JPS5950587B2 - Elevator group control device - Google Patents

Description

[Detailed description of the invention] This invention relates to an elevator group management system.

One of the most popular methods for controlling elevator groups is a method that takes into consideration the traffic conditions of the entire building and the car operating conditions to determine which cars should be serviced in response to calls for landings in each direction on each floor of the building.

This is called the allocation method, which is currently widely used in group management. The service has been improved several times.

Various methods have been considered for the allocation method, that is, the method for selecting the cars to serve in response to a hall call, but the important selection criteria are: (1) Minimize the waiting time for passengers at the hall for the entire building.

(2) Reduce the number of vehicles that are fully loaded and left unloaded.

(3) In a system that predicts which cars will be serviced before arrival, the changes in the forecast should be kept as small as possible.

There is.

The simplest method for (2) is to measure the weight of the passengers in the car (hereinafter referred to as the in-car load), which is detected by a scale or the like installed under the car.

) is above the specified value, a new hall call is not assigned to the car, but this does not predict the future load in the car, so the assignment is prohibited even though the car can actually still ride. Or, conversely, you end up making an allocation even though it is certain that the place will be full, which is not a very good allocation method.

Recently, in response to this, by taking into consideration the landing calls and car calls that have already been assigned, as well as the landing calls and car calls that are expected to occur in the future, by adding and subtracting the number of people boarding and alighting corresponding to those calls to the current car load. A method has been considered in which the load in the car is predicted when the car arrives at each landing, and based on this it is decided whether to allocate the car or not.

However, although this method requires very complex calculations, it is difficult to accurately predict the load inside the car at each landing because the predicted value of the number of passengers getting on and off the train corresponding to each call does not match the actual value very much. It's strange and not very practical.

In other words, in the case of an elevator system, it is originally difficult to accurately estimate the number of people getting on and off from only information such as hall call and car call registration, and even if the calculation is made more accurate than a certain level, it is not cost-effective. Become.

Although it would be possible to more accurately determine the number of people boarding a train by installing a device at the landing to detect the number of passengers waiting, there would still be a problem in terms of cost.

This invention improves the above-mentioned method and sets the maximum number of allocated hall calls as an allocation restriction condition, thereby making it possible to reduce the number of overloads and unfilled seats in an easy-to-implement method, thereby reducing waiting time. This also reduces the number of changes in the service car forecast and provides a good elevator group management system.

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

Figure 1 is a diagram illustrating an example of the operation according to the present invention. Cars a, l), and c are installed in a six-story building. Car a is descending from the 4th floor, and car b is descending from the 6th floor. Inside, car C is ascending the third floor.

Also, 3da is in basket a, 2ub, 5 db is in basket b
3rd floor down call, 2nd floor up call, assigned to
When the 5th floor descends, LCA is in car A, 5 cc, 6.
cc is the car call for the 1st, 5th, and 6th floors registered in car C, and 2d is the just-registered call for the 2nd floor.

Figure 2 is a block diagram showing the flow of this invention.
The meaning of each signal is as follows.

1st period: Unassigned call selection circuit 11 that selects an unassigned call. Hall call registration time measurement circuit that counts the time since a hall call is registered.

12...Timing circuit that takes timing of each circuit.

13a to 13C: A waiting time prediction circuit that predicts the waiting time at each hall when each suboptimal car is serviced, and the added symbols ac indicate cars A to C.

Same below. 14a to 14C...Evaluation circuit for calculating the evaluation value when assigned to each car 15...Minimum value detection circuit for detecting the minimum value among the outputs of the A-C car evaluation circuits 143 to 14C.

16a to 16C: Assignment circuits that actually assign hall calls to each car.

173-17C: Assigned call counting circuit that counts the number of assigned calls for each car.

21U to 25U: 1st to 5th floor ascending call signals that become "H" when a ascending call for the 1st to 5th floors is registered, respectively.

22D to 26D...Same as above, 2nd to 6th floor down call signals.

31a to 36a, 31b to 36b, 31C to 36C...
・When a car call for each of the 1st to 6th floors is registered, r H
, the 1st to 6th floor car call signals.

41a-46a, 41b-46b, 41C-46C...
- When each car is located on the 1st to 6th floors, the 1st to 6th floor car position signal becomes rH.

47a to 47C...When the driving direction of each car is up,
Rising operation signal that becomes “H”.

481-48C...Descent operation signal as above.

51a to 54a, 51b to 54b, 51C to 54C...
- Load signals 51a to 54a indicating the load of each car indicate that the load in the car of car A is 20% or more, 40% or more, 60% or more, and 80% or more of the rated capacity, respectively.

R H
, the unassigned ascending call signal for the 1st to 6th floors.

102D to 106D... Same as above, unassigned alighting call signals on the 2nd to 6th floors.

111U to 115U: 1st to 5th floor ascending call registration time signals each indicating the time since the 1st to 5th floor ascending call was registered.

112D to 116D... Same as above, 2nd to 6th floor down call registration time signals.

120...Reset signal for resetting the count of the number of allocated hall calls.

121U to 125U, 122D to 126D...each
Timing signal for climbing 1st to 5th floor and descending 2nd to 6th floor.

131Ua ~ 135Ua, 131Ub ~ 135Ub
.

131Uc to 135Uc...1 each indicates the predicted time from when a 1st to 5th floor ascending call is registered until it is answered.
~ 5th floor ascending call predicted waiting time signal.

132Da ~136Da, 132Db ~136
Db.

132Dc to 136Dc... Predicted waiting time signal for alighting call on the 2nd to 6th floors, same as above.

140a to 140C: Evaluation signals indicating evaluation values when hall calls are assigned to each car.

150a to 150C: Assignment signal that becomes rH when a hall call is assigned to each car.

161Ua ~165Ua, 161Ub ~165Ub
.

161Uc to 165Uc... 1st to 5th floor assigned ascending call signals which become "H" when each car is assigned to the 1st to 5th floors' ascending call.

162Da ~166Da, 162Db ~166Db
.

162Dc~166Dc...Same as above, 2nd~6th floor assigned alighting call signals 170a~174a, 170b~174b, 170C~
174C... Assigned hall call number signal indicating the number of hall calls assigned to each car, 170a to 174a indicate that the number of assigned hall calls for car A is 0.1.2.3.4 or more, respectively. show something

FIG. 3 is a diagram showing details of the unallocated call selection circuit 10.

Here 101U1~105U1, 102D1~106D
1 is an unassigned call selection circuit for going up to the 1st to 5th floor and for getting off to the 2nd to 6th floor. In this figure, only the unassigned call selection circuit for getting off on the 2nd floor is shown, but the same applies to other landings, and this The same applies to the following figures.

Further, 102D2 is a NOR gate, and 102D3 is an AND gate.

FIG. 4 is a diagram showing the details of the timing signals, and each timing signal is chronologically 121U to 125U, 126D to 1
22D and 120 become "H" in a pulsed manner, and for example, a timing signal 122D is generated as shown in FIG.

Note that 12o+i is used to reset the count of the number of allocated hall calls.

FIG. 5 shows details of the A-car waiting time prediction circuit 13a.

Here, 131U1a to 135Ula, 132D1a to 1
36D1a indicates circuits for climbing up the 1st to 5th floors and descending the 2nd to 6th floors, respectively.

The meanings of the other circuits are as follows.

132D2...Constant 1 generating circuit that sets the time for traveling in the descending direction from the 3rd floor to the 2nd floor as a constant 1 in advance.Constant 1 generating circuit 132D3...Set the stopping time when stopping in the descending direction from the 3rd floor as a constant 2 in advance. Constant 2 generation circuit 132D4 a, 132D6 A gate that outputs the signal from the input line marked ■ as is when the signal from the input line marked "a" or "G" is "H", and outputs 0 when it is "L" Circuits 132D5a, 132D8a...Adder 132D7a
. . . Predicted arrival time signals 132D10a, 132D11a, 132D15a, 132D10a, 132D11a, 132D15a, 132D10a, 132D11a, 132D15a, 132D10a, 132D11a, 132D15a, which are output from the gate circuit 135U6a and indicate the time until the A-car arrives in the direction of descending to the 2nd floor.
・AND gate 132D12a...Nante gate 132D13a, 132D14a-...OR gate 6th
The figure shows the details of the A-car evaluation circuit 14a, and the meaning of each circuit is as follows.

141UI a~145U1 a-1~5th floor ascending car A evaluation circuit 142D1a~146D1a...2nd~6th floor descending car A evaluation circuit 142D2 a...The signal from the input line marked T is r
When H, the signal from the input line marked ■ is memorized and
Even when the signal is "L", the memory circuit 142D3a outputs the signal... from the signal from the input line marked 10 to -
A subtracter 141a that subtracts the signal from the input line marked as
. . . A gate circuit 14 similar to the constant 4 generating circuit 142a . . . 132D4a, etc., which presets a very large value, for example, 999, as the constant 4 as the evaluation value.
3a...Adder 144a...Nor gate 145a, 147a...OR gate 146ka, 1461a, 146ma, 146na, 1
48a...AND gate FIG. 7 shows details of the A-number assignment circuit 16a, and the meaning of each circuit is as follows.

161UI a~165U1 a-1~5th floor ascending unit A assignment circuit 162D1 a~166D1 a/2nd~6th floor descending unit A assignment circuit 162D2a...AND gate 162D3 a...not gate 162D4a...R A flip-flop circuit that is set when the input on the side is "L" and the input on the S side is rH, and the output becomes "H", and is reset and the output becomes "L" when the input on the R side is rH. FIG. 8 is a circuit showing the details of the A machine allocated call counting circuit 17a, and the meaning of each circuit is as follows.

172Da ~176Da-・Ungate 177a・・
・OR gate 178a...When the signal of the input line marked R is "H",
Only the signal on the output line marked Oo becomes "H", and when the R input signal is "L", the output line signal becomes "H" every time a pulse is input from the input line marked ■ O8-+O0 →0□→
A memory circuit similar to the shift register 179a...142D2a, which shifts one by one from 03 to 04, and when four or more pulses are received, only the output signal 04 is always rH.

However, this circuit stores five signals simultaneously.

Next, the operation of this embodiment will be explained.

Now, let us consider a case where a call for getting off the second floor is registered and this call is assigned to a car.

In FIG. 3, the 2nd floor alighting call signal 22D becomes rH due to the registration of the 2nd floor alighting call, and since there should be no car assigned to this call yet, the 2nd floor alighting call signal 162Da of each car, 162Db, 162D
Since c is all "L", 2nd floor unassigned alighting call signal 1 is sent through Noah gate 102D2 and Ungate 102D3.
02D becomes "H", indicating that the call should be allocated.

In FIG. 5, first a description will be given of a circuit that predicts the time it will take for Car A to arrive at the second floor in the descending direction.

Since Unit A has an assigned landing call of 3da on the 3rd floor,
The third floor assigned alighting signal 163Da goes to "H", and the gate circuit 132D4a(7)G input goes to "H" through the OR gates 132D13a and 132D14a.

As a result, the output 133D7a of the gate circuit (133D6a, not shown), the output of the constant 1 generation circuit 132D2, and the output of the constant 2 generation circuit 132D3 are all input to the adder 132D5a.

The outputs of the three circuits above each indicate the estimated time to arrive at the third floor in the descending direction, the travel time from leaving the third floor to arriving at the second floor, and the stopping time at the third floor. The added value is the predicted time until the car reaches the second floor, unless the car is on the second floor in the direction of descent.

Currently, Car A has not arrived at the second floor, so the second floor car position signal 42a becomes "L", and Nantes Gate 132D12
Through a, the gate circuit 132D6 a(7) G input is
The predicted time until the signal reaches the second floor after reaching "H" is directly expressed as the output 132D7a of the gate circuit 132D6a.

Other landings are calculated as above, and the output is cyclically connected, but in the case of the floor where the A car is located, the landing that matches the driving direction, and in this case, the landing that goes down on the 4th floor, the output is cyclically connected.
Both the floor car position signal 44a and the descending operation signal 48a are rH.
, and the G input of the gate circuit 134D6 is set to "L", and its output 134D7a is set to O.

Although the above signal is not shown, the second floor descending circuit 13
I was comparing it to 2D1a.

Same below. In addition, at the next landing in the direction of car operation from the landing with a car call, in this case the landing on the second floor, both the first floor car call signal 31a and the ascending operation signal 47a become "H", indicating that there is an assigned landing call. Similarly, the arrival time at the 2nd floor platform is determined by adding the stop time on the 1st floor.

Furthermore, the newly generated 2nd floor non-disembarking call signal 102D determines the stopping time at the 2nd floor alighting hall only when the timing signal 121U in FIG. will be added to the estimated arrival time of the boarding points beyond that point.

Now, the waiting time for each hall call can be determined by adding the previous hall call registration time to the predicted arrival time as explained above.

For example, the waiting time for a call to get off the 3rd floor is the predicted arrival time 1 for getting off the 3rd floor.
33D7a and the third floor down call registration time signal 113D are added by an adder 133D8a, and the gate circuit 133D9a is
Since the floor assignment alighting call signal 163Da is "H", the input signal will be output as is.

If there is no hall call, 0 is output.

Note that the hall call registration time measuring circuit 11 and the timing circuit 12 can be easily realized using a timer, a crystal oscillator, etc., and therefore their explanation will be omitted.

Here, if we specifically assume that the running time and stopping time are 2 seconds and 8 seconds for all landings, and the registration time for getting off at the 3rd floor is 20 seconds, then the predicted arrival time of Car A at each landing is 131U7.
a to 135U7a, 136D7a to 132D7a and predicted waiting time of each hall call 131Ua to 135Ua,
136Da to 132Da are as shown in the table below.

The upper table shows the case where the call to get off the second floor is not assigned, and the lower table shows the case where it is assigned.

Note that although only the A-car is described here, the predicted waiting time for a hall call is calculated in a similar manner for other cars as well.

Next, the allocation evaluation method will be explained using FIG.

In the second floor descending circuit 142D1a, the memory circuit 142
D2a is the timing signal 126D to 122D, 121U
When all signals 125U to 125U become "L", a predicted waiting time signal 132Da for a second-floor alighting call is stored through the Noah game H44a.

2nd floor alighting call predicted waiting time signal 132Da when the 2nd floor alighting call 22D is provisionally assigned to car A as explained in FIG.
is output when the timing signal 122D is r'H, (7), so at that time it has a different value from the output of the storage circuit 142D2a.

The difference is the difference in waiting time when the second floor is assigned and when it is not assigned, and is determined by the subtractor 142D3a.

However, when the call to be assigned is not assigned, such as the call 2d going down to the second floor, the waiting time is 0 seconds.

If there is no allocation restriction condition as described later, the subtracters 141U3a to 145U3a, 142D3a to
The adder 143a adds the outputs of 146D3a(7) and outputs the result as the A-car evaluation signal 140a.

Specifically, the A-unit evaluation signal 140a, the B-unit evaluation signal 1
40b and C evaluation signal 140C are respectively 12 seconds and 244
seconds, 30 seconds.

In FIG. 2, the minimum value detection circuit 15 outputs the A-car assignment signal 150a when the A-car evaluation signal 140a is the minimum among the A-C car evaluation signals 140a to 140C, and outputs the B-car allocation signal 150a when the B-car evaluation signal 140b is the minimum. The machine number assignment signal 150b is
When the machine evaluation signal 140C is the minimum, the C machine assignment signal 1
50C to "H", and the details of the circuit will be omitted.

In this example, the No. A machine assignment signal 150a becomes rH.

In that case, according to FIG. 7, the second floor unassigned alighting signal 1
02D, the timing signal 122D for descending to the second floor is rH,
When , the flip-flop circuit 162D4a is set,
The assigned alighting call 162Da for the second floor of Car A becomes "H", and the assignment operation is completed.

This assigned alighting call signal 162Da is the second floor alighting call signal 2.
It is reset when 2D becomes "L".

In this way, the actual allocation is as follows: timing signals 121U to 1
25U and 126D to 122D, there is no problem even if inappropriate allocation signals 150a to 150C are output during the calculation.

In the above explanation, cars were allocated only on the condition that the sum of predicted waiting times of all landings when allocated to hall calls is the minimum, but now assume that the load in the car of car A is 65% of the rated capacity. .

In Fig. 8, since the A car has an assigned alighting call on the 3rd floor, the 3rd floor assigned alighting call signal 163Da is "H", and when the timing signal 123D becomes "H", it is passed through the AND gate 173Da and the ORG-H77a. One pulse is generated.

The shift register 178a, which has already been reset by the timing signal 120, is shifted by one position by the above pulse, and the output 0□ becomes "H".

In this case, since there is only one pulse, the output 01 of the next timing signal 120 is assumed to be rH, and the memory circuit 179a
, and the one-allocated hall call number signal 171a becomes "H".

In FIG. 6, since the 60% load signal 53a and the descending operation signal 48a are both "H", the AND gate 146m
The output of the OR gate 147a becomes rH through the signal a.

Any one of the timing signals 126D to 122D is “H”.
”, the or gate 145a and the AND gate 148a
The gate circuit 142a is opened through the constant 4 generating circuit 1.
41a (in this example, r999.) is sent to the adder 143.
a, and the A car evaluation signal 140a becomes a large value, so that it will not be assigned to the A car, but will be assigned to the B car, which previously had the second smallest evaluation value.

To put it simply, in this example, no further down calls are assigned to a car that is in descending operation and has an in-car load of 60% or more and one assigned out call.

In addition, in Figure 6, when the number of assigned alighting calls is 4 or more (1
74a = "HJ), the number of assigned alighting calls is 3, the load in the car is 20% or more, and the car is in descending operation (173a = rHJ)
, 51a = rH, 48a = "H"), the number of assigned alighting calls is 2, the load in the car is 40% or more, and the descending operation is in progress (1
72a-rH'', 52a=rH,, 48a=rH,),
When the number of assigned alighting calls is 0, the load in the car is 80% or more, and the car is in descending operation (170a=rH", 54a=rH,,4
8a=“H”), the allocation restriction is also performed.

In this way, in this embodiment, the maximum number of allocated hall calls is varied depending on the car load and the direction of car operation, but the conditions for determining the maximum number of allocated hall calls are not limited to these. For example, it is possible to add various other information such as the number of car calls, the position of the car, and the overall traffic condition.

Alternatively, the allocated number of hall calls may be weighted and counted based on the type of hall in which the call is registered, the registration time of the call, the estimated number of waiting passengers, and the like.

Needless to say, in that case, the maximum number of allocated hall calls is no longer limited to an integer.

In addition, in this embodiment, it has been described that the allocation is limited by the number of allocated calls, but based on the same idea, the number of hall calls that have not yet been allocated to any car but are likely to be allocated in the future is counted, Allocation may be controlled by considering the number of allocated calls simultaneously or separately.

In addition, in this embodiment, the allocation method is to allocate to the car that minimizes the sum of the predicted waiting times of all the halls when allocated to a hall call, excluding the above-mentioned allocation-restricted cars. You shall stop at a landing with a hall call, car call, or car call, and each stop will take 8 seconds.
Although it is assumed that it takes two seconds to travel on the first floor, it is of course not limited to that.

For example, simply by excluding the above-mentioned allocation-restricted cars, allocating the car to the car with the smallest predicted waiting time, and setting the predicted waiting time to just multiplying the predicted number of stops by a constant.

Furthermore, it is also possible to apply the same idea as the present invention as a condition for canceling an allocation or as a condition for predicting a car to be serviced.

As explained above, in this invention, the number of hall calls assigned to each car is not exceeded the maximum value according to the predetermined conditions, so that the number of over-full cars and the number of unfilled cars is reduced. As a result, it is possible to shorten waiting time and reduce changes in service car forecasts, thereby providing a good elevator group management device.

[Brief explanation of the drawing]

FIG. 1 is a diagram illustrating an example of operation according to the present invention, FIG. 2 is a block diagram showing a flow of the present invention, FIG. 3 is an unallocated call selection circuit, and FIG. 4 is a diagram showing details of timing signals.
FIG. 5 is a circuit diagram for predicting the waiting time of the A machine, FIG. 6 is a circuit diagram for evaluating the A machine, FIG. 7 is a circuit diagram of the A machine allocation circuit, and FIG. 8 is a circuit diagram of the A machine allocation call counting circuit. 10...Unassigned call selection circuit, 11...
- Hall call registration time measurement circuit, 12...timing circuit, 13a-13C...A-C waiting time prediction circuit, 14a, ~14C...A-C cars Evaluation circuit, 15...Minimum value detection circuit, 16a~
16C...A-C machine assignment circuit, 17a-17
C...A-C machine assignment call counting circuit.

Claims (1)

[Scope of Claims] 1. A group of elevators that selects a car to be serviced in response to a hall call in each direction occurring on each floor of a building, taking into consideration the traffic condition of the entire building and the car operation condition, and assigns it to that call. The management device includes a car self-load detection means that detects the state of the car load and outputs a corresponding signal, and a car self-load detection means that detects the current driving direction of the car and outputs a signal corresponding to each direction. A driving direction detecting means that outputs a driving direction, an output signal of the car self-load detecting means, and an output signal of the driving direction detecting means are input, and the maximum number of hall calls assigned to each car is variably set accordingly. and allocation number setting means for outputting a signal to prevent allocation exceeding the maximum value.