JP6173780B2 - Elevator system - Google Patents

Description

  The present invention relates to an elevator system that performs group management of operations of a plurality of elevators in which a plurality of cars are connected in one hoistway.

  In an elevator system in which a plurality of cars are connected and installed, when the use is concentrated on a specific floor, the number of stops of each elevator is suppressed in order to improve the transportation capacity. For example, during office work hours, users from the lobby floor serve only the odd floors (or even floors), and users from the upper floors of the lobby floor have even floors ( (Or odd floors), the number of stops of each elevator is reduced, the round trip time of the elevator is shortened, and the transportation capacity is improved.

  Conventionally, in a double deck elevator, in order to reduce the number of stops in each car, improve transportation efficiency, and increase convenience during peak hours, destination calls can be registered at the landing and the units that will be in service for this call are displayed. The first operation mode that works only on odd floors (or even floors), the upper car only on even floors (or odd floors), and even floors from odd floors to even floors. It is known that when the second operation mode is put into service only for calls from even-numbered floors to odd-numbered floors and a call is input from the landing, one of the elevators is selected and assigned to the call. 1.

  In addition, in order to provide a double-deck elevator with a high operating efficiency that can serve a landing destination call between any floors registered from the landing destination call registration device, a landing destination call registration device is provided, Or, set the car in the first operation mode that handles odd-numbered floor mutual operation and the car in the second operation mode that services all stoppable floors, It is known that allocation is assigned to the car in the first operation mode and the car in the second operation mode in consideration of both the stop count increment, and is described in Patent Document 2, for example.

  Furthermore, in order to obtain an elevator group management system that improves the overall driving efficiency of the car, an increase in the number of floors that each car should stop when a hall destination call newly generated on the hall operation panel is temporarily assigned to each car. It is known to determine an allocation basket using an evaluation value obtained from the minutes, and is described in Patent Document 3, for example.

Japanese Patent Laid-Open No. 2002-60149 International Publication No. 2011/055414 Pamphlet International Publication No. 2009/081464 Pamphlet

  The above described prior art considers transportation efficiency and convenience, but in an elevator in which a plurality of cars are connected, all the cars connected by stopping one car are stopped, so it is useless. There is a risk that the number of stops will increase, power consumption and passenger discomfort will deteriorate. In other words, simply by minimizing the number of stops, a large number of cars are connected, so power consumption is large and energy-saving performance is likely to deteriorate, and passenger discomfort increases due to the effects of stopping other connected cars. In particular, the waiting time, operation efficiency, power consumption, and degree of congestion in the car are deteriorated except in a situation where traffic demand is at a peak.

  The object of the present invention is to solve the above-mentioned problems of the prior art, and to improve transportation efficiency, improve energy saving, and suppress discomfort in a balanced manner according to traffic demand in an elevator in which a plurality of cars are connected. is there.

  In order to achieve the above object, the present invention provides an elevator system in which the operation of a plurality of double deck elevators is managed in a group, and a car is selected and assigned to a landing call. As a method, semi-double operation where the upper car is the even floor and the lower car is the odd floor on the standard floor, the skip operation where the upper car is the even floor and the lower car is the odd floor on all service floors, the upper car or the lower car A control system that performs single operation using only a car, a passenger evaluation section that evaluates the degree of congestion in each car, a stop count evaluation section that is an evaluation value related to the number of stop counts, and an evaluation of the waiting time A waiting time evaluation unit that is a value, and an energy saving evaluation unit that is an evaluation value related to the magnitude of power consumption, and a comprehensive evaluation unit that determines the assigned car based on Depending on the operating mode, the passenger evaluation unit, is intended to define stop time evaluating unit, waiting time evaluation unit, the priority of the energy saving evaluation unit.

  According to the present invention, the priority of the passenger evaluation unit, the stop number evaluation unit, the waiting time evaluation unit, and the energy saving evaluation unit is determined according to the driving method, and the car is assigned to the landing call. Even connected elevators can improve transportation efficiency, improve energy savings, and suppress discomfort in a well-balanced manner according to traffic demand.

1 is a block diagram showing an overall configuration example of an elevator system according to an embodiment of the present invention. The flowchart which shows the basic operation | movement of the elevator system in one Embodiment of this invention. The flowchart which shows connection cage | basket | car evaluation among basic operation | movement of the elevator system in one Embodiment. The flowchart which shows elevator evaluation among basic operations of the elevator system in one Embodiment. The flowchart which shows the connection cage | basket | car review evaluation at the time of the number of people in a cage | basket | car among the basic operations of the elevator system in one Embodiment. The flowchart which shows stop evaluation by the registered call review among the basic operation | movement of the elevator system in one Embodiment. The figure which shows the relationship of each evaluation value with respect to the driving | operation system, traffic flow mode, and allocation in one Embodiment of this invention. The figure which shows the division of the traffic flow mode in one Embodiment of this invention.

  FIG. 1 is an overall configuration diagram of an elevator system. First, an elevator control system (210, 220,... 2n0) that individually controls a plurality of elevators, and a group management control system (100) that controls the operation of each elevator so that the overall operation efficiency is optimal. ).

  The elevator control system (210, 220,... 2n0) operates under the control of the operation management control system (101) in the group management control system and operates in accordance with the elevator operation system such as automatic operation or manual operation. The operation of each elevator is individually controlled by an operation control system (212) that performs and a speed control system (213) that performs motor control mainly for raising and lowering the car (310C, 320C, ... 3n0C). At the same time, for each elevator, for example, information on events such as car load and door opening / closing is transmitted to the operation management control system (101). During the group management operation, the operation management control system (211) in the elevator control system does not operate.

  Within the group management control system (100), operation data such as elevator information and destination floor information that change from time to time is transmitted to the learning system (102), and the learning system (102) learns the traffic situation based on the operation data. Then, what kind of driving program is suitable at that time is determined.

  The intelligent system (103) automatically generates an optimal driving program according to each traffic demand using the learning result. The operation management control system (101) uses the generated operation program to perform allocation control that determines which elevators are to be dispatched according to the boarding floor and destination floor, and further, elevator control systems (210, 220, ... 2n0). Allocation commands etc. are given for each floor and destination floor. When the group management control system (100) is abnormal, the operation management control system (211) in the elevator control system is operated, and the operation as an elevator is simply performed.

  The group management control system (100) is executed on a computer including, for example, a microcomputer, a DSP (Digital Signal Processor), a system LSI, and a personal computer. In FIG. 1, priority is given to the evaluation of each parameter based on the predicted traffic demand (110) and current traffic demand (111) created by the learning system (102) and the intelligent system (103) in the group management control system (100). Evaluation distribution determination unit (112) for determining the degree, connected car evaluation unit (113) for evaluating each car connected to the same elevator, and elevator evaluation unit for evaluating all elevators based on the evaluation results of the connected cars The final assigned car is determined by (114). The object of control is an elevator in which a plurality of units are connected in one hoistway, and a double deck elevator is connected to two units.

  The double deck elevator (3n0C, 3n0D) is installed in one hoistway by connecting two units. The group management control system (100) controls the upper unit (3n0C) and the lower unit (3n0D) of the double deck elevator as independent units. Each unit control device is executed on a computer including, for example, a microcomputer as in the group management control system (100). The figure shows one elevator control device (2n0) for the upper unit (3n0C) and lower unit (3n0D) of the double deck elevator, but the lower unit control unit and the upper unit control unit are separated. It may be configured.

  Input information related to the operation of the elevator from the unit control device is stored in the operation management control system (101) in the group management control system (100). Each time a call is registered by the landing call registration device (400) installed at the landing on each floor, the registered floor information and input information such as request information for ascending or descending directions are operated. It is stored in the management control system (101). In addition, elevator information such as the number of passengers and unit position information in each unit, the number of calls that each unit already has, the number of valid units, service floor information, specification information about each unit that has been entered in advance, and specifications Information and the like are stored in the operation management control system (101). Elevator assignment control is performed based on the input information.

  When multiple elevators are connected in one hoistway, the traffic demand estimated based on the landing floor, the landing floor, and the number of people getting on / off from the landing registration device, and the totaling from the landing registration device The passenger's discomfort, the number of stops, the waiting time, and the evaluation value of the energy saving effect are calculated according to the current traffic demand and the priority according to the use situation. And for every double-deck elevator operation system, in the traffic demand that is crowded during work hours, control that raises the transportation capacity by giving priority to the number of stops, control that gives priority to waiting time in the traffic demand that is crowded during normal hours, normal time For traffic demands that are not congested during busy periods and quiet periods, operation that meets the needs of the building and the user is performed by giving priority to energy-saving effects and averaging the degree of congestion in the car.

The allocation car uses the distribution ratio calculated by the evaluation distribution determination unit (112) based on the evaluation results of the passenger evaluation unit (113A), the stop frequency evaluation unit (113B), the waiting time evaluation unit (113C), and the energy saving evaluation unit (113D). Based on this, it is determined by the comprehensive evaluation unit (113E).
The passenger evaluation unit (113A) temporarily assigns the landing floor, the destination floor, and the number of people getting on and off to each car, predicts the number of people in the car on all the stop floors, and evaluates the degree of congestion in each car. .
The stop count evaluation section (113B) is an evaluation value relating to the magnitude of the stop count, and temporarily allocates the floor and destination floor of the newly generated landing call to each car, and each car is determined from the increasing stop count and total stop count. An evaluation is performed every time.
The waiting time evaluation unit (113C) is an evaluation value relating to the size of the waiting time, and temporarily assigns the floor of the newly generated landing call and the destination floor to each car, and waits for the newly generated landing call and the registered landings Evaluate the waiting time of calls and the equidistant degree of each future elevator for each car.
The energy-saving evaluation unit (113D) is an evaluation value related to the amount of power consumption. Temporarily assigns the floors and destination floors of newly generated landing calls to each elevator and serves all calls for each car in the lobby floor. The travel route during the period to return to is predicted and calculated from the travel direction and boarding rate of the predicted travel route to determine whether it is a regenerative operation or a power running operation, the travel distance is obtained, the power consumption is calculated, and the evaluation value To do.

  The evaluation distribution as a weighting of each evaluation value is calculated by the evaluation distribution determination unit (112) based on the predicted traffic demand (110) and the current traffic demand (111).

  The learning system (102) in the group management control system (100) recognizes the current traffic situation from the daily operation state. The learning system (102) learns the traffic situation based on elevator information such as the position of the car and the number of passengers, and destination floor information, and determines what kind of driving program is suitable at that time. The number of passengers by floor showing the flow of people belonging to the floor is identified based on the online input information as belonging to one of the characteristic modes showing typical traffic conditions 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 this traffic situation, the predicted traffic demand (110) is determined.

  The input information of the current landing call registration device is accumulated in the learning system (102) of the group management control system (100). The current traffic demand (111) is determined from the number of passengers on each floor and the number of passengers on the floor, which are online input information, and the statistics of the floors and floors for each user. Also, the final traffic demand is created by adding the traffic demand obtained by changing the weight of the current traffic demand (111) every minute from the present time to a certain period before the weighted average and the predicted traffic demand at a certain ratio.

  The traffic volume and traffic flow of the entire building are calculated based on the final traffic demand, and the traffic volume and traffic flow are calculated for each floor, and the distribution value of each evaluation unit is determined from these traffic volume and traffic flow. For example, the traffic volume of the entire building is large and the traffic flow is concentrated in the upward direction from the specific floor. The traffic volume of each floor is large with the number of passengers on the specific floor protruding, and the traffic flow is concentrated in the upward direction from the specific floor. If this is the case, it will be judged that the transportation capacity can be increased, and the allocation of the number of stops will be increased. On the other hand, if the traffic volume of the entire building is not large, the traffic flow is frequently moved between floors, the traffic volume on each floor is not so large, and the traffic flow is distributed on each floor, it is judged that the energy saving effect can be enhanced. And increase the distribution of energy-saving evaluations.

  In addition, if the entire building has a large amount of traffic, the traffic flow is frequently moved between floors, the traffic volume on each floor is also large, and the traffic flow is distributed on each floor, the waiting time is likely to be long. Judgment and increase the allocation of waiting time evaluation. Furthermore, although the traffic volume of the entire building is not large, in the case of a traffic flow in which a specific plurality of floors are congested, the passenger evaluation distribution is increased so as to average the degree of congestion in the car.

  By changing the allocation items that should be prioritized according to the traffic demands that change from moment to moment, the building owner can reduce power consumption, reduce congestion for users, and reduce waiting time. Can be optimized.

Next, the basic operation flow will be described with reference to FIG.
In step S101, input information necessary for control is updated. The input information includes the boarding floor, destination floor, and number of people obtained from the landing call registration device (400). In step S102, these pieces of information are provisionally allocated to each car connected in each elevator, and evaluation is performed for each car. In step S103, a representative car for each elevator is determined. In step S104, all elevators in the group management group are evaluated in units of elevators, and an assigned car is determined in step S105.

FIG. 3 is a basic operation flow of the elevator connection car evaluation in step S102.
In step S201, the landing floor, the destination floor, and the number of people of the newly generated landing are provisionally allocated to each car connected in the same elevator. In step S202, the waiting time evaluation unit (113C) calculates the waiting time of each car connected to the same elevator for the landing floor of the newly generated landing call, and sets a waiting time reference value for each car in step S203. To do.
In step S204, the passenger evaluation unit calculates the predicted number of passengers in all the stop floors of each car connected to the same elevator, and in step S205, predicts the number of passengers whose predicted number of passengers exceeds the specified value. Add the evaluation value and set the ride penalty value. Here, the full forecast evaluation value is determined by the evaluation distribution determination unit (112) based on the predicted traffic demand (110) and the current traffic demand (111).

  In step S206, the stop frequency evaluation unit calculates the number of elevator stops that increase due to a newly generated landing call when each car is temporarily assigned, and in step S207, the number of stops increased for each car that is temporarily assigned. The stop count value is set by adding the corresponding stop count evaluation value. Here, the evaluation value of the number of stops is determined by the evaluation distribution determining unit (112) based on the predicted traffic demand (110) and the current traffic demand (111).

  In step S208, the energy saving evaluation unit calculates the power consumption for a predetermined period when each car is temporarily allocated for each car. In step S209, the energy consumption evaluation unit responds to the power consumption of the elevator for each temporarily allocated car. Add the energy saving evaluation value and set the energy saving penalty value. Here, the energy saving evaluation value is determined by the evaluation distribution determination unit (112) based on the predicted traffic demand (110) and the current traffic demand (111).

In step S210, the passenger evaluation unit (113A) determines whether the predicted number of passengers generated on the floor of the newly generated landing call is equal to or less than the predicted number of passengers that can be boarded in the car, and evaluates the degree of congestion. If the predicted number of passengers generated is equal to or less than the estimated number of passengers in the predicted car, the predicted ride evaluation value is added to the corresponding car in step S211 to set the boarding priority value.
In step S212, the overall evaluation unit (113E) adds each penalty value to the waiting time reference value and subtracts each priority value in the evaluation distribution according to the traffic demand for each car, and subtracts each priority value. Temporary assignment is made to the car with the best evaluation having the smallest total value among the connected cars.
In step S213, the elevator evaluation parameter setting unit (113F) sets each penalty value and priority value of the temporarily assigned car as evaluation parameters of the elevator to which the temporarily assigned car belongs.

FIG. 4 is a basic operation flow of step S104.
In step S301, the landing floor, the destination floor, and the number of people of the newly generated landing are provisionally assigned to each elevator. In step S302, the reference value creation unit (114A) sets the waiting time for a newly generated landing call and a registered landing call as the current term. In step S303, the waiting time evaluation unit sets, as a future term, the equidistantness of each elevator after the lapse of a predetermined time including the already registered stop floor when the landing floor and the destination floor of the newly generated landing are temporarily allocated. . In step S304, the reference value creation unit (114A) adds the current term and the future term at a predetermined ratio determined by the learning system (102) and the intelligence system (103), and sets a waiting time reference value for each elevator. Set.

  In step S305, the evaluation parameter correction unit (114B) adds the stop evaluation value to the elevator whose stop count exceeds the specified value, and resets the stop penalty value. Here, the stop evaluation value is determined by the evaluation distribution determining unit (112) based on the predicted traffic demand (110) and the current traffic demand (111). In step S306, the evaluation parameter correction unit (114B) determines whether the predicted passenger occurrence probability at the destination floor of the newly generated landing call exceeds the specified value, and in step S307, stops at the predicted destination floor of the predicted passenger, or The predicted passenger evaluation value is added to the passing elevator and the predicted passenger priority value is reset.

  In step S308, the evaluation parameter correction unit (114B) determines whether a service priority zone is set by the operation management control system (101). If the service priority zone is set, in step S309, if the landing floor or destination floor of the newly generated landing call is within the service priority zone, the zone evaluation value is added and the stop priority value is reset.

  In step S310, the total evaluation unit (114C) adds each penalty value to the reference value at the distribution ratio according to the traffic demand created by the evaluation distribution determination unit (112), subtracts the priority value, and minimizes the minimum value. Determine the allocation to the elevator car.

FIG. 5 is an operation flow relating to the review of evaluation when the number of people in the car changes.
If a car connected to the same elevator services the landing call or destination floor call and the load or number of passengers changes, the connected car will be evaluated for all registered calls of the elevator to which the car belongs, Reset the assigned car for all registered calls.

  As a result, for example, even when more passengers than the predicted number of passengers have occurred or when a user who greatly exceeds the assumed weight per person gets on board, there is room in the riding space in the car for the floor to be serviced in the future. This can reduce the possibility of uncomfortable feelings to the user such as the serviced car being crowded and unable to get on.

  In step S401, it is determined whether the change in the number of people in the car is determined from the load or number of people in the car when the elevator arrives, the load or number of people in the car when the elevator door is opened, and the load or number of people in the car when the elevator starts. When the load in the car or the change in the number of people is confirmed, the predicted number of people in the predicted stop floor of the car in the load or the number of changes confirmed in the car is calculated in step S402, and the predicted number of people in the car is determined in step S403. It is determined whether there is a floor exceeding the value.

  The predetermined value is determined by the operation management control system (101) in accordance with traffic demand and usage status. When there is a floor where the predicted number of passengers exceeds the predetermined value, the connected cars are re-evaluated in step S404 and subsequent steps. In step S404, the boarding floor of the registered hall call and the destination floor of the floor exceeding the specified value are provisionally allocated to each car connected in the same elevator. In step S405, the predicted number of people in each predicted stop floor of each car is calculated, and in step S406, a full capacity penalty value is set for a car whose predicted car number exceeds the specified value.

  In step S407, the number of elevator stops that increase due to a registered landing call on the floor is calculated. In step S408, a stop penalty value is set for each car in accordance with the increase in the number of elevator stops.

  In step S409, the amount of power consumption, which is a travel loss in a predetermined period when each car is temporarily assigned to each car, is calculated, and in step ST410, energy is saved according to the travel loss of the elevator for each temporarily assigned car. Set a penalty value. In step S411, each penalty value is added at a distribution ratio according to the traffic demand created by the evaluation distribution determination unit (112), and allocation to the lowest elevator car is determined.

  FIG. 6 is an operation flow relating to a review for minimizing the number of stop floors with respect to a registered call.

  When a new landing call is generated, there is a case where the operation efficiency is improved by changing the assigned car of the landing call already registered to each car connected in the same elevator. For example, this is a case where the same destination floor is registered in two connected cars. In this case, when a new landing call is generated, the number of stoppages of the elevator including the already registered landing call is evaluated again to minimize the number of stops.

In step S501, it is determined whether or not a new landing call has occurred. If so, the assigned car is re-evaluated in step S502 and thereafter.
In step S502, the landing floor, the destination floor, and the number of people of the newly generated landing call are temporarily allocated to each car connected in the same elevator. In step S503, the number of stops including the landing call is calculated as the number of stops before review. In step S504, it is determined whether there is a call already registered in the floor for the number of connected cars centered on the landing floor and the destination floor of the newly generated landing call. If there is a call, it is already registered in step S505. Temporarily assign the call to each car again, and calculate the number of stops of the elevator as the number of stops after review.

    In step S506, the number of stops before the review and the number of stops after the review are compared to determine whether there is a car whose number of stops decreases. If there is a car whose number of stops is reduced, a stop priority value is set for each car in step S507 according to the number of times the elevator is stopped. If the car having the maximum priority for the number of stops differs depending on whether the car has already been assigned, the registered car is evaluated for the registered call in the same manner as a normal newly generated call (S102) to determine the final car to be assigned. .

  FIG. 7 shows a passenger evaluation value that evaluates the degree of congestion in each car, a stop count evaluation value that indicates the number of stops, a waiting time evaluation that indicates the amount of waiting time, and an energy saving evaluation value that indicates the amount of power consumption. It is a figure which shows the relationship between a driving | operation system, a traffic flow mode, and each evaluation value how to give priority according to the driving | operation system and traffic flow mode of a deck elevator.

  The driving method of the double deck elevator is suitable for the normal mode where the traffic flow is average according to the traffic flow mode. (1) Suitable for the congestion mode where users are concentrated between specific floors, such as semi-double driving, work attendance and lunch. (2) Suitable for skip operation and quiet mode with few users (3) It is better to perform single operation. In the semi-double operation, the service floor is limited so that the upper car is an even floor and the lower car is an odd floor on the standard floor. However, the service floor is not limited on the general floor other than the reference floor. All skip operations are limited so that the upper car is an even floor and the lower car is an odd floor on the service floor. Single operation uses only the upper or lower car, and the service floor is not limited. However, depending on the building specifications, service to the lowest floor or top floor is not allowed.

  FIG. 8 shows the traffic flow mode. In this example, the horizontal axis represents the number of people getting on and off, and the vertical axis is the number of people getting on and off. In the case of a normal office building, the area M1 where the number of passengers is small both in the up and down directions is a quiet mode, the area M2 where the number of passengers is moderately up and down is the normal mode, and the areas M4 and M5 where the number of passengers is large both in the up and down directions is the congestion mode. (For example, when passengers are concentrated in the cafeteria in the middle of the building at lunch time), the area M3 where the ascending situation is large is up-peak crowded (for example, at work), and the area M6 where the number of getting on and off is large is Down-peak congestion (for example, when leaving work).

Semi-double operation is performed when the traffic flow mode is the normal mode M2 and the traffic demand is relatively small. Long waiting times are rare and there is little dissatisfaction with the waiting time. Priority is given to comfort, and the allocation to the congestion evaluation of the passenger evaluation section is increased, and the stop floor evaluation, waiting time evaluation, and energy saving evaluation are moderate. Therefore, it is often assigned to an empty car that is not congested.
However, when the traffic demand is relatively large even in the normal mode, and the demand is small even in M2, M4, or M5, semi-double operation is performed. And since the probability that long waiting will occur increases, the priority is assigned to the waiting time evaluation, and the stop floor evaluation, the energy saving evaluation, and the congestion degree evaluation are moderate.

  Skip operation is performed especially when the traffic flow mode is up-peak or down-peak, so priority is given to shortening the car operation cycle and securing the transportation capacity, and the allocation to the stop floor evaluation will be increased, and the waiting time will be increased. Evaluation is moderate, energy saving evaluation, and congestion evaluation are lower than that.

  Since single operation is performed in the quiet mode, the priority is assigned to the energy saving evaluation high, the congestion evaluation is medium, the stop floor evaluation, and the waiting time evaluation are low. In this case, there is no restriction on the stop floor, the operation is highly flexible, and the operation is suitable for energy saving.

According to the above, it is possible to balance the building manager's request, for example, power saving, and the user's request, for example, waiting time and comfort, according to the usage situation. Therefore, in a double deck elevator, which is a large-capacity transportation system, a large amount of power is consumed because a plurality of cars are connected. On the other hand, it is uncomfortable for a user who is on board due to the effect of the stop of other connected cars. Opportunities to give mood will increase, but it is optimized by determining the driving method according to the traffic flow mode and changing the priority of the assigned evaluation value for the driving method, both the building manager and the user Can meet the demands of.
Furthermore, since the connected cars are evaluated as one elevator, it is always possible to change the allocation of cars in the allocated elevators, and the optimal car can be instantly adapted to the usage situation that changes from moment to moment. Even an elevator in which a plurality of cars are connected can improve the transportation efficiency, improve the energy saving, and suppress the discomfort level as required.

210, 220, ~ 2n0 ... Elevator control system 100 ... Group management control system 101 ... Operation management control system 102 ... Learning system 103 ... Intelligence system 112 ... Evaluation allocation determination unit 113 ... Linked car evaluation unit 113A ... Passenger evaluation unit 113B ... Stop Number evaluation section 113C ... Wait time evaluation section 113D ... Energy saving evaluation section 113E ... Comprehensive evaluation section 114 ... Elevator evaluation section 3n0C, 3n0D ... Double deck elevator 3n0C ... Upper unit, 3n0D ... Lower unit

Claims (12)

In an elevator system that manages the operation of multiple double deck elevators and selects and assigns cars to landing calls,
As the operation mode of the elevator car several are connected, standard floor even-floor the upper basket in a semi-double operation the lower car is odd floor, the even floors upper car in all service floor, the lower car is odd floor A control system that performs skip operation and single operation using only the upper car or the lower car,
Passenger evaluation unit that evaluates the degree of congestion in each car, stop frequency evaluation unit that is an evaluation value related to the size of the number of stops, wait time evaluation unit that is an evaluation value related to the size of the waiting time, and evaluation regarding the magnitude of power consumption An energy-saving evaluation unit that is a value, and a comprehensive evaluation unit that determines the assigned car based on
According to the driving method, the priority of the passenger evaluation unit, the stop number evaluation unit, the waiting time evaluation unit, and the energy saving evaluation unit is determined. The elevator system according to claim 1, wherein the traffic flow mode is a normal mode with a moderate number of people getting up and down, a congested mode with a large number of people getting on and off, and a quiet mode with a small number of people getting up and down. And the priority is determined according to the driving method and the traffic flow mode. The elevator system according to claim 2, wherein when the traffic flow mode is a normal mode and the traffic demand is relatively small, the semi-double operation is performed and the distribution to the passenger evaluation unit is increased. The elevator system according to claim 2, wherein when the traffic flow mode is a normal mode and the traffic demand is relatively large, the semi-double operation is performed, and the allocation to the waiting time evaluation is increased. 3. The elevator system according to claim 2, wherein when the traffic flow mode is a congestion mode, skip operation is performed and the distribution to the stop floor evaluation is increased. The elevator system according to claim 2, wherein when the traffic flow mode is a quiet mode, the allocation to the energy saving evaluation is increased. The elevator system according to any one of claims 1 to 6, wherein the passenger evaluation unit tentatively assigns a car floor, a destination floor, and a boarding / alighting number for a newly generated landing to each car, and the number of passengers in the car at all stop floors. An elevator system that predicts traffic congestion and evaluates the degree of congestion in each car. 7. The elevator system according to claim 1, wherein the stop number evaluation unit temporarily assigns a floor and a destination floor of a newly generated landing call to each car, and increases the number of stops and the total number of stops. Elevator system characterized in that evaluation is performed for each car and the evaluation value is related to the number of stops. The elevator system according to any one of claims 1 to 6, wherein the waiting time evaluation unit temporarily allocates a floor and a destination floor of a newly generated landing call to each elevator, and waits for a newly generated landing call and An elevator system characterized by evaluating the waiting time of a registered landing call and the equidistant degree of each future elevator for each car to obtain an evaluation value relating to the size of the waiting time. The elevator system according to any one of claims 1 to 6, wherein the energy-saving evaluation unit temporarily allocates a floor and a destination floor of a newly generated landing call to each car and provides service to all calls for each car. Then, the travel route during the period of returning to the lobby floor is predicted and calculated from the travel direction and boarding rate of the predicted travel route to determine whether it is regenerative operation or power running operation, and the travel distance is obtained and the power consumption is calculated. An elevator system characterized by an evaluation value relating to the magnitude of power consumption. The elevator system according to any one of claims 1 to 6, wherein when the connected car services a landing call or a destination floor call and a change occurs in the car load or the number of passengers, the assigned car is already determined. An elevator system characterized by redetermining the assigned car for a registered call. The elevator system according to any one of claims 1 to 6, wherein when the same destination floor is already registered in the connected car, the stop frequency evaluation unit performs the evaluation regarding the size of the stop frequency again. A featured elevator system.