JP5358255B2 - Elevator system - Google Patents

Abstract

The present invention provides an elevator system which controls the operation of a plurality of elevator cages (40A,40B,41A,41B) so that the passengers can change the cage at a preset changing storey (a second hall storey). In the elevator system, a ratio between a number of passengers taking the rising elevators and a number of passengers taking the down elevators in the changing storey is calculated. Furthermore the arriving time (201) of the elevator cage to the changing storey is controlled according to the calculated value. Therefore no matter the balance between the flow of rising people and flow of down people, the transportation efficiency can be improved and the passenger can quick change the elevator.

Description

  The present invention relates to a group management elevator system that performs operation control of a plurality of elevators, and is particularly suitable for a system constituted by a plurality of groups.

  Conventionally, in a group management elevator system composed of a plurality of groups (groups), the waiting time when transiting from group to group is shortened, that is, an elevator to be transited after the transit elevator arrives and transport capability It is known that allocation control is performed so that the arrival time can be changed according to the cycle and phase of each elevator arriving at the connecting floor, that is, the direction of the connecting passenger (passenger, user). It is described in.

  In addition, when there is a transfer level for the elevator group, in order to minimize the time required for the transfer, for the elevator group operating above or below the transfer level, control parameters for the elevator group are set according to traffic demand. Change, if the main direction of traffic is upwards, make elevators operating on the other side of the transfer level arrive at the transfer level quickly, and delay departure of elevators that are stopped at the transfer level Is described in Patent Document 2.

  In addition, in order to shorten the waiting time at the lower standard floor and upper standard floor of the shuttle elevator and reduce the number of people waiting, the departure car from the stop floor of the own car and the departure car that departed before this car and Japanese Patent Application Laid-Open No. 2004-151867 describes that the determination is made based on the arrival time or departure time of the next car that departs next to the own car with respect to the own car stop floor.

: JP 07-187526 A : JP-A-01-98579 : JP 09-255244 A

Since the above prior art simply changes the order of the arrival times of the elevators at the connecting floor according to the direction of the connecting passenger, the traffic flow at the actual connecting floor is not taken into consideration.
Therefore, it is good when the upward flow is the main or the downward flow is the main, but in fact, when both are half-half, the upward flow is the main, etc. The traffic flow occupies a lot of time, and it is difficult for the conventional technology to improve the transportation efficiency of such an intermediate traffic flow as a quick transit and an elevator system with a transit.

  For example, if the upper-level elevator arrives at the transit floor for traffic flows that have a slightly high traffic volume in the upward direction, the waiting time for passengers (users) traveling downward will be lengthened. Therefore, it will not be appropriate according to the balance of traffic demand in the upward and downward directions on the transfer floor.

  An object of the present invention is to solve the above-described problems of the prior art and improve transportation efficiency and enable quick connection regardless of the balance of traffic demand in the upward and downward directions on the transfer floor. Another object is to eliminate a long wait until the elevator arrives for the entire user even in an elevator system with a connecting floor.

In order to achieve the above object, the present invention controls an elevator car (40A, 40B, 41A, 41B) of a plurality of elevators, and can be connected to each other on a predetermined transit floor (second lobby floor). The system comprises: a lower shuttle elevator that operates below the connecting floor and has a plurality of the elevators; and an upper shuttle elevator that operates above the connecting floor and has a plurality of the elevators , Calculating the ratio of the number of passengers heading upward and the number of passengers heading downward per predetermined time , and according to the calculated value, the upper shuttle elevator and the lower shuttle elevator at the transit floor of the elevator car The arrival time of the elevator car to the connecting floor is controlled so that the arrival time difference between And the target value becomes a small value if the ratio is greater Occupancy directed upward, as the increase is Occupancy toward the downward direction, in which is a characteristic that its value increases.

According to the present invention, the ratio between the number of users going upward and the number of people going down is calculated at a predetermined transit floor (second lobby floor), and the arrival time difference is set to the target value according to the calculated value. The arrival time of the elevator car at the transfer floor is controlled so that the target value is small when the ratio of the number of passengers going upward is large, and the value as the number of passengers going down increases. Since both the upward flow and the downward flow are halved, the upward flow is mainly used, and so on. Even if it is a simple traffic flow, it is possible to make a quick connection and improve transportation efficiency.

1 is a block diagram showing an elevator system according to an embodiment of the present invention. The top view which shows the condition in the transfer floor of one embodiment. The block diagram which shows the detail of the arrival time difference control part between the upper stage of the one embodiment, and a lower stage shuttle elevator. The block diagram which shows the arrival time difference target value setting part in the transfer floor of one Embodiment. The graph which shows the operation | movement operation | movement of each elevator by the arrival time difference control of one Embodiment. The front view which shows the example of the guidance display of the transfer number machine in a passenger car in one Embodiment. The block diagram which shows the time equalization control part of one Embodiment. The block diagram which shows the total time adjustment amount calculating part of one Embodiment. The figure explaining the relationship of the control time constant in one embodiment. The figure explaining the control time constant in one embodiment. The graph which shows the operation | movement operation | movement of each elevator in case the connecting traffic flow of one Embodiment is upward congestion. The graph which shows the operation | movement operation | movement of each elevator in the case of changing a control time constant with respect to FIG. The graph explaining arrival time difference control and temporal equal interval control in one embodiment. The flowchart of the arrival time adjustment instruction | command preparation part in one Embodiment. The figure which shows the adjustment item table and adjustment command in one Embodiment. The front view which shows the guidance display at the time of extending the stop time in one embodiment. The block diagram which shows the elevator system of other embodiment by this invention. The graph explaining adjustment of the arrival time difference in one embodiment.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
FIG. 1 shows the configuration of an elevator system implemented in a skyscraper with a height of several hundred meters. For an elevator system composed of a lower shuttle elevator group and an upper shuttle elevator group, The lower shuttle elevator group management device 10A and the upper shuttle elevator group management device 10B collectively control the entire elevator system of a plurality of groups.

  The lower shuttle elevator group connects the first lobby floor 50 which is the entrance floor (entrance floor) of the building and the second lobby floor 51 which is the upper floor. The upper shuttle elevator group connects the second lobby floor 51 and the third lobby floor 52 located further above. Here, the second lobby floor 51 and the third lobby floor 52 correspond to what is called a sky lobby floor (a lobby floor provided on an upper floor).

  A user whose destination floor is from the first lobby floor to the third lobby floor or higher first takes the lower shuttle elevator to the second lobby floor, then transfers from the lower shuttle elevator to the upper shuttle elevator on this floor, Follow the path leading to the 3rd floor lobby. Although the upper level from the third lobby floor is not shown, a local elevator (elevator that services each floor) and a shuttle elevator that services the upper lobby level are in service. The reverse movement is the same. Users who aim for the first lobby floor from the upper floor of the third lobby floor go to the third lobby floor, take the upper shuttle elevator to the second lobby floor, and then Change to the lower shuttle elevator and follow the route to the first lobby.

  The lower shuttle elevator is operated by two elevator cars 40A and 41A, and each elevator car is controlled by the number control devices 30A and 31A. The lower shuttle elevator group management apparatus 10A manages these two elevators as a group. A control command is transmitted from the lower shuttle elevator group management device 10A to the respective machine control devices (30A, 31A), and the operation of the two elevator cars 40A, 41A is controlled as a group.

  The first lobby floor and the second lobby floor each have a hall call registration device 501 and a hall waiting sensor 502, and information on the hall call and hall waiting number obtained by these devices is the lower shuttle elevator group management device. To the hall information collecting unit 10A2. Each elevator car is equipped with an in-car load sensor 40A2, used for detecting the number of people in the car, an in-car passenger number detection camera 40A3, and an in-car call registration device 40A1 for registering the destination floor. The destination floor information and the number of passengers in the car are transmitted to the car controller of each car via a communication line or radio (not shown). By combining load sensors, in-car measurement cameras, and information on the destination floor, the number of passengers at each stop floor of the elevator car can be detected or estimated. From this data, traffic flow (use per unit time moving between floors) Number of people). These arithmetic processes are performed in the operation information analysis part of each stage shuttle elevator group management apparatus.

  Each elevator car is provided with a connection control display device 40A4 that displays a transit number to be next boarded by passengers in the car and a stop time for adjusting the arrival time of the passenger. The passenger in the car can know the next transit number in advance by the transit control display device 40A4, and can quickly reach the next transit number after arrival at the transit level (second lobby level). In FIG. 1, the in-car devices are illustrated only for the car 40A of the lower shuttle elevator, but the same devices are also provided for the other cars 41A, 40B, and 41B.

  The upper shuttle elevator has the same configuration as the lower shuttle elevator. A control command is transmitted from the upper shuttle elevator group management device 10B to the respective machine control devices (30B, 31B), and the operation of the two elevator cars 40B, 41B is controlled as a group.

  A system that combines the lower and upper tiers according to the traffic flow situation of the connecting user and the operation status of each car, in contrast to the multi-group elevator system consisting of the lower shuttle elevator group and the upper shuttle elevator group. By properly controlling each car as a whole, quicker connections can be realized. That is, the arrival time difference control unit 201 between the upper and lower shuttle elevators in the overall group management device 20, the time equalization control unit 10A6, the total time adjustment amount calculation unit 10A7, and the arrival time in the lower shuttle elevator group management device 10A. According to the traffic flow by the control processing of the adjustment command creation unit 10A8, the temporal equalization control unit 10B6, the total time adjustment amount calculation unit 10B7, and the arrival time adjustment command creation unit 10B8 in the upper shuttle elevator group management device 10B. In addition, appropriate linkage control of the upper and lower shuttle elevators (linkage control for the difference in arrival time between the two) is implemented, and further, the control of the user's situation in the entire system Control according to the operation status of each car.

The overall group management apparatus 20 will be described.
The general group management device 20 inputs information about each traffic flow from the common communication line 10A1 of the lower shuttle elevator group management device and the common communication bus 10B1 of the upper shuttle elevator group management device (operation information of the group management device). (Obtained from the analysis units 10A4 and 10B4) and the arrival time difference control unit 201 between the upper and lower shuttle elevators. The arrival time difference control unit 201 between the upper and lower shuttle elevators detects or estimates the traffic flow on the transfer floor from these input information, and the user of the main traffic flow is more quickly connected according to the traffic flow. The arrival time difference at the connecting floor of the upper shuttle elevator and the lower shuttle elevator is adjusted to an appropriate time difference so that the time required for getting into the next car becomes shorter. Details of this will be described later in detail with reference to FIGS.

  From the arrival time difference control unit 201 between the upper and lower shuttle elevators, an instruction for an adjustment amount for the transit floor arrival times of the lower and upper shuttle elevators is transmitted to the group management devices 10A and 10B of the respective stages.

The configuration of the lower shuttle elevator group management apparatus 10A will be described.
The common communication line 10A1 is connected so that data (information) can be transmitted and received between the control units. In the hall information collection unit 10A2 serving as a control unit, call information and waiting information of each elevator hall of the lower shuttle elevator are collected by a hall call input device and a hall waiting number detection sensor. In the machine information collection unit 10A3, information such as the position and speed of the elevator cars (40A, 41A) of each elevator, the number of people in the car, the destination floor, and the like are collected. In the operation information analysis unit 10A4, based on the collected hall information and unit information, the traffic flow in the service floor area in charge of the lower shuttle elevator group (the amount of vertical movement of the user) and the stop probability of each service floor Calculate the average stop time.

  The traffic flow information is transmitted to the supervising group management device and used to detect and estimate the transit floor traffic flow. Information on the stop probability and average stop time of each service floor is transmitted to the predicted arrival time calculation unit 10A5, and is used for calculation of the predicted arrival time at the connecting floor of each car. In the estimated arrival time calculation unit 10A5, the current position of each car, the moving direction of the car, the speed or stop state, the distance between floors, the rated speed, the stop probability of each service floor, the average stop time, hall call, car call (inside the car The estimated arrival time, which is the time until each car arrives at the next and next transfer floor (second lobby floor) and the first lobby floor, based on the information on the destination floor registration device) Calculated. For example, if the target car is on the first lobby floor and there is no stop before the departure, and there is a direct connection to the transit floor (second lobby floor), the estimated arrival time is floor pitch x floor of direct section It can be calculated by the number / rated speed (actually, there are some acceleration regions and deceleration regions, so some errors occur).

  The time equalization control unit 10A6 tries to control the arrival time of each elevator car at the connecting floor of the lower shuttle elevator group at equal intervals, and the arrival time interval from the estimated arrival time of each elevator car to the connecting floor. The predicted value is calculated, and the adjustment amount of the arrival time of each car is calculated so that this approaches the target value at equal intervals.

  The total time adjustment amount calculation unit 10A7 adjusts the arrival time of the transit floor for each car of the lower shuttle elevator calculated by the arrival time difference control unit 201 between the upper and lower shuttle elevators of the overall group management device 20 (hereinafter referred to as adjustment). 1) and the adjustment amount of the transit floor arrival time for each car calculated by the time equalization control unit 10A6 (hereinafter referred to as adjustment amount 2), both (arrival time difference with upper shuttle elevator, temporal) The arrival time adjustment amount of each car is calculated based on equal intervals. The details will be described later with reference to FIGS. 8, 9, 11, and 13. FIG.

  The arrival time adjustment command creation unit 10A8 determines the amount of time to be adjusted with the adjustment means (item) from the arrival time adjustment amount of each car calculated by the total time adjustment amount calculation unit 10A7, and the time to adjust with the adjustment means An arrival time adjustment command is transmitted to the numbered car control device (30A or 31A) of the target car as a set of information. The number control device of each lower shuttle elevator controls the arrival time of each car at the connecting floor according to the arrival time adjustment command. As a result, the arrival time difference between each car and the upper shuttle elevator is adjusted, and the time intervals of the adjacent cars in the lower shuttle elevator group are made equal.

  The upper shuttle elevator group management device 10B is the same as the lower shuttle elevator group management device 10A. The arrival prediction time calculation unit 10B5 calculates the arrival prediction time at the transit floor of each car, and the temporal equalization control unit 10B6 An arrival time adjustment amount is calculated so that the arrival time intervals at the connecting floors of each car are close to equal intervals. Then, the total time adjustment amount calculation unit 10B7 receives the arrival time adjustment amount (adjustment amount 1) calculated by the arrival time difference control unit 201 between the upper and lower shuttle elevators and the arrival time calculated by the temporal equalization control unit 10B6. Based on the time adjustment amount (adjustment amount 2), the arrival time adjustment amount of each car is calculated.

  The arrival time adjustment command creation unit 10A8 determines an arrival time adjustment command for each car from the calculated arrival time adjustment amount of each car. The arrival time adjustment command is transmitted to each unit control device (30B, 31B) of the upper shuttle elevator, and the arrival time of each car at the transit floor (second lobby floor) is controlled (adjusted).

  FIG. 2 shows the situation on the transfer floor of an elevator system composed of a lower shuttle elevator (group management with six vehicles) and an upper shuttle elevator (group management with six vehicles).

When the No. 5 shuttle shuttle elevator arrives, the connecting user gets off and moves on the floor to get into the upper shuttle elevator (in this case, No. 2 transit). At this time, the following is required.
(1) If the lower or upper elevator arrives in full operation, the transfer floor will be very crowded, and the flow of people will be complicated. To increase. When Unit 4 arrives shortly after the arrival of Lower Shuttle Elevator 5, Unit 5 and the user who got off from Unit 4 cross together, and the connection from Lower Shuttle Elevator 5 to Upper Shuttle Elevator 2 is hindered. Therefore, in order to make a smooth connection, it is first necessary to give top priority to the suppression of dump truck operation for each group management elevator.
(2) In order to control the elevator so as to realize an appropriate connection, it is necessary to consider the time required for the connection, that is, the walking time from the lower shuttle elevator No. 5 landing to the upper shuttle elevator No. 2 landing .

  The elevator system as shown in FIG. 1 is controlled by the time equalization control unit (implemented at 10A6 and 10B6 in FIG. 1) and the arrival time difference control unit (implemented at 201 in FIG. 1) between the upper and lower shuttle elevators. By controlling the constants (constant corresponding to the speed, response speed, or response time for following the control target value), it is possible to achieve both the suppression of dango driving and smooth connection according to traffic conditions. Is done.

  FIG. 3 shows a detailed configuration of the arrival time difference control unit 201 between the upper and lower shuttle elevators. The control unit detects or estimates the traffic flow of the connecting user, and according to the ratio (demand ratio) of the number of passengers in the upper (UP) direction and the lower (DN) direction of the traffic flow, Control is implemented to adjust the difference in arrival time at the transfer floor of the shuttle elevator. As a result, the connection is made smooth for the entire connecting user.

In the transit traffic flow calculation unit 2011, traffic flow data of the lower shuttle elevator (transmitted from the operation information analysis unit 10A4 of the lower shuttle elevator group management device in FIG. 1) and traffic flow data of the upper shuttle elevator (upper shuttle in FIG. 1). And the traffic flow for the connecting user is calculated using the transmission analysis unit 10B4 of the elevator group management device. Specifically, the transit traffic flow is represented by the following two elements.
(1) Number of UP direction transfer users per predetermined time (for example, 100 people / 5 minutes)
(2) Number of DN direction transfer users per predetermined time The UP direction user is a user who transfers from the lower shuttle elevator to the upper shuttle elevator, and the DN direction user is the upper shuttle elevator to the lower shuttle elevator. Represents a user connecting to. Each can be obtained, for example, as follows.

Number of passengers connecting in the UP direction = (Number of passengers on the transfer floor of the lower shuttle elevator group + Number of passengers on the transfer floor of the upper shuttle elevator group) / 2
Number of passengers connecting in DN direction = (Number of passengers getting off at transfer floor of upper shuttle elevator group + Number of passengers at connecting floor of lower shuttle elevator group) / 2

  The arrival time difference target value setting unit 2012 for the upper and lower elevators on the connection floor sets a target value for the arrival time difference between the upper and lower elevators on the connection floor based on the calculated transit traffic flow. The method for setting the target value will be described later with reference to FIG.

  In the transit number pair selection unit 2013, from the predicted arrival time data to the transit floor of the lower shuttle elevator and the estimated arrival time data to the transit floor of the upper shuttle elevator, a pair of transit numbers is set as a pair having a close arrival time. Is selected. For example, the pair of UP-direction transfer cars is selected as a pair of a lower shuttle elevator car and an upper shuttle elevator car that is expected to arrive earliest thereafter.

  The arrival time difference calculation unit 2014 between the upper and lower cars on the transfer floor calculates the expected arrival time difference from the difference in the estimated arrival times of the cars in the selected connection pair. In the case of an UP direction transfer pair, the expected arrival time difference between the upper shuttle elevator's estimated arrival time on the transfer floor (assuming 20 seconds) and the lower shuttle elevator's estimated transfer floor arrival time (assuming 10 seconds) is It can be calculated as 10 seconds.

  The arrival time adjustment amount calculation unit 2015 for each upper or lower car calculates an adjustment amount for the arrival time of each car based on, for example, the deviation between the arrival time difference target value and the actually expected arrival time difference. In this way, the target value of the arrival time difference is determined, and the arrival time difference is controlled by comparing (deviation) the target value and the predicted value of the arrival time difference (the arrival time of each car is controlled).

  As an example, in the case of an estimated arrival time difference of 10 seconds, if the target value is 20 seconds, it is necessary to increase the arrival time difference of +10 seconds, and ½ of this is the arrival time adjustment amount of the lower and upper shuttle elevators And allocate. Therefore, the arrival time adjustment amount of the lower shuttle elevator is −5 seconds (adjusted so that it arrives earlier by 5 seconds), and the arrival time adjustment amount of the upper shuttle elevator becomes +5 seconds (adjusts so that it arrives later by 5 seconds). . Such calculation is calculated for each pair of lower and upper shuttle elevator connecting pairs.

  Although an example in which the deviation is equally distributed to ½ has been described, the deviation may be allocated so as to be biased to either. For example, since it is easier to delay the arrival time, a lot of delaying sides are distributed.

  The deviations may not be all adjustment amounts, and the deviations multiplied by a coefficient gain (for example, 30% of the deviations) may be used as the adjustment amounts. In other words, if an attempt is made to approach the target value at a time, the amount of adjustment increases, and the amount of change in car operation control also increases, so the amount of change is suppressed and the time is approached.

  It is desirable to multiply the coefficient gain by the total time adjustment amount calculation unit of the shuttle elevator group management device at each stage, and the arrival time adjustment amount of each elevator car calculated by the arrival time adjustment amount calculation unit 2015 of each upper or lower car. Is transmitted to the total time adjustment amount calculation unit of the corresponding shuttle elevator group management device of each stage.

  The data of the connecting car pair selected by the connecting car pair selecting unit 2013 is transmitted to the corresponding car in the pair via the shuttle elevator group management device in each stage of FIG. 1 via the communication line. Is transmitted to the transit control display device in the car via the No. 1 controller. As a result, when transferring from the lower shuttle elevator to the upper shuttle elevator, the number of the upper shuttle elevator to be next is guided in the car of the lower shuttle elevator.

  FIG. 6 shows an example of this. In the car (40A) of the lower shuttle elevator No. 1, the name of the car to be transferred on the connecting floor and the flow line (route) to the car are shown. In this way, the transfer number can be guided in advance because the transfer pair pair selection unit selects the transfer pair from the estimated arrival time. In addition, since the control of the arrival time difference between the upper and lower shuttle elevators and the time equidistant control of the shuttle elevators at each stage are combined and controlled, the connection pair can be maintained and established stably (see below). As shown in FIG. 11 (c), each pair can be clearly distinguished), and it is possible to reliably carry out advance transfer machine guidance.

  In FIG. 4, the horizontal axis represents the transit traffic flow (the ratio of the number of connecting users in the UP direction and DN direction is a parameter), and the vertical axis represents the target value (Tref) of the arrival time difference between the upper shuttle elevator and the lower shuttle elevator. The arrival time difference target value determined according to the transit traffic flow is shown. The arrival time difference between the upper shuttle elevator and the lower shuttle elevator is expressed as the time from the arrival point of arrival of the lower shuttle elevator to the transit floor to the arrival point of the upper shuttle elevator (upper right figure Tref in FIG. 4). Let ta be the difference between the arrival time of the lower shuttle elevator car at the transit floor and the arrival time of the next arrival car of the same lower shuttle elevator (upper right figure ta in FIG. 4).

The target value Tref of the arrival time difference becomes a small value when the ratio of the UP direction user number is large (the DN direction user number ratio is small), and as the UP direction user ratio decreases (the DN direction user number increases), The value increases continuously. When the ratio of the number of UP direction users and the number of DN direction users is equal, the target value Tref is ½ of ta, that is, half of the arrival time interval between the corresponding lower shuttle elevator and the next arrival. Set to be a value. In other words, the target value Tref of the arrival time difference between the upper shuttle elevator and the lower shuttle elevator is continuously determined (adjusted) according to the ratio of the transit traffic flow in the UP direction or DN direction, and the UP direction passenger ratio The target value Tref is determined so that the difference in arrival time at the connecting floor between the lower shuttle elevator and the upper shuttle elevator that are paired with each other is smaller as the number of passengers in the DN direction is smaller. As described above, there are the following advantages.
In order to make the transfer of passengers in the UP direction smoother, when the passenger who gets off the lower shuttle elevator arrives at (or immediately before) the landing of the upper shuttle elevator, the car of the upper shuttle elevator to be transferred arrives. The situation where you can get into the car is the best. Similarly, in order to make the connecting passengers in the DN direction smoother, when the passenger who gets off the upper shuttle elevator arrives at (or immediately before) the landing of the lower shuttle elevator, the car of the lower shuttle elevator to be transferred Arriving and getting into the car is the best. Therefore, when the ratio of transfer passengers in the UP direction is large, it is better to give priority to the convenience of UP direction users as the ratio increases, and the time difference from the arrival of the lower shuttle elevator to the arrival of the upper shuttle elevator (corresponding to Tref) ).

  Conversely, when the ratio of passengers in the DN direction is large, it is better to prioritize the convenience of the DN direction user as the ratio increases, and the time difference from the arrival of the upper shuttle elevator to the arrival of the lower shuttle elevator is increased. (The time difference from the arrival of the lower shuttle elevator to the arrival of the upper shuttle elevator (corresponding to Tref) should be increased). Therefore, the target value of the appropriate arrival time difference according to the transit traffic flow can be set by the characteristics having the characteristics shown in FIG.

  The UP direction user ratio and DN direction user ratio of the transit traffic flow can vary depending on the purpose of the building, the day of the week, the time zone, the occurrence of an event in the building, and the like. Therefore, as shown in FIG. 4, the lower shuttle elevator and the upper shuttle elevator are more continuous as the transit traffic flow (UP direction passenger ratio or DN direction passenger ratio) increases and the UP passenger ratio increases. By setting a target value that shortens the arrival time difference at the connecting floor, it is possible to flexibly cope with various changes in connecting traffic flow. As a result, it is possible to control the operation of the shuttle elevator at each stage so that many users can always make a smooth transition regardless of the transit traffic flow state.

  In addition, the transit time margin (tm) is provided in the characteristics of the arrival time target values of the upper shuttle elevator and the lower shuttle elevator shown in FIG. Specifically, in the state where the UP direction user ratio is 100%, the target value Tref of the arrival time difference is set to be equal to or more than the transfer time margin value tm without setting it to zero. The margin value tm corresponds to the necessary transfer time (movement time between the lower shuttle elevator landing and the upper shuttle elevator landing) on the transfer floor. Considering the time required for transit (so that it will be more than the time required for transit), by setting conditions for adjusting the arrival time difference between the upper shuttle elevator and the lower shuttle elevator, all transit users can be more securely moved to the next car. It will be possible to transfer. Since the required transit time changes depending on the layout structure of the transit floor of the building and the situation of the user, the margin value tm of the transit time is also adjusted according to the building (and further depending on the time zone in some cases). good.

  FIG. 5 shows an example of each car operation status by controlling the arrival time difference between the upper shuttle elevator and the lower shuttle elevator. FIG. 5A shows an example of a control result when the ratio of the number of people in the UP direction to the number of transfer passengers is 95% and the number of people in the DN direction is 5%. In the graph, the horizontal axis represents time and the vertical axis represents the floor position, and each line represents an elevator car trajectory. Hereinafter, this figure is referred to as an operation diagram.

  In each line, the solid line A01 and the dotted line A02 represent the operation trajectories of the two lower shuttle elevators, and the solid line B01 and the dotted line B02 represent the operation trajectories of the two upper shuttle elevators. The solid lines (for example, the solid line A01 and the solid line B01) are the connecting pairs selected by the arrival time difference control of the upper and lower shuttle elevators (selected by the connecting machine pair selecting unit in FIG. 3). About the operation locus of each elevator car, the time (1 lap time) until it returns to the same transit floor again after it arrives at the transit floor is about 1 minute to 3 minutes, and about 5 minutes at the longest.

FIGS. 5A, 5B, and 5C show the control results of the arrival time difference between the upper and lower shuttle elevators according to the status of the transit traffic flow, and have the following two features.
(1) The arrival time difference between the upper shuttle elevator and the lower shuttle elevator is continuously adjusted according to the ratio of the transit traffic flow in the UP direction or DN direction.
(2) The difference in arrival time from the arrival of the lower shuttle elevator to the arrival of the upper shuttle elevator is controlled in accordance with the increase in the passenger ratio in the UP direction, and from the arrival of the upper shuttle elevator to the lower stage in accordance with the increase in the passenger ratio in the DN direction. Adjustment is made so that the difference in arrival time until arrival of the shuttle elevator is shortened.

  Fig. 5 (a) shows the case where the UP ratio is 95% and the users in the UP direction are dominant. After the lower shuttle elevator car of the solid line A01 arrives at the transfer floor (X01), the required transfer time is shown. The upper shuttle elevator car of the solid line B01 has arrived at the transfer floor in the minimum time (T01) considered (X02). Similarly, after the lower shuttle elevator car on the dotted line A02 arrives at the connecting floor (X03), the upper shuttle elevator car on the solid line B02 has arrived at the connecting floor at the minimum time (T02) considering the time required for connecting (X04). . As a result, the UP direction users who occupy the majority of connecting users can smoothly transfer from the lower shuttle elevator to the upper shuttle elevator without waiting time.

  FIG. 5B shows the case where the ratio of the number of people in the UP direction to the number of passengers in the transfer direction is 50% and the number of people in the DN direction is 50%. The time difference is controlled. The time (T03) from the arrival of the lower shuttle elevator car (Y01) of the lower shuttle elevator of the solid line A01 to the arrival of the upper shuttle elevator car (Y02) of the upper shuttle elevator of the solid line B01, and the arrival of the upper shuttle elevator car of the upper line B01 (Y02) ) To the arrival (Y03) of the lower shuttle elevator car at the lower line of the solid line A01, the time (T04) is controlled to be equal. As a result, for both users in the UP direction and the DN direction, the waiting time at the connecting floor can be shortened equally, and a long waiting time in one direction can be avoided.

  FIG. 5C shows a situation in which the ratio of the number of people in the UP direction to the number of transfer passengers is 30% and the number of people in the DN direction is 70%, and the number of people in the DN direction is slightly higher. In this case as well, as shown in FIG. 4, the arrival time difference is controlled according to the ratio of the number of people in each direction, so that the DN-direction user's waiting time is shortened with priority given to the connecting user in the DN direction. The arrival time difference is controlled. The time (T05) from the arrival of the lower shuttle elevator car at the lower line of the solid line A01 (Z01) to the arrival of the upper shuttle elevator car at the upper line of the solid line B01 (Z02) is longer, and the arrival of the upper shuttle elevator car at the upper line of the solid line B01 The time (T06) from (Z02) to arrival at the transfer floor arrival (Z03) of the lower shuttle elevator car of the solid line A01 becomes shorter. As a result, the connecting users in the DN direction with a relatively large number of people have a shorter waiting time for connecting.

  As described above, with the arrival time difference control between the upper and lower shuttle elevators described with reference to FIGS. 3 and 4, each user's transit car (next) according to the ratio of the UP direction transit user and the DN direction transit user. The waiting time for the car) will be extremely long, that is, it will be appropriately distributed without the occurrence of long waiting time, and depending on the transit traffic flow as shown in FIG. 5 (a), (b), (c) It becomes the operation situation that the basket is linked.

  FIG. 7 shows a detailed control configuration of the temporally equalized control units (10A6 and 10B6 in FIG. 1) in the group management device of the shuttle elevator group at each stage, and each car of the lower shuttle elevator group, the upper shuttle Each elevator car is controlled so as to arrive at the connecting floor at regular intervals. In other words, the target value of the arrival time of each elevator car (time interval when arriving at equal intervals in time) is determined, and the determined value is compared with the predicted arrival time interval of each car. Adjust the arrival time to the transit floor.

  The arrival time interval target value calculation unit 10A61 calculates the arrival time interval target value from the average one-round time data (calculated by the operation information analysis unit) and the number of elevators data (calculated by the unit information collection unit). The arrival time interval target value is a time interval when the cars arrive at equal intervals in time, and is calculated by arrival time interval target value = average one-round time data / number of elevators.

  The estimated arrival time to the connecting floor 10A62 calculates the estimated arrival time of each car to the connecting floor from the estimated arrival time data (calculated by the estimated arrival time calculating section). The arrival time interval calculation unit 10A63 for the connecting floor calculates the arrival time interval (predicted value) of each car to the connecting floor from the difference in the predicted arrival time of each adjacent car. The arrival time adjustment amount calculation unit 10A64 calculates the adjustment amount of the arrival time of each car from the arrival time interval target value and the calculated arrival time interval (predicted value), for example, based on a deviation between the two.

  For example, in the case of the configuration of two lower shuttle elevators, if the arrival interval (predicted value) of the first unit (previous) and the second unit (next) is 10 seconds and the arrival time interval target value is 20 seconds, the deviation 10 By adjusting the seconds evenly, the amount of arrival time adjustment for Unit 1 can be determined as -5 seconds (arrival early), and the amount of arrival time adjustment for Unit 2 can be determined as +5 seconds (arrival late). it can. In this way, by adjusting the arrival time interval of each elevator car based on the deviation between the target value and the predicted value, it can be controlled so that each car can arrive at the transit floor at equal time intervals.

  FIG. 8 shows a detailed control configuration of the total time adjustment amount calculation unit (10A7, 10B7 in FIG. 1) in the group management device of the shuttle elevator group at each stage. For each car, the arrival time adjustment amount (hereinafter referred to as adjustment amount 1) by the arrival time difference control between the upper and lower shuttle elevators and the arrival time adjustment amount (hereinafter referred to as adjustment amount 2) by the time-equalized control are integrated. Then, the final arrival time adjustment amount for the car is calculated. The adjustment amount 1 and the adjustment amount 2 have different aims. If they are simply combined, they may interfere with each other and become strange in the overall control. Therefore, a combination is performed so that proper control can be performed in the entire control without mutual interference.

  The time adjustment amount signal (hereinafter referred to as S1) from the arrival time difference control unit (201 in FIG. 1) between the upper and lower shuttle elevators is multiplied by a weighting factor (gain) K1 by the multiplication circuit 10A71 and is added to the addition circuit 10A73. Entered. A time adjustment amount signal (hereinafter referred to as S2) from the temporal equalization control unit (10A6 or 10B6 in FIG. 1) is multiplied by a weighting factor K2 by a multiplication circuit 10A72 and input to an addition circuit 10A73. In the adding circuit 10A73, K1 · S1 and K2 · S2 are added, and this result (K1 · S1 + K2 · S2) becomes the total time adjustment amount. That is, the total time adjustment amount is calculated by the weighted linear sum of S1 and S2, but the important point here is that the weighting factors K1 and K2 satisfy the following condition.

    K2> K1 (1)

  As a result, the arrival time is adjusted with priority given to S2 (time adjustment amount of the temporal equalization control unit). Here, the relationship between K2 and K1, K2 is preferably set to about 3 to 10 times larger than K1.

  Control the equalization control unit by multiplying the time adjustment amount of the arrival time difference control unit between the upper and lower shuttle elevators and the time adjustment amount of the temporal equalization control unit by multiplying the latter by a larger weighting factor. The time constant can be made smaller than the control time constant of the arrival time difference control unit between the upper and lower shuttle elevators. In other words, the control speed of the equal interval control can be controlled to be larger than the control speed of the arrival time difference control between the upper and lower shuttle elevators. FIG. 9 illustrates this relationship. As described above, by making a difference between the control time constants of the two controls, it is possible to suppress the interference between the two controls and make the entire control work properly. Details of this effect will be described later with reference to FIGS.

  Hereinafter, the meaning of “control time constant” will be described with reference to FIG. The “control time constant” corresponds to the temporal speed with respect to the tracking of the state value of the controlled object controlled to follow the target value, in other words, the response speed or the response time. In FIG. 10, the state value (solid line) of the controlled object approaches the target value (dotted line), and the time until it reaches about 63% of the target value becomes a time constant. In the case of feedback control, generally, the larger the control gain (gain relative to the deviation between the target value and the feedback value), the faster the follow-up speed to the target value and the shorter the time constant.

  FIG. 11 shows a control result when the weighting coefficient of the total time adjustment amount calculation unit shown in FIG. 8 is set according to the equation (1) for the elevator system shown in FIG. In this figure, since it is controlled so that “the time constant of the equal interval control of each car in the same stage (or group) <the time constant of the arrival time difference control of each car for different stages (or groups)”, FIG. 11 shows how the cars in each stage (or group) are controlled to be equally spaced in time, and then the arrival time difference (or arrival time interval) between the upper shuttle elevator and the lower shuttle elevator is controlled. It is shown according to the time transition in the order of a), (b), and (c).

  The graph of the drawing is the same as the graph of FIG. 5 and represents an operation diagram of two lower shuttle elevators and two upper shuttle elevators. In each line, the solid line A01 and the dotted line A02 represent the operation locus of the two lower shuttle elevators, and the solid line B01 and the dotted line B02 represent the operation locus of the two upper shuttle elevators. Solid lines (for example, solid line A01 and solid line B01) and dotted lines (solid line A02 and solid line B02) are the connecting pairs selected by the arrival time difference control of the upper and lower shuttle elevators (the connecting machine pair selection unit in FIG. 3). Selected). Hereinafter, the course of the control operation will be described in the order of FIGS. 11 (a), (b), and (c). The transit traffic flow is assumed to be busy in the UP direction.

  FIG. 11A shows a state before the control is performed. It is assumed that such a state does not occur when actual control is actually performed, but the control is stopped and this state (the worst state as described below) is reached. As shown in the figure, both the lower shuttle elevator group and the upper shuttle elevator group are in a state where the two elevator cars are in a dango operation state (a state where the cars are operating in close proximity to each other). In addition, although the transit traffic flow is crowded in the UP direction, it takes a long time from the arrival of the lower shuttle elevator (for example, solid line A01) to the arrival of the upper shuttle elevator (for example, solid line B01) as the connection partner. Therefore, many UP direction passengers will have to wait for a considerable time until the upper shuttle elevator arrives. In this state, the control of the elevator system (the control shown in FIG. 1) starts to work.

  FIG. 11B shows an operation diagram after a lapse of time. Due to the operation of the total time adjustment amount calculation unit in FIG. 8, time equalization control with a small control time constant (a fast control speed and a fast response speed) acts faster. As a result, as shown in FIG. 11B, two lower shuttle elevator groups (indicated by operation tracks A01 and A02) and two upper shuttle elevator groups (indicated by operation tracks B01 and B02) are respectively temporally. It will be operating at regular intervals. As a result, each elevator arrives at equal intervals on the transfer floor, so passengers getting off from the lower shuttle elevator appear at certain intervals (equal intervals), and congestion on the transfer floor is alleviated (multiple units) It is possible to avoid the passengers getting off from the car all at once and congesting the transit floor).

  FIG. 11 (c) shows an operation diagram after a further time has elapsed. This time, the control time constant is large (the control speed is slow, the response speed is slow). Due to the arrival time difference control between the upper and lower shuttle elevators, the upper shuttle elevator pair and the lower shuttle elevator car are paired. The arrival time difference (arrival time interval) to the transit floor of (solid lines A01 and B01, dotted lines A02 and B02) is adjusted. Since the ratio of the number of passengers in the UP direction of the transit traffic flow is very large, it is adjusted so that the time from the arrival of the paired lower shuttle elevator to the arrival of the upper shuttle elevator is shortened (for example, FIG. 11C). The operation trajectory A01 and the operation trajectory B01). As a result, UP-direction users who occupy the majority of transit users can transfer from the lower shuttle elevator to the upper shuttle elevator with a short waiting time, reducing the travel time from the first lobby floor to the third lobby floor. be able to.

  The time difference between the arrival of the lower shuttle elevator and the arrival of the upper shuttle elevator is determined in consideration of the time required for the connection between the lower shuttle elevator and the upper shuttle elevator (the time required to move between the two). Minimize the number of users who cannot.

  FIG. 12 shows the traffic flow conditions and the initial state of each car operation in the same state as FIG. 11, and the control time constants of the arrival time difference control of the upper and lower shuttle elevators and the time equidistant control of each car for each stage. An example of the result when the magnitude relationship is reversed is shown. If the magnitude relationship is reversed, the combination of the two controls will not work well and the connection will not work.

  FIG. 12A is the same as FIG. 11A and represents an initial state before the start of control. FIG. 12B shows the situation after the elapse of time. Since the time constant of the arrival time difference control between the upper and lower shuttle elevators is small, the effect of this control appears first. As a result, the time from the arrival of the paired lower shuttle elevator to the arrival of the upper shuttle elevator is adjusted to be shorter (for example, operation locus A01 and operation locus B01 in FIG. 12B).

The situation on the connecting floor at the location indicated by the symbol L01 in FIG. 12B will be described.
The lower shuttle elevator car represented by the dotted line A02 arrives and passengers get off all at once.
Since the dango driving state still continues, the lower shuttle elevator car represented by the solid line A01 also arrives immediately and passengers get off all at once. As a result, the transit floor overflows with transit users at once, and people collide, making it difficult to move to the next upper shuttle elevator platform smoothly. As a result, the user who got off the lower shuttle elevator represented by the dotted line A02 cannot transfer to the upper shuttle elevator shown by the dotted line B02. Similarly, the user who got off the lower shuttle elevator represented by the solid line A01 is shown by the solid line B01. There are cases where it is impossible to transfer to the upper shuttle elevator represented by In particular, if it is not possible to transfer to the upper shuttle elevator represented by the solid line B01, the two upper shuttle elevators are in full operation, and it will be a long time until the next upper shuttle elevator arrives at the connecting floor. Become. Furthermore, since the two lower shuttle elevators arrive one after another before the car arrives, the connecting floor becomes crowded with users.

  Unless the magnitude relationship between the arrival time difference control of the upper and lower shuttle elevators and the control time constant of the time equidistant control of each car at each stage is not properly determined, the entire control will not function well and the transit floor will be congested. And smooth connection is not possible. Specifically, “Time constant of arrival time difference control of upper and lower shuttle elevators> Time constant of time equidistant control of each car for each stage” (in other words, “Time constant of upper and lower shuttle elevators” By making the arrival time difference control slower than the time equidistant control of each car in each stage (the time to reach the target state is longer) "), each car is timed in each stage. The passengers arrive at the connecting floor at equal intervals, the passengers get off at the connecting floor at equal intervals, and the overflow of connecting passengers on the connecting floor can be preferentially avoided. Thereafter, the arrival time difference between the lower shuttle elevator and the upper shuttle elevator is adjusted according to the ratio of the number of passengers in the moving direction of the connecting user. As a result, the waiting time at the connecting floor can be adjusted according to the ratio of the respective moving directions, and it becomes possible to make a smooth transition while avoiding the occurrence of congestion on the connecting floor.

  From FIG. 11 and FIG. 12, the main points of control of the elevator system are summarized as follows. The lower shuttle elevator group is designated as the first elevator group, the upper shuttle elevator group is designated as the second elevator group, and the supervising group management device supervises the first elevator group and the second elevator group. If the control to be linked according to the above (hereinafter referred to as group linkage control), the control time constant of the group management control executed for each group of the first elevator group and the second elevator group, and the control time of the group linkage control About the constant, by making the former time constant smaller than the latter time constant, the operation of each elevator in the group is controlled first, and then the operations of both elevators are controlled so that the groups are linked to each other. . As a result, proper operation control is possible for the entire system consisting of a plurality of elevator groups, reducing the waiting time on the connecting floor and congesting for users who move between the two elevator groups. A smooth connection can be avoided.

  FIG. 13 graphically represents the control concept of the elevator system (the operation relationship between the control for each elevator group described above and the group linkage control). The horizontal axis of the graph of FIG. 13 represents the target value and the actual state value (in this case, the predicted value) of the temporal equalization control unit (10A6 and 10B6 of FIG. 1 and FIG. 7 for details) executed for each elevator group. The vertical axis represents the target value and the actual state value of the arrival time difference control for each car in the upper shuttle elevator group and the lower shuttle elevator group. This represents the deviation of the arrival time difference between the upper and lower shuttle elevators. Each black dot in the graph represents the state of control.

  Assume that the initial state is the state of the point M01. Control is started from this state, and time equalization control (small control time constant) performed for each of the upper shuttle elevator group and the lower shuttle elevator group acts strongly. As a result, the target deviation for the temporally equalized control is first reduced and reaches the state of the black circle M02 in the figure. After that, the action of the arrival time difference control between the upper and lower shuttle elevators with a large control time constant becomes stronger, and as a result, the target deviation of the arrival time difference control between the upper and lower shuttle elevators becomes smaller, and the black circle M03 in the figure Reach state.

By giving priority to group management control (temporal equalization control) and group linkage control (arrival time difference control of both groups) to be performed for each group, waiting time for users who travel by transiting elevators It is shorter and avoids congestion on the transfer floor, enabling smoother movement.
In fact, since two controls are working simultaneously, the control state follows a process as shown by a solid line M04 in the figure.

  FIG. 14 shows the detailed processing contents (flowchart) of the arrival time adjustment command creation unit (10A8, 10B8) in each of the lower shuttle elevator group management device 10A and the upper shuttle elevator group management device 10B shown in FIG. Yes. Time to adjust with the adjustment items (means) for executing the final arrival time adjustment amount for each of the upper and lower elevators calculated by the total time adjustment amount calculation unit (10A7, 10B7) A process for determining the quantity is performed.

Hereinafter, the flowchart of FIG. 14 will be described.
As an initial setting, a variable N representing the priority order of adjustment items is set to N = 1. The necessary adjustment amount is set to the final adjustment amount for each car output from the total time adjustment amount calculation unit (10A7, 10B7) (F01). Next, the N-th priority adjustment item is acquired from the adjustment item table (FIG. 15A) (F02), and the adjustment amount range data for the adjustment item is acquired from the adjustment item table (F03). The adjustment item is an adjustment means for adjusting the arrival time of each elevator car, and the adjustment amount range data represents the range of the arrival time adjustment amount for each adjustment item.

  FIG. 15A shows a specific example of the adjustment item table. The adjustment item table records the adjustment items given priority and the data of the adjustment amount range in each adjustment item. The priority order of the adjustment items is determined based on ease of arrival time adjustment, the effect on the user service due to the adjustment, the magnitude of the adjustment effect, and the like. Adjustment items include (1) car stop time (in other words, door opening time), (2) door opening delay time, (3) door speed, (4) car speed (if the speed is lower than normal), ( 5) Car speed (when speed is increased from normal), (6) Car acceleration, deceleration, etc. are good.

  The car stop time is made shorter or longer than the normal set time on the service stop floor (for example, the first, second, and third lobby floors). The departure time of the car at the service stop floor will be shorter or longer than the normal setting time. The door opening delay time is an adjustment method for delaying the time, and delays the start time from the arrival of the car to the service floor until the door is opened. In the adjustment amount range data in the adjustment item table of FIG. 15A, a negative sign indicates that the time is advanced, and a positive sign indicates that the time is delayed.

  In FIG. 14, after obtaining the Nth adjustment item in the priority order and the data of the adjustment amount range (F03), it is checked whether or not the value of the necessary adjustment amount is within the adjustment amount range (F04). If the adjustment amount is within the adjustment amount range, the adjustment amount of the Nth adjustment item in the priority order is set as adjustment amount = necessary adjustment amount, and the adjustment item and the adjustment amount are stored in an adjustment command memory (such as a microcomputer that performs control). (F05). With the processing so far, the arrival time adjustment command satisfying the necessary adjustment amount is confirmed. In the memory, adjustment items that originally satisfy the necessary final adjustment amount and data of the adjustment amount are recorded, and this is an arrival time adjustment instruction for the elevator car. FIG. 15B is an example of an arrival time adjustment command. In other words, the arrival time is adjusted by combining a plurality of adjustment items, and the arrival time adjustment command is transmitted to the elevator control devices (30A, 31A, 30B, 31B in FIG. 1) and connected to each elevator. The arrival time to the floor will be adjusted according to this directive.

  In the check process F04 in FIG. 14, if the necessary adjustment amount is not within the adjustment amount range, the adjustment amount of the Nth adjustment item in the priority order is set as adjustment amount = adjustable amount within the adjustment amount range. The amount of adjustment is recorded in an adjustment command memory (a memory such as a microcomputer performing control) (F07). After that, the new adjustment required amount is changed as new adjustment required amount = current adjustment required amount−the above adjustment amount (F08), one N is added (F09), and the process returns to processing F02, and the next Proceed to adjustment by the priority adjustment amount item.

The characteristics of the arrival time adjustment command and its creation process are as follows.
(1) In consideration of the ease of adjustment and the effect on user service, a priority order is provided for selection (or execution) of adjustment items (adjustment method or adjustment means) for arrival time adjustment.
(2) Carry out arrival time adjustment by combining multiple adjustment items.

  As a result, the arrival time adjustment amount requested by the control (the final adjustment amount in FIG. 14) is satisfied (the effect of (2)), the adjustment can be easily performed, and the service to the user is hardly affected (( Effect of 1), the arrival time can be adjusted for each car.

FIG. 16 shows an example of display guidance to the user when an adjustment command for increasing (extending) the car stop time is set in the arrival time adjustment command (FIG. 15B corresponds to it). There is a possibility that the passengers in the car may be confused or psychological stress may be increased because the departure is intentionally delayed from the time it should originally leave. Therefore, the extension time of the car stop time (departure time) that is known from the arrival time adjustment amount is displayed on the connection control display device (40A4 in FIGS. 1 and 16) in the car. Thus, since the passenger in the car is notified in advance of how much the stop time is delayed, it is possible to avoid the passenger's confusion and increased stress.
The passengers in the car have to wait for a short time, but when viewed as a whole of the connecting users, efficient operation of each car as shown in FIG. Therefore, it is possible to suppress congestion on the connection floor, increase in waiting time, and failure of connection.

In the arrival time difference control between the upper and lower shuttle elevators, the target value of the arrival time difference is determined in consideration of the ratio of the number of connecting users, and the predicted value of the arrival time difference is calculated using the predicted arrival time. The amount of arrival time adjustment required for each car is determined from the deviation (described in FIG. 3).
Here, since the amount of adjustment is determined by the predicted value of the arrival time difference, the amount necessary for adjustment is determined in advance by predicting the situation, so step by step before the required amount increases. Adjust with. Therefore, even in the case of car stop time adjustment, it is possible to cope with a small amount in advance without increasing the stop time adjustment amount (causing an increase in passenger stress).

  FIG. 17 shows another embodiment. The difference from FIG. 1 is that the overall control group management device (20 in FIG. 1) is not provided and its function (arrival time difference control unit 201 between the upper and lower shuttle elevators) is provided. The lower shuttle elevator group management device 10A is implemented. When there is no space for newly providing the general group management device or when there is a margin in the arithmetic processing of the group management device, this configuration results in a more compact configuration. In FIG. 17, the lower shuttle elevator group management device 10A is configured to perform the processing of the arrival time difference control unit between the upper and lower shuttle elevators, but the same effect can be obtained even when the upper shuttle elevator group management device 10B is used. Can be obtained.

  FIG. 18 shows the adjustment contents of the arrival time difference between the upper and lower shuttle elevators in FIG. In this case, from the diagram on the left side of FIG. 18, the estimated arrival time of the lower shuttle elevator is 30 seconds and the estimated arrival time of the upper shuttle elevator is 35 seconds with respect to the transfer floor, and both arrival predictions. The time difference is 5 seconds. Here, since the target value of the estimated arrival time difference is 10 seconds, the time adjustment amount in this case is +5 seconds, and the operation (in this case, the stop time is extended) to delay the arrival of the upper shuttle elevator by 5 seconds. Adjust (the figure on the right side of FIG. 18). As a result, the arrival time difference between the two is controlled to the target 10 seconds, and the connecting user from the lower shuttle elevator to the upper shuttle elevator can secure the time required for the transfer, so that it can be surely switched. .

  In FIG. 1, the target value of the arrival time difference between the upper and lower shuttle elevators is assumed to be uniform regardless of the combination of elevators. However, if the change is made for each combination of elevators to be connected, the connection will be smoother. It becomes possible to do. Specifically, with respect to the elevator arrangement shown in FIG. 2, the target value of the estimated arrival time difference is adjusted according to the physical distance with respect to the combination of the lower shuttle elevator and the upper shuttle elevator. For example, when transferring from the lower shuttle elevator No. 6 to the upper shuttle elevator No. 3, since the physical movement distance is long, the target value of the estimated arrival time difference is also increased accordingly. On the other hand, when transferring from the lower shuttle elevator No. 4 to the upper shuttle elevator No. 6, since the moving distance is short, the target value of the estimated arrival time difference is also shortened accordingly. In this way, the user's transit time is taken into account by adjusting the estimated arrival time difference to the transit floor according to the combination of elevators to be transited (location or distance) as well as the transit flow. A more appropriate connection is possible.

  By adjusting the arrival times of the upper and lower shuttle elevators according to the congestion situation of the transfer floor, it becomes possible to reduce the congestion of the transfer floor. For example, it is possible to calculate the number of passengers on the transfer floor from the operation status of the upper and lower shuttle elevators (arrival status at the transfer floor, information on the number of passengers getting off, etc.). Control to delay the arrival time of each elevator. At this time, the arrival time difference is set to a value close to or based on a value determined by the transit traffic flow (a value determined by the characteristics shown in FIG. 4). By implementing such control, if the transit floor is temporarily congested, it is possible to delay the subsequent arrival of the elevator and avoid a situation in which further congestion increases, and at the same time, It is possible for the connecting user to smoothly perform the connection.

10A Lower shuttle elevator group management device 10A1 Common communication line 10A2 Hall information collection unit 10A3 Unit information collection unit 10A4 Operation information analysis unit 10A5 Arrival prediction time calculation unit 10A6 Temporal equal interval control unit 10A7 Total time adjustment amount calculation unit 10A8 Arrival time Adjustment command creation unit 10B Upper shuttle elevator group management device 20 Overall group management device 201 Arrival time difference control unit 30A between the upper and lower shuttle elevators No. 30A control device (lower shuttle elevator: No. 1)
Unit 31A control device (lower shuttle elevator: Unit 2)
Unit 30B (upper shuttle elevator: Unit 1)
Unit 31B controller (upper shuttle elevator: Unit 2)
40A passenger car (lower shuttle elevator: Unit 1)
41A Car (lower shuttle elevator: Unit 2)
40B Car (upper shuttle elevator: Unit 1)
41B Car (upper shuttle elevator: Unit 2)
40A1 In-car call registration device 40A2 In-car load sensor 40A3 In-car passenger number detection camera 50 First lobby floor (lower lobby floor)
51 2nd Lobby Level (Sky Lobby Level)
53 3rd Lobby Level (Sky Lobby Level)
501 Hall call registration device (including destination floor registration device)
502 Hall waiting camera

Claims (6)

In an elevator system that controls the operation of multiple elevator cars and can connect to each other on a predetermined transfer floor,
A lower shuttle elevator that operates below the connecting floor and has a plurality of the elevators, and an upper shuttle elevator that operates above the connecting floor and has a plurality of the elevators , and
The ratio of the number of passengers going upward and the number of passengers going downward per predetermined time is calculated at the transfer floor, and the upper shuttle elevator at the transfer floor of the elevator car according to the calculated value The arrival time of the elevator car to the transfer floor is controlled so that the arrival time difference of the lower shuttle elevator becomes a target value, and the target value becomes a small value when the ratio of passengers going upward is large, The elevator system is characterized in that the value increases as the number of users toward the direction increases .   2. The predicted arrival time of the elevator operated below the connecting floor to the connecting floor and the predicted arrival of the elevator operated above the connecting floor according to claim 1. Elevator system characterized by selecting a set of transit number from time. In the thing of Claim 1, in each of the said lower stage shuttle elevator and the said upper stage shuttle elevator, the target value of the time interval for which each said elevator car arrives at the said transfer floor is defined, and each is set so that it may become a predetermined value. An elevator system for controlling time of arrival of the elevator car to the transit floor. In the thing of Claim 1, in each of the said lower stage shuttle elevator and the said upper stage shuttle elevator, the target value of the time interval for which each said elevator car arrives at the said transfer floor is defined, and each is set so that it may become a predetermined value. An elevator system that controls the time of arrival of the elevator car to the transfer floor, and then controls the time of arrival of the elevator car to the transfer floor. In the thing of Claim 1, in each of the said lower stage shuttle elevator and the said upper stage shuttle elevator, the target value of the time interval for which each said elevator car arrives at the said transfer floor is defined, and each is set so that it may become a predetermined value. The time of arrival of the elevator car at the transit floor is controlled, and the control of the time interval at which the elevator car arrives at the transit floor is performed by a weighted addition larger than the control of the arrival time at the transit floor. Elevator system.   2. The control of arrival time of each elevator to the transit floor is at least one of opening time of each elevator, door opening speed, door closing speed, car speed, and car acceleration. An elevator system characterized by

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