JP5017890B2 - Elevator group management device - Google Patents

Description

  The present invention relates to an elevator group management control device that operates a plurality of huge elevator cars organically without waste.

  As a special elevator, there is a so-called shuttle elevator in which the service floor is only the second floor, and an elevator has been proposed in which the buttons are not operated by passengers as much as possible.

That is, even if there is only one passenger, the passenger is detected and a call is automatically registered, and a plurality of elevators are operated efficiently based on the call.
JP-A-7-172717

  However, the fact that an elevator is always operated even if there is only one passenger has the disadvantage of producing very inefficient results, for example, in the case of a very large elevator that is installed in an airfield. In other words, in the case of a huge elevator such as a 120-seater elevator, even if it is a single call, if the call is answered, the elevator will start operation and sometimes it will not come back easily. May end up.

The present invention controls a plurality of elevators that provide services only for the second floor used as a shuttle elevator, and includes a plurality of single control devices that control each elevator alone, and all elevators. An elevator control device that includes a group management control device that performs operation management of the vehicle is provided with a group detection device that detects a passenger group, and the group management control device is required to have a high transportation capacity based on information based on the group detection device In this case, an operation mode for simultaneously starting the plurality of elevators is selected, and when a relatively gradual transportation capacity is required, an operation mode for alternately starting half of the plurality of elevators is selected. Is an elevator group management control device .

  In the present invention, in order to efficiently operate a plurality of elevators based on a passenger group detected until tired, it is possible to perform a scheduled operation that is not based on a call such as that found on a train. An effect is obtained that there is no need to install any operation device by the passenger such as the registration device and the door closing / opening operation button.

The present invention captures a predetermined number or more of passengers until they get tired, and operates a plurality of elevators based on the information. And regular operation is basically scheduled.

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a block diagram showing an overall configuration of a control device according to the present invention, and FIG. 2 is a flowchart showing a processing procedure of the control device according to the present invention.

  In the figure, 1 is a group management control device according to the present invention, 2 is a normal single control device, 3 is an elevator car, and 10 is a time schedule command device according to the present invention.

  Next, the operation of the group management control apparatus 1 will be described with reference to the flowchart shown in FIG. Normally, the time schedule commanding device 10 causes all the elevator cars 3 to operate at the same time as in a so-called dump car operation. For example, an elevator is operated in accordance with takeoff and landing of an airplane at an airfield.

  Therefore, when airplanes take off and land very frequently, it is assumed that it is a busy season, and operation with high transportation capacity is performed, and when there are few departures and arrivals such as during quiet periods, operation with low transportation capacity is performed. And if it returns in any case, it will return to normal operation.

Here, high / low transportation capacity means the following operation.
High transportation capacity means an operation pattern that maximizes the elevator's transportation capacity.
However, when driving with such a high transportation capacity, it is assumed that passengers will be left behind, and in the normal operation method of the shuttle elevator, the left passengers must move one after another to the next car. However, as described above, an elevator with an extremely large load has a long distance between adjacent cars, and passengers are forced to bear a great burden.
Therefore, by leaving the elevators at the same time rather than randomly, the passengers left behind without reducing the transport capacity do not have to move to the next car.
Low transportation capacity refers to the situation where passengers are leaving far less than the capacity. In this situation, there are no passengers left unloaded, but if the elevator is started by the above-mentioned method, it will be disadvantageous as energy consumption, and the waiting time of passengers will be almost the same as when transport capacity is required.
Therefore, in this case, it is preferable in all senses to start each elevator in several groups according to the congestion situation.

Thus, in order to perform an appropriate operation according to the transportation capacity, it is necessary to obtain the relationship between the transportation capacity and the waiting time.
The transport capacity (number of transporters) at a certain time Tint is obtained by the following formula (1). In this case, the waiting time is obtained by the following equation (2). Hereinafter, the number of transporters is referred to as transport capacity.
(Formula) P = Tint × ρ × C / RTT (1)
WT = RTT / N (2)
P: Transport capacity [person]
Tint: Constant [sec]
ρ: Ride ratio
C: Elevator capacity [person]
RTT: Round time [sec]
WT: Wait time [sec]
N: Number of elevator groups operating independently [group]
Here, RTT can be expressed as follows.
RTT = Tr + Td + Tp (3)
Tr: Travel time [sec]
Td: Door opening and closing time [sec]
Tp: Passenger access time (door open time) [sec]
From the above formulas (1) to (3), the relationship between passenger entry / exit time and transport capacity, wait time and transport capacity is as follows.
(Formula) Tp = Tint × ρ × C / P− (Tr + Td) (4)
WT = Tint × ρ × C / (P × N) (5)
From the above equations (4) and (5), passenger entry / exit time is a function that depends on the transport capacity, and waiting time is a function that depends on the number of elevator groups that operate independently of the transport capacity. By appropriately changing the passenger entry / exit time Tp and waiting time WT, a plurality of operation modes that take into account energy consumption in a well-balanced manner are realized without degrading serviceability in accordance with passenger transportation.

Here, the plurality of mode operations specifically mean the following operations.

When high transport capacity is required, passengers left behind are generated as described above, and the passengers left behind are forced to move to the next car, so all elevators are started at the same time. Here, assuming that the transportation capacity is 70% of the elevator capacity, passenger entry / exit times and waiting times are calculated as shown in the following equation from equations (4) and (5). Shall be allowed to.
(Formula) Tp _H = Tint x 0.7 x C / P _H- (Tr + Td)
WT _H = Tint x 0.7 x C / (P _H x 1)
Tp _H : Passenger entry / exit time during high transport [sec]
WT _H : Waiting time during high transport [sec]
P _H : Transportation capacity at high transportation Figure 3 shows the operation diagram at this time.

When a relatively slow transportation capacity is required, for example, when the required transportation capacity is 50% of the above case, if the elevator is started at the same time as in the above case, the departure interval is twice that in the above case. Thus, the elevator activation frequency is ½ times that in the above case. In addition, since the waiting time is doubled, the serviceability of passengers is reduced. Therefore, for example, when there are four elevators, if two vehicles are alternately started at the same time, the same waiting time as that described above can be secured, and at the same time, the frequency of starting the elevators is ½ times the above-mentioned consumption. Energy can also be reduced. In this case, the passenger entry / exit time and waiting time are calculated from the equations (4) and (5) as follows, and the passengers are operated on a time schedule that observes the values.
(Formula) Tp _M = Tint x 0.7 x C / (P _H x 0.5)-(Tr + Td) (> Tp _H )
WT _M = Tint x 0.7 x C / (P _H x 0.5 x 2) (= WT _H )
Tp _M : Passenger access time during transit [sec]
WT _M : Waiting time during medium transport [sec]
The operation diagram at this time is shown in FIG.

If a very low capacity is sufficient, for example, if the required capacity is the first 25 percent, then starting the elevator at the same time as the first, the starting interval will be four times the first and the starting frequency of the elevator will be It becomes 1/4 times. Moreover, since the waiting time is quadrupled, the serviceability of passengers is further reduced. Therefore, for example, if there are four elevators, starting one by one in order, the same waiting time as the first time can be secured, and at the same time, the frequency of starting the elevator becomes 1/4 times the initial energy consumption. Can be reduced. In this case, the passenger entry / exit time and waiting time are calculated from the equations (4) and (5) as follows, and the passengers are operated on a time schedule that observes the values.
(Formula) Tp _L = Tint x 0.7 x C / (P _H x 0.25)-(Tr + Td) (> Tp _M > Tp _H )
WT _L = Tint × 0.7 × C / (P _H × 0.25 × 4) (= WT _M = WT _H )
Tp _L : Passenger access time during low transport [sec]
WT _L : Waiting time during low transportation [sec]
The operation diagram at this time is shown in FIG.

Thus, when operating with an appropriate transportation capacity, it is possible to reduce energy consumption without increasing the waiting time.
However, in the above operation example, the waiting time is constant, and passengers want to shorten the waiting time, so there may be a situation that does not meet the needs. By adjusting the distance more appropriately, it becomes possible to operate the balance between the waiting time and the energy consumption as a proportion of the actual needs.
For example, when a relatively gradual transport capacity is required, the round trip time RTT can be shortened from Equation (3) by operating on a time schedule that keeps the passenger entry and exit times smaller than Tp _{M and} larger than Tp _H. next, it can be seen that shorter latency WT _M from equation (2) is achieved. In this case, the energy consumption can be reduced as compared with the case of operation with high transport capacity.
In addition, when extremely low transportation capacity is sufficient, the waiting time can be shortened from WT _L by operating on a time schedule that keeps the passenger entry time smaller than Tp _{L and} larger than Tp _M , and the passenger entry time is Tp _M When is operated in a time schedule that protect smaller Tp _H greater than, waiting time can be shortened than WT _M.
In this case, the energy consumption can be reduced in the case of relatively moderate transportation capacity than in the case of high transportation capacity.

As described above, active operation in terms of waiting time and energy consumption can be realized as a shuttle elevator by actively performing various operations suitable for the transport capacity. As described above, in order to operate in an appropriate operation mode according to the transport capability, it is necessary to acquire required transport amount information in advance and switch to an appropriate operation mode based on the acquired information.
Therefore, the switching of each operation mode is dynamically performed by the time schedule commanding apparatus 10 in FIG. 1 by sequentially receiving the arrival schedule of the transportation facility and the number of passengers that the passenger uses before using the elevator such as an airplane. It implement | achieves by producing | generating the time schedule of an operation mode, and issuing an operation mode switching command to the single control apparatus 2 as needed according to it.

In fact, when the operation mode time schedule is dynamically generated and the operation mode is switched accordingly, the operation mode duration may change in a very short period. Next, the operation method when the information that the operation mode changes in a very short time as described above is received will be described.
For example, when the time schedule is such that the operation mode of the high transportation capacity is switched to the operation mode of the low transportation capacity in a very short time after the operation mode of the high transportation capacity as shown in FIG. Consider type 1 to type 4). In this case, if the operation mode is switched according to the time schedule, the switching operation itself takes a predetermined time, so the low energy consumption effect in the operation mode with the low transportation capacity described above cannot be expected, and the passenger is confused. There is. Therefore, when the time schedule information as described above is detected, a predetermined threshold is set in advance for the time during which the operation mode with a low transportation capacity continues as shown in FIG. We will not switch to the operation mode of transportation capacity, and will improve the driving efficiency and prevent the passengers from being confused. (For example, type 1 to type 4)

  In the above description, the elevator installed in the airfield is described. However, the present invention can be applied to any elevator installed in a place where a large number of passengers need to be carried at one time. It functions well as a device for not only more than 100 passengers but also about 10 passengers.

It is a block diagram which shows the whole structure of the control apparatus which concerns on this invention. It is a flowchart figure which shows the process sequence of the control apparatus which concerns on this invention. It is a figure which shows the operation diagram at the time of high transport. It is a figure which shows the operation diagram at the time of medium transportation. It is a figure which shows the operation diagram at the time of low transport. It is explanatory drawing which shows operation information when an operation mode switches. It is explanatory drawing which shows the mode actually operated when the operation mode switches.

Explanation of symbols

1 group management control device 2 normal single control device 3 elevator car 10 time schedule command device

Claims (4)

Controls multiple elevators that provide services only for the second floor used as a shuttle elevator, and controls multiple elevators that control each elevator alone and the operation management of all elevators. In an elevator control device comprising a group management control device, a group detection device for detecting a passenger group is provided, and according to information based on the group detection device, when the group management control device requires high transport capability, An operation mode in which a plurality of elevators start at the same time is selected, and an operation mode in which half of the plurality of elevators are alternately started when a relatively gentle transportation capacity is required is selected . Group management control device. The elevator group management control device according to claim 1, wherein the group detection device is a device that detects at least 10 passengers. The elevator group management control device according to claim 1, wherein the group detection device detects the group based on information from an airfield control tower. The elevator group management control device according to claim 1, wherein the group detection device issues a different command according to a detection level.

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