FIGS. 5 (b) and (c) are after the zone change. Shows the state.

  In the figure, Za is a dedicated zone for the upper car 13a, and Zb is a travelable zone for the lower car 13b. The upper car 13a can freely travel on all floors (excluding 1F) including its own dedicated zone Za and the travelable zone Zb of the lower car 13b. On the other hand, the lower car 13b can travel only in its own travelable zone Zb. The exclusive zone Za of the upper car 13a is automatically determined when the travelable zone Zb of the lower car 13b is set.

  Now, when going to work, as shown in FIG. 5 (a), the upper car 13a has already departed from the standard floor (2F) and traveled upward just before the lower car 13b departed from the standard floor (1F). Suppose you are. In such a case, it is expected that the lower car 13b travels in the same direction as the upper car 13a and continues in a relatively close position. In other words, it is expected that the possibility that the upper car 13a and the lower car 13b face each other and collide with each other is low.

  Therefore, zoning is performed before the lower car 13b departs from the reference floor, and as shown in FIG. 5B, the range of the travelable zone Zb of the lower car 13b is expanded from the previous time. In this case, as shown in FIG. 5 (c), when the upper car 13a arrives at the uppermost floor and switches to the descent operation, the lower car 13b also reaches the uppermost floor of its own travelable zone Zb and is almost the same. The zone is set so that it can be switched to descending operation at the timing.

  In this way, when the lower car 13b departs from the standard floor, the traveling state Zb of the lower car 13b is expanded in advance by checking the operation state of the upper car 13a, so that not only the upper car 13a but also the lower car 13b Since a large number of passengers can be carried on the car 13b and transported to a relatively upper floor, the overall transport efficiency is greatly improved.

FIG. 6 shows another example.
FIG. 6 is a diagram showing an example of zone setting when the direction of the car is changed. FIG. 6 (a) shows the state before the zone change, and FIGS. 6 (b) and (c) show the state after the zone change. ing. As in FIG. 5, Za in the figure is a dedicated zone for the upper car 13a, and Zb is a travelable zone for the lower car 13b.

  Now, as shown in FIG. 6 (a), it is assumed that the upper car 13a has already started the descent operation immediately before the lower car 13b arrives at the top floor of the travelable zone Zb. When both the upper car 13a and the lower car 13b are heading to the reference floor, the upper car 13a catches up with the lower car 13b in the middle of the return of the both cars 13a and 13b to the reference floor in the positional relationship as shown in FIG. There is a possibility that.

  Therefore, by performing zoning when the lower car 13b switches to the descent operation, as shown in FIG. 6B, the travelable zone Zb of the lower car 13b is expanded so as to expand the dedicated zone Za of the upper car 13a downward. change.

  By such a zone change, when the lower car 13b is switched to the descent operation, the operation is controlled so as to exit the newly set exclusive zone Za of the upper car 13a. That is, the lower car 13b goes directly to the lower floor of the building without providing services for each floor that newly becomes the dedicated zone Za of the upper car 13a during the descending operation. Therefore, the distance from the approaching upper car 13a is sufficiently separated, and the approaching state is avoided. On the other hand, the upper car 13a travels toward the reference floor as shown in FIG. 6C while servicing each floor that the lower car 13b has passed without performing service.

  In this way, by setting the upper car dedicated zone Za small during the ascending operation of the lower car 13b, the service range of the lower car 13b is expanded, and more passengers on the reference floor are efficiently transported on the lower car side. be able to. Also, if problems occur when descending at that time, the zoning is changed so as to widen the upper car dedicated zone Za, and the lower car 13b is moved to the lower floor as soon as possible. The approach between 13a and the lower car 13b can be avoided in advance.

  Although the cars 13a and 13b in the shaft A have been described as an example, the same zone setting as described above is performed for the cars 13c and 13d in the shaft B. That is, at a predetermined timing, a zone in which the car 13d as the lower car can run is set based on the running state of the car 13c as the upper car.

  Further, when the zone setting is performed, not only the traveling state of the upper car but also the traveling state of the other shaft car can be taken into consideration, so that the transportation efficiency can be further improved.

  FIG. 7 is a view showing a state of the landing of this system. In the figure, 31 is a landing door, and 32 is a car information display device installed in the vicinity of the landing door 31.

  As described above, in this system, zoning is performed at a predetermined timing during elevator operation, and the travelable zone of the lower car is appropriately changed. For this reason, it is necessary to guide to the appropriate car for each destination floor so that passengers waiting at the landing are not confused.

  Therefore, the car information display device 32 is installed at least on the standard floor (1F) of the lower car, preferably on each floor. The car information display device 32 is connected to the group management control device 11. In accordance with the zone setting, the group management control device 11 transmits to the car information display device 32 car information including the hoistway number of the next car that reaches the floor and the destination floor of the car. The car information display device 32 displays this car information to passengers waiting at the landing by a predetermined method. In this example, it is assumed that, for example, a message is displayed, but other than this, notification may be made using voice guidance or the like.

  FIG. 8 shows an example of message display. By installing such a car information display device 32 in the vicinity of the landing door 31 of the hall, even if the car arriving at the hall or the destination floor of the car is changed, passengers are classified by destination floor. You can be guided correctly to the appropriate car.

(Second Embodiment)
Next, a second embodiment of the present invention will be described.

  In the first embodiment, zoning is performed in consideration of the traveling state of the upper car. However, in the second embodiment, in addition to the traveling state of the upper car, the registration information on the destination floor at the landing is further added. And zoning.

  9 and 10 show a configuration as a second embodiment of the present invention. FIG. 9 is a diagram showing a configuration of an elevator system according to the second embodiment of the present invention, and FIG. 10 is a block diagram showing a functional configuration of the group management control device 11 in the same embodiment. 9 and 10, the same parts as those in FIGS. 1 and 2 are denoted by the same reference numerals, and the description thereof will be omitted.

  The elevator system shown in FIG. 9 is different from the configuration shown in FIG. 1 in that the landing floor devices 14 and 15 include destination floor registration devices 14a and 15a. The destination floor registration devices 14a and 15a are devices for registering a passenger's destination floor at the landing, and are configured by a number of destination floor designation buttons (not shown). The destination floor registration devices 14a and 15a are installed at least on the reference floor, preferably on all floors.

  Further, the group management control device 11 shown in FIG. 10 is different from the configuration of FIG. 2 in that a destination registration detection unit 29 is added. The destination registration detection unit 29 detects the information on the destination floor registered in the destination floor registration devices 14a and 15a of the hall.

  Next, a zone setting method according to the second embodiment will be described using the cars 13a and 13b in the shaft A as an example.

  FIG. 11 is a flowchart showing the zone setting process of the group management control device 11 in the second embodiment, and shows an example of an algorithm for setting the zone at the time of attendance. The basic processing flow is the same as the processing in FIG. 3 described in the first embodiment.

  That is, the group management control device 11 periodically detects the traffic situation in the building by the traffic situation detection unit 23 (step B11). As a result, when it is detected that the current traffic situation is at work (Yes in Step B12), the group management control device 11 performs zoning on the reference floor (1F) of the lower car 13b by the timing determination unit 24. It determines as a thing (step B13).

  Further, when the traffic situation is other than at work, for example, at noon, zoning is performed based on the floor with the cafeteria floor. Further, if it is normal time, zoning is performed at the timing when the direction of the lower car 13b is changed. When leaving the office, zoning will be performed on the standard floor because it is frequent to get on and off the standard floor as in the case of working.

  When the zone setting timing is determined at the reference floor (1F) of the lower car 13b, the group management control device 11 then arrives at the reference floor based on the position, traveling direction, speed, etc. of the lower car 13b. It is detected whether it is immediately before (step B14). When the lower car 13b comes to the reference floor just before arrival (Yes in step B14), the group management control device 11 includes the position and traveling direction of the upper car 13a at that time, and the number of floors scheduled to stop. The traveling state information is detected by the traveling state detection unit 25 and given to the zone setting unit 26 (step B15).

  Here, in the second embodiment, the group management control device 11 detects the destination floor information registered in the destination floor registration device 14a by the destination registration detection unit 29, and this is detected as 1 of the reference data of the zone setting. Is given to the zone setting unit 26 (step B16). As the destination floor information, at least information registered at the landing on the reference floor (1F) is given to the zone setting unit 26. However, in order to further improve the transportation efficiency, it is registered at the landing on all floors. Information is preferably provided to the zone setting unit 26.

  Thus, the zone setting unit 26 refers to the zone setting table 27 corresponding to the time of attendance (step B17), and performs zone setting by comparing the table contents with the traveling state information and destination floor information of the upper car 13a. (Step B18).

  Specifically, the zone setting unit 26 first sets the travelable zone of the lower car 13b with reference to the zone setting table 27 for attendance. In this case, the zone setting conditions stored in the zone setting table 27 include destination floor information in addition to the traveling state information of the upper car 13a shown in FIG. By comparing the zone setting conditions stored in the zone setting table 27 with the current situation, a zone in which the lower car 13b can travel is set.

  Subsequently, the zone setting unit 26 sets a range excluding the travelable zone of the lower car 13b as a dedicated zone for the upper car 13a. As described above, this system employs a two-zone system, and the upper car 13a can always service all floors (excluding 1F) including its own dedicated zone, and the lower car 13b is an upper car dedicated zone. Serving other floors. Therefore, if a zone that can be traveled is determined based on the lower car 13b in step B18, a dedicated zone for the upper car 13a is automatically determined.

When the zones of the upper car 13a and the lower car 13b are set in this way, the group management control device 11 performs the subsequent car assignment calculation based on the new zone. The latest car allocation information obtained is transmitted to the car control devices 12a to 12d of each car via the communication unit 28. As described above, the destination floor information is included as one of the zone setting reference data. This makes it possible to perform more appropriate zoning in consideration of destination floor information of passengers waiting at the landing. Therefore, the transportation efficiency can be further improved as compared with the first embodiment, and even when going to work, the passenger can be efficiently transported to each floor without waiting for a long time.

  Although the cars 13a and 13b in the shaft A have been described as an example, the same zone setting as described above is performed for the cars 13c and 13d in the shaft B. That is, at a predetermined timing, a zone in which the car 13d as the lower car can travel is set based on the running state of the car 13c as the upper car and the destination floor information registered at the landing such as the reference floor. .

  Further, when the zone setting is performed, not only the traveling state of the upper car but also the traveling state of the other shaft car can be taken into consideration, so that the transportation efficiency can be further improved.

  Also in this second embodiment, as shown in FIGS. 7 and 8, the car information display device 32 is installed near the landing door 31 of the landing. Then, along with the zone setting, the car information display device 32 notifies the car information including the hoistway number of the next car that arrives at the floor and the destination floor of the car. Thus, even if the car arriving at the landing and the destination floor of the car are changed, the passenger can be correctly guided to an appropriate car for each destination floor.

  In each of the above embodiments, the description has been made assuming the two-zone method in which the upper car can always service all floors including its own dedicated zone, and the lower car services floors other than the upper car dedicated zone. However, the present invention is not limited to this. That is, for example, the present invention can be applied to a two-zone system in which the lower car can always service all floors including its own dedicated zone, and the upper car services floors other than the lower car dedicated zone. In this case, since the upper car zone is set, the process of optimizing the upper car zone in consideration of the traveling state of the lower car is performed.

  The present invention can also be applied to a single shaft multi-car elevator in which more than two cars are arranged in the same shaft. However, in that case, the lowermost car or the uppermost car is the target of setting, and processing such as optimizing the car zone in consideration of other driving conditions is performed. .

  In short, the present invention is not limited to the above-described embodiments as they are, and can be embodied by modifying the components without departing from the scope of the invention in the implementation stage. In addition, various forms can be formed by appropriately combining a plurality of constituent elements disclosed in the above embodiments. For example, some components may be omitted from all the components shown in the embodiment. Furthermore, constituent elements over different embodiments may be appropriately combined.

FIG. 1 is a diagram showing a configuration of an elevator system according to a first embodiment of the present invention. FIG. 2 is a block diagram showing a functional configuration of the group management control device in the embodiment. FIG. 3 is a flowchart showing the zone setting process of the group management control device according to the embodiment. FIG. 4 is a diagram showing an example of a zone setting table for attendance provided in the group management control apparatus according to the embodiment. FIG. 5 is a diagram showing an example of the zone setting when the car departs from the reference floor. FIG. 5 (a) is before the zone change, and FIGS. 5 (b) and (c) are after the zone change. It is a figure which shows the state of. FIG. 6 is a diagram showing an example of setting a zone when the direction of the car is changed. FIG. 6A shows a state before the zone change, and FIGS. 6B and 6C show a state after the zone change. FIG. FIG. 7 is a view showing a state of the landing of this system. FIG. 8 is a diagram showing an example of message display by the car information display device in the embodiment. FIG. 9 is a diagram showing a configuration of an elevator system according to the second embodiment of the present invention. FIG. 10 is a block diagram showing a functional configuration of the group management control device according to the embodiment. FIG. 11 is a flowchart showing the zone setting process of the group management control device according to the embodiment.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 11 ... Group management control apparatus, 12a-12d ... Car control apparatus, 13a-13d ... Car, 14 and 15 ... Platform apparatus, 14a and 15 ... Destination floor registration apparatus, 16 ... Cable, 21 ... Assignment control part, 22 ... Collision detection unit, 23 ... traffic condition detection unit, 24 ... timing determination unit, 25 ... travel state detection unit, 26 ... zone setting unit, 27 ... zone setting table, 28 ... communication unit, 29 ... destination registration detection unit, 31 ... landing door, 32 ... car information display device, Za ... upper car dedicated zone, Zb ... lower car runnable zone.

Claims (5)

In an elevator system having a plurality of cars that can travel independently in the same shaft,
Traffic condition detection means for detecting traffic conditions in the building;
A timing determination means for determining a zone setting timing suitable for the traffic situation when a traffic situation assumed in advance is detected by the traffic situation detection means;
Traveling state detecting means for detecting the traveling state of other cars in the same shaft at the zone setting timing determined by the timing determining means;
Based on the traveling state of the other car detected by the traveling state detecting means, if the other car is traveling in the same direction as the car, the travelable zone of the car is determined. If the other car is traveling in the direction facing the car, the zone setting means for setting the travelable zone of the car so as to narrow the travelable zone of the car. An elevator system characterized by comprising. In an elevator system having a plurality of cars that can travel independently in the same shaft,
Traffic condition detection means for detecting traffic conditions in the building;
A timing determination means for determining a zone setting timing suitable for the traffic situation when a traffic situation assumed in advance is detected by the traffic situation detection means;
Traveling state detecting means for detecting the traveling state of other cars in the same shaft at the zone setting timing determined by the timing determining means;
Destination floor registration means that is installed at least at the landing on the standard floor and registers the destination floor of the passenger;
Destination registration detecting means for detecting destination floor information registered in the destination floor registration means;
Based on the travel state of the other car detected by the travel state detection means and the destination floor information detected by the destination registration detection means, the other car travels in the same direction as the car. If it is in a state, the travel zone of the car is expanded in consideration of the destination floor information, and if the other car is traveling in the direction facing the car, the destination floor information is An elevator system comprising: zone setting means for setting the travelable zone of the car so as to narrow the travelable zone of the car in consideration . The traffic situation assumed in advance includes the first situation where the traffic volume on the standard floor is the highest compared to other floors,
The timing determination means determines that the zone setting is performed at a timing when the car reaches the reference floor when the traffic situation detection means detects the first situation. The elevator system according to claim 1 or 2. The traffic situation assumed in advance includes a second situation in which each floor has an average traffic volume,
The timing determining means, when the second situation is detected by the traffic condition detecting means, determines that the zone is set at the timing when the car changes direction. Item 3. The elevator system according to item 1 or 2.   A car information notifying unit is installed at least at the landing on the standard floor and notifies the car information including the hoistway number of the next arriving car and the destination floor in accordance with the zone setting by the zone setting means. The elevator system according to claim 1 or 2.

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