JPS6296277A - Group control method of elevator - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION [Technical Field of the Invention] The present invention relates to a group management control method for elevators that enables fine-grained elevator operation services in accordance with demand conditions.

[Technical Background of the Invention] High traffic demand conditions in buildings occur during morning dispatch, lunch time, conference rooms, halls, banquet halls, and the like.

When the demand for transportation is balanced, the demand for conference rooms, halls, banquet halls, etc. arises suddenly and the duration is short.

On the other hand, conventional processing to cope with high traffic demand requires a certain amount of time.
It was only a priority service for cars, and it was fixed without taking into consideration the amount of demand or the duration of the service. For this reason, it was unsuitable for the situation, and it often had a negative impact on the service not only on that floor but also on the Haku floor, such as passengers being left unloaded on the high-demand floor.

In addition to this, during times of high traffic demand that occurs cyclically, for example, during morning dispatch in office buildings, etc., the demand for elevators in the upward direction from the 1st floor (departure reference floor) is high. There are times when we are unable to transport enough people.

Therefore, when there is a high demand for elevators, such as when dispatching, the IT elevators are divided into a plurality of predetermined groups and the response is divided, and the transportation capacity from the standard floor is increased.

FIGS. 14(a) to 14(c) are diagrams showing response assignments of a conventional elevator.

As shown in the figure, from the 1st floor (1F) to the 13th floor (13F), the left and right 2 groups G1. Each floor is divided into G2, and 2 indicates car calls that can be answered for each elevator.

FIG. 14(a) shows calls that can be answered during normal times, and shows an operating method that allows all elevators to respond to all hall calls and car calls.

FIG. 14(b) shows an example of a divided express operation in which the operation method is divided into two: the upper zone service elevator (right) G2 and the lower zone service elevator (left) 01, and the upper zone service elevator G2 is the IF ( Only car calls for standard floors) and car calls for upper zones (8F to 13F) can be registered, and lower zone service elevator G1 can only register car calls for IF (standard floors) and lower zones (2F to 7F). .

FIG. 14(C) shows divided express operation with odd-numbered floors stopped, and compared to the divided express operation of FIG. 14(b), only car calls on odd-numbered floors can be registered. People who want to go to even-numbered floors use the stairs.

Comparing the transport forces of these three types of patterns, under the same conditions, Fig. 14 (C)> Fig. 14 (b)> Fig. 14 <
a) is the largest in order of size. Moreover, the usability is poor in the order of FIG. 14(C), FIG. 14(b), and FIG. 14(a).

[Problems with the Background Art] By the way, in such a system, as shown in Fig. 14(b), (
If split operation is adopted as in c), there is no problem if the time periods coincide and the demand is uniform, such as in a building occupied by one company. If there is a shift in demand and there is a distribution of demand depending on the floor, an imbalance will occur where one zone service car is empty while the other is full.

Therefore, it becomes necessary to adjust the divided floors up and down.

Additionally, although it is usually possible to walk to floors in lower zones, the only way to get to floors in higher zones is to use an elevator, and transportation tends to be more difficult in higher zones.

In addition, the average driving interval for each zone becomes longer, and the departure standard floor tends to last longer.

Note that if the number of tenants changes or the dispatch time changes, it will be necessary to switch the divided floors.

Furthermore, in the operation shown in FIG. 11(C), although the transportation capacity is increased, there are inconveniences in usability, such as those who wish to go to even-numbered floors must use the stairs.

[Purpose of the Invention] The present invention has been made in view of the above circumstances, and its purpose is to reduce high traffic demand without impairing services on other floors when predicting the occurrence of high traffic demand for elevators. To be able to provide services by allocating enough elevators to cover the traffic demand to the floors where the demand occurs,
In addition, it is possible to allocate services intensively to the extent that services on other floors are not impaired even when high traffic demand suddenly occurs on a specific floor, creating fine-grained optimal conditions that match the demand situation. An object of the present invention is to provide a group management control method for elevators that enables elevator transportation services in Japan.

[Summary of the Invention] That is, in order to achieve the above object, the present invention manages a plurality of elevators that can be put into service at a common landing as a group, and selects and responds to a generated landing call by the most suitable elevator. In the management control method, traffic demand is estimated for each time period based on the collected learning data and given demand schedule information, and the operation pattern of each elevator is determined in advance to enable the optimal service for the estimated demand situation. Select from the set basic operation pattern, calculate the transportation margin of each elevator when floor service is performed using this basic operation pattern, and perform additional service on high traffic demand floors for elevators with margin. The above basic operation pattern is modified and set in the control device for controlling each elevator so that the operation is performed according to the i9 fixed pattern, and the specific floor traffic demand based on the above demand schedule information is set. Based on this information and the occurrence of unscheduled high traffic demand, we select and allocate an express service elevator that goes directly to the call for that high traffic demand floor, and in this case, service the floors other than the specified floor using other elevators. If the service on floors other than the specific floor is not defective, the controller corrects the operation pattern to additionally allocate express service/elevators to the specific floor within the range where the service does not become defective. This feature is characterized in that the vehicle is set to the following pattern and the vehicle is operated in accordance with the pattern.

That is, the present invention estimates the traffic demand for each time period in the group management control unit based on information and learning data such as Event 1, and operates each elevator to enable optimal service for the estimated demand situation. Select a pattern from the basic operation pattern, calculate the transportation margin of each elevator when floor service is performed using this basic operation pattern, and perform additional service on high traffic demand floors for elevators with margin. Modify the above basic operation pattern to a pattern and set it in the control device for controlling each elevator, so that the operation is performed according to the set pattern,
In addition, the express service elevator that functions according to the input information of the traffic demand of a specific floor that has been input separately and the high traffic demand that occurs and goes directly to the call on that high traffic demand floor is selectively assigned, and other Examine the quality of service provided by elevators on floors other than the above-mentioned specific floor, and if the service on floors other than the above-mentioned floor is found to be defective, an additional express service/elevator will be allocated to the above-mentioned specific floor to the extent that it does not become defective. The system corrects the travel pattern to the one shown in the figure and instructs the control device to operate according to the pattern.

Therefore, for the traffic demand predicted for each time period,
In addition to enabling balanced transportation, it also makes it possible to secure transportation capacity that is greater than the traffic demand at that time, especially for floors with high traffic demand, and effectively reduces queuing on floors with high traffic demand. In addition to being able to avoid this, it is also possible to generate the most user-friendly operation mode for each time period and operate in this mode, thereby improving service to users. In addition, even when micro-high traffic demand occurs due to the use of conference halls or large halls, we will concentrate on the floor where high traffic demand occurs to the extent that the reservation information does not impair services on other floors. Since it becomes possible to service elevators in a timely manner, it is possible to obtain a group management control method that is always smooth and can ensure high transportation capacity in accordance with the demand situation.

Specifically, based on the results of aggregating the number of users for each time period up to the previous day and information on event holdings entered in advance,
Predict the number of users (traffic demand) at the same time on the day. Next, the transportation capacity (number of people transported in 5 minutes) is calculated or estimated for each of several basic operation modes from the building information such as floor usage and floor height, and elevator specifications such as capacity and speed.

Then, a basic operation mode that is estimated to have the transportation capacity exceeding the transportation demand is selected. Furthermore, if the demand for a particular floor is predicted to be greater than that for other floors, the number of elevators that can service that floor will be increased and the operation mode will be set to the same time slot on the same day.

After R, reconfirm that this operation mode exceeds the predicted demand for the same time period on that day. Then, this operation mode is adopted as the operation mode for the same time period on the day, and group management is performed.

[Embodiment of the Invention] Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

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

In the figure, 1 is a group management device, which is composed of a group management control section 1a that optimally controls a plurality of elevators as a part, a learning section 1b, and a storage section 1C, and mainly consists of one or more microcomputers. It also consists of memory, interfaces, etc. 3 is a terminal such as a building computer in the monitoring room, and is connected to the group management control section 1a.

4 is each machine control device that controls each individual elevator;
It mainly contains a microcomputer and its peripheral equipment, and controls each car's hoisting machine, door control, direction control,
Controls pattern control, etc.

The group control device 1 dynamically inputs information about each car, such as car position, car direction, door opening/closing, car load signals, etc., in real time.
For example, the usage status of the elevator, that is, the number of people getting on, the number of people getting off, etc., is accumulated every five minutes (or every time period) for each selected time period and for each floor, and stored in the school head section 1b. In addition, the storage unit 1C stores building information such as floor height, number of service floors, and purpose of the building, as well as elevator specifications such as the number of elevators, elevator rated speed, capacity, and door type. Calculate the transportation capacity of the elevator. In addition, the group management control unit 1a inputs information such as the event time, floor, number of people, etc. from the monitoring room and uses predicted values of the usage status based on the information obtained through the above-mentioned learning to calculate the traffic flow at the same time on the day. Forecast demand.

Furthermore, the predicted value of traffic demand can also be input manually using a terminal in the monitoring room.

The group management control unit 1a generates an operation mode having a transportation capacity greater than this predicted traffic demand, and instructs each aircraft control device 4 to use the operation mode. Upon receiving the command, each machine control device 4 restricts the destination floors corresponding to the service floors, that is, the floors where car call registration is possible, and partially invalidates the car call registration on the in-car operation panel 5a for transport. Increase power. Also, at this time, a stop floor display board 6a is installed at the main floor landing of each aircraft to display the stop floor and guide passengers to avoid confusion. Furthermore, a change in the stopping floor can be notified by a voice synthesizer to notify passengers and waiting customers of the stopping floor.

FIG. 2 is a diagram showing changes in the load inside the car, and shows how the load inside the car changes before and after opening and closing the door, with time as the horizontal axis.

Determine the minimum load while the door is open or open, and subtract it from the load at the time of arrival to get the exit load, and subtract the minimum load from the load at departure to determine the boarding load.

Therefore, the number of people getting on board minus the number of people getting off the vehicle) - the load on the vehicle (the load on the vehicle getting off the vehicle)
, / 65 Kg to calculate the approximate ride (
Latter) Calculate the number of people. The results calculated in this manner are aggregated and learned for each time period and each floor.

FIG. 3 is a diagram showing the signal formats 1 to 1 of each car information, and the car position signal is expressed in binary numbers for each floor. Also, the direction signal is "i o" in the ascending direction,
The descending direction is represented by '01', and the no direction is represented by 'o o'. The door signal is "'oo" for door closed and "o" for door booth.
"i", door half open is represented by "10", door fully open is represented by "11", running bit is "1" when running, "1" when stopped.
O", the deceleration bit is "1" during deceleration. Also, the load signal is input in units of "1" at 16.25Kg, and therefore increases by 4 per 65Ky.

Next, a method of generating an operation mode, which is an important function of the group management control section 1a, will be explained.

Here, the elevator rating is P2O-Co-150m/
min -13 STOPX 2 units (NO, A machine, No.
88 aircraft) (20-passenger capacity, center oven door type, rated speed 150 m, 'min, number of stopping floors: 13.
2 elevators) and P24-Co-150TrL
/1n-13STOPX 2 units (NO, 04 machine, NO, D
Let's take a building with a total of 4 elevators installed by Mr. @ as an example.

Now, if the 5-minute transportation capacity is P [15 minutes per person] and the transportation capacity of each car is p [15 minutes per person], then P [15 minutes per person] - Σp
[Person 15 minutes] ... (1) However, r: Number of passengers (for example, car capacity x 0.8 at the time of dispatch) From the time when the RTT knee opening time returns to the departure floor, the departure floor It is generally known from specialized books that this is the time it takes for a train to pick up passengers, serve the upper floors, and return to the departure floor. and,
- Opening time RTT is generally expressed as RTT = Σ (travel time Tr 0 door opening/closing time T d 0 passenger boarding and alighting time Tp + loss time Tf), but the formula to easily calculate RTT is RTT =
--1-at --(3) ■ Here, S: Lifting stroke [m] : V: Elevator speed [m
/sea] at: It is known in specialized books that this is an additional time. In addition, AT is determined by the building purpose, capacity, speed, and service floor.
Includes unrelated elements in the lifting process.

If a[ needs to be determined accurately, it is determined using the above equation (3). By the way, at is an elevator speed of 150 m/
In the case of min, it is generally known among professionals that the values shown in Table 1 are obtained depending on the number of service floors n.

Figure 4 shows basic operation mode (a) and basic operation mode (b).
, an example of the floors for which car call registration is possible for each elevator (cars A to D) in the three modes of basic operation mode (C) is shown.

In the basic operation mode (a), all vehicles and floors are stopped, and the transportation capacity is small, but the service is good.

In basic operation mode (b), elevators No., A, and B stop at even-numbered floors and main floors, and elevators No., C, and D stop at odd-numbered floors and main floors, and each elevator is skipped to reduce transportation capacity. I'm raising it.

The basic operation mode (C) is a three-floor skip operation in which the main floor and other floors are serviced by different floors for each Isobune, and although the service is poor, the transportation capacity is the highest.

These basic operation modes are stored in the group management device storage unit 1 in Figure 1.
Set it to C in advance.

Next, each basic operation mode (a) to (C) explained in Fig.
) to find the transport capacity.

Now, assuming that the ascending and descending distance is 4 m on the first floor, the 5-minute transportation capacity at the time of dispatch in the basic operation mode (a> in Figure 4 is No from equation (3), and the RTT of elevator A is S (A>-4x (
13-1) = 48m.

V = 150m/min =2.5m/5ecRTT
<A>=2x48/2.5+117=155.4 [s
ec ]. Therefore, the 5-minute transportation capacity of No. A elevator is (from equation 2, 1) (A) = 5X60x (20x O, 8)
/155.4=30.9 [15 minutes per person] Similarly, the 5-minute transportation capacity of the NO and C elevators is p(
. )=33.2 [person 15 minutes] pL )=p (1,]), p (c )=p
(.), so the transport capacity P(
a) is P(a)=Σp=30.9x2+33.2x2=1
28.2 people, 15 minutes].

Similarly, when calculating the 5-minute transportation capacity of the basic operation mode (b) in Figure 4, we get S (A) = S (El) -4x (12-1)
=44m.

S(c)=S(o)=48mRTT
(A)=RTT(s)=2x44/2.
5+92 =1 27. 2 [sec] RTT (C') = RTT (o') - 2x4
8/2. 5 + 103 = 141.4 [sec] (A) - D (El) = 5 X60
X (20X O, 8) /' 127.2=
37.7 [person 15 minutes] p(c) = p(o) = 5 xeox (24X 008)/' 1
41.4=40.7 [persons/'5 minutes],', P(b)=Σp =37. 7x2+40.7
x2 = 156.8 [15 minutes per person] Similarly, 5 of the basic operation mode (C) in Figure 4 <a>
When calculating the transport capacity per minute, S (A) = 36 m, S (1, l) = 40 m.

S (c) = 44 m, S (o) = 48 mR
TT (A) = 105.8 (sea).

RTT (B) = 109 (SeO>.

RTT (c)=1 20.2 (sec
).

RTT (o) = 123. 4 (SeI
C).

p(A) = 45.4 [person 15 minutes 1° 1) (B) = 44.0 [person/'5 minutes].

ρ(c) = 47.9 [15 minutes per person].

p(.) = 46.7 [15 minutes per person] ,', P(C) - Σp = 184.0 [15 minutes per person] Therefore, the 5-minute transportation capacity for each basic operation mode shown in Figure 4 is as shown in the table below. It will be like 2.

Table 2 Transport Capacity by Basic Operation Mode [15 minutes per person] The above is a process for macro changes that occur cyclically, such as during peak peaks.

Next, we will explain how to deal with micro-changes such as conferences, large halls, banquet halls, etc. when high traffic demand occurs.

Here, the elevator usage status based on the learning up to the previous day,
That is, based on the number of passengers on the departure floor (1F) and the number of people getting off the train on other floors in a particular time period (for example, divided into five-minute intervals), the 5-minute traffic demand for the same time period on the same day is predicted. Assume that the prediction result is as shown in FIG. (
Alternatively, the traffic demand for the same time period on the day may be predicted by manually inputting the usage status from the monitoring board or by inputting specific conditions such as the holding of an event.) From Figure 5, the number of passengers on the departure floor is 175 people and 775 minutes. , and if we select the most convenient basic operation mode that has a transportation capacity that exceeds this demand, then the relationship between the transportation capacity of basic operation mode (b) 〈predicted traffic demand〈transportation capacity of basic operation mode (C) Therefore, the basic operation mode (C) is adopted as the operation mode during this time period.

In this example, since the transportation capacity of the basic operation mode (C) exceeds the predicted traffic demand, an operation mode that further improves the service is generated.

This method is shown below.

It is assumed that the number of people getting off the train is the same as the number learned up to the previous day. From Figure 5, among the cars with insufficient transportation capacity, if we select the floor with the highest number of users (number of people getting off), 12F (4
0 people), thus further strengthening the services of 12F. In other words, the number of cars serving 12F is increased by one. At this time, which car should be used as the 12F additional service car should be determined based on transportation capacity.

In the basic operation mode (C) shown in FIG. 4(C), the traffic demand and transportation capacity margin for each car are shown in Table 3-1. In the present invention, the floor with the largest number of users is given additional service to the car with the largest transportation capacity. At this time, No. and D cars have the largest transportation capacity margin. Therefore, 12F is NO
, D is provided with service mode (C1). At this time, the transportation capacity margin in the operation mode (C1) is similarly shown in Table 3-2.

Table 3-1 In the transport capacity margin equation 3-2 in basic operation mode (C), cars No. and C have the least transport capacity. Therefore, as mentioned above, since the shortage on the floor with the largest number of users in the N00C car is the 12th floor (21 people), one more car will be put into service. This is determined as follows.

That is, among the cars that do not stop at the 12th floor, the car with the most sufficient transportation capacity is checked. In this case, the cars with the largest margin are No.A, so if No.A is given additional service on the 12th floor, the transportation capacity of No.A will be p(A
) = 40.9 [people, 75 minutes], which is smaller than the traffic demand for cars No. A, 42 [people/'5 minutes], so the idea of providing additional service for No. A cars on the 12th floor is not an option. Appropriate. Therefore, if the No. A car is to be provided with an additional service on the 4th floor, which has the second highest number of users among the No. C cars, p(A) = 43.7 [persons/'5 minutes].
No.

This is greater than the originally required traffic demand for car A, which is 42 [715 minutes per person]. Therefore, the operation mode (C2) in which the No. A car is provided with additional service on the 4th floor is adopted.

Table 3-3 shows transportation capacity margin in operation mode (C2) i.
Shown below.

Transport capacity of No. and B baskets from the tree surface is 3.0 [15 minutes for entry]
Since there is a margin of think of. Now, if we were to provide additional service for the NO and B cars on the 12th floor, the transportation capacity would be p(yo)-41 [15 minutes per person], and the traffic demand on the 12th floor would be 40 [15 minutes per person].
minute] or more, this is adopted as the operation mode (C3). Table 3-4 shows the transportation capacity margin in operation mode (C3).

After R, all the baskets of NO, A to D are no more than 1 of B.
It can be confirmed from the increase in time (fitted from the at curve) for the first floor stop that increasing the number of floor stops also reduces the transportation capacity f, making it impossible to satisfy demand. Therefore, the optimal luck mode (C3) was generated. Operation modes (C1) to (C3) are shown in FIG.

In FIG. 1, the group management control unit 1a instructs each aircraft control unit 34 in the service floor command format in which the operation mode generated as described above (in this embodiment, operation mode c3) is converted to the service floor command format shown in FIG. Output with .

In this case, the service floor command format is 8 bits.

It has a 2-byte structure, and each bit position corresponds to 1F to 13F. If the bit content is "1," it indicates a floor where one-way call registration is possible, and 11 indicates a floor where registration is not possible. The machine control device 4, which has received the command for such a mode, registers a part of the destination floor registration button on the C car operation panel 5a according to the commanded service floor. It is preferable to display a stop (possible) dirty sign.Furthermore, the hall stop floor display board 6a placed at the landing of each floor or some floors displays the stop floor as shown in FIG. 8.Operating mode C3 When the command is received, the stop floor display is as shown in Fig. 8, so passengers going to different destination floors can be guided without confusion. Note that DOOR indicates the elevator door.

The response is shared by the selection mode C3 generated from the basic operation mode C as described above. At that time, each aircraft car will return to the departure standard floor, the doors will be opened, and passengers will be served.

FIG. 9(a) is a flowchart showing an overview of the processing of the learning section of the present invention. In this routine, when execution starts from repeat start point R8P, the number of people loaded and the number of people getting off the train for each floor are stored for each time period. do. That is, in this figure, the number of passengers at the time of departure of the car is determined by the following formula.

Number of passengers = (Load in the car at departure - Minimum load Ky set when the door is open > 765Kg When the car arrives, set the arrival load and initial set the minimum load. If the car is with the door open, the minimum load Ky Load>The minimum load is set to the current load only when the current load. Therefore, the minimum load is determined by the number of people getting off the vehicle = (arrival load Kg - minimum load Kg) 765 Kg.

The number of people getting on board and getting off the train calculated as above are cumulatively added to the table for the same time period and the same floor.

FIG. 9(b) is a flowchart showing an overview of the processing of the group management control section 1a corresponding to macro changes according to the present invention, and shows a method of generating an operation mode. In this diagram,
Step E calculates and estimates transportation capacity for each predetermined basic operation mode.

In step (2), the traffic demand for the same day and time is estimated for each floor based on the learning results shown in FIG. 9(a), input of events held on the day, manual input of the number of passengers getting on and off, etc. Then, from the transportation capacity obtained for each basic operation mode in step ① and the estimated size of traffic demand, select the one with the best service level among the basic operation modes that satisfy the condition of transportation capacity≧traffic demand ( Normally, the basic operation mode with large transportation capacity has a low service level, and the basic operation mode with small transportation capacity has a good service level).

Next, the traffic demand and transportation capacity of each aircraft in the operation mode selected in step (2) are calculated using the method described above.

In step V, the transportation capacity margin is determined using the following equation.

<Transportation capacity margin) - (Transportation capacity of each aircraft according to operation mode) - (traffic demand allocated to each aircraft) Then, from this, the car with the most transportation capacity margin is selected. This basket is called a margin basket. Next, in step (2), from the traffic demand estimated in step (2) and the service allocation based on the operation mode, the floor that provides the most transportation share for each user is selected.

Then, in step (2), a provisional operation mode is synthesized in which the floor obtained in step (2) is given additional service to the spare car obtained in step V. Next, proceed to step ■,
Here, in the temporary operation mode generated in the previous step ■, calculate the transportation capacity margin using the method described above, and if there is a transportation capacity margin, set the temporary operation mode to the operation mode in step ■.
Repeat the above operation starting with symbol (A). Repeat this process to generate new operation modes one by one, and when there is no more transportation capacity (when it becomes negative), step
Then, the operation mode set in step (2) is output to the control device 4 of each aircraft. This allows the optimal operation mode to be generated and output.

FIG. 9(C) is a flowchart showing an overview of the processing of each aircraft control device 4 of the present invention.
shows the behavior when received. In Figure 9 (C), the service floor is input in the format shown in Figure 7 (S
l) Only the destination floor registration button of the floor of the car operation panel corresponding to the bit set to "1" can be registered, and other buttons cannot be registered, thereby limiting the service floors (S2). There is no problem since this restriction is changed when returning to the standard floor.

Similarly, in step S3, the destination floor of each machine is displayed on the hall destination floor display panel of each machine corresponding to the bit set to 1°' in the format shown in FIG.

Therefore, even if the destination floors are restricted, the destination floors (service floors) are displayed above the various hall doors, allowing navigation without confusion.

The above was a control for macro changes in building traffic demand.

Next, the case of a mode (micro change mode) when there is high traffic demand such as a conference room, banquet hall, or large hall will be explained.

In the present invention, for each floor, the concentrated number of people on that floor and the temporal change in the concentrated number of people over a certain period of time are stored. In this example, if it is assumed that the 13th floor is a large hall, the data for that floor will be as shown in FIG.

Here, the concentrated number of people indicates the number of people on that floor, and the difference from the average number of learning data is the concentrated number of people,
It is highly likely that this number of people will move to other floors.

Further, the number of people concentrated for a certain period of time indicates the degree of concentration, with a + (plus) area indicating arrival and a - (minus) area indicating departure (movement).

People were already concentrated in the large hall, and at time 1, more people began to move to other floors.

In this case, it is predicted that the unbalanced concentration of people will move by time t2.

The trigger for the start of movement is thus set when movement begins, or by other event inputs to the group management control 1a, manual inputs, reservation inputs, or the like.

FIG. 11 shows a flowchart for determining the operation mode when micro-level high traffic demand occurs. In the high-traffic-demand operation mode of micro-changes, express delivery is used. The express car is used for transporting pistons without any other action other than the assignment of an important floor (13F in this example).

Details will be explained below. In FIG. 11, when the above bird is given, the group management control section 1a executes the micro traffic demand mode. In this mode, first step 511
1, where the predicted demand is calculated. This is the 12th
Suppose it is as shown in the figure.

Looking at Figure 12, it is predicted that a demand of 250 (15 minutes per person) will occur from the 13th floor, and most will go to the 1st floor. Here, in step 5112, it is checked whether the current operation mode is compatible. This is done based on the predicted average non-response time for the main demand in the normal mode (balance mode), the prediction of backlog at the hall, etc. Demands such as those shown in Figure 12 clearly require a new mode of operation. Therefore, the process advances to step 5113. Here, an express delivery basket is temporarily set. The initial value × of the express delivery basket is given by the following formula. Further, this calculated value is rounded to an integer.

x = [N/2] = 2 (N: total number of elevators) As a result, x = 2, and two elevators, for example NO.
, C, and D become express delivery baskets. Express delivery carts can only be assigned (serviced) to a special floor (13F). However, the call can be assigned to the floor where the car call occurs, which is a call from the in-car operation panel.

This situation is shown in FIG. In the diagram, "△" indicates UP (upper back) hall call is possible, "" indicates DN (down) hall call is possible, "O" is car call available, and "*" indicates the floor where hall call is possible when car call is available. shall be taken as a thing.

When the express delivery basket is tentatively allocated in step 5113, the process proceeds to step 5114. Here, services on the general floor are checked. The word of mouth is determined based on traffic calculations and predicted waiting times based on simple simulations. In traffic calculation, the opening time RTT is RTT-Tr +Td +To +TJ!
.

However, Tr: Travel time Td: Door opening/closing time Tp: Passenger boarding and alighting time Tj! , : Determined by loss time, however, T (1, TI), To determine Tr, the predicted number of stops F and average travel distance S are required, but these can be calculated accurately using the predicted probability of stopping for each floor. Calculated (according to specialized books). Average waiting time AV from this RTT
Find T using the formula below.

G(N) is a group control constant when group control is performed using N elevators.

As a result of the above, the average waiting time AVT on the general floor in this case is about 38 seconds, which is "good". Therefore, step $11
Proceed to step 5. If it is not "good", the process advances to step 8116.

The concept is that the operation mode is [general floor service: good, AND special floor service: good] or [general floor service: bad, AND special floor service: bad] (i.e.,
treat both as equal).

When the process enters step 5115 from step 5114, special floor services are checked.

Transportation capacity (15 minutes per person) TT Length: 314 (person/'5 minutes).

However, X is the number of express delivery carts, and the expected demand: 250 (persons/'5 minutes) < 314 (persons/'
5 minutes) and becomes "Good J." Then, the process goes to step 5117, and the operation mode using the above-mentioned express delivery car is given to each corresponding one control device 4 for control.

As described above, in this example, as shown in FIG. 13, the operation mode is switched to the operation mode in which two express carts are prepared.

In addition, when it is judged as "defective" in 5115, N-
Check whether x = 1, and if rYesJ, enter 5117, and perform a special floor service using the express delivery baskets with the determined number of plywood baskets. This is because it will interfere with the second floor service. If N-x is not 1, set X to X+1 and increase the number of express baskets by one more), enter 5113, and repeat the process described above. If it is determined to be "defective" in 5114, the process goes to 8116, where it is determined whether the special floor service is acceptable or not, and if it is rNOJ, the process goes to 5117, where the special floor service is performed with the number of express cars determined at the initial stage. . This is because when considering the general floor service, providing a service with two or more express carts will have a negative impact on the overall demand, that is, it will lead to a decline in service.

When 8116 is rYEsJ, the special floor service is in a "good" state, so it is possible to reduce the number of express delivery baskets. Therefore, it is checked whether or not there is currently only one express delivery basket, and if there is one, the process enters 5117 and performs special floor service with one urgent delivery basket. If there is not one machine, reduce x by one machine, enter routine 5114, and repeat the above operations.

In this way, the present invention estimates traffic demand for each time period based on information such as events and learning data, and develops the operation pattern of each elevator from the basic operation pattern to enable optimal service for the estimated demand situation. At the same time, the transportation margin of each elevator is determined when floor services are performed using this basic operation pattern, and the above basic operation pattern is selected as an operation pattern in which additional services are provided for floors with high traffic demand for elevators with sufficient margin. is modified and set in the control device for controlling each elevator, and the operation is performed according to the set pattern.In addition, input information of specific floor height traffic demand input separately and high traffic demand that has occurred are The system selects and allocates an express service elevator that goes directly to the call on the high traffic demand floor, checks the quality of service provided by other elevators on floors other than the above-mentioned specific floor, and then selects and assigns an express service elevator that goes directly to the call on the high-traffic-demand floor. If the service on that floor does not become defective, modify the operation pattern to additionally allocate an express service/elevator to the specific floor to the extent that the service does not become defective, and instruct the control device to operate in that pattern. It is something to do.

Therefore, for the traffic demand predicted for each time period,
In addition to enabling balanced transportation, especially for floors with high traffic demand, it is possible to secure transportation capacity that is greater than the traffic demand at that time of day, and effectively reduce queues on floors with high traffic demand. In addition to being able to avoid this, it is also possible to generate the most user-friendly operation mode for each time period and operate in this mode, improving service to users. In addition, even when micro-high traffic demand occurs due to the use of conference rooms, large halls, etc., we will concentrate on the floor where high traffic demand occurs to the extent that the reservation information does not impair services on other floors. Elevators can be serviced according to the demand situation, so there is always a smooth and efficient elevator service.
Furthermore, a group management control method that can ensure high transport capacity can be obtained.

It should be noted that the present invention is not limited to the embodiments described above and shown in the drawings, and can of course be implemented with appropriate modifications within the scope of the gist thereof. By using this in combination with the present invention, more effective group management control becomes possible.

[Effects of the Invention] As detailed above, according to the present invention, it is possible to achieve balanced transportation with respect to the traffic demand predicted for each time zone, and especially for floors with high traffic demand. It is possible to secure transportation capacity that is greater than the traffic demand at that time, effectively avoiding queues on high-traffic demand floors, and providing the most convenient operation mode for each time period. Since it is possible to generate and operate in this mode, it is possible to improve services for users.
In addition, even when micro-high traffic demand occurs due to the use of conference rooms, large halls, etc., we will concentrate on the floor where high traffic demand occurs to the extent that the reservation information does not impair services on other floors. To provide a group management and control method for elevators, which has the characteristics of providing a group management and control method that is always smooth in accordance with the demand situation and can ensure high transportation capacity because the elevators can be serviced in a timely manner. I can do it.

[Brief explanation of drawings]

Fig. 1 is a configuration diagram showing an embodiment of the present invention, Fig. 2 is a diagram of changes in car load for explaining the present invention, and Fig. 3 is a signal format of each car information used in an embodiment of the present invention. FIG. 4 is a diagram showing the basic operation mode for explaining an embodiment of the present invention, and FIG. 5 is a diagram showing the traffic demand at the same time of the day for explaining an embodiment of the present invention. 6 is a diagram showing an example of an optimal operation mode generated by modifying the basic operation mode, FIG. 7 is a diagram showing a service floor command format used in an embodiment of the present invention, and FIG. FIG. 9 is a diagram of the hall of the stop floor display panel showing one embodiment of the invention; FIG. 9 is a flowchart showing an overview of the processing of the learning section, the processing of the group management control section, and the processing of each aircraft control device of the invention; FIG. 10 11 is a diagram for explaining the concentration of passengers on a specific floor showing an example of a micro traffic demand change, FIG. 11 is a flowchart for explaining the operation 1r of the group management control unit when the micro traffic demand changes, and FIG. 12 Figure 13 is a diagram showing an example of demand forecast for a specific floor when micro-traffic demand changes, Figure 13 is a diagram showing the floors where the express car can respond when the express car is set, and Figure 14 is the conventional service floor by demand situation. It is a figure showing an example of a floor. 1...Group management control'n device, 1a...Group management control unit,
1b...Study Department, 1C...Memory Department, 3...Supervisor? J
To A, 4... Each machine control device, 5... Car, 6...
Hall stop floor display board. Figure 1 Time t Figure 22 From the cart N-7 No. Elevator No.
Elevator N00-1-4 stop floor (car call! 4th floor) Figure 4 Figure 5 Operation [-do (C1)]
Single line mode (C3) (A) (B) (C) (
D) (A) (B) (C) (D) (A)
(B) (C) (D) Elevator No.
Elevator No., Elevator
Ta No. Figure 6 Figure 7 Figure 8 Figure 9 (a) Figure 9 (b) Figure 9 (C) Paz 10 Figure 12 Figure 13 (a) (b) (c) 1st
Figure 4

Claims (1)

[Claims] In a group management control method that manages multiple elevators that can be used at a common platform as a group, and selects and responds to a platform call that is most appropriate, the collected learning data and given demand schedule information are used. Based on this, the traffic demand is estimated for each time period, and the operation pattern of each elevator is selected from the preset basic operation patterns, and the operation pattern of each elevator is selected from the preset basic operation patterns. The transportation margin of each elevator when the service is performed is determined, and the above basic operation pattern is modified to an operation pattern that performs additional service on high traffic demand floors for elevators with margin, and this is used to control each elevator. In addition, based on the above-mentioned demand schedule information and the occurrence of unscheduled high traffic demand, the high traffic demand is Selectively allocate an express service elevator that goes directly to a floor call, check whether the service on the floor other than the above-mentioned specific floor by other elevators in this case is good or bad, and check whether the service on the floor other than the specific floor is poor. If this is not the case, the operation pattern is corrected to additionally allocate an express service/elevator to the specific floor within a range that does not cause the defect, and is set in the control device, so that the operation is performed in accordance with the pattern. A group management control method for elevators.