JP7073221B2 - Multicar elevator system - Google Patents

Description

The present invention relates to a multicar elevator system that controls a multicar elevator in which a plurality of passenger carts move in a moving path.

In recent years, a multi-car elevator has been proposed in which a plurality of riding baskets move in one moving path. In the multicar elevator, multiple cars with different destinations stop at the same platform. Therefore, every time the passenger gets on the landing and the car stops, it is necessary for the passenger to decide whether or not to get on the car.

Further, as a technique for guiding a ride, for example, there is one disclosed in Patent Document 1. In Patent Document 1, a basket is assigned according to the destination floor entered by the passenger, and when the assigned basket is approaching the departure floor, an identification symbol is assigned to the hoistway on which the assigned basket travels. Disclosed is a technique for displaying on one of the signs adjacent to.

Special Table 2009-51987A Gazette

However, in the technique described in Patent Document 1, every time the car arrives at the boarding / alighting place, the passenger needs to confirm whether or not the arrived car should board by looking at the sign. As a result, when multiple passenger carts arrive at the boarding area at the same time, passengers must check the signs provided at each boarding area and make a decision in a short period of time, increasing the burden on passengers' boarding decision. Had the problem of doing.

An object of the present invention is to provide a multi-car elevator system that can reduce the burden of passengers' boarding decisions in consideration of the above problems.

In order to solve the above problems and achieve the purpose, the multicar elevator system is a multicar elevator system that controls a multicar elevator in which a plurality of riding baskets move in the same moving path.
The multicar elevator system includes a call input display unit, a group management control unit, and a basket control unit. The call input display unit is provided in the boarding / alighting hall where the boarding car stops, and the destination is input by the passengers. The group management control unit transmits destination information regarding the passenger's destination from the call input display unit, and assigns a specific boarding group from a plurality of boarding groups to the passengers based on the destination information. The car control unit controls the movement of the riding car, and transmits the movement information regarding the movement of the riding car to the group management control unit. Further, the group management control unit calculates and outputs the boarding guidance information, which is information on the car to be boarded by the passenger, for each of the plurality of boarding groups based on the movement information received from the car control unit.

According to the multicar elevator system having the above configuration, it is possible to reduce the burden of passengers' decision on boarding.

It is a block diagram which shows the schematic structure of the multicar elevator system which concerns on the 1st Embodiment example. It is a schematic block diagram which shows an example of the multicar elevator controlled in the multicar elevator system which concerns on the 1st Embodiment example. It is explanatory drawing which shows the 1st configuration example of the boarding / alighting hall of the multicar elevator system which concerns on the 1st Embodiment example. It is explanatory drawing which shows the 1st boarding guidance example of the multicar elevator system which concerns on 1st Embodiment example. It is explanatory drawing which shows the 2nd configuration example of the boarding / alighting hall of the multicar elevator system which concerns on the 1st Embodiment example. It is explanatory drawing which shows the 3rd configuration example of the boarding / alighting hall of the multicar elevator system which concerns on the 1st Embodiment example. It is explanatory drawing which shows the 4th configuration example of the boarding / alighting hall of the multicar elevator system which concerns on the 1st Embodiment example. It is explanatory drawing which shows the 5th configuration example of the boarding / alighting hall of the multicar elevator system which concerns on the 1st Embodiment example. It is explanatory drawing which shows the 6th structural example of the boarding / alighting hall of the multicar elevator system which concerns on the 1st Embodiment example. It is explanatory drawing which shows the 6th structural example of the boarding / alighting hall of the multicar elevator system which concerns on the 1st Embodiment example. It is a sequence diagram which shows the notification processing of a boarding group in the multicar elevator system which concerns on the 1st Embodiment example. It is a flowchart which shows the boarding group allocation processing in the multicar elevator system which concerns on the 1st Embodiment example. It is a sequence diagram which shows the boarding guidance display processing in the multicar elevator system which concerns on the 1st Embodiment example. It is a flowchart which shows the departure group list output processing in the multicar elevator system which concerns on the 1st Embodiment example. It is explanatory drawing which shows the state which the boarding taxiway intersected in the boarding / alighting hole in the 2nd configuration example. It is a block diagram which shows the schematic structure of the multicar elevator system which concerns on the 2nd Embodiment example. It is a figure which shows an example of the boarding allocation possibility condition data in the multicar elevator system which concerns on the 2nd Embodiment example. It is a figure which shows an example of the boarding allocation possibility condition data with respect to the 1st platform in the multicar elevator system which concerns on 3rd Embodiment example. It is a figure which shows an example of the boarding allocation possibility condition data for the 2nd platform in the multicar elevator system which concerns on the 3rd Embodiment example. It is a flowchart which shows the departure group list output processing in the multicar elevator system which concerns on the 3rd Embodiment example. It is explanatory drawing which shows the structure of the boarding / alighting hall in the multicar elevator system which concerns on the modification.

Hereinafter, the multicar elevator system according to the embodiment will be described with reference to FIGS. 1 to 21. The common members in each figure are designated by the same reference numerals.

1. 1. First Embodiment 1-1. Configuration Example of Multicar Elevator System First, the configuration of the multicar elevator system according to the first embodiment (hereinafter referred to as “this example”) will be described with reference to FIG.
FIG. 1 is a block diagram showing a schematic configuration of the multicar elevator system of this example.

The multi-car elevator system 1 shown in FIG. 1 controls and guides the multi-car elevator 10 (see FIG. 2) in which a plurality of riding carts 11A to 11G move in one moving path 5 formed in the building structure. It is a system that performs. As shown in FIG. 1, the multicar elevator system 1 includes a group management control unit 101, a basket control unit 102, a call input display unit 103, a plurality of waiting position display units 104A, 104B, 104C, and a plurality of passengers. It is provided with an induction display unit 105A, 105B, 105C.

The group management control unit 101, the basket control unit 102, the call input display unit 103, and the plurality of boarding guidance display units 105A, 105B, and 105C are connected to each other so as to be able to transmit and receive information via the system bus 107, respectively. Then, the group management control unit 101 controls the entire system. The group management control unit 101 has, for example, a CPU (Central Processing Unit), a RAM (Random Access Memory), and a ROM (Read Only Memory). The RAM is used as a work area of the CPU, and the ROM stores programs and the like executed by the CPU.

Further, the group management control unit 101 receives the moving information of the riding car, the opening / closing information of the open / close door, the destination information of the passengers from the call input display unit 103, and the like from the car control unit 102. The group management control unit 101 performs a boarding group allocation process for assigning a specific boarding group from a plurality of boarding groups to passengers based on the destination information received from the call input display unit 103.

Further, the group management control unit 101 calculates a departure group list based on the movement information of the car from the car control unit 102 and the boarding group information, and boarding guidance information is displayed on each boarding guidance display unit 105A, 105B, 105C. Is output. The boarding group allocation process and the departure group list calculation process in the group management control unit 101 will be described later.

The car control unit 102 controls the movement of a plurality of riding cars 11A to 11G (see FIG. 2) moving along the moving path, and controls the opening and closing of the opening / closing doors provided in the riding cars 11A to 11G. Further, the basket control unit 102 rides on the group management control unit 101 and transmits the movement information of the baskets 11A to 11G and the opening / closing information of the opening / closing door.

The call input display unit 103, the waiting position display units 104A, 104B, 104C and the boarding guidance display units 105A, 105B, 105C are located in the boarding / alighting hall 50 (see FIG. 3 and the like) provided on each floor of the building structure for passengers to get on and off. is set up. The call input display unit 103 has an input unit in which passengers input from the destination, and a display unit 103a (see FIG. 3) that displays the assigned boarding group.

When the destination is input by the passenger, the call input display unit 103 transmits the destination information and the call information for calling the boarding / alighting hall to the input boarding / alighting hall to the group management control unit 101. Further, the call input display unit 103 receives the boarding group information calculated by the group management control unit 101. This boarding group information is boarding group information for passengers who have entered a destination. Then, the call input display unit 103 causes the display unit to display an identifier for identifying the boarding group based on the received boarding group information, and notifies the passengers who have input the destination of the boarding group.

The identifier for identifying the boarding group is, for example, indicated by any one or a combination of a mechanism, characters, colors, patterns, and the like.

The call input display unit 103 includes, for example, a touch panel, a key input unit, a reading unit for reading tags and cards possessed by passengers, and the like.

Here, the boarding group is an individual or a group heading to the same floor, a group in which a plurality of floors are collectively headed to the same zone, a group determined by the multicar elevator system 1, and the like.

The waiting position display units 104A, 104B, 104C and the boarding guidance display units 105A, 105B, 105C are provided for each boarding group. The detailed configurations of the waiting position display units 104A, 104B, 104C and the boarding guidance display units 105A, 105B, 105C will be described later.

1-2. Configuration Example of Multi-Car Elevator Next, an example of a multi-car elevator to which the above-mentioned multi-car elevator system 1 is applied will be described with reference to FIG.
FIG. 2 is a schematic configuration diagram showing an example of a multi-car elevator controlled by the multi-car elevator system 1 of this example.

As shown in FIG. 2, the multicar elevator 10 includes a plurality of riding baskets 11A, 11B, 11C, 11D, 11E, 11F for carrying people and luggage, and a drive unit (not shown). The plurality of riding baskets 11A to 11F circulate in the moving path 5 provided in the building structure.

Further, the moving path 5 is provided with an ascending path 6 indicating a first moving path in which the riding baskets 11A to 11F move upward, and a descending path 7 indicating a second moving path in which the riding baskets 11A to 11G move downward. .. Further, at the upper ends of the ascending path 6 and the descending path 7 in the moving path 5 in the vertical direction, a first reversing path 8 is provided in which the movement of the riding baskets 11A to 11F is reversed from ascending to descending. Further, at the lower ends of the ascending path 6 and the descending path 7 in the vertical direction in the moving path 5, a second reversing path 9 in which the movement of the riding baskets 11A to 11F is reversed from the descending to the ascending is provided.

Then, the plurality of riding baskets 11A to 11F are driven by the driving unit and circulate in the ascending path 6, the descending path 7, the first reversing path 8 and the second reversing path 9 in the moving path 5.

As the multi-car elevator 10, a multi-car elevator in which a plurality of riding baskets 11A to 11F circulate and move has been described, but the present invention is not limited to this. For example, it can be applied to a multi-car elevator configured so that a plurality of passenger carts can move up and down the moving path in both directions.

As a driving method of the riding baskets 11A to 11F of the multi-car elevator 10, a driving method provided with a hoisting machine or a linear driving unit is provided, and an induced current is passed through the main rope connected to the riding baskets 11A to 11F. , A driving method in which a driving force (thrust) is generated in the main rope itself may be used. It can also be applied to a self-propelled multi-car elevator provided with a drive unit on the riding baskets 11A to 11F.

Further, the number of riding baskets provided in the multicar elevator 10 is not limited to six, and the number of riding baskets may be five or less, or seven or more.

Further, on the stop floor where the passenger baskets 11A to 11F of the building structure are stopped, a boarding / alighting hall 50 for passengers 21 to get on / off is provided.

1-3. Example of Riding Guidance Next, an example of boarding guidance in the multicar elevator system 1 of this example will be described with reference to FIGS. 3 to 9. The dotted lines shown in FIGS. 3 to 9 indicate a state in which the boarding guidance display unit is turned off.

First, with reference to FIG. 3, a first configuration example of the boarding / alighting hall will be described with reference to FIGS. 3 and 4.
FIG. 3 is an explanatory diagram showing a first configuration example of the boarding / alighting hall.

The boarding / alighting hall 50 shown in FIG. 3 is provided with two landings 51A and 51B on which passengers 21 get on / off the cars 11A to 11G. The first platform 51A and the second platform 51B are arranged at opposite positions in the boarding / alighting hole 50. The first platform 51A and the second platform 51B are provided with entrances and exits for passengers 21 to get on and off the passengers 11A to 11G, respectively. The landing door 15 can be opened and closed at this doorway.

Further, the passenger 21 enters and exits the boarding / alighting hole 50 from the side of the first platform 51A and the second platform 51B, which are orthogonal to the direction in which the first platform 51A and the second platform 51B face each other. Therefore, the entrance / exit of the boarding / alighting hall 50 is arranged on the side of the first platform 51A and the second platform 51B.

Further, the boarding / alighting hall 50 is provided with a call input display unit 103, a plurality of waiting position display units 104A, 104B, 104C, and a boarding guidance display unit 105A, 105B, 105C. The call input display unit 103 is installed at the entrance / exit of the boarding / alighting hall 50. Waiting position display units 104A, 104B, 104C and boarding guidance display units 105A, 105B, 105C are installed between the call input display unit 103, the first platform 51A, and the second platform 51B.

When the destination is input by the passenger 21, the call input display unit 103 transmits the destination information and the call information to the group management control unit 101. Then, the call input display unit 103 receives the boarding group information calculated by the group management control unit 101, and causes the display unit to display the identifier based on the boarding group information. As a result, the passenger 21 should be arranged in the waiting position display units 104A, 104B, 104C among the plurality of waiting position display units 104A, 104B, 104C described later by the identifier displayed on the call input display unit 103. I understand.

The waiting position display units 104A, 104B, and 104C are standby positions for the passenger 21 who has input the destination to the call input display unit 103 to wait for the passenger baskets 11A to 11G. The waiting position display units 104A, 104B, 104C are formed on the floor surface of the boarding / alighting hall 50 for each of the boarding groups 21A, 21B, 21C to be assigned. The first waiting position display unit 104A corresponds to the first boarding group 21A, the second waiting position display unit 104B corresponds to the second boarding group 21B, and the third waiting position display unit 104C corresponds to the third boarding group 21C.

The waiting position display units 104A, 104B, and 104C are formed substantially parallel to the direction orthogonal to the direction in which the first platform 51A and the second platform 51B face each other. The waiting position display units 104A, 104B, and 104C may be formed by embedding an LED, a phosphorescent member, or the like in the floor surface, or may be drawn on the floor surface with paint. Further, the waiting position display units 104A, 104B, and 104C may be formed by attaching a sticker to the floor surface, or may be formed by various other guidance methods.

Although the example in which the waiting position display units 104A, 104B, 104C are formed for each of the boarding groups 21A, 21B, 21C has been described, the present invention is not limited thereto. As the waiting position display units 104A, 104B, 104C, for example, the display screen of one display device may be divided into the waiting position display units 104A, 104B, 104C.

The boarding guidance display units 105A, 105B, and 105C are formed on the floor surface of the boarding / alighting hall 50. The boarding guidance display units 105A, 105B, 105C are arranged at the head of the standby position in the corresponding waiting position display units 104A, 104B, 104C. The first boarding guidance display unit 105A is visibly arranged with respect to the first boarding group 21A waiting on the first waiting position display unit 104A. The second boarding guidance display unit 105B is visibly arranged with respect to the second boarding group 21B waiting in the second waiting position display unit 104B, and the third boarding guidance display unit 105C is a third waiting position display unit. It is visibly arranged for the third boarding group 21C waiting at 104C.

The boarding guidance display units 105A, 105B, and 105C are, for example, light emitting display devices such as LEDs and liquid crystal panels embedded in the floor surface of the boarding / alighting hall 50. The boarding guidance display units 105A, 105B, and 105C are turned off, turned on, and blinked based on the boarding guidance information output from the group management control unit 101. Then, the boarding guidance display units 105A, 105B, 105C are lit or blinked to guide the corresponding boarding groups 21A, 21B, 21C to the boarding points 51A, 51B to be boarded.

[First ride guidance example]
Next, a first example of boarding guidance will be described with reference to FIG.
FIG. 4 is an explanatory diagram showing a first example of boarding guidance.

As shown in FIG. 4, when the boarding car stops or approaches the first platform 51A and the second platform 51B, the group management control unit 101 transmits the boarding guidance information to the boarding guidance display units 105A, 105B, 105C. The boarding guidance display units 105A, 105B, 105C are lit or blinking based on the boarding guidance information received from the group management control unit 101, and guide the corresponding boarding groups 21A, 21B, 21C to the boarding points 51A, 51B to be boarded. do.

In the example shown in FIG. 4, the first boarding group 21A is assigned to the first platform 51A, and the second boarding group 21B and the third boarding group 21C are assigned to the second platform 51B. As shown in FIG. 4, the first boarding guidance display unit 105A lights up or blinks from the head of the first waiting position display unit 104A to the first platform 51A. The second boarding guidance display unit 105B lights up or blinks from the head of the second waiting position display unit 104B to the second platform 51B, and the third boarding guidance display unit 105C is the second from the head of the third waiting position display unit 104C. It lights up or blinks toward the platform 51B.

As a result, it can be seen that the passengers of the first boarding group 21A should board the car stopped at the first boarding point 51A by the first boarding guidance display unit 105A. Further, the passengers of the second boarding group 21B and the passengers of the third boarding group 21C may get on the car stopped at the second platform 51B by the second boarding guidance display unit 105B and the third boarding guidance display unit 105C. You can see that.

As described above, according to the multi-car elevator system 1 of this example, the passenger 21 gets on the vehicle according to the display contents of the boarding guidance display units 105A, 105B, 105C arranged at the heads of the waiting position display units 104A, 104B, 104C. You can easily determine the riding basket to be used. As a result, the burden of passenger 21's boarding decision can be reduced.

[Second example of boarding guidance]
Next, a second example of boarding guidance will be described with reference to FIG.
FIG. 5 is an explanatory diagram showing a second configuration example of the boarding / alighting hall. FIG. 5 shows a state in which the riding basket is stopped at the platforms 51A and 51B. It should be noted that the same reference numerals are given to the parts common to the boarding / alighting hall 50 according to the first configuration example, and duplicate description will be omitted.

In the boarding / alighting hall 60 according to the second configuration example shown in FIG. 5, two landings 51A and 51B are provided as in the boarding / alighting hall 50 of the first configuration example. The first platform 51A and the second platform 51B are arranged side by side.

Further, in the boarding / alighting hall 60, a call input display unit 203, a plurality of waiting position display units 204A, 204B, 204C, and a boarding guidance display unit 205A, 205B, 205C are installed. The boarding guidance display units 205A, 205B, 205C are arranged from the head portion of the standby position in the corresponding waiting position display units 204A, 204B, 204C to the first platform 51A and the second platform 51B.

Further, in the example shown in FIG. 5, the first boarding group 21A is assigned to the first platform 51A, and the third boarding group 21C is assigned to the second platform 51B. The second boarding group 21B is in a standby state without boarding the car that arrives at the first platform 51A and the second platform 51B this time.

The first boarding guidance display unit 205A lights up or blinks from the first waiting position display unit 204A to the first platform 51A, and the third boarding guidance display unit 205C lights up from the third waiting position display unit 204C to the second platform 51B. Or blinks. Then, the second boarding guidance display unit 205B is turned off.

As a result, it can be seen that the second boarding group 21B must not board the car that arrives at the first platform 51A and the second platform 51B this time because the second boarding guidance display unit 205B is turned off. On the other hand, the first boarding group 21A gets on the car that has stopped at the first platform 51A according to the display contents of the first boarding guidance display unit 205A, and the third boarding group 21C has the third boarding guidance display unit 205C. It can be seen from the display contents of that that the passenger should get on the car stopped at the No. 2 platform 51B.

In this way, the passenger can easily determine the riding basket to be boarded based on the display contents of the boarding guidance display units 205A to 205B.

[Third boarding guidance example]
Next, a third example of boarding guidance will be described with reference to FIG.
FIG. 6 is an explanatory diagram showing a third configuration example of the boarding / alighting hall. FIG. 6 shows a state in which the riding basket is stopped at the platforms 51A and 51B. It should be noted that the same reference numerals are given to the parts common to the boarding / alighting hall 50 according to the first configuration example, and duplicate description will be omitted.

In the boarding / alighting hall 70 according to the third configuration example shown in FIG. 6, two landings 51A and 51B are provided as in the boarding / alighting hall 50 according to the first configuration example. The first platform 51A and the second platform 51B are arranged side by side as in the boarding / alighting hall 60 according to the second configuration example.

Further, the passenger 21 enters and exits the boarding / alighting hall 70 from the direction facing the first platform 51A and the second platform 51B. Therefore, the entrance / exit of the boarding / alighting hall 70 is arranged in front of the first platform 51A and the second platform 51B.

Further, in the boarding / alighting hall 70, a call input display unit 303, a waiting position display unit 304A, 304B, 304C, and a boarding guidance display unit 305A, 305B, 305C are installed. The call input display unit 303 is arranged at a position facing the first platform 51A and the second platform 51B, which are the entrances and exits of the boarding / alighting hall 70.

The waiting position display units 304A, 304B, and 304C are formed in front of the No. 1 platform 51A and the No. 2 platform 51B in parallel with the direction facing the No. 1 platform 51A and the No. 2 platform 51B. Further, the waiting position display units 304A, 304B, and 304C are arranged at intermediate positions in the direction in which the first platform 51A and the second platform 51B are aligned. Further, the boarding guidance display units 305A, 305B, 305C are arranged between the waiting position display units 304A, 304B, 304C and the first platform 51A and the second platform 51B.

In the example shown in FIG. 6, the first boarding group 21A and the second boarding group 21B are assigned to the first platform 51A, and the third boarding group 21C is assigned to the second platform 51B. Therefore, the first boarding guidance display unit 305A lights up or blinks from the first waiting position display unit 304A to the first platform 51A, and the second boarding guidance display unit 305B is from the second waiting position display unit 304B to the first platform 51A. It is lit or blinking. The third boarding guidance display unit 305C is lit or blinking from the third waiting position display unit 304C to the second platform 51B.

As a result, the passenger can easily determine the car to be boarded based on the display contents of the boarding guidance display units 305A to 305C.

[Fourth boarding guidance example]
Next, a fourth example of boarding guidance will be described with reference to FIG. 7.
FIG. 7 is an explanatory diagram showing a fourth configuration example of the boarding / alighting hall. FIG. 7 shows a state in which the riding basket is stopped at the landing 51. It should be noted that the same reference numerals are given to the parts common to the boarding / alighting hall 50 according to the first configuration example, and duplicate description will be omitted.

In the boarding / alighting hall 80 according to the fourth configuration example shown in FIG. 7, only one landing 51 is provided. Further, the entrance / exit of the boarding / alighting hall 80 is arranged in front of the boarding area 51, similarly to the boarding / alighting hall 70 according to the third configuration example.

The boarding / alighting hall 80 is provided with a call input display unit 403, a waiting position display unit 404A, 404B, 404C, and a boarding guidance display unit 405A, 405B, 405C. The call input display unit 403 is arranged at a position facing the landing 51, which is the entrance / exit of the boarding / alighting hall 80. The waiting position display units 404A, 404B, and 404C are formed in front of the landing 51 in parallel with the direction facing the landing 51.

The boarding guidance display units 405A, 405B, 405C are arranged between the waiting position display units 404A, 404B, 404C and the landing 51. The boarding guidance display units 405A, 405B, and 405C extend from the heads of the corresponding waiting position display units 404A, 404B, and 404C to the landing 51.

In the example shown in FIG. 7, the first boarding group 21A and the third boarding group 21C are assigned to board the car that has arrived at the landing 51 this time. Then, the second boarding group 21B is in a standby state without boarding the car that has arrived at the landing 51 this time.

Therefore, the first boarding guidance display unit 405 and the third boarding guidance display unit 405C are lit or blinking, and the second boarding guidance display unit 405B is turned off. As a result, it can be seen that the passengers of the first boarding group 21A and the third boarding group 21C should board the arriving car according to the display contents of the first boarding guidance display unit 405A and the third boarding guidance display unit 405C. .. Then, it can be seen from the display contents of the second boarding guidance display unit 405B that the passengers of the second boarding group 21B should not board the car that arrived this time.

As a result, the passenger can easily determine the car to be boarded based on the display contents of the boarding guidance display units 405A to 405C.

[Fifth boarding guidance example]
Next, a fifth example of boarding guidance will be described with reference to FIG.
FIG. 8 is an explanatory diagram showing a fifth configuration example of the boarding / alighting hall. FIG. 8 shows a state in which the riding basket is stopped at the platforms 51A and 51B. It should be noted that the same reference numerals are given to the parts common to the boarding / alighting hall 50 according to the first configuration example, and duplicate description will be omitted.

As shown in FIG. 8, in the boarding / alighting hall 90 according to the fifth configuration example, the first platform 51A and the second platform 51B are the same as the boarding / alighting holes 60 and 70 according to the second configuration example and the third configuration example. They are arranged side by side. The entrance / exit of the boarding / alighting hall 90 is arranged in front of the first platform 51A and the second platform 51B, similarly to the boarding / alighting hole 70 according to the third configuration example.

The boarding / alighting hall 80 is provided with a call input display unit 503, a waiting position display unit 504A, 504B, 504C, 504D, 504E, 504F, and a boarding guidance display unit 505A, 505B, 505C, 505D, 505E, 505F. ..

The first waiting position display unit 504A, the second waiting position display unit 504B, and the third waiting position display unit 504C are formed in front of the first platform 51A. The fourth waiting position display unit 504D, the fifth waiting position display unit 504E, and the sixth waiting position display unit 504F are formed in front of the second platform 51B.

The first boarding guidance display unit 505A extends from the head of the first waiting position display unit 504A to the first landing 51A, and the second boarding guidance display unit 505B extends from the head of the second waiting position display unit 504B to the first landing. It extends to 51A, and the third boarding guidance display unit 505C extends from the head of the third waiting position display unit 504C to the first platform 51A.

Further, the 4th boarding guidance display unit 505D extends from the head of the 4th waiting position display unit 504D to the 2nd platform 51B, and the 5th boarding guidance display unit 505E is 2 from the head of the 5th waiting position display unit 504E. It extends to the platform 51B, and the sixth boarding guidance display unit 505F extends from the head of the sixth waiting position display unit 504F to the platform 2 51B.

As described above, in the boarding / alighting hall 90 according to the fifth configuration example, waiting position display units 504A to 504F and boarding guidance display units 505A to 505F are provided for each of the landings 51A and 51B.

Further, when the destination is input by the passenger 21, the call input display unit 503 displays an identifier based on the boarding group. In the fifth configuration example, the group management control unit 101 also determines the boarding place for boarding the car at the same time when determining the boarding group. That is, when the passenger 21 is assigned to the first boarding group 21A, the second boarding group 21B, and the third boarding group 21C, the group management control unit 101 is assigned to board from the first platform 51A at the same time. Then, when the passenger 21 is assigned to the 4th boarding group 21D, the 5th boarding group 21E and the 6th boarding group 21F, the group management control unit 101 is assigned to board from the 2nd platform 51B at the same time.

In the example shown in FIG. 8, the first boarding group and the third boarding group 21C assigned to the first platform 51A are assigned to board the car that has arrived at the first platform 51A this time. Then, the second boarding group 21B assigned to the first landing 51A is in a standby state without boarding the car that has arrived at the first landing 51A this time.

Further, the fifth boarding group 21E assigned to the second platform 51B is assigned to board the car that has arrived at the second platform 51B this time. Then, the 4th boarding group 21D and the 6th boarding group 21F assigned to the 2nd platform 51B are in a standby state without boarding the car that arrived at the 2nd platform 51B this time.

Therefore, among the boarding guidance display units 505A to 505C arranged at the first platform 51A, the first boarding guidance display unit 505A and the third boarding guidance display unit 505C are lit or blinking, and the second boarding guidance display unit 505B is turned off. are doing. Further, among the boarding guidance display units 505D to 505F arranged at the second platform 51B, the fifth boarding guidance display unit 505E is lit or blinking, and the fourth boarding guidance display unit 505D and the sixth boarding guidance display unit 505F are displayed. It is off.

As a result, the passenger can easily determine the car to be boarded based on the display contents of the boarding guidance display units 505A to 505F.

[Sixth boarding guidance example]
Next, a sixth boarding guidance example of the boarding / alighting hall will be described with reference to FIGS. 9 and 10.
9 and 10 are explanatory views showing a sixth configuration example of the boarding / alighting hall. Further, FIG. 9 shows a state in which the riding basket has stopped at the landing 51, and FIG. 10 shows a state in which the riding basket stopped at the landing 51 has departed in FIG.

As shown in FIG. 9, in the boarding / alighting hall 80A according to the sixth configuration example, as in the boarding / alighting hall 80 according to the fourth configuration example, only one landing 51 is provided. Further, the entrance / exit of the boarding / alighting hall 80A is arranged in front of the landing 51, similarly to the boarding / alighting hall 80 according to the fourth configuration example.

The call input display unit 403 and the waiting position display units 604A, 604B, and 604C are installed in the boarding / alighting hall 80A.

The waiting position display units 604A, 604B, and 604C are formed in front of the landing 51. The waiting position display units 604A, 604B, and 604C are arranged at intervals in a direction away from the front of the landing 51. The first waiting position display unit 604A is arranged at the position closest to the landing 51 among the waiting position display units 604A, 604B, and 604C. The third waiting position display unit 604C is arranged at the position farthest from the landing 51 among the waiting position display units 604A, 604B, and 604C. The second waiting position display unit 604B is arranged between the first waiting position display unit 604A and the third waiting position display unit 604C.

The boarding group 21A waiting on the first waiting position display unit 604A gets on the first surface of the boarding groups 21A, 21B, 21C waiting on the waiting position display units 604A, 604B, 604C. The boarding group 21B waiting on the second waiting position display unit 604B gets on the second surface of the boarding groups 21A, 21B, 21C waiting on the waiting position display units 604A, 604B, 604C. Then, the boarding group 21C waiting on the third waiting position display unit 604C gets on the third surface of the boarding groups 21A, 21B, 21C waiting on the waiting position display units 604A, 604B, 604C.

Further, the waiting position display units 604A, 604B, and 604C also serve as a boarding guidance display unit. Then, the waiting position display units 604A, 604B, and 604C change the displayed contents and blink or light the display based on the boarding guidance information from the group management control unit 101, so that the boarding group 21A, Induce 21B and 21C.

When the destination is input by the passenger 21, the call input display unit 403 displays an identifier on the display unit 403a based on the boarding groups 21A, 21B, and 21C. In the fifth configuration example, the group management control unit 101 also determines the order in which the passengers board the car at the same time when the boarding groups 21A, 21B, and 21C are determined. For example, the boarding groups 21A, 21B, and 21C guided by the call input display unit 403 include not only the third waiting position display unit 604C to be boarded last, but also the first waiting position display unit to be boarded first or second. It may be assigned to the boarding groups 21A, 21B, 21C waiting on the 604A and the second waiting position display unit 604B. That is, instead of having the passengers 21 board in the order of input to the call input display unit 403, it is also permitted to have the passengers 21 input to the call input display unit 403 later.

Further, the first waiting position display unit 604A closest to the landing 51 uses the first boarding group 21A waiting in the first waiting position display unit 604A as the riding basket when the riding basket approaches or stops at the landing 51. The display changes to get on board, and the first boarding group 21A is guided. Then, at the timing when the first boarding group 21A waiting in the first waiting position display unit 604A gets into the car and the door closing of the landing door 15 is started, the second waiting position display unit 604B and the third waiting position are started. The display of the position display unit 604C changes. That is, the second waiting position display unit 604B and the third waiting position display unit 604C are one before the second boarding group B and the third boarding group 21C that have been waiting at the waiting position display units 604B and 604C, respectively. It guides you to move to the waiting position display unit located near the landing 51.

As a result, as shown in FIG. 10, the first boarding group 21A, which has been waiting at the first waiting position display unit 604A in FIG. 9, gets into the car. Then, the second boarding group 21B waiting in the second waiting position display unit 604B in FIG. 9 moves to the first waiting position display unit 604A and waits in the third waiting position display unit 604C for the third boarding. Group 21C moves to the second waiting position display unit 604B.

As a result, passengers can easily determine the order of boarding based on the display contents of the waiting position display units 604A, 604B, and 604C, which also serve as the boarding guidance display unit. As a result, it is possible to prevent passengers from getting into the wrong car.

The configuration example of the boarding / alighting hall is not limited to the above-mentioned example, and for example, three or more landings may be provided, and various other boarding / alighting holes can be applied.

1-4. Operation Example of Multicar Elevator System Next, an operation example of processing at the time of boarding guidance in the multicar elevator system 1 having the above-described configuration will be described with reference to FIGS. 3, 4, 11 to 14. In the following description, the boarding / alighting hall 50 according to the first configuration example described above will be used, but the boarding / alighting holes 60, 70, 80, 80A, 90 according to the second configuration example to the sixth configuration example will be used. It can also be applied to the boarding / alighting hole 80B according to the modification described later.
FIG. 11 is a sequence diagram showing a notification process of a boarding group in the multicar elevator system 1.

[Boarding group notification processing]
First, the notification process of the boarding group will be described with reference to FIGS. 3 and 11.
Passenger 21 inputs a destination using the call input display unit 103 (step S11). The destination input in step S11 may be the stop floor where the car is stopped, or may be any place, purpose, or other various information in the building structure in which the multicar elevator is installed.

Next, the call input display unit 103 outputs the destination information regarding the destination input by the passenger 21 to the group management control unit 101 (step S12). Further, in the process of step S12, the call input display unit 103 also outputs the call information for calling the boarding car to the input boarding / alighting hall to the group management control unit 101.

Next, the group management control unit 101 performs boarding group allocation processing based on the destination information, and determines boarding groups 21A, 21B, 21C (step S13). That is, the group management control unit 101 assigns an appropriate boarding group from a plurality of boarding groups 21A, 21B, 21C to the passengers. The boarding group allocation process in step S13 will be described later. Then, the group management control unit 101 calls the boarding groups 21A, 21B, 21C determined in the boarding group allocation process and notifies the input display unit 103 (step S14).

Next, the call input display unit 103 starts displaying the boarding groups 21A, 21B, and 21C notified by the group management control unit 101 on the display unit (step S15). As described above, the information displayed by the call input display unit 103 is, for example, an identifier for identifying a boarding group.

Next, when a certain period of time has elapsed since the call input display unit 103 started displaying the boarding groups 21A, 21B, 21C in the process of step S15, the call input display unit 103 displays the boarding groups 21A, 21B, 21C. Is terminated (step S16). As a result, the notification processing of the boarding groups 21A, 21B, and 21C for the passenger 21 whose destination is input to the call input display unit 103 is completed.

[Boarding group allocation process]
Next, the boarding group allocation process performed in the process of step 13 will be described with reference to FIG.
FIG. 12 is a flowchart showing the boarding group allocation process.

As shown in FIG. 12, the group management control unit 101 calculates a group allocation score for each boarding group based on the destination information received from the call input display unit 103 (step S21). Next, the group management control unit 101 determines whether or not there is a boarding group whose group allocation score calculated in step S21 is equal to or greater than the threshold value (step S22).

In the process of step S22, when the group management control unit 101 determines that there is a boarding group whose group allocation score is equal to or higher than the threshold value (YES determination in step S22), the group management control unit 101 has the maximum group allocation score. Is assigned as a boarding group for the input destination information (step S23). Further, in the process of step S23, when the group management control unit 101 determines that there is no boarding group whose group allocation score is equal to or higher than the threshold value (NO determination in step S22), the group management control unit 101 does not allocate the boarding group (NO determination in step S22). Step S24). This completes the boarding group allocation process.

Next, an example of the calculation method of the group allocation score Si performed in the process of step S21 will be described.
Group allocation score Si for each group when the number of passengers assigned to the riding group is ci, the number of destination types of assigned passengers is fi, and the threshold value used in step S22 is 1. explain. When ci <C, that is, when the number of assigned passengers ci has not reached the capacity C of the passenger car, the group allocation score Si is calculated by the following equation 1.
[Equation 1]
Si = C-fi + 1

Further, when ci ≧ C, that is, when the number of assigned passengers ci reaches the capacity C of the riding basket, the group allocation score Si is set to 0.

According to the group allocation score Si calculated by the above method, the group allocation score Si of the riding group in which the allocated number of people ci is the capacity C or more of the riding basket is 0, and the threshold value 1 is set in the process of step S22. Do not exceed. Therefore, a boarding group having a group allocation score Si of 0 is not assigned to the destination information.

On the other hand, as shown in the above equation 1, the group allocation score Si of the passenger group in which the assigned number of passengers ci is less than the passenger car capacity C is such that the smaller the number fi of the destination types of the passengers assigned to the passenger group is, the smaller the number fi. Set to be large. As a result, in the process of step S23, the boarding group with a small number of destination types of the assigned passengers can be preferentially assigned.

The calculation method of the group allocation score is not limited to the above-mentioned example, and for example, the number of threshold values may be changed, or various coefficients such as boarding time and stop area may be used as the coefficients used in the calculation formula. May be included. Therefore, various other calculation methods can be applied as the calculation method of the group allocation score.

[Boarding guidance display processing]
Next, the boarding guidance display process will be described with reference to FIGS. 4 and 13.
FIG. 13 is a sequence diagram showing a boarding guidance display process.

First, the car control unit 102 controls the drive unit and starts decelerating the riding basket to stop the vehicle (step S31). In the process of step S31, the basket control unit 102 gets on the group management control unit 101 and transmits the movement information of the basket.

Next, the group management control unit 101 detects the deceleration of the riding car by receiving the movement information of the riding car from the car controlling unit 102 (step S32). Then, the group management control unit 101 performs a departure group list output process (step S33). The details of the departure group list output process will be described later. By the departure group list output process in the process of step S33, the group management control unit 101 determines an appropriate boarding group to be boarded in the stopped car.

Next, the group management control unit 101 gets on the boarding place where the boarding car to be boarded stops for each boarding guidance display unit 105A, 105B, 105C based on the departure group list output in the process of step S33. Send guidance information. That is, the group management control unit 101 instructs each boarding guidance display unit 105A, 105B, 105C to start boarding guidance (step S34).

Next, the boarding guidance display units 105A, 105B, and 105C start displaying the boarding guidance based on the boarding guidance information output from the group management control unit 101 (step S35). As a result, for example, as shown in FIG. 4, the boarding guidance to the landings 51A and 51B determined from the waiting position display units 104A, 104B and 104C is displayed on the boarding guidance display units 105A, 105B and 105C. ..

Next, when the riding basket arrives at the stop floor, the basket control unit 102 stops the riding basket (step S36). Then, the car control unit 102 controls the opening / closing of the opening / closing door provided in the riding car, and opens the opening / closing door of the riding car (step S37). The boarding group to board the boarding basket moves to the landings 51A and 51B according to the display contents of the boarding guidance display units 105A, 105B and 105C, and gets on the boarding car. Then, when the boarding group completes boarding the car, the car control unit 102 controls the opening / closing of the opening / closing door and starts the door closing operation of the opening / closing door of the riding car (step S38). Further, in the process of step S38, the basket control unit 102 transmits the door closing start information to the group management control unit 101.

Next, the group management control unit 101 detects the door closing of the open / close door by receiving the door closing start information from the basket control unit 102 (step S39). Then, the group management control unit 101 transmits the boarding guidance information to each boarding guidance display unit 105A, 105B, 105C, and instructs the end of the boarding guidance (step S40). When the boarding guidance display units 105A, 105B, and 105C receive the boarding guidance information regarding the end of the boarding guidance from the group management control unit 101, the boarding guidance display units 105A, 105B, and 105C end the display of the boarding guidance (step S41). This completes the boarding guidance process.

[Departure group list output processing]
Next, the departure group list output process performed in the process of step S33 will be described with reference to FIG.
FIG. 14 is a flowchart showing the departure group list output process.

First, the group management control unit 101 initializes the departure group list created and stored in the previous departure group list output process as an empty list (step S51). This departure group list is a list for managing the boarding groups to be boarded in the car.

Next, the group management control unit 101 creates a departure group candidate list that is a candidate for the departure group list (step S52). In the multicar elevator system 1 according to the first embodiment, all boarding groups 21A, 21B, 21C, that is, combinations of all waiting position display units and all landings are created as a departure group candidate list.

Next, the group management control unit 101 calculates the departure allocation score for each of the boarding groups 21A, 21B, and 21C for the arriving car (arrival car) from the departure group candidate list (step S53). In the process of step S53, for example, the value of the departure allocation score of the boarding group for which it is more appropriate to board the arrival car is calculated to be higher than the departure allocation score of the other boarding groups. An example of the calculation method of the departure allocation score will be described later.

Next, the group management control unit 101 determines whether or not there is a boarding group whose departure allocation score calculated in step S53 is equal to or greater than the threshold value (step S54). In the process of step S54, when the group management control unit 101 determines that there is a boarding group having a departure allocation score equal to or higher than the threshold value (YES determination in step S54), the group management control unit 101 has the boarding group having the maximum departure allocation score. To the departure group list. Further, the group management control unit 101 deletes the boarding group added to the departure group list from the departure group candidate list (step S55). Then, when the process of step S55 is completed, the group management control unit 101 returns to the process of step S53 again.

Further, in the process of step S54, when the group management control unit 101 determines that there is no boarding group whose departure allocation score is equal to or higher than the threshold value (NO determination in step S54), the group management control unit 101 is created by the above-mentioned process. The departure group list is output (step S56). This ends the departure group list output process.

Next, an example of the calculation method of the departure allocation score Mi of the boarding group performed in the process of step S53 will be described.
The waiting time of the boarding group is ti, the capacity of the boarding car is C, the number of people waiting in the corresponding waiting position display unit is gi, the total number of people assigned to the arrival car is cj, and step S54. The starting allocation score Mi when the threshold value used in 1 is set to 1 will be described. First, when cj + gi <C, the departure allocation score Mi is calculated by the following equation 2.
[Equation 2]
Mi = ti + 1
Further, when cj + gi ≧ C, the departure allocation score Mi is set to 0. The waiting time ti of the boarding group is, for example, the waiting time of the passenger who is waiting first among the passengers of the boarding group.

According to the departure allocation score Mi calculated by the above method, the departure allocation score Mi of the boarding group to which the number of people who cannot get through the arriving car is allocated is 0 and does not exceed the threshold value of 1. Therefore, the boarding group having a departure allocation score Mi of 0 is not added to the departure group list.

On the other hand, if the passenger is placed in the arriving car but is within the capacity C of the car, the value of the departure allocation score Mi becomes larger as the waiting time ti is longer as shown in the above equation 2. As a result, in the process of step S55, the boarding group having a long waiting time ti can be preferentially added to the departure group list.

The calculation method of the departure allocation score is not limited to the above-mentioned example, and for example, the number of threshold values may be changed, or the destination information of the boarding group, the stop area, etc. may be used as the coefficient used in the calculation formula. Other various coefficients may be included. Therefore, various other calculation methods can be applied as the calculation method of the departure allocation score.

As described above, according to the multi-car elevator system 1 of this example, the passengers are placed in the car to be boarded according to the display contents of the boarding guidance display units 105A, 105B, 105C provided for each boarding group 21A, 21B, 21C. It is possible to easily determine the platform for boarding. As a result, the burden of passenger 21's boarding decision can be reduced.

2. 2. Second Embodiment Example Next, the multicar elevator system according to the second embodiment will be described with reference to FIGS. 15 to 17.
FIG. 15 is an explanatory diagram showing a state in which boarding taxiways intersect in the boarding / alighting hall 60 in the second configuration example. FIG. 16 is a block diagram showing a schematic configuration of a multicar elevator system according to a second embodiment.

In the example shown in FIG. 15, the boarding / alighting hole 60 in which a plurality of landings 51A and 51B are arranged in the second configuration example described above will be described. As shown in FIG. 15, the third boarding guidance display unit 205C is already displayed to guide the user from the third waiting position display unit 204C to the first platform 51A. At this time, when the first boarding group 21A and the second boarding group 21B are assigned to the second platform 51B, the display contents of the first boarding guidance display unit 205A and the second boarding guidance display unit 205B are already displayed. It intersects with the third boarding guidance display unit 205C.

In this way, when the boarding guidance display units 205A, 205B, and 205C intersect, the flow lines when the passengers get into the car also cross, and wait for the boarding of one of the boarding groups with which the flow lines intersect. Had to do. As a result, it may hinder a smooth ride.

The multicar elevator system 1A according to the second embodiment is a system provided with a boarding allocation possibility determination unit 110 in order to prevent the crossing of the boarding guidance display unit described above. Therefore, the same reference numerals are given to the parts common to the multicar elevator system 1 according to the first embodiment, and duplicate description will be omitted.

As shown in FIG. 16, the multicar elevator system 1A includes a group management control unit 101, a basket control unit 102, a call input display unit 103, a plurality of waiting position display units 104A, 104B, 104C, and a plurality of passengers. It is provided with an induction display unit 105A, 105B, 105C. Further, the multi-car elevator system 1A is provided with a boarding allocation permission determination unit 110.

The boarding allocation availability determination unit 110 is connected to the group management control unit 101 via the system bus 107. The boarding allocation possibility determination unit 110 has the boarding allocation permission / non-condition data 1000 (see FIG. 17). The boarding allocation possibility condition data 1000 is data in which the display contents of the boarding guidance display units 105A, 105B, 105C and the permission condition for preventing the flow lines from crossing are stored in the departure group list output process.

FIG. 17 is a diagram showing an example of boarding allocation availability condition data.
In the example shown in FIG. 17, the boarding allocation possibility condition data 1000 corresponding to the boarding / alighting hall 60 shown in FIGS. 5 and 15 is obtained. That is, an example is shown in which the boarding group is divided into three waiting positions and two landings are installed.

As shown in FIG. 17, column 1001 in the boarding allocation availability condition data 1000 indicates a waiting position corresponding to each column, and row 1002 indicates a landing corresponding to each row. Then, in the cell where the column 1001 and the row 1002 intersect, whether or not the allocation is possible is indicated based on the intersection of the flow lines. "○" in each cell indicates that allocation is possible, and "x" indicates that allocation is not possible.

Specifically, since the cell 1011 is "◯", the first platform 51A can be assigned to the first waiting position, which is the waiting position of the first boarding group 21A. Further, since the cell 1022 is "x", the second platform 51B cannot be assigned to the first waiting position. Since cell 1013 and cell 1014 are both "○", both the first platform 51A and the second platform 51B can be assigned to the second waiting position, which is the waiting position of the second boarding group 21B. be.

Further, since the cell 1015 is "x", the first platform 51A cannot be assigned to the third waiting position, which is the waiting position of the third boarding group 21C. Since cell 1016 is "◯", the second platform 51B can be assigned to the third waiting position.

In the multicar elevator system 1A according to the second embodiment, in the departure group candidate list creation process of step S52 shown in FIG. 14, the group management control unit 101 has a departure group based on the boarding allocation possibility condition data 1000. Create a candidate list. That is, the boarding allocation permission / disapproval determination unit 110 extracts the cell of the boarding allocation permission / disapproval condition data 1000 as “◯”, that is, the combination of the boarding group and all the landings that can be assigned. Then, the boarding allocation possibility determination unit 110 creates the extracted combination as a departure group candidate list. Further, the boarding allocation availability determination unit 110 outputs the created departure group candidate list to the group management control unit 101.

As a result, it is possible to create a departure group candidate list consisting of combinations in which the flow lines do not intersect, and it is possible to output a departure group list in which the flow lines do not intersect. As a result, according to the multicar elevator system 1A according to the second embodiment, the contents displayed on the boarding guidance display units 105A, 105B, 105C do not intersect, so that each boarding group 21A, 21B, 21C is smooth. Can be guided to.

3. 3. Example of Third Embodiment Next, the multicar elevator system according to the third embodiment will be described with reference to FIGS. 18 to 20.

The multicar elevator system according to the third embodiment is provided with a boarding allocation permission determination unit 110, similarly to the multicar elevator system 1A according to the second embodiment. Further, the difference between the multi-car elevator system according to the third embodiment and the multi-car elevator system 1A according to the second embodiment is the content of the board allocation permission condition data possessed by the board allocation permission determination unit 110. be. Therefore, here, the contents of the boarding allocation approval / disapproval condition data will be described.

In the multicar elevator system according to the third embodiment, the boarding allocation permission / non-permissible condition data is set so that the crossing of the flow lines of the boarding guidance does not occur and the combinations that can be assigned to the boarding are not reduced. ..

Next, an example of boarding allocation availability condition data will be described with reference to FIGS. 18 and 19.

The boarding allocation availability condition data 2000 shown in FIG. 18 is data indicating whether or not boarding allocation is possible for the first platform. As shown in FIG. 18, column 2001 in the boarding allocation availability condition data 2000 indicates a waiting position corresponding to each row and a state of boarding guidance from the waiting position to the first platform, and row 2002 is a waiting position corresponding to each column. It shows whether or not it is possible to guide the ride from the position and its waiting position to the platform. Then, each intersecting cell indicates whether or not boarding guidance is possible. "○" in each cell indicates that allocation is possible, and "x" indicates that allocation is not possible.

A specific example will be described with reference to line 2005. Line 2005 shows a case where the second waiting position, which is the waiting position of the second boarding group 21B, is assigned to the first platform 51A. Since cell 2011 is "◯", it is possible to assign from the first waiting position to the first platform 51A in a state where there is no intersection of flow lines. Since the second waiting position has already been assigned to the first platform 51A, the cell 2012 is "x". Since the cell 2013 is "◯", it is possible to assign the cell 2013 from the third waiting position to the first platform 51A in a state where the flow lines do not intersect.

The boarding allocation availability condition data 2000 shown in FIG. 18 indicates whether or not allocation to the first platform 51A at one waiting position can be assigned at another waiting position. However, in the boarding allocation availability condition data 2000, it is possible to easily determine whether or not to allocate other waiting positions even for the allocation of boarding points at a plurality of waiting positions.

For example, when the first waiting position, which is the waiting position of the first boarding group 21A, is assigned to the second platform 51B, whether or not each waiting position can be assigned to the first platform 51A is shown in row 2004. ing. As described above, when the second waiting position is assigned to the first platform 51A, whether or not each waiting position can be assigned to the first platform 51A is shown in row 2005.

Here, when the first waiting position is assigned to the second platform 51B and the second waiting position is assigned to the first platform 51A, the other waiting position (third waiting position) is assigned. Whether or not is possible is determined by the result satisfying both rows 2004 and 2005. That is, the product set of the set of whether or not the rows 2004 and 2005 can be allocated may be taken. In this case, since "○" is not shown in any of the cells, the result is that there is no other wait position that can be assigned.

The boarding allocation availability condition data 3000 shown in FIG. 19 is data indicating whether or not boarding allocation is possible for the second platform. As shown in FIG. 19, column 3001 in the boarding allocation availability condition data 3000 indicates a waiting position corresponding to each row and a state of boarding guidance from the waiting position to the second platform, and row 3002 is a waiting position corresponding to each column. It shows whether or not the boarding guidance to the platform is possible from the position and its waiting position. Then, each intersecting cell indicates whether or not boarding guidance is possible. "○" in each cell indicates that allocation is possible, and "x" indicates that allocation is not possible.

A specific example will be described with reference to line 3005. Line 3005 shows a case where the second waiting position, which is the waiting position of the second boarding group 21B, is assigned to the first platform 51A. Since cell 3011 is "x", it is not possible to assign from the first waiting position to the second platform 51B in a state where there is no intersection of flow lines. Since the second waiting position has already been assigned to the first platform 51A, the cell 3012 is "x". Since the cell 3013 is "◯", it is possible to assign the cell 3013 from the third waiting position to the second platform 51B without crossing the flow lines.

In addition, in FIG. 19, the boarding allocation possibility condition data 3000 shows whether or not the allocation to the second platform 51B at one waiting position can be assigned at another waiting position. However, in this boarding allocation possibility condition data 3000, as in the case of the boarding allocation permission condition data 2000 shown in FIG. 18 described above, whether or not other waiting positions can be assigned to the allocation of boarding points at a plurality of waiting positions. Can be easily obtained.

For example, when the first waiting position, which is the waiting position of the first boarding group 21A, is assigned to the second platform 51B, whether or not each waiting position can be assigned to the second platform 51B is shown in line 3004. ing. As described above, when the second waiting position is assigned to the first platform 51A, whether or not each waiting position can be assigned to the second platform 51B is shown in line 3005.

Here, when the first waiting position is assigned to the second platform 51B and the second waiting position is assigned to the first platform 51A, the other waiting position (third waiting position) is assigned. Whether or not is possible is determined by the result satisfying both rows 3004 and 3005. That is, the intersection of the sets of assignability of rows 3004 and 3005, respectively, may be taken. In this case, since "◯" is indicated in the third waiting position, the result is obtained that the other waiting position that can be assigned is the third waiting position.

Next, the departure group list output process in the multicar elevator system according to the third embodiment having the above-described configuration will be described with reference to FIG. 20.
FIG. 20 is a flowchart showing a departure group list output process according to the third embodiment.

First, the group management control unit 101 initializes the departure group list created and stored in the previous departure group list output process as an empty list (step S71). Next, the boarding allocation availability determination unit 110 creates a departure group candidate list based on the boarding group allocation status for each waiting position and the boarding allocation availability condition data 2000 and 3000 for each platform shown in FIGS. 18 and 19. (Step S72). Then, the boarding allocation possibility determination unit 110 outputs the created departure group candidate list to the group management control unit 101.

Next, the group management control unit 101 calculates the departure allocation score for each of the boarding groups 21A, 21B, and 21C for the arriving car (arrival car) from the departure group candidate list (step S73). In the process of step S73, for example, the value of the departure allocation score of the boarding group for which it is more appropriate to board the arrival car is calculated to be higher than the departure allocation score of the other boarding groups. For example, as shown in the above equation 2, by giving a positive correlation to the waiting time ti, the boarding group having a longer waiting time ti can have a higher hit of the departure allocation score.

Next, the group management control unit 101 determines whether or not there is a boarding group whose departure allocation score calculated in step S73 is equal to or greater than the threshold value (step S74). In the process of step S74, when the group management control unit 101 determines that there is a boarding group having a departure allocation score equal to or higher than the threshold value (YES determination in step S74), the group management control unit 101 has the boarding group having the maximum departure allocation score. To the departure group list (step S75). Then, when the process of step S75 is completed, the group management control unit 101 returns to the process of step S73 again, and the boarding allocation availability determination unit 110 creates a departure group candidate list.

Further, in the process of step S74, when the group management control unit 101 determines that there is no boarding group whose departure allocation score is equal to or higher than the threshold value (NO determination in step S74), the group management control unit 101 is created by the above-mentioned process. The departure group list is output (step S76). This ends the departure group list output process.

As described above, according to the multicar elevator system according to the third embodiment, the boarding allocation possibility determination unit 110 determines whether or not to assign using the boarding allocation permission condition data 2000 and 3000 shown in FIGS. 18 and 19. are doing. As a result, even when boarding guidance is performed for a plurality of waiting positions at the same time, it is possible to prevent the flow lines of passengers moving from each waiting position to the respective landings 51A and 51B from crossing each other. As a result, it is possible to reduce the possibility of smooth boarding and the possibility that passengers get in the wrong basket.

4. Modification Example Next, a modification of the multicar elevator system will be described with reference to FIG.
FIG. 21 is an explanatory diagram showing a configuration of a boarding / alighting hall in a multicar elevator system according to a modified example.

The difference between the multicar elevator system according to this modification and the multicar elevator system 1 according to the first embodiment is the configuration of the boarding guidance display unit. Therefore, here, the boarding guidance display unit will be described, and the same reference numerals will be given to the parts common to the multicar elevator system 1 according to the first embodiment, and duplicate description will be omitted.

In the boarding / alighting hall 80B shown in FIG. 21, only one landing 51 is provided as in the boarding / alighting hole 80 according to the fourth configuration example described above. As shown in FIG. 21, the boarding / alighting hall 80B is provided with a call input display unit 403, a waiting position display unit 404A, 404B, 404C, and a boarding guidance display unit 805A, 805B, 805C. Since the configurations of the call input display unit 403 and the waiting position display units 404A, 404B, and 404C are the same as those of the boarding / alighting hall 80 according to the fourth configuration example, the description thereof will be omitted.

The boarding guidance display units 805A, 805B, and 805C are arranged on the wall surface provided with the landing door 15. The first boarding guidance display unit 805A is installed in front of the first waiting position display unit 404A. Therefore, the first boarding guidance display unit 805A is visibly installed from the first boarding group waiting on the first waiting position display unit 404A. The second boarding guidance display unit 805B is installed in front of the second waiting position display unit 404B so as to be visible from the second boarding group waiting on the second waiting position display unit 404B. The third boarding guidance display unit 805C is installed in front of the third waiting position display unit 404C so as to be visible from the third boarding group waiting on the third waiting position display unit 404C.

Guidance information for the corresponding boarding group is displayed on the boarding guidance display units 805A, 805B, and 805C, respectively. Further, as the boarding guidance display units 805A, 805B, and 805C, various other display devices such as a liquid crystal display device and an organic EL display device are applied. Further, as the boarding guidance display units 805A, 805B, 805C, the display screen of one display device may be divided into boarding guidance display units 805A, 805B, 805C. Alternatively, independent display devices may be provided as the boarding guidance display units 805A, 805B, and 805C.

Since other configurations are the same as those of the boarding guidance display units 105A, 105B, 105C of the multicar elevator system according to the first embodiment described above, the description thereof will be omitted here. Even in the multicar elevator system provided with the boarding guidance display units 805A, 805B, 805C having such a configuration, the same operation and effect as the multicar elevator system 1 according to the first embodiment described above can be obtained. Can be done.

The present invention is not limited to the embodiment described above and shown in the drawings, and various modifications can be made without departing from the gist of the invention described in the claims.

In the above-described embodiment, an example of moving the riding basket up and down in the vertical direction as a multi-car elevator has been described, but the present invention is not limited to this, and the riding basket is moved in the horizontal direction, the vertical direction, and the like. It may be moved diagonally from the horizontal direction.

Further, in the above-described embodiment, an example in which a boarding guidance display unit for displaying boarding guidance is provided in the boarding / alighting hall as a multicar elevator system has been described, but the present invention is not limited to this. For example, the group management control unit outputs boarding guidance information indicating a landing where the boarding car to be boarded stops to a mobile terminal owned by a passenger who has entered a destination in the call input display unit when the boarding car arrives or approaches. It may be output. Then, the passenger moves the boarding basket or the landing to be boarded according to the boarding guidance information output to the mobile terminal. According to this configuration, it is not necessary to install a waiting position display unit or a boarding guidance display unit on which passengers wait in the boarding / alighting hall.

Although words such as "parallel" and "orthogonal" are used in the present specification, these do not mean only strict "parallel" and "orthogonal", but include "parallel" and "orthogonal". Further, it may be in a "substantially parallel" or "substantially orthogonal" state within a range in which the function can be exhibited.

1, 1A ... Multicar elevator system, 5 ... Travel path, 10 ... Multicar elevator, 11A, 11B, 11C, 11D, 11E, 11F ... Riding basket, 15 ... Landing door, 21 ... Passenger, 21A ... First boarding group , 21B ... 2nd boarding group, 21C ... 3rd boarding group, 50 ... boarding / alighting hall, 51A ... 1st platform, 51B ... 2nd platform, 101 ... group management control unit, 102 ... basket control unit, 103 ... call input display Unit, 104A ... 1st waiting position display unit, 104B ... 2nd waiting position display unit, 104C ... 3rd waiting position display unit, 105A ... 1st boarding guidance display unit, 105B ... 2nd boarding guidance display unit, 105C ... 3 Boarding guidance display unit, 107 ... System bus, 110 ... Boarding allocation availability judgment unit

Claims (3)

It is a multi-car elevator system that controls a multi-car elevator in which multiple cars move in the same travel path.
A call input display unit provided in the boarding / alighting hall where the passenger basket stops and where the destination is input by passengers.
Destination information regarding the destination of the passenger is transmitted from the call input display unit, and based on the destination information, a group management control unit that assigns a specific boarding group from a plurality of boarding groups to the passenger, and a group management control unit.
A car control unit that controls the movement of the riding basket and transmits movement information regarding the movement of the riding basket to the group management control unit is provided.
The group management control unit
Based on the movement information received from the car control unit, boarding guidance information, which is information about the car to be boarded by the passenger, is calculated and output to the outside for each of the plurality of boarding groups.
It is provided with a boarding guidance display unit that receives the boarding guidance information output by the group management control unit and displays the boarding guidance for guiding the passengers.
The boarding guidance display unit is provided for each of the plurality of boarding groups, and is visibly installed from the corresponding boarding groups.
The boarding / alighting hall is provided with a plurality of landings where the boarding basket stops.
The boarding guidance information output by the group management control unit also includes information on the landing where the boarding car to be boarded stops among the plurality of landings.
In the boarding / alighting hall, a plurality of waiting position display units on which the passengers stand by are installed for each of the plurality of boarding groups.
A boarding allocation possibility determination unit for determining whether or not to board from the platform is provided based on the flow line of movement from the plurality of waiting position display units to the plurality of platform.
The group management control unit calculates the boarding guidance information based on the information determined by the boarding allocation availability determination unit.
Multicar elevator system. The boarding allocation availability determination unit uses a combination of the plurality of waiting position display units and the plurality of landings as a departure group candidate list in which the flow lines of movement from the plurality of waiting position display units to the plurality of landings do not intersect each other. Output to the group management control unit
The multicar elevator system according to claim 1 , wherein the group management control unit calculates the boarding guidance information from the departure group candidate list. The multicar elevator system according to claim 1, wherein the group management control unit calculates and outputs the boarding guidance information when the boarding car stops or approaches the landing based on the movement information.

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