JP4997008B2 - Elevator group management system - Google Patents

Description

  The present invention relates to an elevator group management system, and more particularly to elevator assignment control for generated hall calls.

  The elevator group management system is a system that can provide a more efficient operation service to users by treating a plurality of elevator cars as one group. Specifically, multiple elevator cars (usually 4 to 8) are managed as a group, and when a hall call occurs on a certain floor, one optimal car is selected from this group. Then, the control for assigning the previous hall call to the car is performed.

Allocation control based on an allocation evaluation function based on predicted waiting time, which is the basic principle of the current group management system, was developed around 1980 when a microcomputer was adopted. This is because the hall calls that have occurred from the past to the present are managed, and when a new hall call occurs, the expected waiting time for each hall call is calculated, and the waiting time is minimized or maximized. Control was performed to assign the hall call to the car with the smallest waiting time. This control principle is an epoch-making control method at the time when call assignment is determined by an evaluation function of a predicted waiting time, and the basic principle has been inherited by the group management control of each elevator manufacturer until now. However, this control method also 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 only the evaluation function is used as an index and assigned to the car having the smallest evaluation function, the arrangement relation of each car is not taken into consideration. There is no concept of linkage between cars.

Various control methods have been proposed so far in order to solve the problem of the evaluation function assignment method based on the prediction waiting time. The basic idea can be summarized in a control concept of arranging each elevator car 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 is generated 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 time-spaced equidistant placement.
1) Equal interval priority zone control (disclosed in Japanese Patent Laid-Open No. 1-2226676)
2) Equal interval priority zone / inhibition zone control (disclosed in JP-A-7-117941)
In each of the above two methods, a priority zone and a suppression zone are set on the floor to be serviced for each car, and it is easy to assign if a newly generated hall call is in the priority zone, and difficult to assign if it is in the suppression zone. The assigned evaluation value is manipulated so that Thereby, it aims at the space | interval of each cage | basket | car approaching a time equal interval.
3) Allocation evaluation control incorporating time equidistant state as an index (disclosed in Japanese Examined Patent Publication No. 7-72059)
Predict the placement of each car at the previous time and predict the time interval of each car at that time. An assignment limit evaluation value is calculated from the predicted car interval, and assignment is controlled so that the car is not assigned to some floor areas. As a result, the aim is to make the intervals of the cars approach the same time interval.
4) Allocation correction by equalizing serviceable time distribution (disclosed in WO98 / 45204)
The basic idea is the same as the method of 3). Predicting the placement of each car at the previous time point, the serviceable time is calculated from the predicted car position, the estimated arrival time of the car that can respond to each floor earliest. Further, the distribution of the serviceable time is calculated, and the hall call allocation evaluation value is corrected so that the distribution of the serviceable time becomes uniform. As a result, the aim is to equalize the serviceable time to each floor.
5) Assignment method by position evaluation value (disclosed in Japanese Patent Laid-Open No. 2000-118890)
In this system, a position evaluation value is calculated for each car so that the arrangement of each car is not biased, and the assignment to the hall call is determined based on the assignment evaluation value taking the 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.

Japanese Patent Laid-Open No. 1-2226676 Japanese Patent Laid-Open No. 7-117941 Japanese Patent Publication No. 7-72059 WO98 / 45204 JP 2000-118890 A JP 2000-302343 A

  However, the conventional techniques listed above do not provide a fundamental solution for equalizing the arrangement of the cars and for equal spacing. In the above prior art, the interval and arrangement state of each car is evaluated only at a single point, and it is difficult to keep the interval (temporal interval) of each elevator car in a stable and equidistant state for a long time. there were.

  Accordingly, an object of the present invention is to realize long-term stable time equidistant control of each car in order to solve such problems of the prior art.

In order to achieve the above object, according to the present invention, when a hall call is generated on a certain floor among a plurality of floors of a building, an elevator group that selects an optimum car from a plurality of elevator cars and assigns the hall call is selected. In the management system, when one of the plurality of elevator cars is assigned to the generated hall call, the hall call is temporarily assigned to each elevator car, and the elevator depending on the traffic flow of the building at that time Using the average number of stoppages and stoppage time, the horizontal axis from the current time to the future time point is calculated on the horizontal axis and the vertical axis indicates the operation trajectory, and the operation result of each elevator car is calculated based on the calculation result. obtaining a phase time value regarded as the phase of the floor position as an indicator of distance state trajectory, the target trajectory using the phase time value of each car on the adjust reference time axis Create, and evaluated in an amount which represents the closeness between the travel trajectory and the target trajectory is to determine the elevator car allocated to call the hole.

The elevator group management system according to the present invention is capable of realizing stable time-dependent control of each car in the long term .

  DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, a first embodiment of the invention will be described with reference to the drawings. 1 and 2, FIGS. 4 to 9, and FIGS. 11 to 15 represent drawings related to the first embodiment.

  First, a control image (control principle) of the elevator group management system according to the present invention will be described with reference to FIGS. FIG. 8 is a diagram showing an example of a control image of the elevator group management system according to the present invention. In FIG. 8, the left side is a diagram conceptually showing the cross section (vertical direction) of the hoistway in the building and the state of the elevator car moving inside. In the right side of FIG. 8, the horizontal axis (A01) represents the time axis, and the vertical axis (A02) represents the floor axis of the building (the vertical axis of the building). It is possible to express the trajectory of each elevator car (generally called an operation diagram). FIG. 8 shows the state of two elevator group management systems as an example. From the figure on the left side of Fig. 8, Unit 1 (the car described as 1) reverses on the 1st floor and operates in ascending, and Unit 2 (the car described as 2) descends from the 2nd floor. I am doing. When this situation is seen in the operation diagram on the right side, both Unit 1 (A03) and Unit 2 (A04) are descending in the left direction from the axis representing the current time, and are located on the 1st floor and 2nd floor, respectively. You can see how they are doing. That is, in the operation diagram on the right side of FIG. 8, the trajectory of each elevator car on the left side from the present time represents the actual trajectory. For example, the actual trajectory of Unit 1 is the trajectory of A031, and the actual trajectory of Unit 2 is the trajectory of A041.

  The point of the present invention is a locus drawn on the time axis in the future direction on the right side of the current timeline in the operation diagram. This represents the 'target trajectory' that each car should pass in the future. Hereinafter, this target locus is referred to as a “target route”. The elevator group management system according to the present invention is characterized in that the operation (more precisely, allocation) of each elevator car is controlled so as to follow this target route. Specifically, the target route of each car is A032 for the first car, and A042 for the second car. The introduction of a trajectory that is a target (or reference) that each unit should pass on the target route and time axis is a unique feature of the present invention that is not present in the conventional group management control.

  FIG. 9 is a diagram showing a state in which the allocation of elevator cars to hall calls is determined according to the target route. FIG. 9 is basically the same as FIG. 8 (the left side represents the state of the elevator on the vertical cross section of the hoistway and the right side represents the operation diagram). First, assume that a new hall call is generated in the upward direction on the third floor (see the diagram on the left side of FIG. 9). In response to this hall call, the group management control assigns an appropriate number of either the first car (B03) or the second car (B04). Here, pay attention to the movement of Unit 1 (B03). The target route of Unit 1 is the locus of B032. The expected route of Unit 1 (predicted trajectory from the current time point, hereinafter referred to as the “predicted route”) will be the B033 route (predicted route 1) when a new hall call is passed without being assigned. When the hall call is assigned, the route is B034 (predicted route 2). Here, in the group management control of the present invention, the movement of each car is to move according to the target route. Accordingly, the closer to the target route is the expected route 1 of B033, that is, the route that passes the hall call without being assigned, and the hall call is not assigned to the first car. As a result, the actual trajectory of Unit 1 operates so as to follow the target route.

  The effect of this control will be described again, but the basic principle is that the actual car trajectory becomes the target route by drawing the target route in the future so that each elevator car becomes a trajectory in a time equidistant state. As a result, it is possible to control each car so as to keep a stable trajectory at regular intervals in the long term.

  For example, in the case of FIG. 9, the actual trajectories of Unit 1 (B03) and Unit 2 (B041) up to the present time: the trajectory of Unit 1 (B031) and the trajectory of Unit 2 (B041) are approaching, and dangling You can see that it is in a state. Here, when a new hall call generated in the upward direction on the third floor is assigned to the second car, the distance between the first car (B03) and the second car (B04) is still close, and the dango operation continues. However, if Unit 1 and Unit 2 are separated and controlled along the target route set so that the trajectory of each car is equally spaced in time, it will not be assigned to Unit 1 (B03), and the target route As you can see, the time is approaching the same time interval.

The features of the control principle of the elevator group management system according to the present invention will be summarized below with reference to FIGS.
1) As shown in FIG. 8, a target locus and target route on the time axis are set for each car.
2) As shown in FIG. 9, the target route and the predicted route are compared so that the trajectory of each car follows the target route, and the hall call assignment is determined to the car that is closer to the target.
3) As a result, each car operates to follow the target route.
4) Here, the target route is basically set so that the trajectories of each car are equally spaced in time, so that each car is stable in the long term and is in a time equally spaced state. Controlled.

  Next, the control system configuration of the elevator group management system according to the present invention will be described with reference to FIG. FIG. 1 shows a control system configuration of an elevator group management system according to the present invention. This control system is executed on, for example, a microcomputer, a DSP (Digital Signal Processor), a system LSI, a computer including a personal computer, or the like. . In FIG. 1, four points are a target route creation unit 103, a predicted route creation unit 104, a route evaluation function calculation unit 105 based on a route evaluation function, and an assigned elevator selection unit 2 in the target route control unit 101. is there. Basically, the control based on the target route described above with reference to FIGS. 8 and 9 is executed by these four elements.

  Details of the control configuration of FIG. 1 will be described below. First, FIG. 1 is large. A plurality of elevators (42A, 42B, 42C), and control devices (41A, 41B, 41C) for each elevator (No. 1 to No. N) that individually control each of the elevators. The group management control unit 1 is configured to control the elevators as a group. Here, the elevator control devices (41A, 41B, 41C) from Unit 1 to Unit N control the position and speed based on the hall call information assigned to each elevator and the car call information derived from the hall call. To do.

  The function of the group management control unit 1 is based on information about each elevator (position, traveling direction, hall call already assigned, derived car call, hall call waiting time, etc.) for the generated hall call. The target route control unit 101 evaluates the optimal unit and assigns a hall call to this unit. Hereinafter, this function will be described in detail.

  In the target route control unit 101, the target route specification determination unit 102 sets the specification of the target route based on the information in the traffic flow data unit 7. Although the details will be described later, basically, the trajectory of each elevator at the same time interval becomes the specification of the target route. Further, the traffic flow data unit 7 outputs the traffic flow information of the building at that time (statistical information on the movement of a person using an elevator).

  The target route creation unit 103 creates a target route (A032, A042 in FIG. 8) for each elevator car as shown in FIG. In creating this target route, hall call information obtained from the hall call data section 8 (hall call information assigned to each car) and car call information obtained from the car call data section 9 (assigned to each car) Car flow information), traffic flow information obtained from the traffic flow data section 7, average number of elevator stops obtained from the average stop number data section 5 (for example, stop while the elevator is moving upward or downward) Expected number of times), stop time information obtained from stop time data section 6 (for example, average stop time per time), rated speed obtained from specification data section 11 of each car number, etc. , Effective number / unit name data section 12 obtains the effective number of elevators at that time or the time zone and the information of the unit number (number that can be controlled as group management) That point or effective service floor information of the time zone obtained from the service floor data unit 13, the predicted route information obtained from the predicted route preparation section 104 as input data. In addition, since the average number of stoppages and stoppage time of an elevator depend on the traffic flow of the building at that time (for example, the expected stoppage value increases when going to work), the average stoppage number data part 5 and the stop time data part 6 The traffic flow information from the traffic flow data unit 7 is input. Although details of the target route creation method will be described later, a more appropriate target route can be set by using such detailed information on the building traffic flow and the elevator state.

  The predicted route creation unit 104 creates a predicted route for each unit. The predicted routes are, for example, predicted route 1 (B033) and predicted route 2 (B034) shown in FIG. 9, and represent predicted trajectories that each car can take from the present time. In creating the predicted route, as in the case of creating the target route, hall call information obtained from the hall call data unit 8, car call information obtained from the car call data unit 9, and traffic flow obtained from the traffic flow data unit 7 Information, average number of elevators obtained from the average number of stops data section 5, stop time information obtained from the stop time data section 6, specification information of each elevator obtained from the specification data section 11 of each car, effective number The effective number of elevators obtained at the time or the time zone obtained from the unit name data portion 12 and the name information of the elevator, the service floor information valid at the time or the time zone obtained from the service floor data portion 13, The temporary allocation information from the allocation car setting unit becomes input data. In this control method, accurate prediction is one of the important points, and this can be realized by using detailed information on the building traffic flow and the elevator state as described above. A detailed method for creating the predicted route will be described later.

  The route evaluation function calculation unit 105 based on the route distance index evaluates the “closeness” between the target route and the predicted route for each car by the route evaluation function using the route distance index. By using this route evaluation function, it is possible to determine an elevator car whose predicted route is closer to the target route when allocating hall calls. For example, taking FIG. 9 as an example, the route distance index is an index for quantifying the closeness between the target route (B032) and the predicted route (B033 or B034) of Unit 1. Details of the route distance index and the route evaluation function will be described later.

  The waiting time evaluation value calculation unit 15 calculates an evaluation value based on the expected waiting time for the hall call assigned to each car. For example, when each car is temporarily assigned to a newly generated hall call, the estimated waiting time of each car is used as an evaluation value, or when each car is temporarily assigned to a newly generated hall call. A method is considered in which the maximum value of the expected waiting time during all hall calls already assigned to each car is used as the evaluation value.

  In the total evaluation value calculation unit 14, the route evaluation function value calculated by the route evaluation function calculation unit 105 based on the route distance index and the waiting time evaluation value calculated by the waiting time evaluation value calculation unit 15 are weighted and added together. An evaluation value is calculated. When the route evaluation function value is ΦR (k), the waiting time evaluation value is ΦW (k), the weighting factor is WC, and the total evaluation value is ΦT (k), the total evaluation value ΦT (k) is expressed by the following equation. .

    ΦT (k) = ΦW (k) + ΦR (k) × WC (A) Here, k represents that the car is the k-th machine. The weighting coefficient WC has such a characteristic that its value changes according to the traffic flow state at that time. For example, when there is a quiet time (late night, early morning, etc.), the number of hall calls is small, so it is appropriate to prioritize the waiting time evaluation value rather than the route evaluation value, and the WC value is reduced. On the other hand, during busy times, hall calls occur frequently, so control by the target route is effective and the value of WC is increased. In this way, by using the comprehensive evaluation value such as the expression (A), it is possible to balance the allocation evaluation based on the waiting time and the allocation evaluation based on the target route in accordance with the traffic flow state.

  The assigned elevator selection unit 2 determines the assigned car for the hall call based on the total evaluation value of each car calculated by the total evaluation value calculating unit 14.

  The control principle based on the target route described with reference to FIGS. 8 and 9 can be realized by the operation of each element of the control configuration of FIG. 1 described above. To be exact, FIGS. 8 and 9 focus on the function of the target route control unit 101 in FIG. 1 and omit the operation of the waiting time evaluation value calculation unit 15.

  Next, the overall flow of the group management control process based on the target route will be described with reference to the flowchart of FIG. First, in the input information update process (ST101), the following information and data (hall call information (input from the hall call data section 8 in FIG. 1)) and car call information (from the car call data section 9 in FIG. Input), car information (input from the car information data section 10 in FIG. 1), traffic flow information (input from the machine specification data section 11 in FIG. 1), average number of stops depending on traffic flow information (average number of stops in FIG. 1) (Input from the data section 5) and stop time (input from the stop time data section 6 in FIG. 1), the effective number and its car name (input from the effective number / unit data section 12 in FIG. 1), the target service floor ( Input from the service floor data section 13 in FIG. 1) is updated as input information necessary for control. In FIG. 19, for the sake of convenience, the above information is collectively input as input information processing, but each information is input only when necessary, for example, in the overall flow of FIG. The input may be divided into two pieces, or may be inputted divided over time. The specification information of each elevator such as the rated speed (information obtained from the specification data section of each car in Fig. 1) is a value determined by the building where the elevator is installed, so it is set in advance as a constant. To do. In the next target route specification setting process (ST102), the target route specification is set by the function of the target route specification setting unit 102 of FIG. Basically, in this specification, time equal intervals are set. In the target route creation process (ST104), the target route according to the set target route specifications is created by the action of the target route creation unit 103 in FIG. In the predicted route creation process A (ST104), a predicted route is created by the function of the predicted route creation unit 104 in FIG. Next, when a car assignment process for a hall call occurs, for example, when a new hall call is detected (ST105), a series of car assignment processes shown below the conditional branch are executed. . Hereinafter, the flow of the car assignment process will be described. Here, a process of temporarily assigning and setting a hall call to each car is executed by a loop process. In FIG. 19, this loop is named a temporary allocation car loop (ST106). In the temporary allocation car loop (ST106), the temporary allocation car is the car No. ka, the variable ka is changed one by one from No. 1 to No. N, and the processing for each elevator car is executed on the loop. The temporary allocation car setting unit in FIG. 1 executes the above temporary allocation setting process. Inside the loop, first, a predicted route creation process B (ST107) is executed. This is a process of creating a predicted route at that time under the condition that the hall call is provisionally allocated to the ka unit (predicted route creation process, while the predicted route creation process A (ST104) does not consider a temporary allocation cage. B (ST107) creates a predicted route reflecting the provisionally assigned car). This process is executed by the predicted route creation unit 104 of FIG. 1 (temporary allocation car information is obtained from the temporary allocation car setting unit 3 of FIG. 1). Next, using the predicted route of the temporarily assigned car No. ka created, a route evaluation function is calculated when the temporarily assigned car is No. ka (Ka = 1 to N) (ST108). This route evaluation function is basically an index representing the degree of proximity between the target route and the predicted route, and the calculation is executed by the route evaluation function calculation unit 105 using the route distance index in FIG. Next, a waiting time evaluation value is calculated based on the expected waiting time of the hall call assigned to the temporary assigned car ka (ST109). The waiting time evaluation value is the estimated waiting time when each car is temporarily assigned to a newly generated hall call, and when each car is temporarily assigned to a newly generated hall call, A method is conceivable in which the maximum waiting time during all hall calls already assigned to the car is used. A comprehensive evaluation value is calculated by weighting and adding the route evaluation function value calculated by the above processing and the waiting time evaluation value (ST110). The formula for calculating the comprehensive evaluation value is as shown in formula (A). The above temporary allocation car loop processing is repeated until the loop is completed (until ka becomes N) (ST111). As a result, N comprehensive evaluation values (for the group management number) temporarily assigned by changing the temporarily assigned car No. ka from ka = 1 to N are obtained. In the assigned elevator selection process, an optimum assigned car is selected based on the N total evaluation values (ST112). This process is executed by the assigned elevator selector 2 shown in FIG. By following the flowchart of FIG. 19 described above, when a new hall call is generated, a hall call is temporarily assigned to each elevator car, and the degree of proximity between the predicted route and the target route in each case is expressed by a route evaluation function. Further, an index based on the expected waiting time is added, and a temporary allocation car that provides an optimal evaluation value (minimum evaluation value) is selected as an actual allocation car.

  Next, each control element of the target route control unit 101 in the control system configuration of the elevator group management system shown in FIG. 1, 1) a target route creation unit (103 in FIG. 1), 2) an expected route creation unit (FIG. 1) 104), 3) Route evaluation function calculation unit based on route distance index (105 in FIG. 1), and 4) Details of processing contents of the target route specification setting unit (102 in FIG. 1) will be described.

  First, details of processing contents of the target route creation unit, which is one of the most important elements in the present invention, will be described with reference to FIGS. 2 and 11 to 16. FIG. 2 is a diagram showing an example of the configuration of the target route creation unit. The configuration of the target route creation unit shown in FIG. 2 is largely divided into the following four elements: 1) target route update determination unit (103A in FIG. 2), 2) current phase time value calculation unit (103B in FIG. 2), 3) The phase time value adjustment amount calculation unit for each car (103C in FIG. 2), and 4) the adjusted route creation unit (103D in FIG. 2).

  First, as an overview of the control image, the operation of the above four elements will be described. The target route update determination unit (103A in FIG. 2) determines whether or not to update the current target route. If it is determined that the target route is to be updated, the current phase time value calculation unit (103B in FIG. 2) at the next stage will phase the interval state of each car route with respect to the predicted route of each elevator car at that time. Evaluate by the index of time value. Here, the reason for using the concept of “phase” is, for example, when a three-phase AC waveform of a sine wave is considered in electric circuit theory, the state in which the waveform of each phase is equalized is the phase of each phase. This is based on being in an equiphase state of 2π / 3 (rad). In other words, if the route of each car is regarded as a waveform, and the “index like phase” is used for the waveform, the interval state for each route can be easily evaluated. This 'index like phase' corresponds to an index called a phase time value used in the present invention. The phase time value will be described in detail later. After the current phase time value calculation unit (103B in FIG. 2) calculates the phase time value at that time, the phase time value adjustment amount of each car for equalizing the phase time value is set to the phase of each car. The time value adjustment amount calculation unit (103C in FIG. 2) calculates the time value. Based on the adjustment amount calculated above, the post-adjustment route creation unit (103D in FIG. 2) adjusts the time phase value of the expected route of each original car. The route obtained as a result of the adjustment becomes the target route for each car.

  The operation for the schematic control configuration described above will be described using the operation image of FIG. FIG. 11 is a diagram showing an operation image of the target route creation process executed by the target route creation unit shown in FIG. Here, an operation image of control based on the general control content described above will be described first (details of FIG. 11 will be further described later). First, the diagram in FIG. 11A (target route shape before adjustment) corresponds to the predicted route of each car at the present time, which is the base for creating the target route described in FIG. Here, three elevator group management systems are considered. In FIG. 11A, the first car (C010), the second car (C020), and the third car (C030) are moving down the eighth floor on the current axis (C050). Is descending, and the fourth floor is descending. The predicted routes (predicted trajectories) of the three cars after the present time are as follows: No. 1 is a solid trajectory (C011), No. 2 is a one-dot chain trajectory (C021), and No. 3 is a dotted trajectory (C031). It has become. The predicted route creation method will be described in detail in the description of the predicted route creation unit. These trajectories are clearly close to each other, and it can be seen that they are close to the dango driving state. Returning to the control configuration of the target route creation unit in FIG. 2, when the target route update determination unit (103A in FIG. 2) first determines the update of the target route, the current phase time value calculation unit (103B in FIG. 2) In FIG. 11 (A), the predicted routes (C011, C021, C031 in FIG. 11A) of each car are regarded as a kind of waveform, and the respective phase time values are calculated. This phase time value is calculated at the intersection where the predicted route of each car crosses the adjusted reference time axis (C040) in the graph of FIG. Next, based on this phase time value, an adjustment amount for each predicted route to be in an equally spaced state is calculated by the phase amount value adjustment amount calculation unit (103C in FIG. 2) of each car. This adjustment amount is represented as three black dots on the adjustment reference time axis (C040) on FIG. For example, in the case of Unit 1, the point of C01A reflects the adjustment amount, and the expected route (C011 in FIG. 11A) of Unit 1 is adjusted in the following process so as to pass this point (C01A). The Similarly, the predicted route of Unit 2 (C021 in FIG. 11 (A)) is adjusted by the following processing to pass the point C02A, and the predicted route of Unit 3 (C032 in FIG. 11 (A)) passes through the point C03A. The This process is performed by the post-adjustment route creation unit (103D) in FIG. 2, where a predicted route is adjusted based on the adjustment amount and a new target route is created. The result is the trajectory shown in FIG. FIG. 11B illustrates a new target route created based on the predicted route shown in FIG. For each of the three cars (C010, C020, C030 in FIG. 11B), the target route of Unit 1 (C010) is a solid line locus (C011N), and the target route of Unit 2 (C020) is 1 The dotted line trajectory (C021N) and the target route of the third car (C030) are the dotted line trajectory (C031N). The feature of the trajectory of this target route is that the route of each car is drawn so as to lead to a state at equal intervals in time as shown in FIG. Specifically, in FIG. 11 (B), the target routes of the three cars are equally spaced in time from the adjustment reference axis (C040), and the axis (C050) representing the current time In the time between the adjustment reference time axis (C040) (the time area written as the adjustment area in FIG. 11B), a trajectory is drawn so as to lead each car to such a time-equally spaced state. Yes. Based on the predicted route shown in FIG. 11 (A), the points (the points of the adjustment reference axis, C01A, C02A, C03A in FIGS. 11 (A) and 11 (B)) obtained by each route from the adjustment amount are obtained. Such a route (a target route as shown in FIG. 11B) can be created by adjusting each route so as to pass. Details of this creation method will be explained later. Before that, the basic concept of the target route creation method will be organized with reference to FIGS.

  FIG. 12 and FIG. 13 show the basic concept of how to create a target route that is a feature of the present invention. First, the contents of FIG. 12 will be described. FIG. 12 illustrates the concept of creating a target route using an adjustment area, which is the basic concept of creating a target route. In the graph of FIG. 12, the horizontal axis represents the time axis, and the vertical axis represents the position of the floor of the building. The graph is divided into two regions with the adjustment reference time axis (D04) as a boundary. Of these, the left area (D01) is an adjustment area. As for the adjustment area, it was mentioned a little in the description of FIG. 11B, but as shown in FIG. 12, in an area sandwiched between the time axis (D03) representing the current time and the adjustment reference time axis (D04). This region is a region in which the region is to be brought close to a transient state, that is, an ideal time equidistant state. Then, the area after the adjustment reference time axis is a steady state, that is, an area (D02) where an ideal time equidistant state is established. That is, the idea is that a transient state leading to the ideal state is created in the adjustment area so as to be the ideal state in the steady state region (D02) and led to the ideal state. FIG. 13 shows the concept of control by the adjustment area in the target route. This figure shows a process for creating a target using the adjustment area. This consists of the following four processes already outlined in FIG. 1) Draw a current expected route (ST701 in FIG. 13), 2) Calculate the current phase time value of each car on the adjustment reference time axis (ST702), 3) Temporal based on the current phase time value Calculate the adjustment amount of each car so as to be equally spaced (ST703), 4) adjust the grid of the expected route in the adjustment area according to the adjustment amount, and this becomes the target route (ST704). As described above, the target route creation method as the core of the present invention is characterized in that it is executed by the basic concept of creation described in FIG. 12 and the four basic processes shown in FIG.

  So far, the basic part of the component related to the creation of the target route, the operation of the outline, the basic concept of creation and the basic process have been explained.

  In the following, details regarding target route creation will be described with reference to FIGS. 2, 11, 14, and 15. First, detailed elements in the target route creation unit shown in FIG. 2 will be described. The current phase time value calculation unit (103B in FIG. 2) includes an initial state route creation unit (103B1), an adjustment reference time axis setting unit (103B2), a phase time value calculation unit (103B3) for each car on the adjustment reference axis, It consists of a sorting unit (103B4) in order of phase time value. The initial state route creation unit (103B1) creates a predicted route for each car at that time and sets this as the initial state route. This route in the initial state corresponds to the target route shape before adjustment shown in FIG. The adjustment reference time axis setting unit (103B2) sets the adjustment reference time axis. The phase time portion calculator (103B3) of each car on the adjustment reference time axis calculates the phase time value of each car on the adjustment reference time axis. Here, details of the phase time value will be described with reference to FIG. In FIG. 15, the horizontal axis of the graph represents the phase time value, and the vertical axis represents the floor position of the building. The graph shown in FIG. 15 represents an expected route of an elevator car, and this predicted route is assumed to be a periodic function with a period T. For example, the expected route of Unit 1 in FIG. 11A (C011 in FIG. 11A) corresponds to this example. It can be seen that the expected route of Unit 1 in FIG. 11A (C011 in FIG. 11A) is a periodic function. The graph of FIG. 15 is a route obtained by cutting out one cycle starting from the lowest floor (in this case, the reference floor) from the expected route serving as the periodic function. This route is composed of a route when the car is raised (G01 in FIG. 15) and a route when the car is lowered (G02 in FIG. 15), and corresponds to a route in which the car makes one round in the building. Here, assuming that the floor position is a phase, the phase of the lowest floor of the car is 0 or 2π (rad), and the phase of the highest floor is π (rad). In the same way as a sine wave, the phase 0 to π is a positive polarity phase (a positive phase when the cage is in ascending operation), and the phase π to 2π is a negative polarity phase (when the cage is in descending operation is a negative phase). Phase). At this time, since the phase is inverted from positive to negative at the time point of phase π (time point Tπ in FIG. 15), this time point is referred to as inverted phase time Tπ. Further, the floor position of the top floor is represented by y_max. Under the above setting conditions, the phase time value tp (0 ≦ tp <T) of a certain car on the expected route is defined as follows.

tp = (Tπ / y_max) × y (when the car rises: 0 ≦ tp <Tπ) (1) tp = − {(T−Tπ) / y_max} × y + T (when the car descends: Tπ ≦ tp <T)
(2) where y is an amount representing the expected car position as a position on the floor axis. For example, on the predicted route shown in FIG. 15, the phase time value tp for the predicted position y of the car (G03 in FIG. 15) can be calculated as tp = (Tπ / y_max) × y from the equation (1). it can. The feature of the phase time value tp is that the phase amount is a value obtained by changing the phase amount to the time dimension, and therefore the phase amount at an arbitrary time point of each route can be uniquely evaluated by the phase time value. Therefore, the degree of time equidistant state of the predicted route of each car can be easily evaluated by using the phase time value.

  Returning to FIG. In the phase time value calculation unit (103B3) of each car on the adjustment reference time axis in the current phase time value calculation unit (103B in FIG. 2), the prediction of each car is performed using Expression (1) or Expression (2). A phase time value with respect to the intersection of the route and the adjustment reference time axis is calculated. FIG. 14 shows a process for creating a target route. In this figure, for the sake of easy understanding, only one car (unit 2) is extracted and shown. FIG. 14A shows an expected route (C021 in FIG. 14A) as a target route shape before adjustment. This predicted route is created by the initial state route creation unit (103B1 in FIG. 2) in FIG. The adjustment reference time axis in FIG. 14A (C040 in FIG. 14A) is set by the adjustment reference time axis setting unit (103B2 in FIG. 2). Phase time value tp of the expected route of Unit 2 (C021 of FIG. 14A) on this adjusted reference time axis (C040 of FIG. 14A), that is, the intersection of the predicted route of Unit 2 and the adjusted reference time axis The phase time value tp for each car on the adjustment reference time axis (103B3 in FIG. 2) calculates the phase time value tp at (C060 in FIG. 14A). For example, in the case of the intersection C060 in FIG. 14A, the car is in the ascending operation state (between 0 (rad) and π (rad) in phase), and therefore, from the expected car position y, the phase time is calculated according to the equation (1). The value tp can be calculated. Here, the period T can be obtained from the data of the number of floors of the building, the floor width, the rated speed of the car, and the average number of stops and the stop time determined by the traffic flow state of the building at that time. Similarly, the inversion phase time Tπ can be obtained from the above data. The floor position y_max on the top floor is a constant determined by the building. Returning to FIG. 2, after the phase time value of each car is calculated by the phase time value calculation unit (103B3 in FIG. 2) of each car on the adjustment reference time axis as described above, the phase time value for each car is converted into the phase. Sorting is performed in the order of the phase time values by the time value ordering unit (103B4 in FIG. 2). Hereinafter, this order is referred to as a phase order. As described with reference to FIG. 15, the phase time value tp of each car is defined on the waveform for one round, and the phase time value becomes more as the position is earlier in the waveform of FIG. growing. On the other hand, tp is adjusted to be in the range of 0 ≦ tp (k) <T. For example, taking the state of three cars in the target route shape before adjustment (corresponding to the predicted route) in FIG. 11A as an example, the adjustment reference axis (C040 in FIG. 11A) and the predicted route of each car From the intersections with (C011, C021, C031 in FIG. 11A), the order of the phase time values of each car is the phase order of Unit 3, Unit 2, Unit 1 from the smallest. In the sorting unit (103B4 in FIG. 2) in order of phase time values, such a phase order is calculated using a sorting algorithm (for example, a direct selection method or bubble sort). The phase time value adjustment amount calculation unit (103C in FIG. 2) of each car calculates the interval between each car based on the calculated phase time value of each car and its phase order. The value is compared with a reference value for equal intervals, and the adjustment amount of the phase time value of each car represented as the difference is calculated. The idea here is to find the interval (evaluated by the phase time value) of each car from the expected route, compare this with the reference value for equal intervals, and use that difference as the adjustment amount to be adjusted from now on. become. Hereinafter, the processing content of the adjustment amount calculation unit (103C in FIG. 2) of the phase time value of each car will be described with reference to FIG. As described above, in FIG. 11A, the phase time value on the adjustment reference time axis (C040 in FIG. 11A) of the predicted route (C011, C021, C031 in FIG. 11A) of each car. The phase order is in the order of Unit 3, Unit 2, and Unit 1. Assuming that the expected lap time of the route is T (the lap times are the same for all three units), the phase time value tp (k) of Unit k is tp (3) = 0.09T for Unit 3 and tp ( 2) = 0.17T, Unit 1 becomes tp (1) = 0.77T. When the distance between each car is calculated in phase order, the distance between Unit 2 and Unit 3 is tp (2) -tp (3) = 0.08T, and the distance between Unit 1 and Unit 2 is tp (1) -tp (2) = The interval between 0.6T and Unit 3 and Unit 1 is tp (3) -tp (1) + T = 0.32T. Thus, by quantifying the interval of each car based on the phase time value, the interval of each car can be quantitatively evaluated. For example, it can be seen from the above results that the distance between Unit 2 and Unit 3 is very close. In the phase time value, one round time is set as T. Therefore, in the case of management of N groups, the interval of each car in the target time equal interval state can be expressed by T / N. In the example of FIG. 11A, the target car interval is T / 3 = 0.33T because of the management of the group of three cars. The difference between the target interval and the current interval of each car is the interval to be adjusted. For example, + 0.25T (= 0.33T-0.08T) between Unit 2 and Unit 3 is the interval value to be adjusted, and -0.27T (= 0.33T-0.6T) between Unit 1 and Unit 2. ) Between Unit 3 and Unit 1, + 0.01T (= 0.33T−0.32T) is the interval value to be adjusted. In the above, a positive sign indicates an increase in the interval (need to increase the current interval with respect to the target), and a negative sign indicates a decrease in the interval (necessary to reduce the current interval with respect to the target) is there). Based on the interval value to be adjusted, the adjustment amount of the phase time value for each car is calculated. This can be determined by the following algorithm. For example, as group management of three units, it is assumed that the A machine, the B machine, and the C machine are arranged in the order of phase (in order to generalize, the name of the machine is described here in alphabetical order). From the above, 0 ≦ tp (A) ≦ tp (B) ≦ tp (C) <T holds. Here, the adjustment amount of the phase time value for each car is represented by Δtp (k) (k represents that the car is the k-th car). First, in order for the interval between the cars after adjustment to satisfy the target interval T / 3, the following equations must be satisfied.

(Tp (B) + Δtp (B)) − (tp (A) + Δtp (A)) = T / 3 (3) (tp (C) + Δtp (C)) − (tp (B ) + Δtp (B)) = T / 3 (4) (tp (A) + Δtp (A)) − (tp (C) + Δtp (C)) + T = T / 3 (5) For example, in the equation (3), the adjusted phase time value is expressed as tp (B) + Δtp (B) with respect to the current phase time value tp (B). Therefore, the expression (3) represents that the difference between the adjusted phase time value of the machine B and the adjusted phase time value of the machine A, that is, the interval satisfies T / 3.
Here, since the above three equations are not independent from each other, Δtp (A), Δtp (B), and Δtp (C) cannot be solved with only these three equations. Therefore, as another condition, a condition is added in which the center of gravity on the arrangement viewed from the phase time value of each current car matches the center of gravity on the arrangement viewed from the phase time value of each adjusted car. This condition is as follows.

(Tp (A) + tp (B) + tp (C)) / 3 = {(tp (A) + Δtp (A))
+ (Tp (B) + Δtp (B)) + (tp (C) + Δtp (C))} / 3 (6) When formula (6) is arranged, formula (7) is obtained.

    Δtp (A) + Δtp (B) + Δtp (C) = 0 (7) Equations (3), (4), (5), (7) can be expressed as Δtp (A), Δtp ( Solving for B) and Δtp (C), the following equation is obtained.

Δtp (A) = (− 2/3) tp (A) + (1/3) tp (B) + (1/3) tp (C)
+ (− 1/3) T (8) Δtp (B) = (1/3) tp (A) + (− 2/3) tp (B) + (1/3) tp (C)
(9) Δtp (C) = (1/3) tp (A) + (1/3) tp (B) + (− 2/3) tp (C)
+ (1/3) T (10) In summary, three cars in which the phase time value before adjustment is 0 ≦ tp (A) ≦ tp (B) ≦ tp (C) <T, Unit A , The adjustment amount Δtp (A), which satisfies the condition that each car is in a time equidistant state after adjustment and the center of gravity on the arrangement of the three cars does not change before and after the adjustment with respect to the No. B and No. C machines. Δtp (B) and Δtp (C) can be obtained by equations (8), (9), and (10), respectively. For example, taking FIG. 11 (A) as an example, in the case of this figure, the A, B, and C machines are No. 3, 2, and 1, respectively. Therefore, tp (A) = tp (3) = 0.09T, tp (B) = tp (2) = 0.17T, tp (C) = tp (1) = 0.77T, and the adjustment amount for each car (8), (9), and (10), Δtp (A) = Δtp (3) = − 0.081T, Δtp (B) = Δtp (2) = 0.177T, Δtp (C) = − 0.096T. As confirmation, when each phase time value after adjustment is obtained, tp (A) + Δtp (A) = tp (3) + Δtp (3) = 0.010T, tp (B) + Δtp (B ) = Tp (2) + Δtp (2) = 0.343T, tp (C) + Δtp (C) = tp (1) + Δtp (1) = 0.677T. Therefore, all became 0.33T and the conditions of equal intervals were satisfied. Next, returning to FIG. 2, the adjusted route creation unit (103 </ b> D in FIG. 2) uses the adjustment amount obtained by the adjustment amount calculation unit (103 </ b> C in FIG. 2) of the phase time value of each car. The details of the process for creating the file will be described. The adjusted route creation unit first calculates the adjustment amount of the grid on the target route (corresponding to the expected route) before the adjustment of each cage by the adjustment amount calculation unit (103D1 in FIG. 2) on the route of each cage. To do. First, the grid will be described with reference to FIG. FIG. 14A shows a diagram in which only the target route (corresponding to the predicted route) before adjustment of Unit 2 is extracted for easy understanding. The grid is defined as a direction reversal point of the target route in the adjustment area. In FIG. 14A, three direction reversal points C022, C023, C024 of the target route (C021) before the adjustment. Becomes a grid (the direction reversal point in the adjustment area becomes a grid, and is limited to the above three points). By adjusting the position of the grid in the horizontal direction, the phase time value of the target route can be adjusted. The adjustment amount of each grid is determined by a method of assigning the adjustment amount of the car as a total amount and sequentially assigning a value exceeding the limiter value set for the grid from the grid closest to the current time. Here, the limiter value of the adjustment amount of each grid is set by the limiter value setting unit (103D2 in FIG. 2) of the grid. The above method will be described by taking the case of FIG. First, the amount of grid adjustment for each of the three grids of Unit 2 is set as Δgtp (k = 2, i = 1, 2, 3). Here, k represents the number of the car (k = 2 in the case of car 2), and i represents the grid number. The grid number i is numbered in ascending order of numbers from the present time to the future direction. The limiter value for the adjustment amount of each grid is set to LΔgtp (k = 2, i = 1, 2, 3). As already determined, the amount of adjustment of the phase time value of Unit 2 is tp (2) + Δtp (2) = 0.343T, and Δgtp (k = 2) so that this is equal to or less than the limiter value. , I = 1), Δgtp (k = 2, i = 2), and Δgtp (k = 2, i = 3). For example, the limiter value of each grid is expressed as LΔgtp (k = 2, i = 1) = 0.2T, LΔgtp (k = 2, i = 2) = 0.2T, LΔgtp (k = 2). , I = 3) = 0.1T, the first grid adjustment amount is Δgtp (k = 2, i = 1) = 0.2T (= LΔgtp (k = 2, i = 1); sticks to the limiter value). The total amount of the remaining phase time adjustment amount is 0.343T−0.2T = 0.143T. Next, the adjustment amount of the second grid is Δgtp (k = 2, i = 2) = 0.143T. Since the total amount of remaining phase time adjustment is zero, the third grid adjustment amount is Δgtp (k = 2, i = 2) = 0. Returning to FIG. 2, in the adjusted grid position calculation unit (103D3 in FIG. 2), the adjustment amount (Δgtp (k, i)) for each grid and the position of the grid before adjustment (this is expressed as gp (k, k, i)) to calculate the adjusted grid position (this is referred to as gp_N (k, i)). For example, when k = 2 and the number of grids is 3 (i = 1, 2, 3), the calculation formula of each grid is as follows.

gp_N (k = 2, i = 1) = gp (k = 2, i = 1) + Δgtp (k = 2, i = 1) (11) gp_N (k = 2, i = 2) = gp ( k = 2, i = 2) + Δgtp (k = 2, i = 1) + Δgtp (k = 2, i = 2) (12)
gp_N (k = 2, i = 3) = gp (k = 2, i = 3) + Δgtp (k = 2, i = 1) + Δgtp (k = 2, i = 2) + Δgtp (k (2, i = 3) (13) Since the adjustment amount of the grid is carried over to the succeeding grid, the position of the final grid is adjusted by the total amount of the phase time value adjustment amount for the car. Become so. As described above, a new target route can be created by connecting the adjusted grid positions to each other. The target route data calculation unit (103D4 in FIG. 2) calculates and updates this new target route data. The route drawn in bold in FIG. 14B represents the adjusted target route based on the target route before adjustment (corresponding to the predicted route) in FIG. 14B. In FIG. 14B, the target route before adjustment is represented by a thin one-dot chain line (C021), and the target route after adjustment is represented by a thick one-dot chain line (C021N). The adjusted grid position calculation unit (103D3 in FIG. 2) calculates the adjusted grid position, and as a result, the grid of C022 is shifted to C022N after adjustment. Similarly, the grid of C023 is shifted to C023N, and the grid of C024 is shifted to C024N. When these three grids are connected, a bold one-dot chain line route (C021N) can be drawn, which becomes a newly updated target route. As can be seen from FIG. 14B, the newly updated target route (the adjusted target route) passes through the adjusted target point set to the adjustment amount of the phase time value. As described above, since the route of each car is adjusted so as to pass through the adjusted target point, the result is as shown in FIG. 11B, and the adjustment reference time axis (FIG. 11B) After C040), it can be seen that the three target routes (C011N, C021N, C031N) are in a time equidistant state. Naturally, each route (C011N, C021N, C031N) passes through each adjusted target point (C01A, C02A, C03A in FIG. 11B). It can also be seen that the target route in the adjustment area adjusted by the grid plays a role of a transitional guide for achieving a time equidistant state after the adjustment reference time axis. The details of the target route creation processing have been described with reference to FIG.

  Next, the flow of target route creation processing will be described with reference to the target route creation processing flowchart of FIG. First, it is determined whether to update the target route (ST201). This process is executed by the target route update determination unit (103A) in FIG. If not updated as a result of the update determination, the process is exited. When updating, the process proceeds to the next process. The update determination method will be described in detail later with reference to FIG. When it is determined that the target route is to be updated, loop processing for each car is executed by the car number loop (ST202). In the loop process, the current phase time calculation process is performed (ST203). This process is performed in the current phase time value calculation unit (103B) of FIG. When the current phase time values have been calculated for all the cars, the car exits from the car number loop (ST204). Next, the adjustment amount of the phase time value of each car is calculated using the calculated current phase time value (ST205). This is executed by the adjustment amount calculation unit (103C) of the phase time value of each car in FIG. Details of this processing have already been described. Based on the calculated adjustment amount of the phase time value of each car, the car number machine loop is executed again (ST206), and adjusted route creation processing is performed for each car (ST207). This adjusted route creation process is executed by the adjusted route creation unit (103D) in FIG. Details of this processing have already been described. If the above-described processing is executed for all the cars, the car exits the car number loop (ST208), and the target route creation processing ends.

Next, details of the target route update determination processing will be described with reference to the flowchart of FIG.
There are three main ways of updating the target route. 1) Method of periodically updating at a predetermined cycle, 2) When the distance between a target route of a certain car and an expected route (herein referred to as a distance between routes) is detected, and the distance exceeds a predetermined value 3) A method combining the methods 1) and 2) above. FIG. 24 shows that 1) and 2) corresponding to the above method 3) can be executed by partially using the method 3). First, a clock or timer is checked to check whether a predetermined update cycle has elapsed (ST601 in FIG. 24). If the update period has elapsed, the target route is updated (ST606). This process is the process after the target route update determination unit (103A in FIG. 2) in FIG. 2, or the process when the update determination in FIG. 20 (ST201 in FIG. 20) is updated (the process after ST202). Corresponding to If the predetermined update cycle has not been updated, then a loop process is performed in the car number loop (ST602 in FIG. 24), and the distance between the target route and the predicted route (distance between routes) is determined for each car. It is calculated and it is determined whether this distance is not more than a predetermined threshold value (ST603). The distance between the target route and the predicted route (distance between routes) is an index indicating how far the target route is from the predicted route, and details will be described later with reference to FIG. The idea of this process is that when the difference between the target route and the predicted route is large and the target has to be corrected, it is determined with a predetermined threshold value. If at least one of the distances between the routes is equal to or greater than the threshold value for each car (ST603), the target route is updated (ST606). The distance between routes is checked for all the cars (ST604), and if the distance between the routes is smaller than the threshold value for all the cars, the target route is not updated and the current target route is used as it is (ST605). . Regarding the update of the target route, the idea of correcting it appropriately and keeping it always the appropriate target route ('flexible target route') and the idea of maintaining the target route as much as possible without changing the target route once decided ('firm firm Two ways of target route ') are possible. Since each has advantages and disadvantages, it is only necessary to appropriately set the two control parameters of the update cycle and the distance between routes described with reference to FIG.

  In the above, the target route creation method which becomes the core in the present invention-elevator group management controlled by the target route-has been described. Next, a method of creating an expected route that serves as an index for causing the actual route of the car to follow the target route will be described.

  Hereinafter, a method for creating a predicted route will be described with reference to FIGS. 5, 6, 19, 21, and 22. First, referring to FIG. 19, it will be explained that there are two cases for predicted route creation. FIG. 19 is a process flowchart of the overall control of the elevator group management system according to the present invention, which has already been described. In FIG. 19, there are two predicted route creation processes: predicted route creation process A (ST104 in FIG. 19) and predicted route creation process B (ST107). The predicted route creation process A creates a predicted route that does not consider provisional allocation for hall calls, in other words, a predicted route that reflects the current state as it is. Such a predicted route is used for determining the distance between the target route and the target route before the adjustment (initial state before adjustment) when the target route is created. Used as. The other predicted route creation process B creates a predicted route reflecting the temporary allocation state of the car. Such an expected route is used for temporary allocation evaluation such as when a new hall call is generated.

  First, a predicted route creation method corresponding to the predicted route creation process A described above will be described with reference to FIG. In FIG. 6, first, in the predicted arrival time calculation unit (104B1) for each floor, average stop number data and stop time data determined by the traffic flow state at that time, and hall call data assigned to each car (Such as floors where hall calls are assigned), car call data (car floors generated), etc., car status data (current position, direction, speed, etc.) Predicting arrival at each floor for each car using unit specification data (rated speed, etc.), valid number and car name data, and service floor data (floor data to serve for each car) Calculate time. For example, as a simple example, let us consider a case in which a target car in a 4 floor building is stopped in the upward direction on the first floor. Here, the moving time of the first floor is simply 2 seconds, and the stopping time at the time of stopping is uniformly 10 seconds. Also, it is assumed that a hall call is assigned to the car on the second floor, and a car call is generated on the fourth floor (a car call generated by a passenger boarded on the first floor). The traffic flow state at that time is a normal traffic flow state in which the movement between floors is relatively large. Accordingly, it is assumed that the average number of stops in each floor and direction is as follows: -1 floor (up): 0.25, 2nd floor (up): 0.25, 3rd floor (up): 0.25, 4 Floor (up): 0.25, 5th floor (down): 0.25, 4th floor (down): 0.25, 3rd floor (down): 0.25, 2nd floor (down): 0.25. In addition, the average number of stops here represents the average number of stops for each floor when the car runs once in the building. Based on the above conditions, the estimated arrival time for each floor of the target car is calculated as follows: 1st floor (up): 0 seconds, 2nd floor (up): 2 seconds, 3rd floor (up): 14 Second, 4th floor (up): 18.5 seconds, 5th floor (reversal): 30.5 seconds, 4th floor (down): 35 seconds, 3rd floor (down): 39.5 seconds, 2nd floor (down): 44 seconds, 1st floor (reversal): 48.5 seconds. Considering the relationship of these predicted arrival times for each floor in reverse, thinking that the predicted position of the car relative to the future time is to introduce the coordinates with the time axis as the horizontal axis and the floor position as the vertical axis, and the time and prediction. By connecting points determined by the position, it is possible to create a predicted route in the future. For example, if the above example is used, (t (seconds), y (floor)) on the coordinates with the horizontal axis (t axis) as the time axis and the vertical axis (y axis) as the position of the floor, 0,1), (2,2), (14,3), (18.5,4), (30.5,5), (35,4), (39.5,3), (44, 2), (48.5, 1) can be plotted, and the predicted route can be created by connecting these points. In this example, the stop time is omitted, but an expected route including the stop time can also be drawn. In this case, a point at the end of the stop may be newly added. Including the downtime makes the expected route shape more accurate. Returning to FIG. 6, in the predicted route data calculation unit (104B2) of FIG. 6, the procedure described above is based on the predicted arrival time for each floor calculated by the predicted arrival time calculation unit for each floor (104B1). Create route data according to the following. To summarize the procedure once again, the estimated arrival time for each floor is considered as the predicted position of the car with respect to the future time, and the horizontal axis is time axis, and the vertical axis is the floor position. A predicted route can be created by connecting each point with a line segment. At this time, the expected route can be considered as a function on the coordinate axis with the horizontal axis as the time axis and the vertical axis as the floor position. The time is t, the floor position is y, and the car number is k (1 ≦ 1). If k ≦ N: N is the total number of cars, it can be expressed as y = R (t, k).

  Next, the flow of the predicted route creation process corresponding to the predicted route creation process A will be described with reference to FIG. First, it is determined whether or not to update the predicted route (ST301). The purpose of this processing is because updating the predicted route every time increases the load on the processing device such as a microcomputer, and therefore, it is intended to update at a period in which there is no influence (for example, 0.5 seconds). If the update is not updated as a result of the update determination, the process is exited. In the case of update execution, the process proceeds to the next process. In the case of update execution, the car number loop (ST302) executes, for each car, the predicted time calculation process (ST303) for each floor and the predicted route data calculation process (ST304) based on the estimated arrival time. Each process is executed by the predicted arrival time calculation unit (104B1) and the predicted route data calculation unit (104B2) for each floor in FIG. Details of these processes have already been described. When the above process is completed for all the cars, the process exits (ST305). In this way, the expected routes for all the cars are updated as appropriate at a predetermined cycle. New hall calls and car calls occur irregularly, but by following the flowchart of FIG. 21, it is possible to apply an expected route according to the situation.

  FIG. 5 shows the processing configuration of the predicted route creation unit corresponding to the predicted route creation process B (described in ST107 of FIG. 19 and created predicted route when temporary allocation is reflected). The concept of the process is the same as in the case of FIG. 6 (expected route creation process A). The difference is that a predicted route reflecting the temporary allocation is created for the temporary allocation car. Specifically, assuming that the temporary allocation car for the new hall call is Ka, this temporary allocation information (temporary allocation car (ka), the floor and direction of the corresponding hall call) is required to create a normal expected route. In addition to the input information (information described in the explanation of FIG. 6), the predicted arrival time for each floor is calculated (executed by the predicted arrival time calculation unit 104A1 for each floor), and the predicted route data is based on the calculated arrival time. Is calculated (executed by the predicted route data calculation unit). The predicted route reflecting the temporary assignment obtained in this way can be expressed as a function R (t, ka) on the coordinates of the time-floor position. For a car other than the temporary allocation (a car other than the ka car), the same processing as the process described in FIG. 6 is performed. First, the predicted arrival time for each floor is calculated by the predicted arrival time calculation unit (104A3) for each floor, and the predicted route data is generated by the predicted route data calculation unit (104A4) based on this. The obtained predicted route can be expressed as a function R (t, k) (1 ≦ k ≦ N, where k ≠ ka).

  FIG. 22 shows a process flowchart of predicted route creation corresponding to the predicted route creation process B described above. First, the temporary allocation information (corresponding hall call generation floor, direction, etc.) is acquired for the temporary allocation car No. ka (ST401), and the temporary allocation is reflected to the car ka No. based on the information. The estimated arrival time for each floor is calculated (ST402). Then, predicted route data is calculated based on the estimated arrival time for each floor (ST403). Next, a car number loop excluding the temporarily allocated car number ka is executed (ST404), and an estimated arrival time for each floor is calculated for each car number excluding number ka (ST405). Then, the expected route data is calculated (ST406). When the above process is executed for all cars except the car, the process ends (ST407). In this way, it is possible to create an expected route for the temporarily assigned car car ka and an expected route for the car k other than the temporarily assigned car (1 ≦ k ≦ N, where k ≠ ka).

  This completes the description of how to create an expected route. Next, a description will be given of an inter-route distance serving as an index for measuring the degree of proximity between the target route and the predicted route, and a route evaluation function serving as an index for determining assignment. In the current system, an “allocation evaluation function” for quantitatively evaluating allocation is defined as a function of a predicted waiting time for each call. The control method of the present invention is characterized in that the “assignment evaluation function” is defined not by the predicted waiting time but by an amount (inter-route distance) that represents the closeness between the target route and the predicted route.

  First, the distance between routes, which is an index representing the proximity between the target route and the predicted route, will be described with reference to FIG. FIG. 18 shows a method for calculating the distance between routes. First, FIG. 18A will be described. In the graph of FIG. 18A, the horizontal axis represents the time axis, and the vertical axis represents the floor position. On this graph, the target route R * (t, k) (t is the time, k is the number of the k-th car). (Representing that the car is a car) and the expected route R (t, k) is represented by the path F012. From FIG. 18A, it is considered that the most appropriate index as the index indicating the closeness between the target route and the predicted route is the area of the region sandwiched between both. Obviously, the closer the two routes are, the smaller the area becomes. If the two routes match, the area becomes zero. Therefore, an area sandwiched between the function R * (t, k) representing the target route and the function R (t, k) representing the predicted route is defined as an inter-route distance. The area can be obtained by integration. There are two possible integration methods: integration in the time axis direction and integration in the floor axis direction. FIG. 18A shows a method of integration in the time axis direction. The formula for this integration is as follows.

    ∫ {R * (t, k) −R (t, k)} dt (14) The time range for obtaining the area is determined from the current time point to the adjustment reference axis, that is, the adjustment area range. Thus, the area for which the area is obtained is indicated by a vertical line in the area sandwiched between the target route R * (t, k) (F011) and the expected route R (t, k) (F012) in FIG. It becomes the done area. From the above, when the distance between the target route and the predicted route is expressed as L [R * (t, k), R (t, k)], L [R * (t, k), R (t, k) )] Can be expressed by the following equation.

L [R * (t, k), R (t, k)] = ∫ {R * (t, k) −R (t, k)} dt
(Integration section is adjustment area) (15) When the calculation is actually performed by a microcomputer or the like, the above integration formula is approximately calculated by integrating the rectangular area. For example, in FIG. 18A, consider a rectangle (F013) with a target route sandwiched between expected routes and a time axis length of Δt. When the area of this rectangle is ΔS, ΔS is expressed by the following equation.

ΔS = {R * (t, k) −R (t, k)} × Δt
When the rectangle is cut out every Δt in this way over the entire adjustment area and the areas are integrated, the value of equation (15) can be calculated approximately. This method can be expressed as:

    L [R * (t, k), R (t, k)] = ΣΔS = Σ {R * (t, k) −R (t, k)} × Δt (the section where the rectangle is cut out is the adjustment area (16) FIG. 18B shows an example of integration in the axial direction of the floor position. If the variable representing the floor axis is y, the target route is represented by R * (y, k), and the predicted route is represented by R (y, k), the formula representing the distance between routes in this case is as follows.

L [R * (y, k), R (y, k)] = ∫ {R * (y, k) −R (y, k)} dy
(Integration section is all floors) (17) As can be seen from FIG. 18 (B), when integrating in the floor axis direction, R * (y, k) is not less than 2 even if the value of y is the same. It may take a value (the same applies to R (y, k)). Therefore, care must be taken when actually calculating. In this way, the integration in the floor axis direction is complicated, and therefore, in the actual case, it is preferable to use the integration in the time axis direction (Expression (15) or Expression (16)).

  Next, details of the route evaluation function calculation unit (105 in FIG. 1) based on the route distance index for calculating the assignment evaluation function at the time of temporary assignment using the distance between routes will be described with reference to FIGS. This process corresponds to the route evaluation function calculation process (ST108 of FIG. 19) on the flowchart of FIG. 19, and for each car that has been temporarily allocated, the target route and the predicted route The distance between routes is calculated, and a route evaluation function based on these is calculated here. The details of the route evaluation function calculation will be described below with reference to FIGS. First, referring to FIG. 7, when the temporarily assigned car is the car No. ka, the target route data R * (t, ka) and the expected route data R (t, ka) of the car No. are based on the formula (15) or the formula (16). Thus, the inter-route distance L [R * (t, ka), R (t, ka)] is calculated by the inter-route distance calculation unit 105A. Here, the predicted route data R (t, ka) is a route reflecting the stoppage due to the temporarily assigned car. The calculated inter-route distance L [R * (t, ka), R (t, ka)] is an absolute value | L [R * (t, ka), R (t, ka)] in the absolute value calculation unit 105B. Is converted to |. In addition, for the car k other than the temporarily assigned car (1 ≦ k ≦ N, k ≠ ka, N is the total number of elevators), the target route data R * (t, k) and the expected route data R (t , K), an inter-route distance L [R * (t, k), R (t, k)] is calculated by the inter-route distance calculation unit 105C based on Expression (15) or Expression (16). . The distance L [R * (t, k), R (t, k)] between the routes is converted into an absolute value | L [R * (t, k), R (t, k)] | by the absolute value calculation unit 105D. After the conversion, the distance between routes for all the cars except for the car No. This integrated value is expressed as follows.

    Σ | L [R * (t, k), R (t, k)] | (1 ≦ k ≦ N, k ≠ ka, N is the total number of elevators) (18) In addition operation unit 105B, absolute value The result calculated by the calculation unit 105B and the result calculated by the product-sum calculation unit 105E are added to calculate a route evaluation function ΦR (ka) when provisionally assigned to the car No. ka. The route evaluation function ΦR (ka) is expressed as follows.

    ΦR (ka) = | L [R * (t, ka), R (t, ka)] | + Σ | L [R * (t, k), R (t, k)] | (1 ≦ k ≦ N , k ≠ ka, N is the total number of elevators) ... (19) In the case of an allocation evaluation function using the expected waiting time used in the conventional method, it is common to calculate the evaluation function only with a temporary allocation car. However, in the case of the allocation evaluation function using the distance between routes as in the present invention (when the equation (19) is taken as an example, only the first term of the equation (19) is calculated), the equation (19) In addition, an evaluation term for the car other than the temporary assignment (the second term of the equation (19)) is added to the temporary assigned car ka.

  FIG. 23 shows a flowchart for the route evaluation function calculation processing described in FIG. 7, and the flow will be briefly described below. First, information on the temporary allocation car No. ka (the floor generation and direction of the hall call that has been temporarily allocated) is acquired (ST501). Next, based on this, an inter-route distance L [R * (t, ka), R (t, ka)] for the temporarily assigned car No. ka is calculated and converted to an absolute value (ST502). Next, a car number loop is performed for each car other than the temporarily assigned car number ka (ST503). In the car number loop, first, an inter-route distance L [R * (t, k), R (t, k)] for the car number k is calculated and converted to an absolute value (ST504). Further, this value is accumulated while being repeated in the car number loop (ST505). The car number loop is repeated until these processes are completed for all the cars (ST506). When the above processing is completed for all the cars, the absolute value | L [R * (t, ka), R (t, ka)] | of the inter-route distance for the temporarily assigned car ka and the temporarily assigned car ka The route evaluation represented by the equation (19) is performed by adding the integrated value Σ | L [R * (t, k), R (t, k)] | of the absolute value of the distance between routes of each car other than the unit No. The function ΦR (ka) is calculated (ST507).

  The car assigned to the hall call is determined based on the route evaluation function ΦR (ka): 1 ≦ ka ≦ N described above. For N ΦR (ka): 1 ≦ ka ≦ N, the car allocation that minimizes ΦR (ka) is the allocation that brings the predicted route closest to the target route of each car. Accordingly, as the assigned car for the target hall call, the car car ka having the smallest ΦR (ka) is selected. This process is executed by the assigned elevator selector 2 shown in FIG.

  At the end of the detailed description of each control element in FIG. 1, details of the target route specification setting unit (102 in FIG. 1) will be described with reference to FIG. In FIG. 4, the route specification selection unit 102A selects the most appropriate route specification from the route specification database 102B based on the traffic flow data and time data at that time, and as the route specification to be executed, Output to the target route creation unit (103 in FIG. 1). In the above, the route specification database 102B stores several route specification patterns (hereinafter referred to as route modes) according to the traffic flow state of the building. As specific route modes, the already described time equidistant route mode 102B1, the route mode 102B2, the first half hour route mode 102B3, the second half route mode 102B4, the special traffic flow A route mode 102B5 , Special traffic flow B corresponding route mode 102B6 and the like. The temporally equidistant route mode 102B1 is the most basic route mode, and the target specification is that the routes of each car are in a temporally equidistant state. Normally, this temporally equidistant route mode is selected. In the attendance time corresponding route mode 102B2, a target specification corresponding to an up-peak traffic flow unique to attendance is defined. Similarly, the route mode 102B3 corresponding to the first half of the lunch hour has a down-peak type traffic flow peculiar to the first half of lunch, and the route mode 102B4 of the second half of the lunch has mixed up-peaks and down-peaks peculiar to the second half of lunch. Target specifications corresponding to each flow are established. In the special traffic flow A corresponding route mode 102B5 and the special traffic flow B corresponding route mode 102B6, target specifications corresponding to the special traffic flow specific to the building are defined.

  The control configuration and processing contents of the first embodiment of the present invention (new group management control using a target route) have been described above with reference to FIG. As a summary so far, the difference between the control according to the present invention and the conventional control will be described with reference to FIG. In FIG. 10, FIG. 10 (A) represents the concept of control by the target route according to the present invention on the operation diagram, and FIG. 10 (B) represents the concept of control by the conventional control on the operation diagram. Yes. First, the control to the target route in FIG. 10A determines the future trajectory of each car based on the target route by setting the trajectory to be taken for each car as the target route for each car. Considerable control can be realized. Specifically, by defining a target route that allows each car to be equally spaced in time with respect to the future time axis direction, each car will be able to maintain a stable time interval in the future. Therefore, it is possible to suppress the occurrence of long waiting (for example, a waiting time of 1 minute or longer). On the other hand, as shown in FIG. 10 (B), the conventional control method evaluates allocation based only on the expected waiting time for a call that has basically occurred, and does not evaluate the future car situation. . Therefore, there is a problem that the trajectory of each car in the future cannot be controlled, so that a car operation is likely to occur and a long wait is likely to occur. In addition, with regard to the control for evaluating the situation of a future car in the past, the future trajectory cannot be controlled continuously because of the evaluation seen from a certain cross section or a cross section for each point, and the time is stable. It is difficult to maintain a target equidistant state. When comparing FIG. 10 (A) and FIG. 10 (B), it is clear that FIG. 10 (A) shows more information (the target route and the expected route continuously drawn on the future time axis). It can be seen that it is used to evaluate the car allocation. Therefore, it is obvious that the control considering various situations at that time can be realized.

  Finally, the feature of the target route created by the target route creation method of FIG. 2 will be supplemented. In the target route creation method of FIG. 2, the predicted route is applied as the route in the initial state for creating the target route (or also called the target route before adjustment). As described with reference to FIG. 5 or FIG. 6, this predicted route is created using data on the average number of stops and average stop time for each floor (and by direction) reflecting the traffic flow state at that time ( In addition to this, the hall call stop data already allocated and the car call stop data generated are also included. Therefore, the shape of the predicted route is a shape reflecting the traffic flow state at that time. For example, when going to work, because the number of stops in the upward direction is almost (passengers get on the first floor, stop on each floor, passengers get off, and return to the first floor), the expected route shape is in the upward direction The shape is gentle (Δy / Δt is positive and small) and steep in the downward direction (Δy / Δt is negative and large). Since the target route is created by adjusting the grid of the adjustment area based on the predicted route, the target route also has a shape reflecting the traffic flow state at that time. For example, the target route for going to work has a gradual upward slope reflecting the traffic flow at the time of going to work, and a sharp downward slope.The target route for the first half of lunch or when leaving work is Reflecting the traffic flow state, the slope in the upward direction is steep (the average number of stops) is small, and the slope in the downward direction is gentle (the average number of stops is large). That is, the target route shape reflecting the state of the traffic flow at that time can be created by the target route creation method shown in FIG. In the control method using the target route shown in the present invention, the creation method of the target route serving as a reference holds a big key for determining the control performance, and the target route creation method of FIG. 2 that can accurately reflect the traffic flow state is as follows. This is a very effective method.

Hereinafter, a second embodiment of the elevator group management system according to the present invention will be described.
The overall control configuration of the second embodiment is the same as the configuration of FIG. 1, and the difference lies in the target route creation method implemented by the target route creation unit 103 in FIG. The target route creation method according to the second embodiment will be described with reference to FIGS. First, the concept of target route creation for the second embodiment will be described with reference to FIG. FIG. 16A shows a target route shape before adjustment (a route in an initial state for creating a target route), which uses the predicted route at that time as in the first embodiment. FIG. 16B shows the adjusted target route shape. The point of difference between the target route shape of FIG. 16B which is the second embodiment and the target route shape of FIG. 11B which is the first embodiment is at the current axis. First, in FIG. 11B (first embodiment), the target route is drawn starting from the current car position. On the other hand, in FIG. 16B (second embodiment), the target route does not start from the current car position. The difference between the two depends on the idea for each target route. In FIG. 11B (first embodiment), the target route is a route that clearly indicates what kind of route the target route should be followed transiently from the current car position. On the other hand, in FIG. 16B (second embodiment), the target route is shown as a route that should originally reach there. Expressed in easy-to-understand language, the target route in FIG. 11B (first embodiment) is a “kind” target route that guides what route will follow from the current position to be equally spaced in time. On the other hand, the target route in FIG. 16B (second embodiment) does not have the above-described guide portion, and indicates the route that should be reached from the beginning. It has become. The difference in the above-mentioned ideas appears as a difference in whether or not the target route starts from the current car when the target route is created.

  It will be described with reference to FIG. 17 that even if the target route as in the second embodiment is used, it is possible to control according to the target route. FIG. 17 shows the target route and the subsequent trajectory of the actual car. FIG. 17A shows a case where the number of assignments is small in the subsequent trajectory of the actual car, and therefore the number of stops is small, and FIG. 17B shows a case where the number of assignments is large and therefore the number of stops is large. ing. Comparing FIG. 17A and FIG. 17B, it can be seen that FIG. 17B has a smaller deviation between the target route and the actual trajectory. As already described, in the assignment control according to the present invention, the car assignment is selected so that the deviation (distance between routes) between the target route and the predicted route is small. Therefore, as shown in FIG. 17B, control should be performed so that more calls can be assigned to this car (which is the second car). As a result, the actual route follows the target route. Therefore, it can be said that even if the target route as in the second embodiment is used, the control can be performed according to the target route.

  FIG. 3 shows details of the control configuration of the target route creation unit according to the second embodiment described above. 3, the same elements as those in FIG. 2 (target route creation unit according to the first embodiment) are denoted by the same reference numerals, and description thereof is omitted here. Specifically, in FIG. 3, the target route update determination unit 103 </ b> A, the current phase time value calculation unit 103 </ b> B, and the phase time value adjustment amount calculation unit 103 </ b> C of each car are as shown in FIG. 2 (first embodiment). Perform the same process. The difference is the adjusted route creation unit 103E. In the adjusted route creation unit 103E, 1) a target point is calculated by the target point calculation unit 103E1 of each car on the adjustment reference time axis, and 2) a grid position calculation unit 103E2 starting from the target point is used to create a target route. The grid is calculated, and 3) the target route data is calculated by connecting the grids with the target route data calculation unit 103E3. Hereinafter, the detailed processing content of the adjusted route creation unit 103E will be described. First, using the phase time adjustment amount Δtp (k) calculated by the adjustment amount calculation unit 103C of the phase time value of each car (k indicates that the car is the k-th car), each car on the adjustment reference axis The target point calculation unit 103E1 of each car on the adjustment reference axis time axis is calculated. If the phase time value before adjustment is tp (k) (this phase time value is the phase time value on the adjustment reference time axis of the route before adjustment), the phase time value tp_N (k) after adjustment is It becomes like this.

    tp_N (k) = tp (k) + Δtp (k) (20) The point representing the phase time value tp_N (k) after this adjustment by the position on the adjustment reference axis (position on the floor axis) , Become the target point of each basket. If the position of the target point of each car is y_N (k), this can be calculated by the following equation (see FIG. 15).

When the car is in the upward direction y_N (k) = (y_max / Tπ) × tp_N (k) (21) When the car is in the downward direction y_N (k) = − {y_max / (T−Tπ)} × (tp_N ( k) -T) (22) In FIG. 16 (A) showing the target route shape before adjustment, the target points of each car are point E012 (target point of Unit 1) and point E022 (target of Unit 2). Point), point E032 (target point of Unit 3). Using this target point as a reference, the target route (corresponding to the predicted route) E011, E021, E031 before adjustment of each car performs a parallel translation process so that it passes through each target point, and the adjusted target route (Route of FIG. 16B) is calculated. Returning to FIG. 3, the grid position calculation unit 103E2 starting from the target point calculates this parallel movement process. Gp (k, i) is the position on the time axis of each grid (point of direction reversal) for each car relative to the target route before adjustment, where k represents the car number k and i represents the grid number. ) And the grid of each car for the adjusted target route is set as gp_N (k, i), the adjusted grid gp_N (k, i) can be obtained by the following equation.

    gp_N (k, i) = gp (k, i) + tp_N (k) (23) Expression (23) represents that all the grids of the car k are translated by the adjustment amount tp_N (k). The target route data calculation unit 103E3 calculates target route data calculated by a line segment connecting these from the position gp_N (k, i) on the time axis of each adjusted grid. By the above processing, the target route before adjustment (E011, E021, E031 in FIG. 16A) is changed to the adjusted target route (E011, E021, E031 in FIG. 16B) at regular intervals. Converted. When each target route after adjustment in FIG. 16B is viewed, it can be confirmed that the target points E012, E022, and E032 on the adjustment reference axis (E040 in FIG. 16B) pass through as intended. . As can be seen from the above description, the target point itself is not directly related to the process for calculating the adjusted target route. Therefore, the adjusted target route (E011, E021, E031 in FIG. 16B) is obtained from the adjusted route creation unit 103E of FIG. 3 even if the target point calculation unit 103E1 of each car on the adjustment reference time axis is excluded. be able to. The target point itself is used only for applications such as operation confirmation. Also, as a supplement, when looking at FIG. 16B, the target route shape in the adjustment area between the current time axis (E050) and the adjustment reference time axis (E040) is also completely in time equidistant state. Yes. However, in FIG. 16B, as an easy-to-understand example, it is considered that there is no hall call or car call that has already been assigned to each car, so hall calls and car calls have already been assigned. In this case, call suspensions are allocated unevenly in each car, so that the time interval is not necessarily equal in the adjustment area.

  In this embodiment, the time equidistant control of each car has been described. However, the present invention is not necessarily limited to the time equidistant control of each car. According to the present invention, it is possible to operate an elevator according to the purpose of operation only by determining a target route according to the purpose of operation of the elevator. Accordingly, if the target route of each elevator is determined in consideration of energy saving and the like, the elevator group management control capable of realizing energy saving and the like can be realized.

The example of the whole control structure of the elevator group management system by the Example of this invention. 3 is a control configuration example of a target route creation unit according to the first embodiment of the present invention. The control structural example of the target route preparation part by 2nd Example of this invention. The figure which shows the target route specification setting part 102. FIG. The control structural example of the estimated route preparation part by the Example of this invention. The control structural example of the estimated route preparation part by the Example of this invention. The control structural example of the route evaluation function calculating part by the Example of this invention. The figure 1 showing the control concept of the elevator group management system by this invention. The figure 2 showing the control concept of the elevator group management system by this invention. The figure which shows the difference with the control by this invention, and the conventional control. The target route preparation example by 1st Example of this invention. The figure (1) showing the concept of target route creation by 1st Example of this invention. The figure (2) showing the view of target route preparation by 1st Example of this invention. The figure showing the target route preparation process by 1st Example of this invention. The figure showing the idea of a phase time value. Target route creation example (1) according to the second embodiment of the present invention. Target route creation example (2) according to the second embodiment of the present invention. The figure showing the calculation method of the distance between routes of a target route and an expected route. The figure showing the processing flow of the whole control of the elevator group management system by the Example of this invention. The figure showing the processing flow of target route creation. The figure showing the prediction route creation process A flow. The figure showing the process B flow of an estimated route creation. The figure showing the processing flow of route evaluation function calculation. The figure showing the target route update determination processing flowchart.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Group management control part, 2 ... Allocation elevator selection part, 3 ... Temporary allocation car setting part, 5 ... Average stop number data part, 6 ... Stop time data part, 7 ... Traffic flow data part, 8 ... Hall call data part , 9 ... Car call data part, 10 ... Car information data part, 11 ... Specification data part of each car number, 12 ... Effective number / unit name data part, 13 ... Service floor data part, 41A ... Elevator No. 1 controller 41B ... Elevator No. 2 controller, 41C ... Elevator No. N controller, 42A ... Elevator No. 1, 42B ... Elevator No. 2, 42C ... Elevator No. N, 101 ... Target route controller, 102 ... Target route specification setting unit, 103 ... target route creation unit, 103A ... target route update determination unit, 103B ... current phase time value calculation unit, 103B1 ... initial state route creation unit, 103B ... adjustment reference time axis setting unit, 103B3 ... phase time value calculation unit for each car on the adjustment reference time axis, 103B4 ... sorting unit in order of phase time value, 103C ... adjustment amount calculation unit for phase time value of each car, 103D ... Adjusted route creation unit, 103D1 ... grid adjustment amount calculation unit on each car route, 103D2 ... grid limiter value setting unit, 103D3 ... adjusted grid position calculation unit, 103D4 ... target route data calculation unit, 103E ... Post-adjustment route creation unit, 103E1 ... target point calculation unit for each car on the adjustment reference time axis, 103E2 ... grid position calculation unit starting from the target point, 103E3 ... target route data computation unit, 104 ... predicted route creation unit, 105 ... Route evaluation function calculation unit based on route distance index.

Claims (3)

In the elevator group management system that selects the most suitable car from a plurality of elevator cars and assigns the hall call when a hall call occurs on a certain floor among the multiple floors of the building,
When assigning one of the plurality of elevator cars to the generated hall call, the hall call is temporarily assigned to each elevator car, and the average number of stops of the elevator depending on the traffic flow of the building at that time And the stop time, the horizontal axis from the present time to the future time point is calculated on the horizontal axis, and the vertical axis indicates the operation trajectory representing the floor. A phase time value in which the floor position is regarded as a phase is obtained as an index indicating the phase, a target trajectory is created using the phase time value of each car on the adjustment reference time axis, and the operation trajectory is approximated to the target trajectory. An elevator group management system characterized in that the elevator car assigned to the hall call is determined by evaluating a quantity representing the height.   2. The operation trajectory according to claim 1, wherein the operation trajectory is obtained by using hall call information, car call information, specification information of each elevator, effective number and name of the elevator, valid service floor information, and temporary allocation information. Elevator group management system characterized by being calculated. The elevator group management system according to claim 1, wherein the evaluation is performed using an area of a region sandwiched between the operation locus and the target locus .

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