JPH0532303B2 - - Google Patents

Description

[Detailed description of the invention]

[Industrial Application Field] The present invention relates to an elevator control device, and particularly to a control device for appropriate elevator operation during crowded times. [Prior Art] In order to make elevators operate more smoothly, it has been widely practiced to reflect the passenger traffic volume in their control. Different detection methods have been proposed, for example, in Japanese Patent Application Laid-Open No.
Publication No. 56963 detects the weight of the car and calculates the number of passengers boarding and alighting each floor, while Japanese Patent Application Laid-open No. 140147/1983 detects the traffic demand for a specific floor of an elevator by detecting changes in the load inside the car. JP-A No. 50-125446 detects changes in the number of passengers in the car and the destination floor name in the car, and detects the number of passengers by destination floor by boarding floor and direction. Some things have been proposed. However, these methods only detect the amount of traffic entering and exiting each floor, and do not predict the number of passengers by direction of boarding, so they are useful for improving elevator operation in the following cases. was not very useful. In other words, during lunch hours, the number of elevator users increases rapidly, and the elevators are often full. For example, if a dining room floor is installed on a lower floor such as the second floor or basement floor, the users of the upper floors that are relatively closer to the second floor or basement floor will be This creates a phenomenon in which the waiting time is abnormally long because the train is packed full. For this reason, some users who are trying to go to the dining room floor from a relatively lower floor among the upper floors have no choice but to move in the UP direction (upward direction), which is opposite to the DN direction (downward direction) where the dining room floor is located. ), some people will press the hall call button and board the car that arrives first, regardless of whether it is going up or down. However, when such people appear and their number increases, the number of people passing through the halls increases, and the service for DN direction hall calls on relatively lower floors deteriorates. To explain this using Figure 2, this means that the 1st floor (1st floor) is the lobby, the 2nd floor is the cafeteria, and the 3rd to 12th floors are in the express zone.
Let's say it's set up in a building where the 13th to 19th floors are service floors, and it's now lunch time. The first elevator, 1E, has three elevators installed side by side.
The 14th floor is being serviced in the UP direction, and the 2nd unit 2E is
The 13th floor is being serviced in the UP direction, while the 3rd floor
It is assumed that Unit 3E is traveling in the DN direction in the express zone toward 2F. In addition, 15U to 18U are UP
Directional hall call, and DN for 1D to 19D
Each represents a directional hole call. At this time, the operating routes of each elevator from its current position until it continues service and returns to the dining room floor 2F are l ₁ , l ₂ , and l _3, respectively, and the portions shown by broken lines represent the floors that are full of passengers. Therefore, as is clear from this Figure 2, during busy times such as during lunch hours, the DN name of 18F is 18D.
13F DN name 13D may not be able to provide service due to full occupancy, so compared to the UP side, the service will be unavailable.
Service on the DN side deteriorates. In addition, the lower the floor, the higher the probability that the DN call will be filled with passengers, and the proportion of passengers who board in the UP direction and then continue in the DN direction increases accordingly. For this reason, the time required for UP travel increases,
The ratio of all elevators operating to the top floor increases, lengthening the time it takes for each elevator to make a round, reducing transportation capacity and making the situation worse. By the way, in order to prevent such a situation from occurring, the following methods can be considered. In other words, we will use simulations to determine the service quality when the number of people boarding the elevator in the opposite direction to the direction toward the destination floor increases and when there are almost no such people, clarify the contrast between the two, and promote this for use. appealing to the morals of each person,
This prevents anyone from attempting to board in the opposite direction. However, although this method is practical in buildings that are exclusive to one company, it is impractical in other cases, or in hotels that have an unspecified number of users. Therefore, a method can be considered to use an elevator group management control device that has a function of learning the traffic flow of elevator users, thereby predicting the above-mentioned situation in advance and performing predetermined group management control. . In other words, based on this prediction, if necessary, an elevator that has been assigned a hall call in the DN direction will pass the hall call in the UP direction, which has a short waiting time, without responding (at this time, in the case of an elevator with an immediate guidance system, In this case, the elevator may put the guidance on hold or take the trouble to select and guide the elevator to an elevator where the predicted arrival time is greater than a predetermined value or where the car is far away. In addition, Japanese Patent Application Laid-Open No. 58-95082 discloses that the number of passengers in the car and the number of passengers waiting in the hall can be detected using ultrasonic waves and industrial TV cameras, and the number of passengers can be limited and allocated based on this detected data.
Furthermore, Japanese Patent Publication No. 57-40066 proposes to predict the destination floor from the number of passengers waiting in the hall and the destination floor ratio to improve the accuracy of predicting the arrival time of the car. However, all of these measures aim to improve call allocation control and improve service quality, and the transportation capacity itself is insufficient to deal with the congestion of boarding on the general floor during lunchtime and other times. There was a problem that this system was not useful for improving service quality. In addition, when going to work, multiple devices (generally 4 devices are used)
In some cases, divided express operation is adopted, which improves transportation capacity by dividing the service floor of the elevator (more than one elevator) into upper and lower floors, and reduces the maximum number of people waiting in the lobby. The state of transportation demand at the time is uncertain at the time the elevator was manufactured, and depends on the purpose of the building, the surroundings of the building (such as whether there are suitable places for eating out or taking a break nearby), and the availability of cafeterias in the building. For example, on a certain floor (some buildings are spread over two floors),
Since the layout of the building varies greatly, it has generally been difficult to adopt divided express operation, which is a uniform control method such as when commuting to work. [Problems to be Solved by the Invention] As described above, no suitable countermeasures have been found so far for the above-mentioned crowding of passengers on the general floor during lunchtime and other times. SUMMARY OF THE INVENTION An object of the present invention is to provide an elevator control device that can improve the deterioration of elevator service due to crowding from a general floor to a specific floor or from a specific floor to a general floor during lunchtime or the like. [Means for Solving the Problem] In order to achieve this object, the present invention provides means for detecting that the transportation capacity of elevators is insufficient in relation to traffic demand based on the amount of over-traffic, etc.
When this transportation capacity shortage detection means detects a shortage of transportation capacity, a specific floor is made non-stop for hall calls and car calls, and the ratio of non-stop floors in the direction of travel where transportation capacity is insufficient. The vehicle is equipped with a traffic control means for increasing the ratio of non-stop floors in the direction of travel where transport capacity is not insufficient. [Function] Equipped with the above-mentioned transport capacity shortage detection means and operation control means, when the transport capacity is insufficient when boarding from a general floor to a specific floor or from a specific floor to a general floor during lunch time, etc. By shortening the time and improving the transportation capacity per unit time, it is possible to improve the deterioration of elevator service due to crowding when the transportation capacity is insufficient. [Embodiments] Hereinafter, an elevator control device according to the present invention will be described in detail with reference to illustrated embodiments. First, the entire automatic traffic management control device according to the present invention will be explained. FIG. 1 is a block diagram showing the overall configuration. The group management control device 90 can be configured to perform control processing by a program using a microcomputer or the like, or can be configured by a logic circuit. Here, we will explain both together, but
It is not limited to this. The input information of this group management control device 90 is as follows:
Elevator control data IE ₁ to _{IE 3} such as elevator position, direction, car call, etc. transmitted from the unit control devices E ₁ to _{E 3} (Table SF11 in Fig. 15)
), hall call data registered from hall call registration H ₁ to _{H 19} (part of table SF12),
Elevator specifications such as elevator speed and number of group-controlled elevators, automatic operation control specifications that play a particularly important role in the present invention, group control specifications such as service floor tables (table SF13), and learning constants for each operation control mode (table SF37) ), furthermore, there are a waiting passenger signal P _H such as the number of waiting passengers inputted from the platform waiting passenger detection device 70 and an input signal PI such as a destination call or a specific call inputted from the platform interface device 80. Note that the specifications and constants in tables SF13 and SF37 are based on battery backed up RAM.
(random access memory) or
It shall be recorded by EEPROM (Electrical Erasable Programming Read Only Memory), and a control specification registration device 75 and a constant generation device 85 by simulation, respectively.
It is configured so that recorded specifications and constants can be changed using input signals from UI and GI. These two devices 75 and 85 do not necessarily have to be permanently installed, but can be portable devices that are connected only for a necessary period or when necessary, and can be used as adjustment and maintenance devices that are shared with other elevator control devices. On the other hand, the input call signal is registered by the hall call registration circuit 920, the destination call registration circuit 990, and the specific call registration circuit 100, and the call allocation control circuit 930 controls each call signal so that the operation takes into account the overall serviceability. Hall calls, destination calls, and specific calls assigned to elevators 1E to 3E are elevator control output data OE ₁ to _{OE 3.}
The information is sent to each machine control device E ₁ to _{E 3} as a message. Furthermore, the car call registration circuit 910 can be provided in the car control devices E ₁ to E ₃ , but here, in order to perform automatic operation management, the car call registration circuit 910 is installed in the group management control device 90 .
It is located inside. These call registration circuits are
In either case, the service floor signal S output from the service floor table creation circuit 970 causes the registration to be performed in the second
When the operation management mode shown in FIGS. 3 to 25 is entered, call registration for service floors that are not operated is restricted in order to improve transportation capacity. Such forced control is performed by the transportation capacity shortage detection circuit 960 based on the output of the overpassing traffic detection circuit 950, the waiting passenger signal P _H , the car load signals W(1) to W(3), etc.
Executed only when a lack of capacity is detected by In addition, at this time, the predicted traffic demand generation circuit 940 quickly outputs a signal P _B of the number of boarding and alighting passengers, and provides it to the call allocation control circuit 930 and the like. Furthermore, a door opening time control circuit 110 is also provided to set the door opening time according to congestion. In addition, this assignment signal, door open time signal, etc. are output signals OE ₁ to _{OE 3} to each unit control device E ₁ to E _3.
is output as Further, the platform waiting passenger detection device 70 provides a waiting passenger signal P _H , such as the number of elevator waiting passengers on each floor, to the group management control device 90. Furthermore, the landing interface device 80
When carrying out automatic operation management to improve transportation capacity according to the present invention, the operation mode is notified to passengers in advance, and destination call registration to specify the destination floor and specific users (executives and receptionists) etc.) is used for specific call registration, etc., where a code is entered to register a call. An embodiment of the overall software configuration in the group management control device 90 according to the present invention has been described above.Next, the overpassing traffic detection circuit 950 and the predicted traffic demand generation circuit 940 are explained in FIGS.
This will be explained using Figure 4. Before explaining the overpass traffic detection circuit used in the present invention, since in this embodiment the change in the number of passengers is detected based on the change in the weight of the elevator car, we will first explain the change in the weight of the elevator car. . Figure 3 shows how the number of passengers in the car changes when the elevator services the top floor under normal conditions.The number of passengers who get off at the top floor is detected as W _p1 (the door starts to open (obtained by calculating the difference between the weight inside the car after about 1 second after the door has been opened, or the minimum value W _n1 of the weight of the car at the time of service on the top floor), on the other hand,
The number of passengers boarding from the top floor is detected by W _i1 (calculated by calculating the difference between the weight inside the car when the door is completely closed and the minimum value W _nl ). At this time, since the elevator switches from the UP direction to the DN direction at the top floor, there should be no customers who continue riding without getting off at this floor.
It can be seen that the minimum value W _n1 is approximately 0. Next, Figure 4 shows the change in the number of passengers when they arrive from the upper floor to the 2nd floor, where the cafeteria is located, when the elevator is as shown in _{Figure 2} . The number of passengers W _i2 who head to the lobby after using the is shown. On the other hand, Figure 5 shows the situation on the top floor when a passenger boarding in the opposite direction appears, such as during the lunch time mentioned _above .
Regarding W _i3 , the trend is almost the same as in the case of FIG. 3, but it can be seen that the minimum value W _n3 differs from 0 in FIG. 3 and shows a considerably large value. In addition, the number of people in the car detector used to detect the number of people passing over is not limited to a load detection device.
It is also possible to directly capture the number of passengers in the car using a Matsuto switch, area sensor industrial television camera, etc. and detect the number of passengers W _n3 shown in FIG. 5. Now, FIG. 6 shows the overpassing traffic detection circuit 950.
This is an example. In this example, as in the case of Fig. 2, three elevators are installed in parallel, and a signal indicating the weight inside each elevator car is sent from a weight detector installed in each elevator car. W(1), W(2), and W(3) are now imported. The backward direction passenger number detection circuits 11 to 13 each receive one of the corresponding signals W(1), W(2), and W(3),
Based on this, the minimum weight W _n (W _n1 in Figure 3
and W _n3 in Figure 5) and calculate this as the number of passengers in the reverse direction.
Output as WE ₁ to _{WE 3} . These signals WE ₁ to WE ₃ are created each time the direction of each elevator is switched from the UP direction to the DN direction, or from the DN direction to the UP direction, and are taken into the accumulation circuit 10 each time. The accumulation circuit 10 processes these signals WE ₁ to WE ₃ and outputs the amount of traffic WE in the wrong direction for a predetermined period, for example, 10 minutes. On the other hand, the number of passengers W _io during the same period is collected by the number of passengers detecting circuits 21 to 23 and the accumulation circuit 20 which also receive the signals W(1) to W(3) as input,
Output. Thus, the amount of traffic in the opposite direction WE and the number of passengers W _io
After determining, the calculation circuit 30 outputs the backward passenger rate EP ₁ by calculating WE/W _io =EP ₁ . As already explained in Figures 3 to 5, the minimum value of the weight inside the car (W _n3 in Figure 5) at the floor where the direction of elevator operation is switched represents the number of passengers in the opposite direction. It's summery. Therefore, according to the embodiment shown in FIG. 6, the number of passengers in the reverse direction and the passenger ratio in the reverse direction can be easily and accurately given, and the transportation capacity is insufficient due to congestion on the general floor. It can be used as accurate information for making decisions. FIG. 7 shows an embodiment of the predicted traffic demand generation circuit 940, which is composed of the following three circuits. (1) Car weight signal W(1) which forms part of the input signal of each elevator's unit control device E ₁ to _{E 3}
~W(3) A usage status detection circuit 50 that detects the status of passengers using the elevator based on the car position and direction signals. (2) When there is a large amount of passing traffic, passenger data P _i
A passenger number correction calculation circuit 60 corrects and outputs the data P _i ' representing the situation as it should be. (3) The new service floor signal S that is output when operation management is performed by the transport capacity shortage detection circuit 960 or an input command from the outside is detected over a long and short term, and the floor after operation management is determined based on the learned traffic demand data. Predicted traffic calculation circuit 65 that estimates usage traffic for each floor. Next, embodiments of each of these block circuits will be described using FIGS. 8 to 14. First, an embodiment in which the usage status detection circuit 50 includes a passing traffic detection circuit will be described. In FIG. 8, passenger number detection circuits 71 to 73
is a signal W(1) representing the weight inside the car each time the corresponding elevator services each floor;
Find the amount of decrease in W(2) and W(3). Then, a circuit 70 for collecting the number of passengers by direction and by floor classifies and totals each time by direction and by floor to create passenger data P _i for a predetermined fixed period. Similarly, the amount of increase in the weight inside the car during the service is determined by the number of alighting passengers detection circuits 81 to 83, and the number of alighting passengers by direction and floor is collected by the circuit 80, which classifies each time by direction and floor. , and create alighting passenger data P _p for a predetermined fixed period. Examples of the data collected in this way are shown in FIGS. 9 and 10. Next, once the data P _i and P _p have been created in this way, the backward passenger rate calculation circuit 90 calculates the total number of passengers in the UP direction based on these data. This is represented by the area A _iu in FIG. Also, find the total number of passengers getting off in the UP direction. This becomes the area A _pu in FIG. and,
The reverse direction passenger ratio EP ₂ is determined by calculating the ratio between the difference between these areas A _iu and A _pu and the passenger data P _i , and from this, the reverse direction passenger ratio EP ₂ is determined. Therefore, even in the embodiment shown in FIG.
It is possible to obtain EP ₂ and perform appropriate group management control of elevators. By the way, if the reverse direction passenger ratio EP ₂ is obtained in this way, using this, when the reverse direction passenger ratio exceeds a predetermined value, the passenger data P _i
It may be possible to find the original state of the vehicle, that is, the state that would have been if no passenger appeared in the opposite direction, and use this result to make elevator group management control more appropriate. . Second, the operation of the passenger number correction calculation circuit 60 for correcting this data P _i to obtain data P _i ' will be explained with reference to FIG. The left side of Figure 11 shows the number of passengers on each floor.
The sum of the UP and DN directions (corresponds to the left and right additions in Figure 9), and the right side represents the sum of the number of passengers getting off each floor in the UP and DN directions (corresponds to the left and right additions in Figure 10). It represents. In the example shown in Figure 7, the correction at a certain floor is made by the ratio of the sum of the number of passengers getting off at a floor above that floor and the sum of the number of passengers getting off at a floor below that floor. It is. Therefore, regarding the correction at 14F, the first
In Figure 1, find the area A21 of the 15th floor and above, which is the upper floor than the 14th floor, and the area A22 of the 13th floor and below, which is the lower floor than the 14th floor.
The area A10 representing the number of passengers on the 14th floor is redistributed, and as shown in FIG. 12, the number of passengers on the 14th floor in the UP direction P _iu 14 and the number of passengers in the DN direction P _iD 14 are distributed. Then, by repeating this calculation for each floor, the learned passenger data P _i in the case where the passenger rate in the opposite direction increases as shown in Figure 9, assuming that no passengers in the opposite direction appear. The data P i ' can be corrected as shown in FIG. 12, which shows the data P _i ' in its original state. Note that this correction method is not limited to the number of passengers on each floor; for example, when the ridership traffic volume (including transportation volume) learned by dividing it into blocks for each second floor is redistributed according to the direction of operation. It can also be applied to Third, the predicted traffic demand generation circuit 940 in FIG.
Of these, the predicted traffic volume calculation circuit 65 will be explained. This circuit 65 calculates the predicted traffic volume based on the data P _i ' detected and corrected as described above.The details of the circuit 65 will be explained with reference to FIG. Monitor the usage status every few minutes by specific floor or by each floor.
Alternatively, the boarding traffic P _i and the getting off traffic P _p collected for each floor are accumulated until they reach a predetermined amount, for example, an amount equivalent to 100 passengers. In block 61, the characteristics (traffic volume and its direction, congested floor and its traffic volume) of the traffic demand P _70A (hereinafter referred to as traffic flow) by boarding and alighting, each floor, and direction sampled in block 70A are calculated. identify, sort by traffic flow mode, and learn this traffic flow over a long period of time. On the other hand, in block 70B, multiple sets of the current traffic flows P _i and P _p that change from moment to moment are recorded for a predetermined period of time, and a weighted average is taken to determine the traffic flow P _70B that indicates a somewhat stable current usage situation. Create. Although this is referred to as short-time learning, this traffic flow P _70B may be created by exponential smoothing calculation of traffic flows P _i and P _p . Block 62 identifies the traffic flow mode closest to the current usage situation and outputs a traffic demand mode signal P _MOD . Block 63 shows the current traffic flow P _70B ,
The following correction is performed based on the traffic flow P ₆₁ learned over a long period of time under the identified traffic demand mode signal P _MOD . (1) Bring the total traffic volume of traffic flow P ₆₁ closer to the current total traffic volume of traffic flow P ₆₁ . (2) Next, the current traffic flow is weighted and added by floor, direction, boarding, and exiting to the traffic flow based on long-term learning that has been corrected for traffic volume, and the second corrected traffic flow is calculated.
Create P ₆₃ . In block 64, the total number of people getting off this traffic flow _P63 is corrected to match the total number of people getting on.
Create predicted traffic volume P _A. This configuration provides the following effects. (1) Short-term learning data fluctuates a lot and it is difficult to predict the usage status of all floors.
It has the advantage of being able to accurately grasp the current congestion situation and crowded floors. (2) The above drawbacks are resolved by using long-term learning data. In addition, since the total traffic volume is corrected when using long-term learning data, the predicted traffic volume P _A is more suitable for the current situation.
can be obtained. (3) The number of people getting off is corrected based on the number of people on board.
That is, this correction takes advantage of the fact that changes in passengers can be detected slightly earlier (about 0.5 to 2 minutes) than changes in passengers getting off, and prediction accuracy is improved accordingly. The circuit for estimating the number of boarding and alighting passengers in block 66 generates predicted traffic demand P _B by allocating predicted traffic flow P _A to floors currently available for service based on predetermined reasoning in response to service floor signal S. For example, the predicted traffic flow P _A 's passenger traffic demand is the first
Assuming that the situation is coincidentally the same as in Fig. 2 and that the outbound traffic demand is the same as in Fig. 10, suppose that the service floor signal S is switched as shown in Fig. 22 because congestion has occurred due to an increase in traffic demand. here,
“80% of the traffic demand to the ground service temporary holding floor.
% will move to the floor one floor below.'', the above predicted traffic flow P _A will be changed to the predicted traffic demand as shown in Figure 13 through the allocation process.
Output as P _B. The embodiments of generating the traffic demand mode signal P _MOD and predicted traffic demand P _B , which play an important role in further improving the effects of automatic traffic management control according to the present invention, have been described above. In addition, although the car load detection signal was used in the above-mentioned embodiment, the waiting passenger detection device 70
The waiting passenger signal P _{H detected in the car can be used together with the waiting passenger signal P H} , or the waiting passenger signal P _H can be used in place of the car load detection signal.
You can also use In particular, the traffic accumulation circuit 7 for a predetermined period in FIG.
Regarding 0B, changes in traffic demand can be estimated and identified more quickly and accurately by using the waiting passenger signal P _H output from the platform waiting passenger detection device 70 installed on each floor. . Next, regarding the call assignment control circuit 930, the 15th
This will be explained using FIGS. 21 to 21. Here, a method of calculating a comprehensive evaluation value for call assignment, which is necessary to further enhance the effects of the present invention, will be explained. In this embodiment, a stop call evaluation function and an evaluation function based on elevator status are used as a call allocation method. Here, the concept of the stop call evaluation function is
No. 126845. A function using the above-mentioned stop call evaluation function and evaluation function based on elevator status is referred to as a comprehensive evaluation function. This comprehensive evaluation function φ can be expressed by the following equation. φ＝T _nax −α ₁ T〓＋T _E ……(1) Tα＝〓βS ……(2) T _E ＝kα ₂ ……(3) Here, T _nax is the evaluation value of waiting time, and T〓 is The stopped call evaluation value α ₁ is a weighting coefficient between the waiting time evaluation value T _nax and the stopped call evaluation value T〓, and is called an area priority parameter. Further, β is a weighting coefficient for the stop call S (call to be serviced) on the floor adjacent to the generated hall call, and is, for example, 0 to 20. Furthermore, T _E is an evaluation function depending on the elevator condition, and is composed of a predetermined coefficient k and a load concentration parameter α ₂ . The elevator state includes, for example, a closed door state, a state where no assigned hall is called, a state where the lights inside the car are turned off, and the value of the coefficient k is set according to this state. FIG. 15 shows the table structure of the operation control system software used in one embodiment of the present invention, which is roughly divided into elevator control data table SF11, elevator control data table SF11,
It consists of a hall call table SF12 and an elevator specification table SF13. The tables in each block will be described each time the operation control program described below is explained. Note that the programs described below are managed under a system program that divides programs into a plurality of tasks and performs efficient control, that is, an operating system (OS). Therefore, programs can be started freely from the system timer or from other programs. Next, FIGS. 16 to 20 show flowcharts of a group management control program which is an embodiment of the call assignment control circuit 930. Note that only the particularly important programs mentioned above among the group management control programs will be explained here. In addition to this, there are also multiple machine allocation (congested floor additional allocation) and congested floor calling control programs, but they are omitted here. FIG. 16 is a flowchart of a program 930A that calculates the predicted arrival time of an elevator to an arbitrary floor, which is the basic data for waiting time evaluation calculations. This program is activated periodically, for example, every second, and calculates the predicted arrival time from the current position of the elevator to an arbitrary floor for all floors and for all elevators. In FIG. 16, steps E10 and E90 are
Indicates loop processing for all elevator numbers. First, in step E20, an initial value is set in the work time table T, and its contents are set in the predicted arrival time table T _A of FIG. 15 (step E25). In addition, as an initial value,
Possible options include how many seconds it takes to leave after the door is opened or closed, or the predetermined time until the elevator starts when the elevator is stopped. Next, the program advances one floor (step E30) and compares whether the floor is the same as the elevator position (step E40). If they are the same,
Since the predicted arrival time table for one elevator has been calculated, the process jumps to step E90 and repeats the same process for the other elevators. On the other hand, in step E40, “NO”
If so, the first floor running time T _r is added to the time table T of the previous floor (step E50). This time table T is then set as a predicted arrival time table (step E60). Next, it is determined whether there is a car call or an assigned hall call, that is, a call to be serviced for the elevator of interest (step E70), and if there is,
The predicted boarding and alighting time T _D is expressed as the predicted boarding traffic volume P _i (j, i) and the alighting traffic flow P _p which form the predicted traffic demand P _B for the relevant floor (array symbol i) and direction (array symbol j).
It is calculated using equation (4) using (j, i) and constants t ₁ and t ₂ (step E75). T _D = t ₁ (P _i (j, i) + P _p (j, i)) + t ₂ ...(4) And the one time required for the elevator to decelerate, open the door, close the door, and accelerate. The stop time T _S and the boarding and alighting time T _D are added to the time work T (step E80). On the other hand, when there is no call to stop (NO),
A stop time function T _P (according to the following formula) based on the predicted stop probability is calculated and added to the time work T (step E78). T _P = T _PN・(T _D + T _S ) +t ₁ ′ (R _Pi + R _Pp ) + t ₂ ……(5)

[Table] _{d=fnax pr 0}
Σ P ₀ (j,d)
^d=CPN
...(9)
Here, R _Pi is the predicted number of passengers, R _Pp is the predicted number of people getting off, and T _PN is the probability of stopping. T is step E60
The updated time indicates the predicted arrival time to work direction j and floor i. In addition, P _i (j, i) is the passenger traffic volume per reference time LT in direction j and floor i during the creation of the predicted arrival time table, and is the predicted traffic volume output from the predicted traffic volume calculation circuit of block 65 in Fig. 14. Use traffic demand signal P _B. d and di are floor variables in the j direction. D(d) is a function representing the presence or absence of an assigned hole call on floor d, and takes the value "1" if there is an assigned hole call, and "0" if there is no assigned hole call.
In other words, the number of waiting customers WP(j,
d) Estimate the number of passengers getting off in direction j and floor d. Furthermore, F _d indicates the floor one ahead of the d floor, f _nax indicates the maximum number of floors, and takes this value when the variable j indicates the DN direction. Further, T _Pi is less than 1, so KT _PN is set to 0.8, and T _PN is limited to 0.8 or less. Then, the predicted number of people getting off the train is estimated using equation (9). Number of customers waiting on the assigned hall call floor in the same direction WP
is distributed by direction using equations (7) and (8), and the next floor after floor d is
The ratio of the exiting traffic volume P _p (j, i) of the relevant floor to the sum of the exiting traffic volume from F _d to the end floor ( _f=fnax 〓 ^f=Fd・P _O (j, i)) from floor i This is the value obtained by calculating the hall calls in the forward j direction and summing them. Number of customers in the car
WG(k) calculates the total number of passengers getting off from the car position CPN in the j direction to the end floor, and distributes the number of passengers getting off to each floor.
Note that NC(k) indicates the number of car calls for car k. That is, it is only necessary to calculate the alighting traffic volume _POS for all floors and the allocated number of hall calls only once in step E20, and the processing speed can be increased accordingly. Next, the process jumps to step E25, and data is set for the time work T to the predetermined location T _A (k, j, i) of the predicted arrival time table T _A of the relevant machine (array symbol k), and then the process proceeds to step E30, where all Repeat the above process for the floor. Note that the first floor traveling time T _r and one stop time T _S in step E50 and step E80 are given for each traffic flow mode as one of the optimum operation control parameters. FIG. 17 is a flowchart of a program 930B that calculates the predicted car load WT at the time of elevator departure. This program is activated periodically, for example, every second, and the elevator moves from the current position of the elevator to an arbitrary floor. The number of people getting on and off during the time is predicted, and the load inside the car at the time of departure is calculated. In FIG. 17, steps 921 and 932 indicate loop processing for all elevator numbers. First, in step 922, the current car load is set as an initial value in the car weight work W _i , and its contents are set in the predicted car load table WT shown in FIG. Next, advance the floor by one floor (step 923) and compare whether the floor is now the same as the elevator position (step 924). If they are the same, it means that the predicted car load table for one elevator has been calculated, and the process jumps to step 932 to repeat the same process for the other elevators. On the other hand, “NO” in step 924
If so, the process advances to step 925, where it is determined whether there is no crossing detection signal EP ₁ and the direction of the service changes (lowest floor or top floor).
If “YES”, clear the basket weight work W _i ,
Assuming that there is no passing traffic, the car loads on the following floors are predicted (step 926). When the car is called (step 927), the predicted number of people getting off the car W _C is subtracted from the weight of the car W _i (step 928). Note that W _i is not negative here, and W _i =0
limited to. The predicted number of people getting off the train W _C is calculated using the following formula. W _c = W ₁ P _O (j, i) / ENT _C (k, j, i) ... (10) However, W _c ≧ 1 [persons] Here, EN is the current number of service elevators, T _c ( k, j, i) is car call duration time, W ₁
is the coefficient. When there is an assigned hall call or a guidance hall call (step 929 is YES), the predicted number of passengers W _H or the number of people waiting by direction calculated from equations (7) and (8)
The larger number of people in HWP (j, i) is added to the car weight work W _i (step 930). The predicted number of passengers W _H is calculated using the following formula. W _H = W ₂ P _i (j, i)/LTTT _H (j, i)...(11) However, W _H 1 Here, W ₂ is a coefficient and T _H is the hall call duration time. The car weight work W _i obtained in this way is set in the predicted car weight table WT at the time of departure (step 931). FIG. 18 is a flowchart of the call assignment program 930C, which is activated when a hall call occurs and in the background. In this program, the call allocation algorithm is a call allocation algorithm that minimizes the overall evaluation value of the maximum long waiting time and the average predicted waiting time (described later in FIG. 19). When a hall call occurs, the first step is step H1.
When set to 0, the generated hall call is read from outside. Then, loop processing is performed regarding floors and directions in steps H20 and H80, and steps H30 and H70. Step H40 determines whether there is a hall call that requires allocation. If not,
The program jumps to step H70 and processes all floors and directions. If step H40 is "YES", the overall evaluation value minimum call allocation algorithm of step H50 is performed to allocate the call to the optimum elevator (step H60). However, in step H58, the overall evaluation value φ
When it is determined that the value of is greater than or equal to a predetermined value, guidance control by allocation is not performed in step H60, but only a reallocation request is created in step H59, and the allocation process is performed again at the next opportunity. did. This is because it is effective in preventing careless guidance control when all the elevators are full at the time of arrival or when there is an assigned hall call that has a high probability of becoming full. FIG. 19 is a processing flowchart of the call assignment algorithm that minimizes the overall evaluation value. Step H5 to determine which elevator is optimal
0-1 and H50-7 perform loop processing based on the number of elevators. The processing in the loop begins with step H50-2, where the maximum estimated waiting time T _nax of the hall calls assigned on the front floor, including the generated hall call, is calculated.
and calculate the average value T _AVR . The predicted waiting time evaluation value is the waiting time evaluation based on the hall call elapsed time, which indicates the elapsed time from the time the hall call was generated, to the time weighted using information about the customers on the floor, and the probability that a backlog will occur. It is the sum of the value and the predicted arrival time. Next step H50-3
Now, the stop call evaluation value T is calculated from the stop calls on the predetermined floors before and after the generated hall call. moreover,
An evaluation value T _E1 based on the congestion occurrence probability is calculated (step H50-4). This evaluation value T _E1 is the predicted car load WT′ at the time of elevator arrival (the load on the previous floor).
WT value) is the predetermined value KTF (traffic demand mode)
This is an evaluation value that takes into account factors such as refusal of boarding, passengers near the exit leaving the car to get off the car, and lost time due to passengers getting on the car due to overboarding. These evaluation values T〓, T _E1 , the maximum value T _nax and the average value of the predicted waiting time evaluation mentioned above
T _AVR is combined with weighting coefficients K ₁ to _{K 4} to calculate a comprehensive evaluation function φ (step H50-5).
Then, the smallest elevator is selected from this comprehensive evaluation function φ (step H50-6). If the above process is executed for all the elevators, the elevator with the optimal comprehensive evaluation value will be selected by the calculation in step H50-6. FIG. 20 is a flowchart of calculation of the maximum value T _nax and average value T _AVR of predicted waiting time evaluation. Here, a method will be described in which only hall calls that have already been allocated and are located on floors before a newly generated hall call are subject to evaluation. In step H50-21, the maximum value T _nax of predicted waiting time evaluation and the average value calculation work T _AVRW are generated (assigned) in the conventional step H50-2 of the hall call floor.
The same predicted waiting time evaluation value T _C as in 5 is obtained and set as the initial value. Also, step H
Number of pieces required to calculate 50-28
Set _TAVRN to 1. Next, step H50-
Step H50 advances the floor by one floor in Step 22 and checks whether that floor is the same as the elevator position.
-23 for comparison. If they are the same, it means that the maximum value T _nax of the predicted waiting time evaluation for the floor ahead of the newly generated hall call has been calculated, so the average value T _AVR is calculated and processed in step H50-28. end. If they are not the same, it is determined in step H50-24 whether there is a hall call already assigned to the elevator. If there is no allocated hall call, the process returns to step H50-22.
If there is an allocated hall call, step H50-
25, and calculates the predicted waiting time evaluation value T _C for the floor. The calculation formula for this predicted waiting time evaluation value T _C is expressed by the following formula. T _c =T _A (j,i)・(1+ _γ1・P _N )+T _E2 ...(12) T _E2 =γ ₃ (WT(j,i)−K _TE2 ) ² ...(13) P _N = {T _H (j, i)・P _i (j, i) +K _WP・HWP (j, i)}÷2 …(14) However, T _E2 ≧0, K _TE2 is a variable for each transportation demand mode. The number of people equivalent to 90% of the capacity is given. Here, T _A is the _predicted arrival time of the elevator at the floor as explained in FIG. It is a weighting coefficient obtained _{from information} about In addition, the number of people waiting by direction HWP (j,
i) is taken into consideration using equation (14). The above weighting coefficient γ ₁
As, the average number of passengers per hall call,
Number of people entering the elevator per unit time,
The number of hall calls generated per unit time may be considered, but these are calculated for each traffic flow mode or stored in the table SF37. In addition, the evaluation value T _E2 of the probability of unloading occurs when the load in the car at the time of departure is, for example, 20 people, which corresponds to 90% of the rated loading capacity.
It is created when the value exceeds this value, but this value has the condition that T _E2 ≧0. Next, in steps H50-26 and H50-27, the calculated predicted waiting time evaluation value T _C of the floor concerned is compared with the maximum value T _nax of the predicted waiting time evaluation values, and the predicted waiting time evaluation value T If _C is longer than the maximum predicted waiting time evaluation value T _nax up to now, the predicted waiting time evaluation value T _c of the floor is set as the new maximum predicted waiting time value, and the process returns to step H50-22. FIG. 21 is a flowchart of the door opening time control program 980.
It is activated periodically. In FIG. 21, steps 980 and 982 indicate loop processing for all elevator numbers. In step 981, the door opening time is calculated using the following equation. DT(k)=α ₄ P _i (j, i) + β ₄ P _p (j, i) +K ₄ WP(i) ……(15) Here, α ₄ and β ₄ are learned or set for each traffic flow mode. is the coefficient. In addition, if there are many customers waiting at the hall,
Since it takes time to get off the train, the number of people waiting WP(i) is included in equation (15). Furthermore, as another example, it is also effective to use the number of people waiting in each direction HWP(j, i). Next, the service floor management means which constitutes the main part of automatic operation management in the present invention will be explained in Figs.
This will be explained in detail using FIG. 30. When a service deterioration situation caused by a lack of transport capacity is detected for one or multiple elevators as shown in Figures 2 and 22, the hall call registration circuit shown in Figure 1 is activated. 9
20 (details shown in FIG. 29) and a car call registration circuit 910 (details shown in FIG. 30) control switching of some floors to non-stop floors according to a specific mode. We will explain how to determine non-stop floors and service floors at this time, and how to provide guidance to users. FIG. 22 shows the status of various guidance devices under operation management control to alleviate the lack of transportation capacity during lunch time. Figure 22a shows the landing area on the 15th floor. In the figure, H15IA and H15IB are for one floor of the landing interface device 80, and both can be displayed in the same manner and their inputs can be made in parallel. Specifically, it is displayed as shown in FIGS. 22b and 22c, for example. FIG. 22b shows an example of the second floor, which is the cafeteria floor, and (current floor) is displayed on the second floor.
Not only this second floor, but also the floors where services are provided, such as
In the case of the 13th floor, 15th floor, etc., the (current floor) display will be changed to 13.
By simply moving it to the 15th floor, etc., the rest can be displayed in the same way as in Figure 22b. However, in the case of floors that are not serviced, such as the 14th and 16th floors, the
It is necessary to notify passengers that the current floor is a non-service floor by displaying it as shown in Figure c. Note that FIG. 22c shows an example of the 16th floor. As the interface device 80 consisting of these H15IA, H15IB, etc., an electroluminescence display, a liquid crystal display, a CRT display, etc. can be used. Furthermore, the display contents and expression methods are not limited to those shown in FIGS. 22b and 22c. H15A and H15B in FIG. 22a are hall call registers for calling elevators that serve a predetermined direction to the 15th floor, but they can also be incorporated into the hall interface devices 15IA and H15IB. For example, a touch panel with a display function can be easily realized by making the display device thinner and adopting a structure in which a switch is provided on the back side of the display device. Display examples of the interface devices in the car and at the landing in such a case are shown in FIGS. 33a and 33b and 34a and 34b. It is also possible to notify the service status by detecting that the hall call registration device is operated and providing voice guidance with the contents shown in FIGS. 22b and 22c each time. H15U1 to H15U3 and H in Figure 22a
Reference numerals 15D1 to H15D3 are service reservation information display devices, which also serve as arrival information by blinking the display mode. Further, H15I1 to H15I3 are car position indicators, which display the car position only when an elevator that has been decided to stop at the current floor due to a car call or the like comes nearby, or only when a service reservation has been announced. Note that even if service reservation guidance is provided, if the predicted arrival time is one minute or more, "distance service in progress" is displayed without displaying the floor. This is very convenient for passengers because the car position is displayed only for the required period and only for the required elevator. In other words, for example, if eight elevators are installed side by side, and the indicators of all the elevators are lit, it is difficult to find the elevator that will arrive the earliest by looking over the indicator displays; By limiting the number of units to ~3, this becomes easier and usability is greatly improved. In addition, these indicators are unnecessary during normal times when serviceability is good, and are only turned on for elevators that satisfy the above specific conditions during congestion when the service accuracy rate decreases or during periods of insufficient transportation capacity, which is the problem of the present invention. It is also possible to have a configuration in which Note that H15E1 to H15E3 indicate elevator landing doors. Next, a case will be described in which operation management control is performed by a service floor management means that automatically sets non-stop floors. Figures 22b and c show the time period 12.00 as shown in Figure 23a.
This shows the case of the operation mode in ~12.10. In such an operation mode, the service floors are only the odd-numbered floors in the upper floors, so let's go from the upper even-numbered floors to the 2nd floor where the cafeteria is located or the lobby (1st floor). Passengers are dissatisfied. Therefore, in the time period from 12.10 to 12.20, as shown in Figure 23b, this problem can be solved by replacing the upper service floor with a different floor than in the previous time period, that is, from an odd numbered floor to an even numbered floor. can. In addition, in Figures 23a and b, the 〇 marks are boarding floors, and UP use is not permitted. Here, when a lack of transport capacity is detected,
We will explain the reasons for performing service floor management as shown in the figure below, and its effects. On the other hand, if operation management is not implemented, each elevator will operate almost on each floor, and the
This will result in 16 stops. If it takes an average of 18 seconds to service the 1st floor and 28 seconds to travel and service between the 2nd and 13th floors, the round trip time RTT ₁ is RTT ₁ = 14 x 18 + 2 x 28 = 308 (seconds) is also required, and assuming that the maximum number of people that one car can transport per 5 minutes (PN ₁ ) is 20 people, then PN ₁ = (5 x 60 x 20) ÷ 308 ≒ 19.5 (people). . On the other hand, if the operation is managed as shown in Figure 23a, the number of stops per round will be 7, and the round time RTT ₂ will be 38 seconds for traveling from the 2nd floor to the 19th floor and for service on the 19th floor. If 22 seconds are required for traveling between two floors and servicing, then RTT ₂ = 2 x 18 + 38 + 3 x 22 + 28 = 168 (seconds), and the maximum number of people PN ₂ that can be transported by one vehicle at this time is PN ₂ = (5 × 60 × 20) ÷ 168 ≒ 35.7 (people) By managing the operations as described above, the transportation capacity can be increased by approximately 1.8 times (= 35.7 ÷ 19.5), which is due to the lack of transportation capacity. Elevator congestion can be alleviated. Figures 23a and 23b are operation management systems mainly for relieving congestion during the first half of lunch, while Figures 24a and b are operation management systems mainly for relieving congestion during the latter half of lunch. In other words, the first consideration was to efficiently transport the passengers boarding from the dining room floor and the lobby, and first, all services in the downward direction were made non-stop, and furthermore, judging that there was insufficient transport capacity, the service was suspended between 12.40 and 12.50. In the belt, as shown in Figure 24a, the upper even-numbered floors are non-stop, and from 12.50 to
During the 13:00 time period, as shown in Figure 24b, the upper odd-numbered floors are out of service. The ○ mark indicates the boarding floor. This operation management method can also be applied during peak work hours. For example, during the working hours from 8.00 to 9.00,
The operation mode as shown in Figure 24a may be set for 10 minutes during the peak hours of 8.40 to 8.50, and the operation mode as shown in Figure 24B may be used the next day. In addition, in this case when going to work, you will be asked to ride the car in the UP direction and go to the lobby. Although FIG. 25 shows a general divided express operation system, it is also conceivable to adopt such an operation system. Operation mode a is applied to elevators 1 to 4, and operation mode b is applied to elevators 5 to 8. The 〇 mark indicates the boarding floor. When going to work, this kind of split express operation method and the 24th
A comparison of the advantages and disadvantages of adopting the traffic management system shown in the figure is as shown in Fig. 36. As can be seen from this figure, when adopting the split express system, even if each elevator has a floor that does not stop, when looking at the parallel elevators as a whole, there is an advantage that there is no floor that does not stop, but the transport capacity is reduced. Inferior. Therefore, when such a divided express operation system is adopted as an embodiment of the present invention, in FIG. The service floors will be designated as non-stop floors to improve transportation capacity. As mentioned above, there are various operation management methods, and it is not possible to uniformly decide which method to use. Therefore, the elevator manager should decide as appropriate, taking into account the installation environment of the elevator and usage conditions. It is preferable to do so. Such designation of the operation management method is performed by the control specification registration device 75 shown in FIG. 1, but in order to improve operability, the operation management method can be specified by selecting the display contents. There is. Display examples showing the functions of the control specification registration device 75 are shown in FIGS. 26 and 27. FIG. 26 shows the menu screen, and here No. 9 is selected where the operation management specifications can be entered. Note that control Nos. 1 to 8 relate to specifications that existed before the present invention. For example, even if No. 1 is used to designate a service floor by floor, the present invention will not be able to operate the service to relieve congestion caused by insufficient transportation capacity. Not for management control,
This command is used to command the temporary closure of entrances and exits, and non-stop floors for crime prevention, energy conservation, etc. Once specified, it is always executed or for a specified period of time. In addition, Figure 27 shows screen format No. 29, where you can select control specification items related to operation management control, and go to the second level and lower screens where you can check and input specific specifications. It is possible to migrate only by inputting information. To return to the menu screen again, press function key FO1. Here, assuming that the specification shown in FIG. 23a is to be modified, No. 4 is selected. FIG. 28 shows an example of screen format No. 44 for specifying service floors for each floor. First, when this screen is selected, the current control specifications are displayed. Next, select the number of the item you want to modify and use the keyboard, light pen, touch panel, etc. to modify it. In particular, in the case of a touch panel, operation is facilitated by having a configuration in which numerical values and control specifications are changed sequentially or automatically by touching, and the operation is stopped when the purpose is met. Note that FIG. 37 shows a guideline for selecting the operation management mode in the present invention. Next, the operation of the hall call and car call registration control circuits during operation management will be explained with reference to the flowcharts shown in FIGS. 29 and 30, respectively. Although an example is shown in which the hall call registration circuit 920 is configured by a program using a computer, it is also possible to combine a gate array or a general IC logic circuit to form a circuit having a similar function. This is true not only for the circuits shown in FIG. 29 but also for the circuits shown in FIGS. 30 to 32. FIG. 29 shows a flowchart of a program constituting the hall call registration circuit 920. This program starts at a cycle of about 10ms to 100ms. First, how to create the service floor specifications determined in step 961 will be explained. The transportation management mode created by setting or requesting generation by the control specification registration device 75 is selected by the transportation capacity shortage detection circuit 960 based on the current usage status,
The 15th table is created by the service floor table creation circuit 970.
Hall call service floor specifications based on the only operation management mode selected from the automatic operation management specification table stored in table SF13 shown in the figure.
SH (j, i) and car floor specifications SC (j, i)
and instant specifications are set in table SF12 and table SF37. The service floor specifications created in this way are determined in step 961, and it is determined whether the floor in question is a service floor in the service direction of the controlled hall call. If it is a service floor, the process advances to step 963, where the hall call register H15A and the platform interface device H1 are used.
It is determined whether there is an input signal that is a registration request from 5IA. If there is an input signal, hall call registration processing is performed in step 966.
It is registered in the position of the floor, direction, and type of hall call in table SF12 in FIG. 15. In addition,
The call type is information necessary to distinguish between a general common hall call, a wheelchair user call, a call for one or more specific elevators, and can be omitted. Even if step 963 determines that there is no call registration request, step 965 determines that the hall is fully booked or there are many people boarding, and that the relevant hall call is registered based on past learning results or input commands from the control specification registration device 75. If the condition that the amount of passenger traffic is estimated to be large is satisfied, automatic hall call registration is performed in step 967. Further, in step 965, the waiting customer detection device 7
0 is installed, a function is added to determine that the data on the number of customers waiting on the floor concerned satisfies the conditions based on the automatic call registration permission signal from the waiting customer sensor of specification No. 11 shown in Figure 27. be able to. On the other hand, if the hall call is temporarily directed to a non-stop floor due to the detection of a lack of transport capacity, it is determined in step 961 that it is not a service floor, the presence or absence of immediate spec 1 is determined in step 962, and the process proceeds to step 964. Select whether or not to perform immediate reset control for registered hall calls. In addition, here, the immediate spec 1 is the spec shown in Fig. 27.
This can be specified by selecting No. 12. Registered hall calls are assigned service to one or more elevators by the call assignment control circuit 930 described in FIGS. 16 to 20. The allocated hall call is sent to the relevant machine control devices E ₁ to _{E 3} via the allocated hall call table of table SF11 in FIG. 15, and is put into service operation. It is determined in step 968 that the services of all the assigned elevators have been completed, and the hall call registration is deleted.
Normally, it is erased when landing in the door open zone or when the stop floor is confirmed. After these processes are repeated for all hall calls (step 969), the process ends. FIG. 30 shows a flowchart of a program constituting the car call registration circuit 910. This program is also 10ms like the hall call.
It starts periodically at a relatively fast speed of about 100ms. First, in step 921, data on the service floor of the elevator in question is collected. As an example of processing here, the unit control device
Spec data, car positions, non-stop floor switch inputs, car call inputs, etc. input from outside are collected from _E1 to _E3 , and the table SF shown in Fig. 15 is created.
11 elevator status table and table F1
The second car call service floor table S _c (j, i) is corrected. Next, in step 922, it is determined whether the floor in question is a service floor. If it is on the service floor, in step 924, the in _- car interface device 891 (the _third
3) or the destination floor input function unit shown in FIG. 34, which is an example of the platform interface device 80, the presence or absence of a car call is determined, and if there is a car call, the process proceeds to step 926. Dekako call registration is done and table SF1 shown in Figure 15 is created.
1 is stored in the car call table. If there is no car call, it is determined in step 927 whether there is a specification that can be specified by selecting the automatic car call registration permission item shown in specification No. 10 in FIG. If permission is granted, the number of people getting off at the floor is predicted based on the current direction of travel of the elevator and the number of people in the car, and if it is determined in step 928 that the number of people is greater than the predetermined number, automatic car call registration is performed in step 929. Let's do it. If the boarding hall waiting passenger detection device 70 is installed, the number of people boarding from the assigned hall call floor can be known quite accurately, and by using this, the accuracy when estimating the number of people in the car at the time of the car call service can be improved. can be improved. Furthermore, since the number of waiting passengers is known, it is possible to automatically register car calls in the opposite direction. Next, when the car call is temporarily switched from the service floor to the non-stop floor, it is determined in step 923 whether or not to immediately switch to the non-stop floor by determining Immediate Spec 2, and it is determined to be YES. If so, the car call is immediately canceled in step 925. In step 930, service reset processing is performed by the elevator service. Usually a few seconds before stopping or when landing in the door open zone,
Alternatively, it is erased when the door starts to open. These processes are performed for the UP and DOWN car calls on all floors (step 931), and are also repeated for all elevators (step 932) before ending. Next, an example of a program constituting the transportation capacity shortage detection circuit 960 will be described with reference to the flowcharts of FIGS. 31 and 32. FIG. 31 is a flowchart showing the first embodiment, and FIG. 32 is a flowchart showing the second embodiment. In addition,
All of these programs are activated periodically. In step 97A1, insufficient transport capacity is detected,
It is determined whether or not to permit traffic management to automatically set non-stop floors for calls to be serviced. If not, the transportation capacity shortage flag is immediately reset in step 97A6, and the service floor table creation circuit 970 is Table SF1 shown in FIG.
2 service floor tables S _C and S _H are updated. On the other hand, if the automatic operation permission specification that can be specified by specification No. 1 in FIG.
If it is determined that the number of passengers crossing over is equal to or greater than a predetermined number or a predetermined rate, or both conditions are met, a transport capacity shortage flag and its level are set in step 97A5. In addition, when the degree of shortage is low, the operation management mode shown in Figure 35 a and b is selected, and when there is further shortage, the operation management mode shown in Figure 35
Select the modes shown in Figures a and b, respectively. In addition, although usage patterns such as transit do not occur, there are cases where the bus is full. In this case, it is determined in step 97A3 that the number of times the hall call is passed through the assigned hall call or the registered hall call is equal to or higher than a predetermined level. Also, step 97A
4, if it is determined that the traffic volume on a specific floor is large, or that the total number of people waiting on the general floor and the number of passengers in the car (which can also be a total for each direction) is above a predetermined level, operation management due to insufficient transportation capacity will be carried out. will be implemented. The first embodiment shown in FIG. 31 is suitable at the start of lunch or when leaving work, while the second embodiment shown in FIG. It is preferable to adopt this method. In other words, if the number of passengers on the general floor is small, the maximum number of people waiting on a specific floor is large, or the number of times the floor is full (determined in step 97B2) occurs, the transport capacity shortage flag and its level are set in step H97B4. As a result, Figure 35c
25, a, b, and furthermore, the operation management mode shown in FIG. 24, a, b. If there is no permission flag B (determined in step 97B1), or if the total of the number of people boarding the car and the number of people waiting is small (determined in step 97B3), the process proceeds to step 9.
7B5 resets the transportation capacity shortage flag. Next, guidance for passengers, which is important to the present invention, will be explained. Figures 33a and 33b show an interface device 891 installed within the car. This device is connected to the elevator control devices E ₁ to _{E 3} of each elevator. The example in Figure 33 is a case where the operation is managed in the operation management mode shown in Figure 23a, and Figure 33a is 18
This indicates that the floor is being down, car calls have been registered for the 1st and 2nd floors, and car calls and hall calls for the 14th, 16th, and 18th floors cannot be registered. The display for the 19th floor that you passed through will be erased or dimmed. Also, the boarding expected floor on the 1st floor and the destination registration floor on the 19th floor do not need to be illustrated and can be deleted.
Here, in order to reduce the display processing for switching between UP and DOWN, the display is left as is. Furthermore, FIG. 33b shows that the second floor is being uploaded, and neither hall calls nor car calls can be registered for all floors from the 13th to the 18th. In addition, in Figures 33a and 33b, there is a car position indicator between the 2nd and 13th floors only for the passing floors (3rd to 3rd floors).
This is to display the running time (12th floor). FIGS. 34a and 34b form a part of the landing interface device 80, and show another example of the one shown in FIGS. 22b and 22c. Here, too, a case is illustrated in which the operation is being managed in the operation management mode shown in FIG. 23a. The most important feature of this example is that the destination floor can be registered at the landing, and there is no need to operate the destination floor after boarding the car, making this control system especially suitable for congestion. Note that FIG. 34a shows an example of the display on the 16th floor, and FIG. 34b shows an example of the display on the 2nd floor. [Effects of the Invention] As explained above, according to the present invention, it is possible to detect that the transportation capacity of elevators is insufficient for traffic demand, and to ensure that a specific floor is not stopped in response to hall calls and car calls. , and the ratio of non-stop floors in the direction of travel where transport capacity is insufficient is higher than the ratio of non-stop floors in the direction of travel where transport capacity is insufficient, so that the transfer from a general floor to a specific floor or from a specific floor When the transportation capacity is insufficient when boarding to a general floor, it is possible to shorten the time for one round of the elevator and improve the transportation capacity per unit time, thereby improving the deterioration of elevator service due to boarding congestion when the transportation capacity is insufficient. can.

[Brief explanation of the drawing]

FIG. 1 is a block diagram showing an embodiment of the elevator control device according to the present invention, FIG. 2 is an explanatory diagram of the usage status of the elevator, and FIGS.
The figures are respectively explanatory diagrams of changes in the weight inside an elevator car, FIG. 6 is a block diagram showing an embodiment of an elevator overpassing traffic detection circuit according to the present invention, and FIG. 7 is an embodiment of a predictive traffic demand generation circuit. FIG. 8 is a block diagram showing an embodiment of the usage status detection circuit, FIG. 9 and FIG.
Figure 0 is an explanatory diagram showing an example of created data, Figures 11 and 12 are explanatory diagrams of data correction operations, and Figure 1 is an explanatory diagram showing an example of created data.
3a and 3b are explanatory diagrams of the predicted traffic demand estimation operation, FIG. 14 is a block diagram showing one embodiment of the predicted traffic volume calculation circuit, FIG. 15 is an explanatory diagram showing one embodiment of the control table, and FIG. 21 to 21 are flowcharts explaining the operation of an embodiment of the present invention, respectively.
22 a to c are explanatory diagrams showing each state of the guidance device at the landing, FIGS. 23 a, b, 24 a,
25b is an explanatory diagram showing the operation management mode of each different embodiment of the present invention, FIGS. 25a and 25b are explanatory diagrams showing the operation management mode of the conventional divided express operation system,
FIGS. 26 to 28 are explanatory diagrams showing display examples of the control specification registration device, FIGS. 29 to 32 are flowcharts illustrating the operation of an embodiment of the present invention, and FIGS. 33a and 33b and FIGS. 34a and 34b are explanatory diagrams showing each state of the in-car interface device,
Figures 35 a to c are explanatory diagrams showing each operation management mode, Figure 36 is an explanatory diagram showing the advantages and disadvantages of the divided express operation method and the operation management method according to the present invention, and Figure 37 is a guideline for selecting the operation management mode. FIG. E ₁ to _{E 3} ... car control device, 910 ... car call registration circuit, 920 ... hall call registration circuit, 960 ...
Transport capacity shortage detection circuit, 970...Service floor table creation circuit.

Claims (1)

[Scope of Claims] 1. In a control device for an elevator that services multiple floors in response to hall calls and car calls, means for detecting that the transportation capacity of the elevator is insufficient in relation to traffic demand; When a lack of transportation capacity is detected by the capacity shortage detection means, specific floors are not stopped in response to the above hall calls and car calls, and based on the ratio of non-stopped floors in the direction of travel where transportation capacity is insufficient. An elevator control device characterized by comprising: operation management means for increasing the ratio of non-stop floors in a direction of travel where transport capacity is not insufficient. 2. The elevator control according to claim 1, wherein the transportation capacity shortage detection means is configured to increase the transportation capacity shortage detection degree when detecting that the number of passengers disembarking at a specific floor is reduced. Device. 3. In claim 1, the transportation capacity shortage detection means is configured to increase the detection degree of transportation capacity shortage in response to an increase in the number of passengers boarding an elevator traveling in the opposite direction to the destination floor. An elevator control device featuring: 4. In claim 1, the transportation capacity shortage detection means is configured to detect a shortage of transportation capacity and the level of the shortage, and the operation management means detects each level of transportation capacity shortage. An elevator control device characterized in that it is configured to select mutually different operation management modes. 5. The elevator control device according to claim 1, wherein the operation control means is configured to implement the operation control mode at the time of detecting the lack of transportation capacity within a predetermined time. 6 In claim 1, a display device is provided in at least one of the platform and the car to indicate that the operation management mode at the time of detection of insufficient transportation capacity is being implemented and the contents of the operation management mode. An elevator control device characterized by: