JPH0640675A - Elevator's passenger number detector and elevator controller - Google Patents

Abstract

PURPOSE:To output an accurate data to an information guide system, a building or an air conditioner system or the like by compensating the number of simultaneous passengers and detecting the number of accurate passengers. CONSTITUTION:A side from a signal out of a cage load detector RG, an operational direction signal is inputted anew into a digital computer MA, whereby the number of elevator passengers is calculated and the number of simultaneous passengers is made so as to perform its compensation. In this digital computer MA, a compensation value by the number of simultaneous passengers is sought on the assumption that all passengers alight from an elevator cage in time of an operating direction change of the elevator, and thereby an error dut to simultaneous boarding and alighting is held down to the minimum. With this constitution, an elevator's boarding-alighting detector that has compensated a portion for the number of simultaneous passengers, and outputting the number of yet more accurate passengers is offerable. Using these data, proper elevator control can be carried out in this way.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a device for detecting the number of passengers getting on and off an elevator, and more particularly to a device for detecting the number of people getting on and off using a digital computer.

[0002]

2. Description of the Related Art In recent years, with the progress of elevator control systems, control adapted to the traffic demand in buildings has become possible. As one example of this, the door opening time of the floor with a large number of passengers is lengthened, or the congested floor is used as the return floor. Further, in a group management control of a plurality of elevators installed side by side, a plurality of vehicles are allocated and a plurality of vehicles are allocated to a congested floor.

Further, as described in Japanese Patent Application Laid-Open No. 59-48369, learning control is carried out in which a control method for selecting an elevator to which a hall call is assigned and a parameter are automatically changed according to a feature mode of traffic demand. For this reason, the accuracy of traffic demand data plays an important role.

To detect this traffic demand, that is, to detect the number of people getting on and off the elevator, as shown in Japanese Patent Laid-Open No. 61-45872, the number of people getting on and off is detected according to the load change in the car. In order to supplement the detection accuracy of the load detection device, as disclosed in Japanese Patent Publication No. 63-65589, a photoelectric device provided near the entrance and exit of a person and a passenger by a hall call or a car call Or, when it was confirmed that there were no passengers getting off, the number of passengers getting on or off was corrected to zero.

Further, as shown in Japanese Patent Publication No. 2-34872,
A load detection device was installed in the car, and a waiting person detection device was also installed in the hall on each floor.A constant calculation formula was used from these output values, and passengers at the doorway exited once to get off the car at the back of the car. There was a device for detecting the number of passengers getting on and off that compensated for the number of passengers.

Further, as disclosed in Japanese Patent Laid-Open No. 61-45872, there is a device for detecting and correcting a reverse ride which is likely to occur during lunch.

Further, as a method for detecting the number of passengers getting on and off the vehicle in order to improve the detection accuracy in the case of first riding and alternate occurrence of getting on and off, there is a detecting method for obtaining the number of passengers based on the cumulative increase in load change. 3-61273 and Japanese Patent Laid-Open No. 3-216478
It is disclosed in the publication.

Further, instead of an optical passenger detecting device, the method of detecting the getting-off or getting-in state from the change of the passenger load and extending the door opening time is disclosed in Japanese Patent Laid-Open No. 3-267288. ing.

Furthermore, when both a passenger and an alighting passenger are generated from a car call and a landing call, by displaying the getting-off position and the getting-on position in the car and the landing, respectively, the getting on and off is smoothed and the time is shortened. Japanese Patent Application Laid-Open No. 60-161876 discloses the improvement of the operating efficiency.

[0010]

When servicing a crowded floor where passengers are getting on and off, the passenger may start getting on the hall before getting off the inside of the car. That is, when passengers and alighting passengers occur at the same time, when the number of passengers getting on and off is calculated from the load of the car, the load in the car, or the change state of the detected value such as the number of people in the car, it becomes an undervalue. In other words, with the passenger detection device according to Japanese Patent Publication No. 63-65589, it is possible to correct up to one person each for getting on and off, but not for two or more people getting on and off at the same time. Further, in Japanese Patent Laid-Open No. 3-61273, there is no consideration regarding simultaneous boarding and alighting.

In order to solve this problem,
In JP-A 2-34872, the solution is aimed at by providing a load detection device in the hall of each floor of the car, but this is significantly increased in the installation location of the camera and the equipment cost, and in addition to waiting guests in the hall. There were practical problems such as difficulty in distinguishing it from passersby, and it could not be used except in buildings with a special layout.

It is an object of the present invention to provide a practical boarding / alighting person detection device which detects a more accurate boarding / alighting person and enables more appropriate elevator control.

[0013]

A feature of the present invention is that the means for detecting the number of passengers in a car is a device for detecting the number of people in a car by an ITV or a floor mat switch group installed in the car, or a device for detecting a load in the car, or , A car load detection device that detects the total load required to pull the car including the car rope can be used. In this way, various detection devices that output a signal useful for detecting the number of people in a car are collectively referred to as a device for detecting the number of people in a car. The detection signal for the number of people in the car and the operation status signal for the elevator are input to the digital computer.

In the digital computer, the number of people getting on and off is calculated based on the output signal of the number-of-cars detecting device in the elevator car, the driving direction signal of the elevator, the presence / absence of a boarding / alighting call, and the detection signal of passengers getting in and out.

[0015]

When the elevator driving direction is reversed, the passenger detection device according to the present invention obtains the number of people getting on and off by utilizing the fact that almost all the people in the car at the time of arrival arrive.

That is, the minimum value of the load in the car is corrected to the number of passengers in the opposite direction or 0, and then the number of passengers getting on and off is calculated.

Further, when driving in the same direction is continued, when occupying a crowded floor with many passengers getting on and off, or when servicing a floor for which both hall call registration signals and car call registration signals are registered, the number of people in the car is detected. With the output signal of the device, for example, Japanese Patent Laid-Open No. 3-61273, the number of passengers or the number of passengers obtained by changing the load, as in a passenger detection device such as Japanese Patent Laid-Open No. 3-61273, is used to detect the change in the number of people in the car or the entrance / exit of the photoelectric device PHOTO, etc., which detects the car entrance A correction value for the number of passengers getting on and off at the same time is calculated by the signal P _I0 during boarding and _alighting output from the middle detection device, and this correction value is added to the number of people getting on and off calculated by the basic formula to obtain and output a more accurate number of people getting on and off.

That is, the number of people getting on and off is calculated from the load change in the car from the opening of the door to the completion of closing the door, and the period during which there is little change in the load of the car and the signal during the getting on and off is found as the simultaneous getting on and off time T _1. A correction value P _S for the number of passengers getting on and off at the same time is calculated from and the passenger conversion coefficient K _1, and the number of passengers P _I1 or the number of passengers P _O1 obtained by the load change is corrected to a large value.

In any case, it is not possible to accurately detect the number of people getting on and off at the same time on the general floor, and since the passengers concentrate at a narrow entrance and exit at the same time, the boarding and alighting time will be extended, so the simultaneous boarding and alighting will be extended. Detects floors and times when there are a lot of traffic, and "provides passengers to get on and off" and provides guidance to encourage them to get on and off correctly.

[0020]

Embodiments of the present invention will be described below with reference to FIGS. 1 to 8.

Reference numerals 1F to 4F in FIG. 1 indicate halls from the first floor to the fourth floor. Reference numerals 1HU, 2HD, 2HU, ... 4HD denote hall call registration buttons for calling elevators for each driving direction on each floor.

The car C is driven by a sheave S by a rope. In the car, a photoelectric device PHTO that detects passengers at the entrance / exit, a gate switch GS that confirms that the door of the elevator is closed, car call registration buttons 1C to 4C that indicate a destination stop floor, and a car load detection device RG Is attached.

The signal of this device is input to the digital computer MA through a signal line.

FIG. 2 is an explanation of the basic function of detecting the number of people getting on and off, and FIG. 4 is a system program O of the digital computer MA.
A basic processing flow for detecting the number of people getting on and off, which is one of the tasks that is periodically activated from S, for example, every 100 ms is shown. 2 and 4, the basic function of detecting the number of people getting on and off will be described.

FIG. 2 is a graph showing a change in the output value of the car load detection device RG when a passenger follows a descending passenger during a single door opening / closing period of the elevator. The vertical axis indicates the load detection value. After the door is opened, the load is light during the period a in which a person is descending, so the output is reduced. After that, in a period b in which a person comes in, the number of people in the car increases and the output increases. Here, the load variation amount corresponding to the number of people P _OUT getting off is indicated by N _OUT , and the load variation amount corresponding to the number of passengers P _IN is indicated by N _IN .

The digital computer MA monitors the output of the in-car load detection device RG from the start point of door opening to the end point of door closing by the steps P110 to P140 of the flowchart shown in FIG. RG1, or the number-of-people conversion value P1 in the car, the minimum detection value RG2 or the number-of-people conversion value P2, the detection value RG3 when the door is closed or the number-of-people conversion value P3 are detected.

At step P110, it is determined whether one second has passed from the start of door opening or the natural change of the load inside the car due to the deceleration control of the elevator has converged. At step P115, the number of people in the car at the time of arrival is stored. At this time, the maximum number of people in the car P2 or the number of people P1 at the time of arrival is substituted into the minimum value P2. This process may be executed when Y is determined in step P100.

In step P100, a period during which the passenger does not get on and off is determined so that unnecessary calculation processing and abnormal processing do not occur. For example, during acceleration, the load in the car changes by that amount depending on the magnitude of the acceleration, which is effective in eliminating this effect.

At step P150, the number of people getting off is set to P1-P.
2 (or RG1-RG2) is calculated, and the number of descending persons detection value P _OUT (P _O1 ) is output. In addition, the number of passengers is P3-
P2 (or RG3-RG2) is calculated and the passenger detection value P _IN (P _I1 ) is output.

The conversion of the number of persons is obtained by dividing the load detection amount by the load per person, for example, 60 [kg / person]. If the average weight is unknown, the value of this conversion coefficient is set so that the number of persons equivalent to the capacity is output when the load fluctuation amount of 100% of the rated value is detected.

Next, at step P155, if it is judged whether the vehicle is in the waiting state even if it is in the departure state or the door is closed or the door is opened, the statistical processing of the number of people getting on and off is performed at step P160, and as shown in FIG. Learn the number of people getting on and off for each floor at.

With this structure, the following effects are obtained as compared with the conventional passenger detection device.

(1) Since steps P130 to P150 are processed even when the door is open, it is possible to obtain the number of people P _OUT 'at that time or from the latter half of the section a in FIG. In section b, the correct number of people P _OUT and the number of passengers P _IN ′ up to that point can be obtained.

With this, operation control such as selection control of the door opening time according to the situation of the number of passengers getting off and the number of passengers at the time of service this time, operation control such as restriction of the number of car calls for registration permission, and "Please pack in the back". , Etc. guidance control can be executed.

(2) In step P155, since the statistical processing of the number of people getting on and off is once executed when the door is in the waiting state even if it does not stand by and the door is open, it becomes a crowded floor when lunch or leaving the office. After returning to the standard floor, when waiting for the door to open or waiting for the door to close, statistical processing of a large number of alighting passengers can be performed, and rational learning can be done. As a result, there is an advantage that the switching of the traffic demand mode can be determined earlier.

(3) In step P150, detection of boarding / alighting by a photoelectric device is stored and introduced as a prior art.
It is possible to improve the learning accuracy of the statistical processing of the number of people getting on and off by executing the correction processing according to −65589 publication. By further developing this technology, when the elevator is stopped by passengers and the car is crowded more than the predetermined value PK2, people near the entrance often exit once. Therefore, when the hall call is not registered, the car is not registered. The minimum number of passengers P2 is set as the number of people in the car P3 at the time of departure, the number of descending passengers is calculated by P1-P2, and the number of passengers is set to 0.

With the basic function of detecting the number of people getting on and off, as shown in FIG. 6, it is not possible to accurately obtain the number of people getting on and off in various forms of getting on and off such as simultaneous getting on and off and first-ride.

However, leading cars, reverse riding cars, etc. are against the manners of using elevators, and there are many buildings in which there is almost no occurrence during actual driving. Moreover, even if it occurs, it may only occur at lunch time, and it is not a problem in many cases. However, as shown in FIG. 5, there is a particular problem in that the frontage of the elevator is wide, or the elevator hall door, the floor of the hall, or the door of the car has a mark S1 on the riding side and a mark S2 on the descending side. When passengers in the building are left-handed or right-handed, such as when the building is stretched out, a phenomenon occurs in which passengers P _H at the platform and passengers P _C inside the car repeatedly get on and off at the same time on an orderly basis. However, the detection error due to this may reach up to 50%.

Therefore, the operation of the boarding / alighting person detecting device having a correction function for accurately detecting the boarding / alighting people even if there is simultaneous boarding / alighting will be described below with reference to FIGS. 6 and 7.

FIG. 6 (a) shows the detection value P _C of the in-car load when the passengers get on and off at the same time during the one-time door opening and closing, and the passengers continue after that. the change in the graph L1, car load detection value Chijimijiku time on the horizontal axis P _C
Indicates. After the door is opened, the load will be light while the person is descending, and the output will decrease. Simultaneous boarding and alighting starts after that, but at step E350, the in-car load detection value approaches a predetermined value K _{P2 with} respect to the minimum load value P _2A and changes in a complicated manner, and the boarding / _alighting detection signal P _I0 is _generated. The period during which the robot continues to operate is determined and set as the simultaneous boarding / alighting time T ₁ . The number of people in the car will increase during the period in which there are no more people to get off and the ride continues. When such simultaneous boarding / alighting occurs, the detection values of the boarding / alighting people by the basic function become P _O1 and P _I1 , both of which are smaller than the actual boarding / alighting people P _O2 and P _I2 by the simultaneous boarding / alighting people P _S.

A broken line graph L ₁₂ shows a transition of the number of people when it is assumed that the passengers get on and off without getting on and off at the same time. The difference P _2C minimum value of the graph L ₁ and L ₁₂ by using a simultaneous passenger time T ₁ determined passenger number conversion coefficient K ₁ determined the passenger number correction value P _2C by the following formula, the minimum value P _2A detected from load change This correction value P _2C is subtracted from the above to obtain the minimum number of people in the car P _2B in processing.

P _2C = T ₁ / K ₁ (Equation 1) Simultaneous boarding / alighting time is obtained from the operation of the boarding / _alighting detection signal P _I0 and the change of the load value when the leading or trailing alighting occurs as shown in FIG. 6B. T ₁ is the time obtained by adding T ₂₁ and T _22, and does not include the time of the section d in which the getting on / off has stopped.

[0043] The section g of oligo and section a of Sakinori is not included in the same time getting on and off, asked FIGS. 2 and a cage in the number of persons P _1H at the time of arrival for the Sakinori correction calculated from the car load value of the interval b The number of descending passengers P _O2 and the number of passengers P _I2 obtained by improving the basic function described in 4 are obtained by the following formulas.

P _O2 = P _1H −P _2B (Equation 2) P _I2 = P ₃ −P _2B (Equation 3) FIGS. 7 and 8 show a flow chart for detecting the number of people getting on and off with a correction function. This processing is roughly divided into the following three cases depending on the service status and usage status of the elevator.

(1) When the driving direction is reversed, the number of passengers P in the reverse direction P
_The virtual minimum number of passengers P _2B is calculated by _SS , and the number of people getting on and off is calculated by the basic function described in FIG.

(2) When there is no simultaneous boarding / alighting, FIG. 6 (b)
The number of people getting on and off with a correction function in consideration of the first boarding of the section a and the second boarding of the section g are calculated by the formulas 1 to 3.

(3) When the driving directions are the same and simultaneous boarding / alighting occurs, the simultaneous boarding / alighting people P _S are obtained, and the boarding / _alighting people P _O1 and P _I1 obtained in the above item (2) are corrected to a value larger by P _2C. .

FIG. 7 is an overall flow chart for detecting the number of people getting on and off with a correction function, and FIG. 8 is a flow chart for preparing for getting on and off the passengers to obtain the person count P _1H and the minimum person count P _2A for the first-ride detection, which is a part of step E315. .

At step E305, it is determined that no passengers are getting on or off while the vehicle is waiting for the door to close or the vehicle is running.
Initial processing such as clearing the boarding / alighting passenger detection table is executed with.

At step E310, the changes in the car load detection values or the graphs L ₁ and L ₂ of the human figure shown in FIG. 6 are recorded in a table along with the elapsed time t. There are various recording methods. For example, instead of the time t, in the case of regular activation every 100 ms, the value at each time may be recorded for each execution.

In step E315, following the process shown in FIG. 7, the calculation of the number of people getting on and off by the following equations 4 and 5 is executed.

P _O1 = P _1H −P _2A (Equation 4) P _I1 = P ₃ −P _2A (Equation 5) FIG. 8 shows one detailed embodiment of step P 135 of FIG. 4. Minimum value P of the number of people in the car in steps P20 and P23
_Ask for _2A . In step P21 and P22 to create a maximum number detected workpiece P _1W for obtaining the in-car number P _IH upon Sakinori for Sakinori detection.

In steps P20, P24 and P25, the number of passengers in the car P _1H at the time of the first ride is created. That is, the value of P _1W is recorded in P _IH in the section c or d.

Step E320: It is judged whether or not the driving direction is reversed, and the steps E330 to E337 determine the number of people getting on and off by the method of case 1. First, in step E330, a U-turn guidance for guiding the reverse ride and a permission command for driving control are issued, but it is actually based on the number of people in the car at the time of car call and arrival, the situation and time of past traffic demand, etc. Check in advance if there is a reverse ride in step E370.
And the number of U-turn passengers P _UW > 0 created in E375
Determine with. When it is determined to be N, the limit value P _{SS of the} correction value becomes 0, and the virtual minimum number of people in the car P _{2B is set} to 0. Also, Y
If it is determined that it is determined in step E335, step E3 is performed in advance.
Number of passengers for U-turn P _UW created in E70 and E375
Is the correction limit value P _SS, and the number of people in the virtual car P _2B .

In any case, at step E337, the number of passengers P _O2 and P _I2 are calculated by the following equations with the virtual number of people P _2B in the car.

P _O2 = P ₁ -P _2B (Equation 6) P _I2 = P ₃ -P _2B (Equation 7) On the other hand, when operating in the same direction, steps E 340 and E
At 345, it is determined whether there is a high possibility that simultaneous boarding and alighting will occur,
Simultaneous boarding / alighting time T at steps E350 and E355
₁ is measured from the data recorded in step E310, the simultaneous passenger number P _2C is calculated by _{Equation 1,} and this value is added to the passenger numbers P _O1 and P _I1 to obtain corrected passenger numbers P _O2 and P _I2 .
Another method is to obtain the corrected minimum number of passengers P _{2B in the} car by subtracting the simultaneous number of passengers P _2C from the minimum number of passengers P _{2A in the} car, and to obtain the corrected number of passengers in the passengers by the equations 2 and 3. You can also

On the floor where the possibility of simultaneous getting on and off is low, the values obtained by equations (4) and (5) at step E315 are used.

When it is determined in step E360 that the passenger is leaving or waiting for the door to close, in step E365, statistical processing is performed on the number of people in each floor / direction. The series of processing from step E315 to step E365 may be configured to be executed only once at the departure determination in step E360.

At step E370, it is determined whether to execute the driving control and guidance control for the U-turn boarding, and then step E375.
The cumulative value work P _UW is updated at step E380, the reversal of the driving direction is detected at step E380, and the cumulative value work P _UW is cleared at step E390.

As described above, according to this embodiment, the equipment is easy and the detection accuracy can be made high. By using the output signal of the in-car load detection device, the device for detecting the number of people getting on and off can get on and off at the same time. It is possible to correct the error in the number of people detected.

Next, an embodiment in which the present invention is applied to a system for group management control of a plurality of elevators will be described with reference to FIGS. 9 to 11.

FIG. 9 is a block diagram of the hardware of the group management system. The group management elevator control 1 is composed of a group management control device 10 and respective unit control devices 20 to 22, and the structure is a well-known microcomputer control system. The signals of the hall call registration device 11 of each floor and the signals of the building management device 12 are input to the group management control device 10, and the signals of the voice guidance device 13 at the hall and the hall display device 14 common to all the halls are output at the output. Etc. Unit control device 20 to 2
Reference numeral 2 controls traveling of the cars 30 to 32 of each elevator and controls doors, and an in-car alarm 15 such as an in-car display and an in-car voice guidance device and a hall alarm for each unit such as hall lantern and chime. 16 controls are performed. In addition, the maintenance / management device issues commands such as inspection of the system and permission for maintenance and learning improvement.

FIG. 10 is a block diagram of software showing an embodiment of the group supervisory control device 10. The data from the boarding / alighting passenger correction rule table is used for more accurate detection of the boarding / alighting passengers, and a table S of driving and guidance control rules and parameters set based on the past elevator operation results.
An operation control program S for directly instructing execution of group management control of elevators such as call allocation processing and distributed standby processing of elevators based on information from F14, and performing group management operation control
There is F10. As input information of the program SF10, an elevator control data table SF11 such as elevator position, direction, car call, etc. sent from the machine control devices 20 to 22, a hall call table SF12, an elevator specification table such as group management number of elevators, etc. SF
13, a table SF14 of control rules and parameters for driving and guidance, a passenger number correction rule table SF
There are 22. The other program is a communication program SF20 for communicating with a setting device which provides a correction rule such as a control target and a passenger conversion coefficient K ₁ provided externally and a control rule for driving and guiding a U-turn boarding and the like. .

The output information by this communication program is only the table SF23 which statistically processes the learning values of the number of people getting on and off each floor shown in FIG. 3, the elevator service performance such as waiting time, the operating condition and the hall call allocation condition. Not
It is a control state recording table SF21 in which these are recorded with time information or recorded in time series in order to diagnose and evaluate the elevator control system.

Further, based on the recorded data of the learning data table SF23, the learning / adjustment program SF30 automatically adjusts the passenger conversion coefficient K _{1 and the} like.

For example, when the same boarding / alighting mode as shown in FIG. 6 (a) occurs at the time of reversing the direction, the learning and the result regarding K ₁ are obtained by the following equation.

K ₁ (n, i) = (P _2C + KP ₂ ) / (T ₁ −TK ₁ ) ... (Equation 8) The calculation result of this formula is that learning is repeatedly recorded n times for each floor i, For each period (every three days or every three laps of elevator operation, the average value is obtained by removing the record of an abnormally large value or an excessively small value, and the coefficient k ₁ is defined as the constant KP ₂ of the simultaneous boarding / alighting time T ₁ . It is the same as that used at the time of measurement and is stored in the boarding / alighting number correction rule table SF22.
K ₁ is part of the rules and parameters for learning,
Both are configured to be resettable by the communication program SF20.

FIG. 11 is an overall processing flowchart of the operation control program by the group supervisory control device 10.

The operation control program E5 is started after the power is turned on or by restarting. First, in the initial process E10, an initial process such as a clear process for the control data table SF11 and the like is executed.

Next, steps E20 to E70 are repeatedly executed until the power is turned off or a program abnormality occurs, and the group management control is executed.

In step E20, a hall call for all floors is input and registration processing for setting in the hall call table is performed. At step E25, the communication data from the machine control device is stored in the elevator control data table SF11.

At step E30, the process for detecting the number of people getting on and off as described with reference to FIGS. 7 and 8 is executed for the number of elevators.

At step E35, the mode of the current traffic demand is identified, and the operation management method and the hall call allocation rule are selected accordingly.

In step E40, the hall call table S
F12 or an elevator specification table SF13, an operation parameter table SF14 that is set or automatically learned and adjusted for each traffic demand mode or time zone, and an elevator control data table S according to the driving traffic demand mode identified above.
Create F11.

At step E45, an allocation process for selecting an elevator serving the registered hall call is performed. In step E50, a guidance method and a control method are determined according to the usage status. In step E55, according to the determined control method, for example, guidance control of U-turn boarding and call reset control and penalty control when U-turn is not boarded are used as temporary control of call registration or operation control such as selection of a distant elevator. However, it performs guidance service processing such as elevator service information guidance such as contents and arrival guidance, and building information.

At step E60, operation control such as hall call reset control and door opening / closing according to the door opening time according to the crowded condition of the serviced floor is performed.

Further, in step E65, it is detected that the predicted degree of congestion in the car when the service elevator arrives at the crowded floor exceeds the congestion degree allowable value WGC, and a leftover load may occur.
Request additional services by the second elevator. It also requests reallocation when there is an abnormally long wait due to frequent car calls or luggage loading / unloading.

In step E70, the elevators are distributed, the departure intervals are adjusted on the lobby floor, the service floors are automatically set, and the halls and the inside of the car are controlled according to the driving and guidance control rules and the values in the parameter table SF14. Other operation management and guidance control processing such as guidance control for passages are performed.

According to this embodiment, since the number of people getting on and off can be learned correctly, it is possible to carry out correct driving control and guidance control according to the usage situation.

The simultaneous boarding / alighting situations have been described with reference to FIGS. 5 and 6, but a supplementary description will be given with reference to FIG. 12 (a)-
(c) is a person who explains the situation when the elevator arrives at the floor with many waiting people. The movement of the passenger may cause the passenger to move away from the entrance of the elevator, resulting in idle time t2. It is also necessary to learn this time and set the door grace time due to non-detection of getting on and off at crowded floors. In contrast to such a situation, FIGS. 12 (d) to 12 (f) show situations in which the passengers are actively getting on and off at the same time. As can be seen from the figure, the flow of people is smooth, and the total stop time t14 can be considerably shortened compared to t4. That is, it is effective to arrange the position of the waiting customer by the stickers S1 and S2 shown in FIG. Then, the present invention improves the difficulty of detecting the number of people getting on and off due to the simultaneous getting on and off in such a case.

FIG. 13 shows an embodiment for guiding the service status on another floor using a display installed in the hall.
(A) is a guide display including a boarding display H101, and (b) includes a getting-off display H112. On the other hand, (c) shows the displays H101 and H112 and the unshipped display H12 during the simultaneous boarding and alighting.
It is a guide including 1. Further, (e) is a horizontal sectional view of the elevator hall, and (f) shows an example of arrival guide after improvement for further shortening the boarding / alighting time. These displays are controlled by FIG.

FIG. 14 is a flow chart showing a detailed embodiment of step E55 in FIG. 11, and symbols and the like are shown in FIG.
Corresponds to 3. This process is executed for each display. In step 500, it is determined whether the display is installed at the entrance of the elevator that has been assigned the hall call in step E45 of FIG. 11, and the service status guidance on the other floors from step 520 to 585 is executed.

In step 510, it is determined whether it is a hall call registration floor or a display installed on the passenger's crowded floor, and in step 515 it is determined whether the service is "vacant and near elevator". , Steps 555 to 5
Execute 85 simple service status guides. In some cases, only the car position in step 560 may be guided. Also, in steps 610 to 620, guidance display control when arriving at the floor where the display is installed is performed.

By thus notifying the service status on the other floor, the waiting customer on the floor where the display device is installed can indirectly know the waiting time, and the annoyance due to lack of information can be halved. effective.

[0085]

INDUSTRIAL APPLICABILITY The present invention calculates the number of people getting on and off the elevator by inputting the signal from the in-car load detecting device to a digital computer. Since the correction value is obtained and corrected, it is possible to reduce the detection error due to the occurrence of simultaneous getting on / off and the like, and to provide an elevator boarding / alighting person detection device that outputs a more accurate boarding / alighting person. In addition, this signal enables appropriate elevator control and various guidance to waiting passengers in the hall.

[Brief description of drawings]

FIG. 1 is a system diagram of an elevator.

FIG. 2 is an explanatory diagram of a basic function of detecting the number of people getting on and off.

FIG. 3 is an explanatory diagram showing a learning result of the number of people getting on and off.

FIG. 4 is a basic processing flowchart for detecting the number of people getting on and off.

FIG. 5 is an explanatory diagram of a boarding / alighting state.

FIG. 6 is an explanatory view of a method of correcting the number of people getting on and off.

FIG. 7 is a flowchart of a process of detecting the number of people getting on and off.

FIG. 8 is a flowchart of preprocessing for calculating the number of people getting on and off.

FIG. 9 is a block diagram of hardware for group management.

FIG. 10 is a block diagram of software of the group management control device.

FIG. 11 is an overall processing flowchart of group management.

FIG. 12 is an explanatory diagram of a boarding / alighting state.

FIG. 13 is a status guide diagram by a hall display device for a group management control system.

FIG. 14 is a flowchart of a group management guide display process.

[Explanation of symbols]

C ... passenger cage, GS ... gate switch, PHOTO ... photovoltaics, 1C~4C ... car call buttons, RG ...-car load detecting apparatus, MA ... digital computer, P _C ...-car number detection value, P _IN, P _I1 , P _I2 … Number of passengers, P _OUT , P _O1 , P _O2
… Number of passengers, T ₁ … Simultaneous boarding / alighting time, P _2B , P _S … Number of people compensating for simultaneous boarding / alighting.

Claims (13)

[Claims] 1. An elevator serving between floors, a call registration device for operating the elevator, an elevator control device for controlling the operation of the elevator according to a call, and a load for detecting the load of the car. In an elevator control device comprising a detection device and a detection device for detecting the number of passengers or the number of passengers getting off depending on the change value of the output signal of the load detection device during the period when the door is opened by service, the control of the elevator control device Signal or load / passenger correction value creating means for outputting a correction value for correcting a passenger detection error due to the number of passengers getting on / off at the same time according to the change state of the load signal, and the passenger value and the passenger value detected by the passenger detection device. Are equipped with means for correcting the number of people getting on and off, respectively, and the detection error due to simultaneous getting on and off is corrected. Over other passenger number detecting device. 2. The boarding / alighting person correction value creating means according to claim 1, wherein the means for estimating the value from the output of the load detection device and the signal of the driving direction of the elevator increases the corrected human numerical value when the driving direction of the elevator changes. Estimated elevator boarding / alighting passenger detection device. 3. The boarding / alighting passenger number correction value generating means according to claim 2, wherein the correction value is limited by the backward direction passenger number detecting means for detecting the cumulative number of passengers in the reverse direction who have boarded while driving in the reverse direction. An elevator boarding / alighting person detection device for correcting an excessive amount of the corrected number of people staying in a car when the direction changes. 4. An elevator serving between floors, a call registration device for operating the elevator, an elevator control device for controlling the operation of the elevator according to a call, and a load for detecting the load of the car. In an elevator control device equipped with a detection device and a passenger detection device that detects the number of passengers or the number of passengers getting off according to the change value of the output signal of the load detection device during the period when the door is opened by service, the driving direction of the elevator changes. In such a case, the minimum number of passengers in the virtual car shall be set based on the cumulative number of passengers boarded in the opposite direction or the number of registered car calls, and the number of passengers boarding / alighting shall be calculated from the value at the time of arrival of the load detection value and the value at the time of departure. An elevator passenger detection device characterized by: 5. The number-of-passengers-compensating-person means according to claim 1, wherein the output of the load detection device when the elevator door is open is provided when the floor on which both the call registration for getting on and the call for getting off is registered is serviced. An elevator boarding / alighting person detection device configured to obtain the number of people to be amended from the change situation and greatly correcting the number of people getting on and off. 6. An elevator working between multiple floors, a hall call registration device for attracting the elevator, a car call registration device for designating a destination floor provided in a car of the elevator, An elevator control device that controls the operation of the elevator according to a signal from the call registration device, and a load detection device that detects the load of the car, the elevator detection device provided at the doorway of the door of the elevator, and the load detection device, The boarding / alighting person detection means for detecting the boarding / alighting people according to the change value of the output signal of the load detection device, and the boarding / alighting people correction means for correcting the boarding / alighting people according to the signal of the boarding / alighting detection device are provided. Is added to the output of the number of passengers and the number of people getting off and on, and is output as the number of people getting on and off. That elevator of getting on and off the number detection device. 7. An elevator boarding / alighting person detection device according to claim 6, which performs the correction when servicing a congested floor where passengers get on and off at the same time. 8. An elevator boarding / alighting person detection device for performing the above correction when servicing a floor where a hall call and a car call overlap in claim 6. 9. An elevator boarding / alighting passenger detection device according to claim 6, wherein the period of door opening button operation, SW operation and door safety device operation is not included in the simultaneous boarding / alighting time. 10. The method according to claim 1, wherein the correction value of the correction means is used to correct the minimum car load value when the door is open, and an estimated minimum car load is created. An elevator load detection device that determines the number of people getting on and off from the time and the load value of the car before departure. 11. The method according to any one of claims 1 to 10,
An elevator control device that statistically processes the output of the passenger detection device for an elevator with the correction function, and controls the operation of the elevator based on the recorded data. 12. The method according to any one of claims 1 to 10,
An elevator control device comprising means for displaying guidance on a hall display installed on an arbitrary floor on the basis of data on simultaneous getting on and off, and capable of guiding and displaying the situation of simultaneous getting on and off at at least another floor. 13. The method according to any one of claims 1 to 10,
Equipped with means for displaying guidance on a hall indicator installed on any floor based on data on simultaneous getting on and off, at least on other floors, getting on or off, loading / unloading, or opening luggage, and simultaneous getting on / off status An elevator control device that displays guidance by distinguishing between and.