JPH04235868A - Group control method of elevator - Google Patents

Abstract

PURPOSE:To relieve congestion in a cage and prevent increase in time for getting off from the cage by providing a congestion level preparation means for judging a congestion in the cage following the getting-off of passengers to output a congestion level and a hall call allocation means for comparing the congestion level with the congestion in the cage to restrict the hall call allocation. CONSTITUTION:A get-off floor congested is judged by an individual congestion level preparation circuit M42 according to a daily information from a clock circuit M7 and a standard congestion level selected from a traffic flow mode to prepare a common congestion level table 41. An individual congestion level table T42 for each elevator is prepared repeatedly in the individual congestion level preparation circuit M42 according to the operating conditions and common congestion level for each elevator which varies constantly with time. If the congestion in the cage exceeds the second individual congestion level, a hall call passing command will be outputted to a serial no. control device through an elevator control data table T1 to output it to a hall call allocation record circuit M8 through a hall call registration allocation circuit M6.

Description

[Detailed description of the invention]

0001

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an elevator control system, and more particularly to a group management control method for elevators that can appropriately operate elevators during crowded times.

0002

2. Description of the Related Art As a prior art related to a group management control system for elevators, the technology described in, for example, Japanese Unexamined Patent Publication No. 58-95082 is known. This conventional technology provides service for hall calls under any conditions using the same fullness determination level set in advance by a boarding number setting device.

[0003] Further, as another conventional technique, for example, the technique described in Japanese Patent Application Laid-Open No. 156410/1983 is known. This conventional technology uses a occupancy level according to the overall congestion by setting the occupancy level for each characteristic of traffic demand, and learns the boarding refusal rate of passengers waiting in the hall according to the load in the car at the time of arrival. Then, based on this learning data, hall call fullness control is executed.

[0004] Further, as another conventional technique, for example, the technique described in Japanese Patent Application Laid-open No. 88079/1983 is known. This conventional technology reduces the occurrence of overcrowding by changing the limit value for the number of hall call assignments when the load inside the car exceeds a predetermined value.

[0005] Furthermore, as another conventional technique related to the present invention, for example, the technique described in Japanese Patent Application Laid-Open No. 58-69671 is known. This conventional technology detects the degree of congestion on the observation floor and selects an announcement on the lower departure floor based on the result, or detects the number of passengers in the car and controls the speed of the car when ascending. The idea is to perform controls to eliminate congestion on the observation deck.

[0006] Further, as another conventional technique, for example, the technique described in Japanese Patent Application Laid-open No. 1-192682 is known. This prior art relates to a new group management control device that performs multi-objective control that includes not only hall waiting time but boarding time, number of passengers, etc. According to this system, it is possible to perform hall call allocation control such as setting the number of passengers to an extremely low number and minimizing the number of shared rides at night at a hotel.

[0007] Furthermore, as a prior art related to hall call allocation recording, as proposed in Japanese Patent Application No. 1-145367, the situation of hall call allocation is recorded, and it is analyzed and determined whether or not the call allocation control was appropriate. There is a technology for this.

[0008]

[Problem to be Solved by the Invention] The prior art described above is
No consideration was given to congestion caused by passengers getting off the car at intermediate floors, a temporary decrease in the number of elevators in operation, and a lack of transportation capacity in response to a sudden increase in traffic demand.

[0009] For this reason, in the above-mentioned conventional technology, when looking at the usage status of the elevator, the users who get off at the halfway floor gather near the exit in the car, so even if the occupancy rate is about half of the capacity, new In addition, there is a problem in that passengers who are inside the car are unable to board the car, and passengers near the doorway must go out to the hall for the passengers inside the car to get off the car, and then board the car again after the passengers get off the car. This has the problem of creating situations where it is necessary to do so.

[0010]Also, the individualized group management elevator system in the prior art controls the degree of congestion inside the car as one of the control evaluation items, but if the degree of congestion is extremely If the setting is lowered, there is a problem in that the transportation capacity is insufficient, resulting in long waiting times at the hall.

An object of the present invention is to solve the problems of the prior art described above, take into account congestion caused by passengers getting off at intermediate floors, improve the feeling of crowding inside the car, and prevent an increase in the time required for boarding and alighting. To provide a group management control method for elevators, which can prevent an abnormal increase in hall waiting time due to lack of transportation capacity in a method that selectively controls vacant cars.

0012

[Means for Solving the Problems] According to the present invention, the object is to detect and set traffic flow, etc. at a time when many passengers get off at intermediate floors in an elevator group management control system that controls the degree of congestion in cars. A common congestion level creation means is provided to create a common congestion level based on the congestion level determined by the elevator. An individual congestion level creation means is provided to detect each congestion level and create individual congestion levels based on the common congestion level, and these congestion levels are used to allocate hall calls, promote departures, and call cars passing by customers waiting in the hall. This is achieved by performing controls such as blocking registration.

[0013] Furthermore, the above object is to provide a means for detecting a lack of transportation capacity and a light congestion level correction means for correcting the driving congestion level when performing congestion level control similar to empty car dispatch. achieved.

[0014]

[Operation] In the elevator group management control system for controlling the degree of congestion in the car according to the present invention, which has the above-mentioned configuration, the common congestion level creation means is configured to determine the time period when there are many passengers getting off at intermediate floors or the traffic flow. In this case, the individual congestion level creation means is controlled to be lower than a preset standard congestion level (e.g. full pass judgment level), and the individual congestion level creation means registers only car calls near end floors even when the car load is high. In contrast, the individual congestion level is temporarily raised for that elevator based on the common congestion level described above.

[0015] As a result, the present invention performs controls such as hall call assignment according to the instantaneous operation status of individual elevators, departure promotion guidance and operation control, hall waiting passenger passage control, car call registration prevention, etc. It is possible to equalize the load on the elevators of each car, to reduce the feeling of crowding in the car and to prevent an increase in the time it takes to get off the car, and to improve satisfaction, waiting time, and boarding time.

[0016] Furthermore, the present invention provides means for detecting a lack of transport capacity when performing congestion level control similar to empty car dispatch based on the manager's emotional input. By correcting the driving congestion level using the shortage detection means, it is possible to prevent long waiting times in the hall due to unloaded cars and passing cars with several passengers.

[0017]

DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the elevator group management control method according to the present invention will be described in detail below with reference to the drawings.

FIG. 1 is a block diagram showing the overall configuration of an embodiment of the present invention.

An embodiment of the group management elevator system of the present invention shown in the drawings includes a microcomputer-controlled group management control device M;
It is composed of microcomputer-controlled machine control devices K1 to K8, a sensory input device S1, a hall call button H, and a hall waiting customer number detection device S2, and various signals are communicated between these devices. is being carried out.

The group management control device M includes various data tables T1, T7, T11, T41, T42 and various functional circuits M1, M2, M6-M8, M41-M43. Although not shown, each car has a car call button for registering the destination floor, a camera for photographing the floor of the car, and a car load detection device for detecting the load inside the car. The signals from these are taken into each machine control device K1 to K8.

The sensitivity input device S1 is connected to the group management control device M by a signal transmission path, and specifies the preference of the group management control according to the judgment of the elevator manager regarding the group management control, and the control constant setting circuit S11 specifies the preference of the group management control based on the judgment of the elevator manager. This is an input device for changing other control targets including the congestion level stored in the standard congestion level table T11 shown in FIG. 3 from the outside.

The control target such as the congestion degree level value may be directly input from the sensory input device S1. In this case, the emotional input device S1 performs a correction function such as prohibiting setting when an abnormal value or an input with a contradiction between targets is input.

The traffic flow detection circuit M2 receives the information on the number of people waiting on each floor from the hall waiting number detection device S2 and the elevator control data table T from each car control device K1 to K8.
The predicted traffic flow mode is identified based on the car load input to 1 and the car congestion degree data, and as a result,
Select and reset various control constants required for group management operation control and call assignment.

[0024] The operation control constant creation circuit M4 performs full occupancy control,
The operation control constants necessary for congestion level control, priority allocation control of empty cars, etc. are created in accordance with the operating conditions of the elevator. In this case, first, the common congestion level creation circuit M4
1 creates a common congestion level table T41 as shown in FIG. 4 based on the standard congestion level selected from the date and time information from the clock circuit M7 and the traffic flow mode.

The individual congestion level creation circuit M42 judges the operating status of each elevator, which changes with time, and repeatedly creates an individual congestion level table T42 as shown in FIG. 5. Furthermore, the in-car congestion level signal generation circuit M
43 creates a full pass command, departure promotion command, etc. based on the load in the car and the congestion level based on this individual congestion degree level value, and sends it to the corresponding car control device via the elevator control data table T1. Output these commands.

On the other hand, each floor landing, for example from 1F to 16F, is equipped with a hall call button H for calling an elevator, and the signal from this hall call button H is taken into the group management control device M. . The hall call registration and allocation circuit M6 registers a newly generated hall call from the hall call button H, allocates the call to one of the car numbers, and transmits an allocation signal to the allocated car control device.

Then, each car control device K1 to K8 responds to the assigned hall call and lights up a service reservation guide on the hall lantern provided at the landing area on each floor. The car control devices K1 to K8 also control the lighting of the full-occupancy indicator light, forcefully close the door in accordance with the departure promotion command, and control the drive of the no-boarding guide device in response to commands from the group management control device M. At this time, the hall call assignment recording circuit M
Step 8 creates a hall call allocation record table T7 as shown in FIG. 9 for use in diagnosing whether congestion degree control is being performed appropriately.

According to the embodiment of the present invention, as described above, it is possible to prevent the occurrence of a situation in which departure is not possible due to an excess of the carrying load, which is the worst situation, and also to prevent the occurrence of a situation in which departure is not possible due to the excess of the carrying load. By setting the congestion degree level for determining whether to promote departure to a low value, it is possible to provide service to floors that have already been guided to the hall without having to pass through the hall full of people.

FIG. 2 shows the structure of the table T11 that stores standard congestion levels, FIG. 3 shows the structure of the common congestion level table T41, and FIG. 4 shows the structure of the table T42 that stores individual congestion levels. FIG.

[0030] In these tables, each item can be further subdivided by function, direction, or hierarchy to create a table.
It is possible as appropriate.

FIG. 5 is a processing flowchart illustrating the operation of the common congestion level generation circuit M41, which will be explained below.

In FIG. 5, steps P100 and P118 are loop processing for creating common congestion degree level data for each driving direction.

(1) Determine whether or not the congested floors of the predicted traffic flow are concentrated on the end floors, and if the congested floors of the predicted traffic flow are concentrated on the end floors, the standard congestion degree level is set according to the degree of concentration. A high common congestion level is given to (step P1
02, P101).

(2) If it is determined in step 102 that the crowded floors for descending are not concentrated on the end floors, it is determined whether the descending floors are uniform for almost all floors. If it is uniform, a value lower than the standard congestion level is given as a common congestion level according to the degree of uniformity (steps P104, P105).

(3) In the case of traffic flow that does not meet any of the above conditions, that is, in step P104, if the alighting floors are not uniformly distributed, the common congestion degree of multiple levels is determined based on the standard congestion degree level. A level is created (step P106).

(4) Next, compare the current traffic volume and transportation capacity. Determine whether there is a traffic flow that exceeds the transportation capacity based on the current common congestion degree level, and if there is a traffic flow that exceeds the transportation capacity, determine a common congestion degree level with a higher value commensurate with the lack of transportation capacity. and save that value in table T4.
1, and create a higher lower limit value for the common congestion degree level, and store that value in table T41 (steps P108 to P112).

(5) In step P108, contrary to the above, if it is determined that the transportation capacity is excessively larger than the traffic flow, the common congestion degree level is set to a lower value according to the degree of excess, and The lower limit of the common congestion degree level is lowered (steps P114, P116).

When adopting a method of directly specifying values from the sensing input device S1 to the standard congestion degree level table T11, in order to improve the operability, the control constant setting circuit S11 may also be configured by simulation means. When performing processing to determine the standard congestion level, in order to keep the processing time realistic, the second
Only the value corresponding to the common congestion level is stored in the table T11, and other common congestion levels are created based on this value according to a predetermined rule.

The easiest way to do this is to add and subtract -30% and +20% for the congestion level, and then
For example, creating a common congestion level.

[0040] In addition, the degree of crowding (expressed as the passenger occupancy rate with respect to the floor area inside the car, obtained by analyzing the image captured by the camera inside the car) and the loading load (the load inside the car are detected by a load sensor under the floor). ) may be output as appropriate.

[0041] In general, the first and second common congestion levels are designed to cover only the congestion level, and the third common congestion level is designed to cover the live load, in order to ensure transportation capacity and the congestion level. Suitable for improving sensation.

FIG. 6 is a processing flowchart illustrating the operation of the individual congestion level generation circuit M42. In FIG. 6, steps P202 and P248 indicate repeated processing for the number of elevators.

(1) First, the magnitude of the load inside the car is determined, and if the load is high, the car call registration status indicating the floor to get off,
Determine the degree of congestion (steps P206, P220
).

(2) In the determination at step 220, for example,
If the degree of congestion inside the car is low based on the image data analysis of the inside of the car in relation to the load inside the car, or if the number of car calls is small, or if the car calls are particularly concentrated on the end floor, etc. to set the individual congestion level for that elevator in the current driving direction to be high. At this time, a set of individual congestion level data for the elevator is created based on the lower limit of the individual congestion level and the first to fourth common congestion levels (step P224).

(3) If it is determined in step P206 that the load inside the car is small, it is determined whether the elevator has already passed the crowded floor, and if so, the degree of congestion inside the car increases rapidly. Since it can be determined that the possibility has almost disappeared, the process of step P224 is performed after determining the number of car calls, etc. in step P220 described above, and the car is operated with a high in-car congestion level for hall calls in the direction of travel. . Also, if it has not been passed, or if step P
If the number of car calls etc. is normal at 220, the elevator will reverse direction and head toward the crowded floor, so the common congestion level is created and set as an individual congestion level (
Steps P210, P226).

(4) If it is determined in step P220 that there are a large number of car calls or that the car is crowded with wagons, wheelchair users, etc., the individual congestion degree level in the direction of travel is lowered; In order not to receive a new hall assignment, and if there is a hall call assignment that has already been assigned, the third individual congestion level used for determining whether to promote departure is set low (step P222).

(5) Steps P222, P224, P2
After the settings in Step 26 are completed, the predicted congestion level in the car when traveling in the opposite direction to the current direction of travel is calculated from the predicted number of passengers for the hall call that has already been assigned or the information on the current number of people waiting on that floor, and calculates the predicted congestion level. The magnitude of the degree is determined (step P240).

(6) If it is determined in step P240 that congestion is predicted to be large, check the predicted number of floors to get off at and whether the traffic flow concentrates on the end floors or not. If the predicted number of floors to descend is large, a set of individual congestion levels in the opposite direction is set to be lower than the common congestion level (steps P242, P244).

(7) If a situation other than the above is expected,
That is, if the predicted in-car congestion level is small in step P240, or if the predicted number of floors to descend is small in step P242, the common congestion level is set as the individual congestion level in the opposite direction (step P246). .

FIG. 7 is a processing flowchart illustrating the operation of the in-cage congestion signal generation circuit M43, which will be explained below. In FIG. 7, step P312 and step P358 indicate that the process is sequentially repeated for eight elevators.

(1) First, it is determined whether or not the congestion level in the car exceeds the second individual congestion level, and if it exceeds the level, a hall call passing command is sent to the car control via the elevator control data table T1. In addition to being output to the apparatus, it is also output to the hall call allocation recording circuit M8 via the hall call registration allocation circuit M6. In addition, if the congestion level in the car does not exceed the second individual congestion level, it is assumed that the congestion level in the car has improved considerably, and this hall call passing command is canceled (
Steps P320, P322, P324).

(2) Next, it is determined whether or not the car load exceeds the third individual congestion degree level, and if it does, the departure is prevented from reopening, disables the open button, restricts door opening, etc. Output a promotion command. Furthermore, a departure guidance command is output to inform passengers who are about to board the elevator and those waiting in the hall that they will not be able to depart if they board the elevator any longer. Departure guidance can be provided using a voice guidance information device, but in an office building where a limited number of people are always using the vehicle, the simplest method is to sound a buzzer that sounds when the load is overloaded. It is also possible to make a buzzer sound intermittently to distinguish between
332, P338).

(3) In step P330, if the car load is sufficiently low, the departure promotion command is canceled (step P334).

(4) Next, it is determined whether or not the car load or congestion level exceeds the fourth individual congestion level, and if it exceeds the level, a departure prevention command is output, and a message indicating that departure is not possible due to congestion is output. If you are the last person on board, please get off the train.'' or output an alighting guidance command by sounding a buzzer or the like. Furthermore, if the car load or congestion level does not exceed the fourth individual congestion level, the guidance command is canceled (step P340).
, P342, P348, P344).

FIG. 8 is a schematic processing flowchart illustrating the operation of the hall call registration and allocation circuit M6, and steps P601 and P678 indicate that loop processing is performed for each floor, direction, and call type.

(1) First, it is determined whether or not there is a hall call that requires allocation, and if allocation is required, there is a hall call whose internal load or congestion level of each car is the same as the direction of the hall call. 2. Determine whether or not the individual congestion level is exceeded, and if so, designate the elevator as an elevator excluded from hall call allocation (step P
610, P620, P630).

Note that the above-mentioned process is repeatedly executed for the number of elevators in steps P612 and P632.

(2) Next, hall call assignment processing is performed based on the above-mentioned results, and hall call assignment factors are recorded (steps P640, P650).

When selecting an elevator to which a hall call is to be assigned in step P640 described above, if the degree of congestion in the car exceeds the first individual congestion degree level, a penalty corresponding to the amount is added to the evaluation value of that elevator. By adding the values, the elevator is processed to be less likely to be selected.

One embodiment of the present invention described above is shown in FIGS. 1 and 2.
As shown in , the operation control congestion degree level creation circuit M4 is
Although the configuration includes two congestion degree level generation circuits M41 and M42 and one congestion degree control command circuit M43, the present invention is not limited to this, and for example, the above-described circuit M41 or circuit M42 is configured. It is also possible to have a configuration including only one of the following.

[0061]

[Effects of the Invention] As explained above, according to the present invention, a predicted in-car congestion level is created for each elevator, which allows hall call assignment to floors where the occurrence of congestion in the car due to passengers getting off is predicted to occur. By doing so, it is possible to eliminate the imbalance in the degree of congestion within the car, and to minimize the increase in hall call waiting time due to the increase in time required for passengers located at the back of the car to get off. .

Furthermore, according to the present invention, in the event of an unexpected situation such as a sudden increase in traffic demand or a shortage of service elevators, the level of congestion within the car can be quickly changed. It is possible to prevent the occurrence of abnormal hall length waiting times caused by frequent passing of hall calls and insufficient transportation capacity.

[Brief explanation of the drawing]

FIG. 1 is a block diagram showing the configuration of an embodiment of the present invention.

FIG. 2 is a diagram showing the configuration of a table T11 that stores standard congestion levels.

FIG. 3 is a diagram showing the configuration of a common congestion level table T41.

FIG. 4 is a diagram showing the configuration of a table T42 that stores individual congestion levels.

FIG. 5 is a processing flowchart illustrating the operation of the common congestion level generation circuit M41.

FIG. 6 is a processing flowchart illustrating the operation of the individual congestion level creation circuit M42.

FIG. 7 is a processing flowchart illustrating the operation of the congestion control command generation circuit M5.

FIG. 8 is a schematic processing flowchart illustrating the operation of the hall call allocation circuit M6.

FIG. 9 is a diagram showing the structure of a hall call allocation record table.

[Explanation of symbols]

K1 to K8 Unit control device M Group management control device M1 Group management operation control circuit M2 Traffic flow detection circuit M3 Common congestion level creation circuit M4 Individual congestion level creation circuit M5 Congestion control command creation circuit M6 Hall call assignment circuit M7 Hall call assignment recording circuit

Claims (16)

[Claims] [Claim 1] In a group control elevator system in which a plurality of elevators are operated as a group, a congestion level generation means for determining the degree of congestion in the car due to passengers getting off from the operation status of the elevator and outputting the congestion level. and hall call allocation means for comparing the congestion level and the in-car congestion level or predicted in-car congestion level of each car, and restricting hall call allocation. Method. [Claim 2] In a group control elevator system in which a plurality of elevators are operated as a group, a congestion level generation means for determining the degree of congestion in the car due to passengers getting off from the operation status of the elevator and outputting the congestion level. and congestion detection signal output means for comparing the congestion degree level with the in-car congestion degree or predicted in-car congestion degree of each car, and outputting one or more congestion detection signals to at least the car control device. A group management control method for an elevator, characterized in that: [Claim 3] In a group management elevator system in which a plurality of elevators are operated as a group, a congestion level generation means for determining the degree of congestion in the car due to passengers getting off from the operating status of the elevator and outputting the congestion level. and a hall call allocating means for at least restricting hall call allocation by comparing the congestion degree level with the in-car congestion degree or predicted in-car congestion degree of each car; A group management control method for an elevator, characterized in that the elevator group management control method comprises: an in-cage congestion detection signal output means for outputting at least a hall waiting passenger passage control command to a car control device. 4. The congestion level creation means outputs one or more congestion levels that are lower than a preset standard congestion level when there are many floors to descend from. 3. The elevator group management control method according to 1, 2 or 3. 5. The congestion level creation means outputs a congestion level higher than a preset standard congestion level when the number of descending floors is small. group management control method for elevators. 6. The congestion level creation means outputs one or more congestion levels that are lower than a preset standard congestion level, the more uniform the floor distribution of the number of people getting off the train according to the predicted traffic demand. Claims 1 and 2 characterized in that
Or the elevator group management control method described in 3. 7. The congestion level creation means sets a congestion level higher than a preset standard congestion level as the predicted traffic demand distribution of the number of people getting off the train is concentrated near a specific floor, especially near an end floor. Claim 1 characterized by outputting
, 2 or 3. The elevator group management control method according to . 8. The congestion level creation means outputs one or more congestion levels based on a standard congestion level preset from multi-target sensory input data and elevator usage status. Claim 1,
The elevator group management control method according to 2 or 3. 9. The congestion level creation means outputs one or more crowding levels for each direction based on elevator usage data for each direction. group management control method for elevators. 10. The congestion level creation means outputs one or more congestion levels lower than a preset standard congestion level when the number of car calls is large relative to the car load. The elevator group management control method according to claim 1, 2 or 3. 11. The congestion level creation means outputs a congestion level higher than a preset standard congestion level when the number of car calls is small relative to the load inside the car. , 2 or 3. The elevator group management control method according to . 12. The congestion level creation means is configured to set a first congestion level for restricting a hall call service in order to predict and prevent congestion in the car, and a departure promotion level to deal with congestion in the car. 4. The elevator group management control method according to claim 1, 2 or 3, wherein the second congestion level for performing the above is determined from a preset standard congestion level and outputted. 13. The congestion degree level creation means is configured to set a car level as one of the evaluation factors for elevator selection when allocating new hall calls and reassigning hall calls in order to achieve a control objective for the degree of congestion in the car. 4. The elevator group management control method according to claim 1, 2 or 3, further comprising outputting a congestion degree level for evaluating the internal congestion degree. 14. The congestion level creation means outputs one or more congestion levels lower than a preset standard congestion level when detecting a decrease in transportation capacity by operating elevators. The elevator group management control method according to claim 1, 2 or 3. 15. The congestion level creation means determines a common congestion level common to all elevators from the operating status of all the elevators and predicted traffic demand, and further, based on this common congestion level, The congestion level is determined by determining the individual congestion level from the operation prediction of each individual elevator, and evaluates the congestion level in the car as one of the evaluation factors for elevator selection at the time of hall call assignment in order to achieve at least the control goal of the congestion level in the car. 4. The elevator group management control method according to claim 1, wherein the individual congestion degree is output as a degree level. 16. In a group management elevator system in which a plurality of elevators are operated as a group, a congestion level generation means for determining the degree of congestion in the car due to passengers getting off from the operation status of the elevator and outputting the congestion level. and hall call allocation means for restricting hall call allocation by comparing the congestion degree level with the congestion degree in the car or the predicted congestion degree in the car, and the allocation recording means for recording at least the congestion degree level at the time of hall call allocation. A group management control method for an elevator, characterized in that: