JP5977655B2 - Elevator group management system - Google Patents

Description

  The present invention relates to an elevator group management system, and more particularly, to an elevator car (hereinafter simply referred to as “car”) assignment control for a generated hall call.

  The elevator group management system is a system that can provide a more efficient operation service to users by treating a plurality of elevators as one group. Specifically, multiple elevators (usually 3 to 8) are managed as one group, and when a hall call occurs on a certain floor, select the most suitable car from this group The control of assigning the previous hall call to the car is performed.

  In order to minimize the waiting time of the target hall call when a hall call is generated from a certain floor, multiple cars equipped in multiple elevators must be dispatched at regular intervals. Is desirable. However, in a crowded traffic situation, a so-called “dango operation” state in which a plurality of cars are connected in a row in the same direction is likely to occur, and there is a high possibility that the hall call waiting time will be long. In order to prevent the occurrence of an inefficient operation state such as “dango operation”, it is necessary to perform car assignment control in consideration of future operation routes.

  The applicant of the present application, as an elevator group management system that can dispatch a plurality of cars at regular time intervals, in an elevator group management system that manages a plurality of elevators that service a plurality of floors, The height position and the ascending or descending direction of each elevator after a predetermined time are determined, and the new target route of each elevator from the current time to the predetermined time is determined so as to be the position of each elevator at the current time And adjusting the position of the direction reversal point in the target route before adjustment in the time axis direction, and operating each elevator so as to approach each new target route. The thing was proposed (for example, refer claim 1 of patent document 1). Since this group management system sets the target route so that the trajectory to be taken in the future of each car will be equally spaced in time for each car, it is possible to stably maintain the time equally spaced state. (For example, refer to paragraph 0065 and FIG. 10 of Patent Document 1).

  By the way, in recent years, a double-deck elevator that operates a plurality of vertically connected cars in one hoistway can exhibit a high transportation capacity with a limited hoistway area, and increase the effective use area in the building. (See, for example, paragraph 0002 of FIG. 1 and FIG. 1).

Japanese Patent No. 4139819 Japanese Patent No. 3428522

  The elevator group management system described in Patent Document 1 assigns each car to the generated hall call so that the actual trajectory of each car shown on the time axis and the position axis follows each target route. When applied to the operation management of a single deck elevator (a normal type elevator that operates one car in one hoistway), it is possible to realize stable temporal equidistant control over a long period of time. However, for the double deck elevator, since the car is connected up and down in one hoistway, even if the elevator group management system described in Patent Document 1 is applied to the operation management of a plurality of double deck elevators, In the first place, each car cannot be equally spaced in time. Therefore, for the double deck elevator, the elevator group management system described in Patent Document 1 cannot be applied as it is, and even if it is applied, there is a possibility that an inefficient operation is performed instead.

  In other words, the elevator group management system described in Patent Document 1 is arranged so that the position of each car at a certain arbitrary time is equally spaced in the calculation of the target route evaluation value in order to eliminate the “car operation”. It is something to control. Therefore, for example, when performing operation management of three double deck elevators in which two cars are connected in one hoistway, three double deck elevators are subject to equal time intervals. However, the group management control processing unit of the group management system recognizes that there are six single deck elevators, creates a target route so that these six cars are arranged at equal intervals, and then calculates an evaluation value. As a result, a situation occurs in which optimal allocation processing is not performed.

  The present invention has been made to solve such problems of the prior art, and an object of the present invention is to provide a group of elevators that can be assigned and controlled so that each car is equally spaced in time for a double deck elevator. To provide a management system.

In order to solve this problem, the present invention is provided with a target route creating unit that creates a target route indicating a target of the elevator at an arbitrary time from the present time for each elevator for a plurality of elevators. In the elevator group management system that operates each elevator so that the actual locus indicating the actual position of each elevator approaches the target route for each elevator, when creating the target route for each elevator, the plurality of units For an elevator having a plurality of elevator cars connected up and down in the elevator, one of the plurality of elevator cars connected up and down is set as a reference elevator car , and only the target elevator car is the target. An evaluation value related to the route is calculated, and the plurality of elevators are calculated. For other Takago, as same as the operation result obtained for the elevator car of the reference, create the target route, when performing the calculation of the evaluation values associated with the target route, the elevator in each direction towards, and is characterized in that to change the elevator car of the reference performing the calculation of the evaluation values associated with the target route.

  According to the present invention, when creating a target route for a plurality of elevators including at least one double-deck elevator, the double-deck elevator handles the cars connected up and down in a unified manner. Also, it is possible to perform optimal allocation control so as to be equally spaced in time.

1 is a system configuration diagram of a group management system according to Embodiment 1. FIG. FIG. 6 is a flowchart illustrating an operation procedure of the group management system according to the first embodiment. It is a service route figure which shows the target route of the double deck elevator before time equal interval adjustment by the group management system which concerns on Example 1 is performed. It is an operation route figure showing the target route of a double deck elevator after time equal interval adjustment by a group management system concerning Example 1 was performed. It is a figure which shows the prediction route | root of a lower cage | basket | car when not assigning a hall call to a lower cage | basket in the group management system which concerns on Example 1. FIG. It is a figure which shows the prediction route | root of a lower cage | basket | car when a hall call is allocated to a lower cage | basket in the group management system which concerns on Example 1. FIG. It is a figure which shows the predicted route of an upper car when not assigning a hall call to an upper car in the group management system which concerns on Example 1. FIG. It is a figure which shows the prediction route | root of an upper cage | basket | car when a hall call is allocated to an upper cage | basket in the group management system which concerns on Example 1. FIG. It is a figure which shows the prediction route | root and target route | root of a lower cage | basket | car when the upper and lower cage | basket | cars are handled uniformly by the group management system which concerns on Example 1. FIG. FIG. 10 is a flowchart illustrating an operation procedure of the group management system according to the second embodiment. It is a figure which shows the prediction route | root of a lower cage | basket | car when not assigning a new hall call to the lower cage | basket | car already assigned the hall call in the group management system which concerns on Example 3. FIG. It is a figure which shows the prediction route | root of a lower cage | basket | car when a new hall call is allocated to the lower cage | basket already allocated the hall call in the group management system which concerns on Example 3. FIG. It is a figure which shows the predicted route of the upper car when not assigning a new hall call to the upper car to which the hall call has already been assigned in the group management system according to the third embodiment. It is a figure which shows the predicted route of the upper car when a new hall call is assigned to the upper car to which the hall call has already been assigned in the group management system according to the third embodiment. It is a figure which shows the predicted route of the upper car when the car which has already been assigned the hall call according to the new hall call in the group management system according to the third embodiment is changed from the lower car to the upper car. It is a figure which shows the predicted route | root of a lower cage | basket | car at the time of changing the cage | basket | car already assigned the hall | call call according to the new hall call in the group management system which concerns on Example 3 from an upper cage | basket | car. FIG. 10 is a flowchart illustrating an operation procedure of the group management system according to the third embodiment. FIG. 10 is a flowchart illustrating details of target route resetting processing in the group management system according to the third embodiment.

  Hereinafter, an embodiment of an elevator group management system according to the present invention will be described for each example with reference to the drawings.

  First, the group management system according to the first embodiment will be described with reference to FIGS. In the group management system according to the first embodiment, one of the upper and lower cars is defined as a standard car, the route evaluation value is calculated only for the standard car, and the standard car is used for the other car. The elevator car assigned to the hall call is selected as the same as the route evaluation value.

  As shown in FIG. 1, the elevator group management system according to the embodiment includes a group management control unit 1, a plurality (N) of double deck elevators (60, 61, 62), and an upper car of a double deck elevator. (70, 71, 72) and lower car control device (40, 41, 42) and upper car control device (50, 51, 52) for controlling lower car (80, 81, 82), and each floor It is mainly composed of a hall call registration device 90 installed in the floor hall.

  The group management control unit 1 is configured by a computer such as a microcomputer, a DSP (Digital Signal Processor), a system LSI, or a personal computer. The group management control unit 1 includes an operation management control system 10, a learning system 20, and an intelligent system 30, and the operation management control system 10 includes an input control unit 11, a target route specification setting unit 12, A target route creation unit 13, a predicted route creation unit 14, a route evaluation function computation unit 15, a comprehensive evaluation value computation unit 16, and an elevator selection unit 17 are provided.

  The double deck elevators 60, 61, 62 are each installed in one hoistway with two cars connected vertically. Of the two cars connected vertically, the lower car (lower car 80, 81, 82) is allocated to the lower car control devices 40, 41, 42, and the upper car (upper car 70, 71). , 72) are allocated to the car control devices 50, 51, 52 of the upper car, and the group management control unit 1 makes the upper car 70, 71, 72 and the lower car 80, 81, 82 of the double deck elevator independent of each other. Control as a basket. Each car control device is configured with a computer including a microcomputer, for example, as in the group management control unit 1. In this embodiment, the car control devices 40, 41 and 42 for the lower car and the car control devices 50, 51 and 52 for the upper car are provided. The car can be controlled by a single car control device, and the group management control unit 1 can independently recognize the upper car and the lower car. In this embodiment, control of a double deck elevator will be described as an example, but the present invention can also be applied to control of another elevator in which three or more cars are connected vertically. Further, in the present embodiment, all of the plurality of elevators controlled by the group management control unit 1 are double deck elevators. However, the present invention can also be applied to a case where double deck elevators and single deck elevators are mixed. it can.

  In each car, an in-car operation panel 100 is provided, and in this in-car operation panel 100, a destination floor registration button 101 is provided.

  Information relating to the operation of each car is stored in the input control unit 11 of the group management control unit 1 from the car control devices 40, 41, 42 of the lower car and the car control devices 50, 51, 52 of the upper car.

  In addition, whenever call registration is performed by the hall call registration device 90 installed in the hall of each floor, the registered floor information and request information regarding ascending or descending are stored in the input control unit 11. .

  Further, when a car call is created by operating the destination floor registration button 101 installed on the in-car operation panel 100, the input control section 11 receives information on the destination floor that actually provides services to each car. Passed.

  In addition to the above information, elevators such as the number of passengers in the car and car position information, the number of calls already handled by each car, the number of active cars, service floor information, and specification information about each car that has been entered in advance Information, specification information, and the like are also stored in the input control unit 11. These are examples of information stored in the input control unit 11, and other information is also stored in the input control unit 11 as necessary. In this embodiment, elevator assignment control is performed based on the above input information.

  In this embodiment, a plurality of elevators whose operation is managed by the group management control unit 1 include an elevator that is arranged in one hoistway by connecting a plurality of cars up and down, such as a double deck elevator. Another object is to predict the future operation route and control so-called “dango operation” by, for example, controlling the elevator at regular time intervals to improve operation efficiency.

  The target route specification setting unit 12 recognizes the current traffic situation from the daily operation state accumulated in the learning system 20, and determines the specification of the target route based on the information. That is, the learning system 20 in the group management control unit 1 learns traffic conditions based on elevator information such as car positions and the number of passengers and destination floor information, and determines which driving program is suitable at that time. Therefore, the number of people getting on and off by floor indicating the flow of people in the building is identified from the on-line input information as to whether it belongs to one of the characteristic modes indicating the typical traffic situation in the building. The identified traffic situation is judged by time or the traffic flow information of the building at that time (statistical information on the movement of a person using an elevator). Based on such traffic conditions, the target route specifications are determined. The specification of the target route is basically set to “time equal intervals”.

  The target route creation unit 13 creates a target route according to the specifications determined by the target route specification setting unit 12. A method of creating a target route in the target route creating unit 13 will be described with reference to FIGS. FIG. 3 is a diagram showing the operation trajectory of the target route before the temporal equal interval adjustment, and FIG. 4 is a diagram showing the operation trajectory of the target route after the temporal equal interval adjustment. The information necessary for creating the target route is the predicted operating direction of the elevator, and the route of the route changes depending on the ascending direction or the descending direction. Furthermore, information such as current elevator position information, serviceable top and bottom floors, rated speed, and the like are required. Note that these pieces of information are the minimum information necessary for creating the target route, and it is possible to create a more precise target route by taking elevator operation information into consideration.

  In FIG. 3, when the time between the current estimated time and the arbitrarily set interval estimation time 303 is set as the adjustment time, and the target route specification is set at the same time interval, the upper car target point 304 at the interval estimated time 303 and The target point 305 of the lower car is set as a target point that satisfies the specification of the target route. In the state of FIG. 3, since the time equidistant adjustment is not performed, the operation trajectory 301 of the upper car target route and the operation trajectory 302 of the lower car target route are those of the upper car set at the interval estimation time 303. It does not pass through the target point 304 and the target point 305 of the lower car.

  The target route creation unit 13 moves the upper car and the lower car toward the target point 304 of the upper car and the target point 305 of the lower car, respectively, based on the “temporal equal interval” condition determined by the target route specification setting unit 12. As described above, the target routes of the upper car and the lower car within the adjustment time are adjusted. The adjustment of the target route is performed by adjusting the position of the direction inversion point in the target route before the adjustment in the time axis direction according to the position of each car at the present time. As shown in FIG. 4, after the time interval is adjusted to be equal, the upper car target route 401 and the lower car target route 402 are respectively set to an upper car target point 404 and a lower car at an arbitrary estimated time 403. Pass through the target point 405. As described above, a target route is created such that the operation trajectory of each car is equally spaced in the period after the adjustment time.

  The predicted route creation unit 14 tentatively allocates the hall call information obtained from the hall call registration device 90 to an effective car for creating a predicted route, and creates a predicted route. At that time, as shown in FIGS. 5 to 8, the predicted route of each car is assigned to the hall call and is considered not to be assigned to the hall call. Create two routes, the predicted route that passes the call.

  FIG. 5 is a predicted route for a lower car when passing through a hall call, and FIG. 6 is a predicted route for a lower car when a hall call is temporarily assigned to the lower car and the lower car is stopped at the hall call creation floor. . Comparing FIG. 5 and FIG. 6, in the predicted route 506 that passes for the hall call and the predicted route 606 that stops for the hall call, the predicted route 606 that stops is closer to the target routes 502 and 602. . Similarly, FIG. 7 is a predicted route of the upper car when passing the hall call, and FIG. 8 is a prediction of the upper car when temporarily allocating the hall call to the upper car and stopping the upper car on the hall call creation floor. Is the root. Comparing FIG. 7 and FIG. 8, in the predicted route 706 that passes for the hall call and the predicted route 806 that stops for the hall call, the predicted route 706 that passes is closer to the target routes 701 and 801. .

  It should be noted that when creating the target route and the predicted route, consideration is given to stopping calls that have already been handled. At that time, in the double deck elevator, it is also necessary to consider a stop due to the influence of a call already handled by one of the cars.

  The route evaluation function calculation unit 15 calculates a route evaluation function that is a part of the assignment evaluation based on the route distance index. The route evaluation function is an index representing the degree of proximity between the predicted route and the target route, and is represented by an area made up of the predicted route and the target route, as shown by hatching in FIGS.

  By selecting a car having a small route evaluation function, that is, a car showing a predicted route trajectory close to the target route, it is possible to obtain elevators that are equally spaced in time. In normal elevators, this function is used to prevent “dango operation” in which a plurality of cars are connected in a daisy chain (see Patent Document 1), but in a double deck elevator, they are connected up and down. When one of the cars is assigned to the hall call and starts to run for service, the other car also runs in conjunction. In other words, since the two connected cars do not become equally spaced in time, it is necessary to unify them in one car in the target route evaluation considering future operation.

  In order to achieve the above object, in the present embodiment, the elevator car assigned to the hall call is selected with the route evaluation of the upper car being the same as the route evaluation calculation result of the lower car. In this way, the route evaluation calculation results are unified into a single car only during the route evaluation calculation, and other units perform the same control as a normal elevator, so that the same computer as a normal elevator is used for a double deck elevator. Thus, it is possible to perform an optimal assignment.

  In this embodiment, the lower car is used as a standard, and the target of the unified car is the upper car. However, when the two cars of the double deck elevator are controlled independently, the car with the younger car number is the lower car. Therefore, the standard car is not limited to the lower car. For example, to make the car closer to the hall call, the upper car can be the reference for calls going up, and the lower car can be the reference for calls going down. In addition, in a double deck elevator with a floor height adjustment function, when a floor height is adjusted, there is always a standard car, so that it can be adjusted to the car.

  Further, when creating the predicted route and the target route, it is necessary to consider the service floor of each car. That is, the double-deck elevator has a floor that cannot be serviced depending on the structure of the building in which it is installed. Therefore, it is important to create the predicted route and the target route in consideration of the serviceable floor. For example, for a normal 10 floor building called a dummy floor that does not have a space for one car on the top and bottom floors, the effective service floor of the lower car is the 1st to 9th floor, the upper car The effective service floors are from the 2nd floor to the 10th floor. On the other hand, for a 10-floor building with a dummy floor, the effective service floor is from the 1st floor to the 10th floor for both the upper and lower cars. Even if the effective service floor differs depending on the car, such as a double deck elevator installed in a normal building, the standard car can be changed depending on the floor where the hall call is created, and the forecast route and target route are created. It is sometimes useful to use a service floor that is a combination of the service floors of the upper and lower cars.

  When using the combined service floor, it is desirable to consider the stop due to hall calls held by the upper and lower cars in order to take into account the stop for hall calls already handled. That is, in order to perform the optimal allocation according to the specification, the car that is the optimum reference at that time is selected, the route evaluation value is calculated in the route index, and the route evaluation value is unified into one car.

  FIG. 9 shows an example of the predicted route 906 and the target route 901 of the lower car when the route evaluation values are unified into one car.

  The total evaluation value calculation unit 16 calculates a total evaluation value for each car including other evaluation values based on the route evaluation value calculated by the route evaluation function calculation unit 16. In addition to the route evaluation value, there is an evaluation value such as an actual waiting time evaluation, and the elevator information, hall call information, car call information, etc. at that moment are considered.

  The elevator selection unit 17 selects an elevator that is predicted to perform the optimum operation at that moment as a result of considering various information from the calculation result obtained from the comprehensive evaluation value calculation unit 16.

  As described above, since the group management system according to the first embodiment can perform operation management substantially the same as that of a normal elevator for a double deck elevator, collective management of the double deck elevator and the normal elevator can be performed. It becomes possible.

  Next, an operation flow of the group management system according to the first embodiment will be described with reference to FIG.

  In step ST101, input information necessary for control is updated. As input information, hall call information obtained from the hall call registration device 90, car call information obtained from the in-car operation panel 100, upper car control devices 40, 41, and 42 and a lower car control device 50. , 51 and 52 are updated. In addition, traffic flow information, average stop count information, stop time information, and the like are updated based on hall call information and car call information. Furthermore, the specification information of each car, the number of valid cars, the car name, and service floor information preset in the group management control unit 1 are also updated. In FIG. 2, the input information is updated all at once before the allocation control. However, the necessary information may be updated at a necessary timing. The specification information of each car depends on the shape and size of the installed building and is set in advance as a constant. Input information other than the information set as constants is constantly changing depending on the current traffic situation and time zone of the building. Unlike a normal elevator, a double deck elevator changes in the service floor according to the driving method. In this embodiment, input information is updated before allocation control is performed in order to quickly respond to changes in service floors.

  In step ST102, the target route specification setting unit 12 determines the target route specification. Basically, time equal intervals are set. In step ST103, according to the target route specifications determined by the target route specification setting unit 12, the determined target route generating unit 13 generates a target route. In step ST104, it is confirmed whether or not a car assignment process has been performed for the hall call. If the car assignment process is performed, the process proceeds to step ST105, and if not, the process returns to the update of input information in step ST101. In step ST105, the comprehensive evaluation value calculation unit 16 performs a comprehensive evaluation value calculation process on the target cars that are collectively managed by the group management control unit 1. In step ST106, the predicted route creation unit 14 creates a predicted route. The prediction route is created based on the hall call information obtained in step ST104, that is, the prediction route that stops and the prediction route that passes through for the target hall call. The processing and calculation performed in each step from step ST101 to step ST106 described above are the same as those of the single deck elevator group management system described in Patent Document 1.

  The group management system according to the first embodiment is characterized in that steps from step ST107 to step ST110 are added. That is, in step ST107, it is determined whether or not the vehicle is a double deck elevator. If it is a double deck elevator, the process proceeds to step ST108, and if it is not a double deck elevator, the process proceeds to step ST109. In the group management system according to the first embodiment, the double deck elevator is recognized as having two cars connected to each other, and it is determined whether or not it is a double deck based on preset data. In step ST108, it is determined whether or not the calculation is for the lower car. If it is a lower car calculation, the process proceeds to step ST110, and if it is an upper car calculation, the process proceeds to step ST109. In step ST110, the route evaluation function calculation unit 15 calculates assignment evaluation based on the route distance index. As shown in FIGS. 5 to 8, the route evaluation function is represented by an area of a graphic composed of a predicted route and a target route. In step ST109, processing is performed to make the upper car route evaluation value the same as the lower car route evaluation value obtained in step ST110.

  In step ST111, a waiting time evaluation value is calculated. The waiting time evaluation value is determined by a method such as a predicted waiting time when temporary allocation is performed to each car for a newly generated hall call. In step ST112, the comprehensive evaluation value calculation unit 16 finally calculates a comprehensive evaluation value used for allocation control. The route evaluation value and the waiting time evaluation value described above are weighted and added. The evaluation value shown here also considers an evaluation value evaluated from the state of the elevator, and the assignment is not always performed using only the waiting time evaluation and the route evaluation. In step ST113, the comprehensive evaluation value calculation process is terminated. This is to end the loop process after the comprehensive evaluation value calculation process for the number of cars to be collectively managed is completed. In the group management system of FIG. 1, this is performed after the calculation for 1 to 2N cars is completed. In step ST114, based on the comprehensive evaluation value obtained in step ST113, the assigned elevator selection unit 17 selects a car that can be operated optimally at that moment. The processing and calculation performed in each step from step ST111 to step ST114 described above are also the same as the single deck elevator group management system described in Patent Document 1.

  As described above, the group management system according to the first embodiment calculates the route evaluation value only for one of the cars connected vertically, and the other car is the same as the route evaluation value of one car. Since the elevator car to be allocated to the hall call is selected, the optimal allocation control can be performed so that the double deck elevator is equally spaced in time.

  Hereinafter, the group management system according to the second embodiment will be described with reference to FIG. The group management system according to the second embodiment is characterized in that a car serving as a reference at the time of creating a target route is changed for each direction in which an elevator is directed to a hall call.

  Steps from step ST201 to step ST206 are the same as steps ST101 to ST106 in the operation flow of the group management system according to the first embodiment shown in FIG. Each step from step ST214 to step ST217 is the same as step ST111 to step ST114 in the operation flow of the group management system according to the first embodiment shown in FIG. Therefore, in order to avoid duplication, description of each of these steps is omitted.

  A feature of the group management system according to the second embodiment is that steps from step ST207 to step ST210 are added. That is, in step ST207, it is determined whether or not the vehicle is a double deck elevator. If it is a double deck elevator, the process proceeds to step ST208, and if it is not a double deck elevator, the process proceeds to step ST210. In the group management system according to the second embodiment, as in the group management system according to the first embodiment, the double deck elevator is recognized as a combination of two cars, and is based on preset data. Determine if it is a double deck.

  In step ST208, it is determined whether the moving direction of the elevator with respect to the hall call is the ascending direction or the descending direction. If it is the upward direction, the process proceeds to step ST209, and if it is the downward direction, the process proceeds to step ST212. In step ST209, it is determined whether or not the calculation is for the lower car. If it is a lower car calculation, the process proceeds to step ST210, and if it is an upper car calculation, the process proceeds to step ST211.

  In step ST210, the route evaluation function calculation unit 15 performs assignment evaluation based on the route distance index. As shown in FIGS. 5 to 8, the route evaluation function is represented by an area of a graphic composed of a predicted route and a target route. In step ST211, processing is performed to make the upper car route evaluation value the same as the lower car route evaluation value obtained in step ST210. In step ST212, it is determined whether or not the calculation is for the lower car. If it is a lower car calculation, the process proceeds to step ST213, and if it is an upper car calculation, the process proceeds to step ST210. In step ST213, a process for making the route evaluation value of the lower car the same as the route evaluation value of the upper car obtained in step ST210 is performed.

  Since the group management system according to the second embodiment changes the standard car for creating the target route according to the direction of the elevator toward the hall call, the optimum target route is created for the hall calls of all service floors. It becomes possible to do.

  In Example 2, the upper car was used as the standard for hall calls in the upward direction, and the lower car was used as the standard for hall calls in the downward direction. However, the standard car is limited to this. Not a thing. For example, in a double deck elevator with a floor height adjustment function, there is always a car serving as a reference for floor height adjustment. In this case, the standard car for the route evaluation calculation can be matched with the standard car set in advance. As described above, the car serving as a reference for the route evaluation calculation can be appropriately selected according to the specifications of the double deck elevator.

  Others are the same as those of the group management system according to the first embodiment, and thus description thereof is omitted to avoid duplication.

  Hereinafter, the group management system according to the third embodiment will be described with reference to FIGS. The group management system according to the third embodiment is characterized in that when the route evaluation function calculation is performed on one of the vertically connected cars, the stop of the other car is taken into consideration.

  As estimated from the description of the first embodiment, when performing allocation control based on target route evaluation for a single deck elevator, the predicted route processing unit 14 in the operation management control system 10 shown in FIG. In response to a call, one predicted route is created for one car. However, the double deck elevator operates with two cars connected in one hoistway. Therefore, if a call in charge (hall call or car call) is already assigned to one of the cars, the car to which the registered call is assigned (own car) only stops corresponding to the call that has already been registered. Instead, it stops even when the other car (the opponent car) connected to the car is stopped.

  Therefore, regarding the predicted route, hall call information, car call information, etc. are taken into consideration when creating a route for a single deck elevator. In the case of a double deck elevator, the stop of the car linked to the stop of the opponent car Must also be taken into account, so it is necessary to consider the call information and elevator information of the opponent's car.

  In addition, if a call due to a continuous floor occurs when creating an operation route for a single deck elevator, the route evaluation is reexamined and an operation route that stops on the second floor is created. However, for double-deck elevators where the upper and lower cars are connected at an interval of the first floor, in the same case, taking into account the stoppage due to the other party's call, an operation route that can be stopped once is required. If created, the operation efficiency can be further improved within the above-mentioned conditions. As described above, in the third embodiment, when the route evaluation function calculation is performed on any one of the vertically connected cars, the stop of the other car is taken into consideration, so that the operation efficiency peculiar to the double deck elevator can be improved. In addition to improving the system, it is possible to realize allocation control that predicts future operations so as to eliminate “dango operation”.

  FIGS. 11-16 has shown about the prediction route | route when there is already a handling call shown with a white triangle mark. In the following description, it is assumed that the assigned hall call is assigned to the lower car. As described above, when the assigned hall call is assigned to the lower car, when a new hall call indicated by a black triangle mark is created, the predicted route processing unit 14 in the operation management control system 10 shown in FIG. The operation route is created for the case of passing through the new hall call A07 and the case of temporary assignment. Here, FIG. 11 shows a predicted route when the lower car passes the new hall call A08, and FIG. 12 shows a predicted route when the new hall call A08 is temporarily assigned to the lower car. As is apparent from FIG. 12, when the assigned hall call is assigned to the lower car, when a predicted route is created when a new hall call A08 is temporarily assigned to the lower car, the lower car is moved one floor at a time. It becomes a service route that stops continuously.

  FIG. 13 shows a predicted route when the upper car passes the new hall call A08, and FIG. 14 shows a predicted route when the new hall call A08 is provisionally assigned to the upper car. 13 and 14, since the registered calls C07 and D07 are allocated to the lower car, the stop of the lower car is taken into consideration. In FIGS. 11 to 14, the one closest to the target route and having the highest target route evaluation based on the route index is shown in FIG. 12.

  It should be noted here that the elevator in this example is a double deck elevator. In Fig. 12, an operation route that stops one floor at a time is created, but as stated above, the original purpose of the double deck elevator is to improve transportation capacity and operation by reducing the number of stop floors. Increased efficiency. Therefore, the control that should be performed by the original double-deck elevator is not to operate the above-mentioned first-floor floor for the call of the continuous floor, but distribute it to the upper car and the lower car and stop it once. 14 should respond to the assigned hall call D07 and the new hall call D08.

  The ideal operation route of the upper car and the lower car in the double deck elevator is shown in FIGS. FIG. 15 shows the operation route after the car already assigned to the registered call E07 is changed from the lower car to the upper car, and FIG. 16 shows the new hall call F08. This is the operation route when assigned to the lower car.

  In order to realize an ideal operation route of the upper car and the lower car in the double deck elevator as shown in FIGS. 15 and 16, when there is a hall call on the continuous floor, a predicted route is created again. In this way, even in the future target route evaluation alone, the evaluation of the equal interval will be lowered, but it is possible to realize the time equal interval as the group management control of the double deck elevator and to improve the overall operation efficiency. Can do.

  Next, the operation of the group management system according to the third embodiment will be described with reference to FIGS. 17 and 18.

  Steps from step ST301 to step ST305 are the same as steps ST101 to ST105 in the operation flow of the group management system according to the first embodiment shown in FIG. Moreover, step ST313 and step ST314 are the same as step ST113 and step ST114 of the operation | movement flow of the group management system which concerns on Example 1 shown in FIG. Therefore, in order to avoid duplication, description of each of these steps is omitted.

  The feature of the group management system according to the third embodiment is that steps ST306 to ST312 are added. That is, in step ST306, it is determined whether or not the vehicle is a double deck elevator. If it is a double deck elevator, the process proceeds to step ST307, and if it is not a double deck elevator, the process proceeds to step ST308. As in the first and second embodiments, the group management system according to the third embodiment recognizes that the double deck elevator is connected to the upper and lower cars, and is the double deck based on the set data? to decide.

  In step ST307, it is determined from the number of floors that can be serviced at a time whether or not a hall call in the same direction (call of continuous floors) has been created. The floor that can be serviced at one time is a continuous second floor such as the second floor and the third floor in a double deck elevator without a floor height adjustment function. In addition, in a double deck elevator having a floor height adjustment function for the first floor, it becomes a floor for the third floor such as the second floor and the fourth floor. If a hall call that satisfies this condition has been created, the process proceeds to step ST312, and if it has not been created, the process proceeds to step ST310.

  In step ST308, the predicted route creation unit 14 creates a predicted route using only the car information of the own car (the car to which the registered call is assigned). At this time, based on the hall call information obtained in step ST304, two prediction routes are generated for the target hall call: a predicted route to stop and a predicted route to pass (see FIGS. 11 to 14).

  In step ST309, based on the predicted route obtained in step ST308, the route evaluation function calculation unit 15 in FIG. 1 performs normal target route control. The route evaluation function calculation unit 15 performs assignment evaluation by route evaluation based on a route distance index. As described above, the route evaluation function is represented by an area including a predicted route and a target route. In addition, a waiting time evaluation value is calculated, and finally a comprehensive evaluation value used for allocation control is calculated by the comprehensive evaluation value calculation unit 16 of FIG. The route evaluation and the waiting time evaluation are weighted and added. The evaluation value shown here also considers an evaluation value evaluated from the state of the elevator, and the assignment is not always performed using only the waiting time evaluation and the route evaluation.

  In step ST310, the predicted route is created by the predicted route creation unit 14 of FIG. 1 using the information on the own car and the car information on the other car (the other car connected to the own car). Also at this time, based on the hall call information obtained in step ST304, two prediction routes are generated: a predicted route that stops for the target hall call and a predicted route that passes.

In step ST311, target route control unique to the double deck elevator is performed. The target route control specific to the double deck elevator refers to control from step ST107 to step ST110 in FIG. 2, control from step ST207 to step 213 in FIG.
In step ST312, the target route is recreated for the hall call from the target floor. The recreation of the target route will be described later with reference to FIG. Thereafter, the comprehensive evaluation value calculation process is terminated in step ST315, and then the process proceeds to step ST316, where the allocation elevator selection unit 17 in FIG. 1 performs the optimum of the moment based on the comprehensive evaluation value shown above. Select an elevator that can operate easily.

  Next, the target route resetting process in step ST312 will be described with reference to FIG.

  When a hall call in the same direction is detected from the number of floors that can be serviced at a time in a double deck elevator, this flow operates. Specifically, in a double deck elevator without a floor height adjustment function in which two cars are simply connected, a hall call in the upward direction on the third floor is created and assigned, and then the second floor This is the case where a hall call in the upward direction is made or a hall call in the upward direction on the fourth floor is made. At this time, the hall call in the upward direction on the third floor is a registered call, and the hall call in the upward direction on the second or fourth floor is a new call. Further, the number of floors that can be serviced by the double deck elevator at a time is set as the number of floors that can be stopped.

  Hereinafter, a case where calls on the stoppable floor are the third floor and the second floor, and the registered is the third floor is described as an example. If both of these calls are calls in the upward direction, the route evaluation calculation from the lower floor of the stoppable floor, in this example from the second floor, is performed for the lower car, and the route evaluation operation is performed for the upper car. Not performed. For the route evaluation calculation on the third floor, copy the route calculation for the lower cage that was calculated earlier. These route calculation results are used as one index for comprehensive evaluation. Furthermore, with respect to the already registered third floor, the allocation evaluation at the time of registration is compared with the evaluation value newly calculated this time, and if the evaluation value newly calculated this time is good, Make a change and assign the call on the stoppable floor to one stop.

  Specifically, in step ST401, target route resetting processing is started. The target route resetting process is performed for a loop of the number of floors that can be stopped and the number of cars. In step ST402, it is determined whether the hall call created by the hall call registration device 90 of FIG. 1 is a call in the upward direction or a call in the downward direction. If it is the upward direction, the process proceeds to step ST404, and if it is the downward direction, the process proceeds to step ST403. In step ST403, it is determined whether or not the call is from the lower floor in the continuous floor. If the call is from the lower floor, the process proceeds to step ST406, and if the call is from the upper floor, the process proceeds to step ST405. In step ST404, it is determined whether or not the call is from the upper floor in the continuous floor. If the call is from the upper floor, the process proceeds to step ST408. If the call is from the lower floor, the process proceeds to step ST407.

  In step ST405, the route evaluation value of the upper car is calculated for a call from the upper floor on the continuous floor. At this time, the evaluation of the car is performed only for the upper car, and processing equivalent to steps ST310 and ST311 in FIG. 17 is performed. Create a predicted route that takes into account the hall call information and the car call information of the car and the opponent's car, and calculate the route evaluation. In step ST406, the route evaluation value of the lower car is set for a call from the lower floor on the continuous floor. At this time, the route evaluation value of the upper car calculated in step ST405 is copied to the route evaluation value of the lower car. In step ST407, the route evaluation value of the lower car is set for a call from the lower floor in the continuous floor. At this time, the evaluation of the car is performed only for the lower car, and processing equivalent to steps ST310 and ST311 in FIG. 17 is performed. That is, a predicted route is created in consideration of the hall call information and the car call information of the car and the opponent car, and the route evaluation is calculated. In step ST408, the route evaluation value of the upper car is set for a call from the upper floor in the continuous floor. At this time, the route evaluation value of the lower car calculated in step ST407 is copied to the route evaluation value of the upper car.

  In step ST409, a waiting time evaluation value is calculated. As a method of calculating the waiting time evaluation value, there is a method of setting a predicted waiting time when temporary allocation is performed to each car for a newly generated hall call. In step ST410, the comprehensive evaluation value calculation unit 16 in FIG. 1 calculates a comprehensive evaluation value used for final allocation control. The route evaluation and the waiting time evaluation are weighted and added. The evaluation value shown here also considers an evaluation value evaluated from the state of the elevator, and the assignment is not always performed using only the waiting time evaluation and the route evaluation.

  In step ST411, it is determined whether or not it is a floor for which an already assigned hall call has been created. If it is a floor for which a hall call that has already been assigned is created, the process proceeds to step ST412, and if it is a new call, the process proceeds to step ST414 as it is because of normal allocation control. In step ST412, the evaluation value at the time of registration before is compared with the current evaluation value calculation result. If the evaluation value is better than before, the process proceeds to step ST413. Otherwise, the process proceeds to step ST414. In step ST413, an optimal car is selected using the evaluation result of this time.

  At this time, it is desirable to use the double deck elevator and provide the service for the second floor with one stop. For this reason, in step ST414, confirmation of loop processing is performed. When the processing of the number of target cars and the number of floors that can be stopped has been completed, the processing ends. If the processing of the number of target cars and the number of floors that can be stopped has not been completed, the number of loops is updated, and the process returns to step ST401.

  What is important here is to perform route evaluation calculations that take into account future operations, minimize the number of stop floors, and make them equidistant in time. That is, in the present embodiment, the route evaluation is simply copied, but it is also possible to use a format that performs an evaluation calculation that reduces the number of stop floors. For example, when the number of stops is reduced, the calculation is such that the route evaluation is better than the normal evaluation.

  According to the third embodiment, the target route control is performed in consideration of the opponent car information, so that it is possible to create the target route control so as to reduce the stop floor as much as possible, and to improve the operation efficiency of the double deck elevator. it can. However, even if route evaluation is performed so that the number of stop floors is reduced, the total evaluation value is referred to for actual allocation, so depending on the actual wait time evaluation and elevator car information Calls from the top and bottom cages do not always service. Desirably, an optimal allocation meeting the current traffic demand is performed.

  As described above, the elevator group management system according to the present invention adopts the target route control for the double deck elevator, so the double deck elevator can be dispatched at equal time intervals, and the operation efficiency at that moment can be improved. Improvements can be made.

DESCRIPTION OF SYMBOLS 1 Group management control part 10 Operation management control system 11 Input control part 12 Target route specification setting part 13 Target route creation part 14 Expected route creation part 15 Route evaluation function calculation part by route distance index 16 Comprehensive evaluation value calculation part 17 Elevator selection part 20 Learning system 30 Intelligent system 40, 41, 42 Lower car control device 50, 51, 52 Upper car control device 60, 61, 62 Double deck elevator 70, 71, 72 Upper car 80, 81, 82 Lower car 90 Hall call registration device 100 In-car operation panel 101 Destination floor registration button 301, 401, 501, 601, 701, 801 Upper car target route 302, 402, 502, 602, 702, 802 Lower car target route 303, 403 , 503, 603, 703, 803 Interval estimation time 304, 404, 50 , 604, 704, 804 Upper car target point 305, 405, 505, 605, 705, 805 Lower car target point 506, 606, 706, 806 Predicted route A01, B01, C01, D01, E01, F01 Target route A02, B02, C02, D02, E02, F02 Lower car target route A03, B03, C03, D03, E03, F03 Interval estimation time A04, B04, C04, D04, E04, F04 Upper car target point A05, B05, C05, D05, E05, F05 Lower car target point C06, D06, E06, F06 Predicted route E07, F07 Registered call E08, F08 New hall call

Claims (6)

For a plurality of elevators, each elevator has a target route creation unit that creates a target route that indicates the target of the elevator at an arbitrary time from the current time, and an actual trajectory that indicates the actual position of each elevator in real time, In an elevator group management system that operates each elevator so as to approach the target route for each elevator,
When creating the target route for each of the elevators, the elevator having a plurality of elevator cars connected in the vertical direction in the plurality of elevators,
One of the plurality of elevator cars connected up and down is determined as a standard elevator car , and the evaluation value related to the target route is calculated only for the standard elevator car, and the other of the plurality of elevator cars is calculated. Creates the target route as the same as the calculation result obtained for the standard elevator car ,
When the evaluation value related to the target route is calculated, the reference elevator car for calculating the evaluation value related to the target route is changed for each direction in which the elevator heads . Group management system. In the elevator group management system according to claim 1,
In the target route, the elevator having the elevator cars connected up and down in the plurality of elevators is handled in a unified manner, and the elevators connected in time are A group management system for elevators, which is created to be dispatched at regular intervals. In the elevator group management system according to claim 1,
The target group is created in consideration of stoppage of an elevator car corresponding to a registered call assigned to each of a plurality of elevator cars connected vertically . In the elevator group management system according to claim 1,
The target group is created by using a service floor obtained by combining service floors of a plurality of elevator cars connected vertically. In the elevator group management system according to claim 1,
A plurality of calls in the same direction are created from a plurality of floors where a plurality of elevator cars connected vertically can be stopped simultaneously, and the calls in the same direction are provided to one of the plurality of elevator cars. When the first registered call is assigned, the target route is again set for each of the plurality of elevator cars according to the call registered after the plurality of calls in the same direction. Elevator group management system characterized by creating. The elevator group management system according to claim 5 ,
A group of elevators characterized in that, when the target route is created again, a call already assigned to the elevator car is reviewed so that a plurality of elevator cars connected up and down can simultaneously serve a predetermined floor. Management system.