JPS6343310B2 - - Google Patents

Description

[Detailed Description of the Invention] (a) Description of the Technical Field The present invention relates to a method for controlling an elevator, particularly during times of traffic demand when many passengers get off, such as during lunch or leaving work.
It relates to technology that suppresses selfish usage by some passengers and ensures the level of service for the entire group.

(b) Explanation of the prior art In large office buildings, group management control is generally used in which 3 to 8 elevators installed side by side are grouped together and centrally controlled for common hall calls to efficiently handle traffic demand. ing.

Recently, a group management control method called the immediate warning light lighting method has become mainstream. In this method, when a passenger registers a hall call, a logic/arithmetic device using a microcomputer or the like uses a logic/arithmetic device such as a microcomputer to determine the position of each elevator, operating direction, door status, car call status, and other hall call status, and to determine whether the elevator has already been assigned. The system determines the car that should best respond by taking into account the state of the hall call being received, etc., and then displays the forecast light (often used as an arrival light display) above the landing door for that car on that floor.
Lights up to alert passengers and guide passengers. At the same time, the call is locked to prevent it from being double-assigned to other elevators. When the elevator with the forecast light on actually approaches the floor and begins to decelerate, the forecast light changes its display form to an arrival light and blinks to prompt passengers to prepare for boarding. This method has become established as a high-class group management method because passengers are informed in advance of the number of cars scheduled to respond, so they are less likely to feel anxious or anxious about which car will arrive. By the way, once the forecast light is turned on, it should not be changed unless there is a major reason; if it is changed carelessly, passengers will have to move to the front of the new light. Moreover, if the passenger is not aware of this, the warning light on the car that they had been relying on will turn off before they know it, causing distrust among the passengers. Furthermore, when a car other than the one in the forecast arrives first due to a car call (referred to as a first-come, first-served car call), this also causes an unpleasant phenomenon for passengers. After turning on the warning light, for example, door closing may be delayed, car calls may increase due to passengers boarding on an intermediate floor, or the car may be assigned to a landing call that occurs on an intermediate floor. Even if the arrival is later than scheduled and there is a long waiting call, having another car respond is the same as calling a car on a first-come, first-served basis or changing the forecast, and this results in distrust among passengers.

As explained above, in the group management control elevator using the warning light system, it is necessary for the cars to operate as scheduled in order to reduce waiting time more than in the conventional system.

On the other hand, when descending passengers gather on each floor at the same time, such as during lunch or leaving work, the elevator may become full after only one or two calls are answered during the descent. In particular, in buildings that are exclusively owned by one company, passengers take their lunch break or leave work at the same time, resulting in a high concentration of passengers, making the above-mentioned situation more likely to occur. Then, as a precaution, the passenger presses the up call button and the down call button at the same time and begins to board the car that stopped first, even if it is an up car. Even if it turns around at the highest call, it continues to ride without getting off the car and descends. Normally, elevators give top priority to car calls made by passengers who have already boarded the elevator.
Therefore, the passengers can get off to the desired exit floor or cafeteria floor without having to pass through a crowded train. Gradually, this self-centered approach spread to many passengers, and everyone started pressing the up and down hall call buttons. As a result, the total number of elevator stops increases, transportation capacity decreases, and waiting time increases rapidly. Moreover, when descending, the top floors of the building tend to become more crowded, and each passenger uses the elevator more and more selfishly for self-defense purposes, creating a vicious cycle that quickly leads to a loss of confidence in the elevator system.
This situation is schematically shown in Figures 1-A and 1-B using only one unit in the group for simplicity.

In the figure, reference numeral 1 denotes one of the cars, and a counterweight 2 is attached to the other end of the car via a rope 3, and a sheave 4 and a deflection sheave 5 of the hoisting machine constitute a suspension. 6 to 11 are the landings from the first floor to the sixth floor, and the waiting passengers at the landings on each floor are indicated by subscripts A, B, . . . as 8A, 8B, 8C. In addition, among the push buttons in the landing area, those pressed and registered by passengers are shown with suffixes U and D, such as 9D and 9U.
Passengers in the car are shown as 1A and 1B. 1st-A
In the diagram, for example, one passenger 1B, who should have been alighting from the third floor, has already pressed the up button 8U (not shown).
Press to stop the rising car. In Figures 1 to A, 9A and 9B, who were originally trying to get off, were stopped on the 4th floor by a call to ascend 9U.
I'm about to get on board. As shown in Figure 1-B, even if the car reaches the top floor (6th floor) and passenger 1A gets off,
Other passengers did not get off, so 10A, 10 on the 5th floor.
When B gets on board, it becomes full and all the passengers on the fourth floor and below are passed through. In extreme cases, the train would already be full when it turned around, so it was necessary to give some kind of penalty for such selfish behavior and to make them understand that they would be losing out if they did not ride normally. Conventionally, when the car direction is reversed, the car call is canceled once, but if the car call is pressed again immediately after sitting down, the car call can be re-registered and has no suppressing effect.

(c) Object and Summary of the Invention The present invention has been made in view of the above points, and provides an improved elevator control method that suppresses the selfish use of some passengers and ensures the service level of the entire elevator group. The purpose is to provide. A feature of the present invention is that a guidance notification device such as a broadcasting device or a display device using voice synthesis in the elevator car is provided, and when it is detected that the number of passengers in the car continues to exceed a predetermined number when the car is reversed, the above-mentioned guidance notification is provided. By using a device to make a predetermined notification to alert passengers and requesting their cooperation, and by issuing a command to open the door and letting the passengers off the train, the passengers will learn that illegal boarding is a loss, and will learn how to ride correctly next time. The idea is to have them do something for you.

Another feature is that the above operation is performed when the final call is only a car call. Yet another feature is that the above operation is performed only when the car is reversed from the upward operation. Another feature is that the above-mentioned operation is performed when the number of passengers in the car does not become one and a predetermined value or less within a predetermined time at the floor where the direction has been changed. Furthermore, another feature is that the door opening command issued when the above-mentioned operation is performed is terminated after a predetermined time. Still another feature is that the guidance notification is an audio broadcast, a display, or both. Furthermore, another feature is a car call canceling device that disables registration of car calls during the door opening command. Finally, another feature is that the operation is performed only during a predetermined time zone or a predetermined traffic demand zone.

(d) Structure of the Invention Examples of the structure of the present invention will be described below with reference to the drawings.

FIG. 2 shows the speaker 21 mounted on the roof of the car 1 facing into the car interior. FIG. 5 shows the circuit configuration of the main part of the present invention. UH is a direction hold signal, and while the car is running, it is high level (H) when the running direction is up, and low level (L) at other times, and when the car starts decelerating, it stops and the door opens. Until it is fully closed, this signal becomes H when the next planned direction of travel is in the upward direction, and becomes L in other cases (downward or no direction). Next, SU is H when the car is running and the running direction is up, and L otherwise.Even if the car starts decelerating, the car stops, the door opens, and the running direction is maintained until the car is fully closed. Then, when the next planned direction of travel is up, press H.
This is a signal that becomes L in other cases (downward or non-directional), and various systems are conventionally known, although the UH and SU signal generators are not shown. 31 is an inverter; when the input UH is H, the output is L;
When UH is L, it becomes H.

Reference numeral 12 denotes an in-car passenger detection device installed under the floor of the car 1 shown in Figs. A device that is mounted on top of a vibration-proof rubber, measures the amount of deflection of the vibration-proof rubber using a differential transformer, and rectifies the output, or a micro switch is used to measure the amount of deflection of the vibration-proof rubber, and calculates the amount of vibration for a specified number of people based on the amount of deflection of the vibration-proof rubber. (For example, when there are more than 15% of passengers), the switch is turned on and the output becomes H. In this embodiment, an example of the above-mentioned differential amplifier method is shown. In FIG. 5, the 12 DC analog outputs WA are set to H when the level determination circuit 32 using a Schmitt trigger circuit or an operational amplifier exceeds a set value (for example, the number of passengers is 20% of the car room capacity).
, and when it is less than that, it becomes L.

DOR is a signal from a circuit (not shown) that becomes H when the car door is fully opened and becomes L when it begins to close, and is input to the AND gate 33 of the logic gate together with the W mentioned above, and the output WT is input to the timer 34. be done. The timer 34 is such that the output WT1 becomes H when the input is in the H state for a set number of seconds, for example, 3 seconds. On the other hand, DOR is an input to another timer 37, and when DOR remains high for a set number of seconds, for example 3.5 seconds, the output DT becomes high. Reference numeral 38 denotes an inverter, and its output is inputted to the AND gate 35 together with SU and WT1, and its output AN1 becomes a broadcast command input to the voice synthesis broadcasting device 36. 36 is stored in P-ROM (programmable read-only memory) using a microcopy computer, for example.
It plays back audio data encoded and stored using the PARCOR method, and other broadcast instruction signals AN2 to
Similar to ANn, when AN1 becomes H, a predetermined broadcast content is broadcast from the speaker 21 installed above the car room.

In Fig. 6, 41 is an inverter, and 42 is an output that changes from L→H or H→ when a rising pulse enters the SET side.
This is a flip-flop circuit that changes the output from H to L or from L to L when the rising pulse enters the RESET side. 43 is or gate, AN1,
WT1 is connected to the corresponding signal line in Fig. 5,
For PDO, the door opening button inside the car (not shown) is pressed, or
When the safety switch at the tip of the door is touched by a passenger and turned on, this signal becomes H, and DO is connected to a door control device 44 (not shown), and when it is H, it is a signal that instructs the door to open. 45 is a car call registration circuit, an example of which is shown in FIG. 7, and when the input DOC is H, the car call cannot be registered and is cancelled.

FIG. 7 shows an embodiment of the car call registration circuit,
Reference numerals 61 to 65 and 66 are flip-flop circuits having input/output characteristics similar to those of 42. Input DOC
is the same as the DOC in Figure 6, and P1K to P5K,
P6K is a signal that becomes H when a destination button (not shown) for the 1st to 5th and 6th floors is pressed, and becomes L when the button is stopped being pressed. 1KR to 5KR and 6KR are signals that become H when the elevator arrives at the 1st to 5th and 6th floors and starts opening the doors, respectively. These P1K~
Various devices and circuits for obtaining the P6K, 1KR to 6KR signals are well known and will be omitted here. 1K to 5K and 6K are the outputs of flip-flops 61 to 65 and 66, respectively, which are connected to a direction selection circuit and a deceleration command circuit (not shown), and are also connected to a car call registration lamp 81 via amplifiers 71 to 75 and 76. ~85,86. Although not shown, when the final call is only a car call, the car is configured to reverse the direction of travel and stop the car. (Various devices have been used in the past,
Since the method is well known, the description will be omitted. ) (e) Effect of the invention When the car is currently rising, both UH and SU are at H level, so the output of the inverter 31 becomes L, and one of the inputs of the AND gate 35 becomes L, so AN1 is at L and broadcasting is not possible. is not performed. When the car stops at the last call, the following happens:

First, when the final call is only a car call, it is common for the car to stop by flashing the hall lantern on the opposite side to the direction in which it has been traveling, and this example is also configured in this way. In this case, after the deceleration command is issued, UH becomes L and SU becomes H. When the car stops and the door is fully opened, DOR also becomes H. Normally, the passenger in the car gets off and the car becomes empty.
Even if W is H at the time of arrival, the door is fully open and DOR
becomes H and the output WT of AND gate 33 becomes H, even if the set number of seconds of TIMER1 of 34 (for example 3
sec) Since W does not continue to be H and WT1 does not become H, AN1 remains L and no broadcast is instructed. (Hereinafter referred to as state 1.) However, if a passenger who is scheduled to get off uses a car that is ascending and goes to the top and then gets off, DOR is H, W is also H, and WT is the number of seconds of TIMER1. Continuing H, WT after the set number of seconds, for example 3 seconds.
1 becomes H. On the other hand, since the output DT of the malfunction prevention abort timer 37 (set to 3.5 seconds, for example) is still L, the output of the inverter 38 is H, so all inputs of the AND gate 35 become H, and AN1 becomes H. For example, ``If you want to go down, please do not get on the ascending elevator. We will not be able to depart unless you go outside.'' or ``Everyone please get off. If you board the car, it will be a nuisance to everyone.'' At the same time, in Figure 6, the setting input AN1 of the flip-flop 42 becomes H, indicating that more than a predetermined number of passengers remain in the car. Therefore, WT1 is also H, so
Since WT1 is L, the output DOC of 42 changes from L to H. In FIG. 7, when the push button of the destination floor, for example, the push button of the first floor, is pressed, P1K becomes H, the output 1K of the flip-flop 61 changes from L to H, and the registration lamp 81 for the first floor lights up. If the car arrives at the first floor and the door begins to open, 1KR changes from L to H, flip-flop 61 is reset, and 1K changes from H to L and lamp 81 goes out. (Hereinafter referred to as state 2.) Now, when DOD changes from L to H, the DISABLE terminal of each flip-flop becomes H, and all flip-flops 61 to 66 are forcibly reset, so all registered car calls are cancelled. When the malfunction prevention timer 37 (Fig. 5) becomes H,
AN1 becomes L, but in Figure 6, passengers in the car get off the car and the number of people in the car falls below the predetermined value.
Until WT1 goes from H to L, that is, 1 goes from L to H, and the flip-flop 42 is reset.
Since the DOC output remains high, car calls cannot be re-registered during this time. In Figure 6, DOC has the same function as the signal PDO which becomes H when the door open button inside the car is pressed (because it is an OR gate), so while DOC is H,
DO also becomes H and acts as a door open command, leaving the door open. If the passengers cooperate and get off the car, the door will begin to close as described above, and car call registration will be possible within the car.

When the final call includes a landing call in the same direction as the direction of travel, there are passengers who wish to ascend further in the direction of travel, so both UH and SU remain at H even after the car decelerates.
Therefore, broadcasting is not performed as in state 1 described above.

When the final call includes a hall call in the opposite direction to the direction of travel, the UH will stop at L and the SU will stop at H after deceleration, just as when the final call is only a car call.
When the above-mentioned state 1 or state 2 occurs, and the number of passengers remaining in the car exceeds a set number (for example, 20% of the capacity), a broadcast is made and the door is opened as in state 2, and car call registration is rejected.

In the embodiment of the present invention described above, guidance notification, door opening, and car call registration refusal are performed when a passenger uses the vehicle fraudulently. It is also possible to disconnect the DC input from 45 and keep the DISABLE terminals 61 to 66 always at L. In addition, as shown in FIG.
00 to 13:00) and when leaving work (16:50 to 17:50), the signal PT may be set to H. AND gate 3 in the diagram
5 may be replaced with 35 in FIG. 5 to configure the circuit, and the unauthorized boarding prevention measures of the present invention can be made to work only when the vehicle is truly crowded.

Reference numeral 101 in FIG. 8 may be used as a traffic demand zone discrimination device, and PT may be set to H when, for example, a lunchtime driving pattern is selected based on traffic demand rather than time zone.

As shown in Fig. 9, when the DOC is H, the guidance alarm is activated by the amplifier 111 at the same time as the in-car operation panel shown in Fig. 3 or the indicator 24 provided above the car entrance shown in Fig. 4. You can. When you want to make a warning to prevent boarding, for example, use a display such as ``If a descending passenger gets on the ascending elevator, it will cause a great inconvenience to other passengers. Everyone please get off. We cannot move in this state.'' can. Alternatively, the broadcasting device may be made inactive and only displayed. Further, as shown by the dotted line in FIG. 6, the control is such that the flip-flop 42 is forcibly turned off by a known door closing promotion signal FOR which becomes H after a predetermined time (for example, 15 seconds) after the door is opened.
may be reset and this control may be canceled. At this time, the door is closed, the suppression of car calls is stopped, and the display is stopped.

FIG. 11 shows this embodiment. DCR is a door fully closed confirmation signal, and is a signal that becomes high level (H) only when all the landing doors and car doors (or even just the car door) of that number are close to fully closed. 131 is an inverter, and when DCR is (H), its output DCR is (L). 132 is a timer element or circuit, and when the input becomes (H), the output FOR is set after a predetermined time, for example, 15 seconds. (H). This FOR is connected to the FOR shown by the dotted line in FIG.

Further, as shown in Figure 10, only when the landing stops in response to the assigned landing call, the landing stops from the deceleration command point, opens the door, remains in (H) until the door is closed, and becomes (L) in other cases. The call response signal HSLD passes through an inverter 121, and its output becomes one additional input of the AND gate 35 in FIG. (If the part 35 in Fig. 5 is replaced with Fig. 10.) Therefore, in the example, when you answer the final call, if there is an assigned hall call, HSLD is (H), so the input of AND gate 35 is 1. becomes (L), the condition is not satisfied, and the aforementioned guidance notification, door opening control, car call cancellation, etc. are not performed. on the other hand,
When the cause of the final call stop is only a car call
HSLD becomes (L) and therefore (H), the input condition of the AND gate 35 is satisfied, and the above-described operation is performed.

(f) Effects of the present invention As explained above, according to the elevator control method of the present invention, the elevator control method of the present invention has a relatively simple configuration, detects unauthorized use by some selfish passengers among all passengers, and alerts the user to the problem from the next time. This will gradually reduce the number of fraudulent uses and prevent the service level of the entire group from deteriorating.

In addition, since users can be warned on-site about undesirable ways to use the elevator, it is easier for users to understand. This is far more effective than traditional notices or internal newsletters.

Audio notification is particularly effective, and can be expected to have a synergistic effect with the punitive action of opening the door and asking everyone who is unable to leave to get out.

Furthermore, this operation can be performed only when truly necessary, such as during busy times, thereby preventing unnecessary confusion.

In addition, since there is a backup function that terminates the main operation at a certain time, it is possible to prevent the entire system from becoming confused when a failure occurs in the load detection device or the like, or when passengers do not cooperate.

[Brief explanation of drawings]

Figures 1-A and 1-B are diagrams schematically showing the usage status of passengers when disembarking passengers are crowded in a conventional device, and Figure 2 is an example of installing a notification speaker according to an embodiment of the present invention. FIGS. 3 and 4 are diagrams showing an example of mounting a notification display according to another embodiment of the present invention, and FIGS. 5 and 6 are main circuit diagrams of an embodiment of the present invention. FIG. 7 is a diagram showing an example of the car call circuit indicated by 45 in FIG. 5, and FIGS. This is a diagram. 1...Car, 12...In-car passenger detection device, 2
1...Speaker, 24...Display device, 36...Speech synthesis broadcasting device, 112...Lamp.

Claims (1)

[Scope of Claims] 1. In a control method for an elevator which is equipped with a device for detecting passengers in a car and a guidance/notification device and is controlled in response to a call, if a passenger in the car continues for a predetermined time on a floor where the car is inverted, a predetermined value 1. A control method for an elevator, characterized in that the presence of a person is detected, and in response to the detected output, the guidance and notification device issues a predetermined guidance notification and a door opening command. 2. The elevator control method according to claim 1, wherein a predetermined guidance notification and a door opening command are issued when only the last car call is called. 3. The elevator control method according to claim 1 or 2, characterized in that a predetermined guidance notification is made only when the car reverses from ascending to descending. 4. The elevator control method according to any one of claims 1 to 3, characterized in that the door opening command is terminated at a predetermined time. 5. The elevator control method according to any one of claims 1 to 4, characterized in that the guidance notification is either audio or display, or both. 6. The elevator control method according to any one of claims 1 to 5, characterized in that car calls cannot be registered or car calls are canceled during a door opening command. 7. Any one of claims 1 to 6, characterized in that the control is performed only during a predetermined time period.
Elevator control method described in Section. 8. The elevator control method according to any one of claims 1 to 6, comprising a traffic demand band discrimination device and controlling only in a predetermined traffic demand band.