JPS6357343B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an improvement in an elevator control device that provides advance guidance and display of cars to be served to passengers waiting in a hall.

Figures 1 to 5 are circuit diagrams showing an example of conventional elevator group management, in which 1 is an elevator group control device, 2 is a button provided in the group control device, and when a button is pressed at a landing, it is used as a hall call. A hall call registration device 3 for registering is also an allocation device 1 which selects one optimal car from cars A to C for a hall call and allocates it as a service car for the hall call.
0uA to 15uA and 11dA to 16dA are assigned signals for the A car for calls going up to the 1st basement floor (hereinafter referred to as the B1 floor) to the 5th floor and calls going down the 1st floor to the 6th floor. When assigned, each assignment signal becomes "H". 10
uB ~ 15uB and 11dB ~ 16dB are also assigned signals for B machine, 10uC ~ 15uC and 11dC ~
Similarly, 16dC is an allocation signal for car No. C. 4
A to 4C are car management devices for cars A to C, respectively, and have basic functions such as running and stopping the car and managing door opening and closing in order to make the car respond to car calls and assigned landing calls. It performs precise control. 40uA ~ 45uA is on the B1 floor ~
A lighting command signal to light up the upbound hall lanterns 50uA to 55uA for the A car installed at the landing on the 5th floor, and 41dA to 46dA are the lighting command signals for the downbound hall lanterns for the A car installed in the landings on the 1st to 6th floors. This is a lighting command signal for lighting the lanterns 51dA to 56dA, and when the lighting command signal becomes "H", each of the hall lanterns lights up. 40uB~45uB
and 41dB to 46dB are hall lanterns for Unit B, 50uB to 55uB and 51dB to 56dB.
Lighting command signal for lighting, 40uC ~ 4
5uC and 41dC to 46dC are also hall lanterns for Unit C 50uC to 55uC and 51dC to 56
This is a lighting command signal for lighting the dC.

FIG. 2 shows a car direction setting circuit provided in the car management device 4A for car A, and the car direction setting circuit for cars B and C is configured in the same way. 6u and 6d in the figure
7a is the uplink signal and downlink signal that become "H" when the A machine is set to the upstream and downstream directions, and 7a is the allocation signal 10uA to 1 for the A machine.
Assigned signal that becomes "H" when any one of 5uA and 11dA to 16dA is "H", 7uu
an upward up call assignment signal that becomes “H” when assigned to an up call on a floor higher than the floor where the elevator car is located;
7dd is a downward call assignment signal that becomes "H" when assigned to a down call on a floor below the car position floor, and 7ud becomes "H" when assigned to a down call on a floor above the car position floor. The upper down call assignment signal becomes "H" when 7du is assigned to an up call on a floor below the car location floor, and 8u is a car call on a floor above the car location floor. 8d is the lower car call signal which becomes "H" when there is a car call on a floor below the car position floor; 9a is the lower car call signal which becomes "H" when a car call is determined to be stopped in order to respond to the car call. A car call stop signal that remains "H" until the door opens after the car stops, closes again, and immediately before the door closes, 1
0a is a hall call stop signal that becomes "F" after deciding to stop in order to respond to an assigned hall call, opening the door after stopping, closing the door again, and just before the door is closed; 11
a is the main floor lower signal which becomes "H" when the car is located on the main floor (1st floor) or basement floor (B1st floor), 1
2a is the top floor signal that becomes "H" when the car is on the top floor (6th floor), 13a is the bottom floor signal that becomes "H" when the car is on the bottom floor (B1 floor), 14-19 are NOT gates, 20-27 are
AND gate 20a is the output of AND gate 20, which is the final car call signal which becomes "H" when stopped in response to the final car call, and 28 and 29 are OR gates.

Assume that in the device configured as described above, a hall call for the upbound direction on the 5th floor is registered. At this time, the allocation device 3 selects, for example, one car that is expected to be able to respond the earliest to the up call on the 5th floor. For example, if car B is assigned to the 5th floor up call, the 5th floor up call assignment signal 15uB of car B becomes "H", and the car management device 4B immediately turns on the hall lantern in the 5th floor up direction. The command signal 45uB is output as "H",
The hall lantern 55uB in the upward direction on the 5th floor of car B lights up and displays a guide (hereinafter referred to as a forecast) of the assigned car (car B) that will serve waiting customers on the 5th floor. Then, when the B car responds to the calls one after another and arrives at the 5th floor in the upward direction, the hall lantern lighting command signal 45uB changes from "H" to "L" to "H" to "L".
... is output as a pulse-like signal that repeats at a cycle of 0.5 seconds, and therefore the Hall lantern 55uB
The display changes from a lit state to a blinking state (hereinafter referred to as an arrival display) to notify waiting customers of the arrival of the car. In this way, when a hall call is registered, the assigned car is immediately forecasted to the hall, so passengers waiting at the hall can know in advance which car will be serviced first. You can wait in front of.

However, even if it is expected that the earliest response will be possible at the time of registration of the hall call, a new call may occur while the call is being answered, and the floor of the hall call (5th floor up call) that was predicted above may be answered. A phenomenon may occur in which the arrival of a car is delayed, and another car that has not been forecasted responds to the call and arrives first (hereinafter referred to as unforeseen). Such incorrect forecasts not only confuse and make the passengers who were waiting in front of the forecast carts feel at ease, but also cause them to lose trust in the forecast guidance if they occur frequently.

Previously, in order to solve the above-mentioned problem when the forecast is incorrect, a method has been proposed in which when a car other than the forecasted car arrives first, the arrival display (such as a flashing hall lantern display) of the first-arrived car is not displayed. However, it was an unnatural movement for passengers waiting at the boarding point, and had the disadvantage of creating a sense of suspicion.

Next, a situation in which forecast failure occurs when the final call in the direction of car operation is a car call will be described. In Figure 3, Unit A is on the 3rd floor in the upward direction.
Car number B is in the upward direction of the 1st floor and has car calls 2cB, 3cB, and 6cB on the 2nd, 3rd, and 6th floors, and is assigned to the upward call 5u on the 5th floor. There is. In this case,
When Unit A reaches the 5th floor and decides to stop, the assignment signal 7 is activated.
Since a is "L", the output of NOT gate 14 is "H", and the car call stop signal 9a is "H", AND
The output of the gate 20 becomes "H", and the final car call stop signal 20a becomes "H". Therefore, the output of the OR gate 28 is "H", the upstream signal 6u is "H", the output of the AND gate 24 is "H", and the output of the OR gate 30 is "H", since machine A is not on the top floor. Top floor signal 12a is “L”, NOT gate 17
output is "H", and the downstream signal 6d is "L",
The output of NOT gate 19 becomes "H", therefore
The output of the AND gate 26 is "H", and in the end, the A car stops on the 5th floor while maintaining the up direction, and the up direction arrival display (up direction hall lantern 55uA)
(blinking). In other words, although the up call 5u on the 5th floor was assigned to car B, car A arrived at the 5th floor earlier in the up direction, resulting in an error in the forecast. In the case of a control system that causes the train to stop in the same direction as the previous direction when it stops at the final car call, an incorrect forecast will occur in the situation shown in FIG. 3.

Further, in FIG. 4, car A is on the third floor in the up direction, has a car call 5cA on the fifth floor, and is assigned a down call 4d on the fourth floor. Unit B is 1
It is on the ascending floor and has car calls 2cB, 3cB and 6cB on the 2nd, 3rd and 6th floors, and is assigned to the downlink 5d on the 5th floor. In this case, when car A reaches the 5th floor and decides to stop, the assignment signal 7a is "H", so the final car call signal 20d is "L", and since it is not a hall call stop, the hall call stop signal 10a is "L", so OR The output of the gate 28 is "L", and the output of the AND gate 24 is "L".
Further, the upper uplink call assignment signal 7uu, the upper downlink call assignment signal 7ud, and the upper car call signal 8u are all "L", and the output of the AND gate 21 is also "L".
Therefore, the output of the OR gate 30 is "L", and therefore the output of the AND gate 26 is also "L", and the upstream signal 6u is reset to "L". on the other hand,
Since the downward call assignment signal 7dd becomes "H",
The output of the OR gate 31 is "H", and since the A machine is not on the bottom floor, the bottom floor signal 13a is "L" and NOT
The output of the gate 16 becomes "H", and when the upstream signal 6u becomes "L", the output of the NOT gate 18 becomes "H", and is therefore the output of the AND gate 27. The down direction signal 6d becomes "H",
In the end, Car A reverses its car direction from up to down, stops on the 5th floor, and displays an arrival indication for down direction. In other words, the down call for the 5th floor is 5d.
Although this was assigned to Aircraft B, Aircraft A arrived at the 5th floor in a descending direction earlier, resulting in an incorrect forecast. In this way, the highest call reversal (if the highest call is a down call, or if the highest call is a car call and there is a call to be answered below the floor of the car call, the direction is reversed from up to down). In the case of a control method that performs a reverse rotation and a stop), an erroneous forecast occurs in the situation shown in FIG. On the other hand, in a control system that performs minimum call reversal (the opposite of maximum call reversal), forecast failures will occur in a similar situation.

In addition, in Figure 5, car A is on the 3rd floor in the downward direction and has only a car call of 1cA on the 1st floor, and car B
The car is on the 5th floor in the down direction and has car calls 1cB, 3cB and 4cB on the 1st, 3rd and 4th floors, and is assigned to the upbound call 1u on the 1st floor. In this case, when Unit A reaches the 1st floor and decides to stop, 1
Floor car call 1cA is the last car call, so the final car call stop signal 20a is "H", but since car A is on the first floor, the main floor signal 11a is "H".
The output of the NOT gate 15 is "L", the output of the AND gate 22 is "L", and since it is not a hall call stop, the hall call stop signal 10a is "L", and therefore the output of the OR gate 29 is "L". , the output of the AND gate 25 becomes "L". In addition, the lower down call signal 7dd, the lower up call assignment signal 7du, and the lower car call signal 8d are all "L" and the top floor signal
12a is also “L” and the output of AND gate 23 is also “L”
Therefore, the output of OR gate 31 is "L",
The output of the AND gate 27 also becomes "L", and the downstream signal 6d is reset to "L". on the other hand,
Since the final car call stop signal 20a is "H" and the main floor signal 11a is "H", the output of the AND gate 21 is "H", the output of the OR gate 30 is "H", and the output of the NOT gate 17 is "H". Therefore, the down direction signal 6
When d becomes "L", the output of the NOT gate 19 becomes "H", and therefore the upstream direction signal 6u, which is the output of the AND gate 26, becomes "H", and as a result, car A turns in the car direction from the down direction. It will turn in the up direction and stop on the first floor, displaying an arrival display for the up direction. In other words, even though the up call on the first floor was assigned to car B, the forecast was missed because car A arrived first on the first floor in the up direction. If the control method is such that when stopping in response to the final car call on the main floor or a floor below the main floor, the direction is reversed in the upward direction and the car is stopped, the forecast will be incorrect in the situation shown in Figure 5. occurs.

As explained above, conventionally, when the final call in the direction of car operation is a car call, control of the car direction is performed regardless of the status of the assigned calls of other cars, which is one of the causes of forecast failure. I was getting used to it.

The present invention solves the above-mentioned drawbacks and aims to provide an elevator control device that can reduce the occurrence of incorrect forecasts. Hereinafter, it will be explained in detail using the drawings. FIG. 6 is a circuit diagram for explaining an embodiment of an elevator control device according to the present invention. Note that FIGS. 1 to 5 will be used as they are.

Figure 6 shows the car direction control circuit for car A installed in the allocation device 3. In the figure, 1cA to 5cA indicate "H" when a car call for car A on the 1st to 5th floors is registered.
The car call signals, 10uA' and 16dA' are A
The B1 up-floor call assignment signal and the 6th floor down-call assignment signal for car A take virtual calls into account in order to control the car direction of car No. 1, and the assignment signal is 10.
Output to unit A instead of uA and 16dA.
32A becomes "H" when the A machine starts running,
After stopping, open the door, close it again, and press "L" just before the door closes.
Running signal, 60 to 71 are AND gates, 8
6 and 87 are R-S flip-flops (hereinafter referred to as memory); 86A is an upbound direction stop prohibition signal that becomes "H" when the final call in the direction of operation of car A is a car call, and when the car is not stopped in the upbound direction; Similarly, 87A is a downward direction stop prohibition signal which becomes "H" when stopping in the downward direction, 72 to 85 are OR gates, and 88 is a NOT gate.

Here, when the final call in the running direction of the car is a car call, how the car direction is controlled will be explained with reference to FIGS. 3 to 5.

First, in the situation shown in FIG. 3, the assignment signal 15uB for the 5th floor up call is "H", so the output of the OR gate 72 is "H", and the 5th floor car call signal 5cA is "H", so the AND The output of the gate 60 is "H" and the output of the OR gate 82 is "H". When Unit A departs from the third floor, the running signal 32A
becomes "H", the output of the AND gate 70 becomes "H", the memory 86 is set, the upstream stop signal 86A becomes "H", and the OR gate 84 outputs "H".
The output of A also becomes "H", and the assignment signal 10uA' containing the upstream virtual call assignment for the B1 floor becomes "H".
It is output to the car management device 4A of the car. In addition, the downlink assignment signal 11dB to 15dB and 11dC to 1
5dC are both "L", so the downward direction stop prohibition signal 87A becomes "L". When car A reaches the 5th floor and decides to stop in response to car call 5cA on the 5th floor, the assignment signal 7a is "H" (assigned to the virtual call on floor B1), so the final car call The stop signal 20a becomes "L", the output of the OR gate 28 is "L", the output of the AND gate 24 is "L", the upper uplink call allocation signal 7uu, the upper uplink call ratio signal 7ud, and the upper car call signal 8u are all "L", the output of AND gate 21 is also "L"
Therefore, the output of the OR gate 30 is "L", the output of the AND gate 26 is also "L", and the upstream signal 6u is reset to "L". On the other hand, since the lower uplink call assignment signal 7du is "H", the output of the OR gate 31 is "H", the output of the NOT gate 18 is "H", and the output of the NOT gate 16 is "H".
Since the output of the AND gate 27 is also "H", the output of the AND gate 27 is "H", and the downstream signal 6d is "H". That is, Car A reverses direction from the up direction to the down direction, stops on the 5th floor, and displays the arrival of the down direction (by deducting 55 dA from the hall lantern in the down direction). When the A car stops and the door is opened and then closed again, the running signal 32A becomes "L", so the upward direction stop prohibition signal 86A becomes "L" and the upward assignment signal 10uA' for the B1 floor becomes "L". . In this way, in the above embodiment, when the car stops at the last car call, if there is a landing call on the floor of that car call in the same direction as the car's running direction, and if it is already assigned to another car, the car will be stopped behind the car. Since a virtual call is assigned, the direction is reversed and the train is stopped, and the train is not stopped in the same direction as the hall call, prediction errors will not occur.

Next, in the situation shown in FIG. 4, the 5th floor down call assignment signal 15dB is "H", so the output of the OR gate 77 is "H", and the 5th floor car call signal 5cA is "H", so the AND The output of the gate 65 is "H" and the output of the OR gate 83 is "H".
When the A car departs from the third floor, the running signal 32A becomes "H", so the output of the AND gate 71 becomes "H".
Then, the memory 87 is set and the down direction stop prohibition signal 87A becomes "H", and the OR gate 85 is set.
The output also becomes "H", and this time, the assignment signal 16dA' including the downlink virtual call assignment for the 6th floor becomes "H" and is output to the car management device 4A of car A. In addition, uplink call assignment signals 11uB to 15uB and 11
Since uC to 15uC are all “L”, memory 8
6 is not set, and the upstream stop prohibition signal 86A becomes "L". When Unit A reaches the 5th floor and decides to stop in response to the car call 5cA on the 5th floor, the upward downlink call assignment signal 7ud is set to "H" (assigned to the virtual downlink call on the 6th floor). Since the output of the OR gate 30 is "H", and the outputs of the NOT gates 17 and 19 are both "H", the output of the AND gate 26 is "H", and the upstream signal 6u remains "H". That is, Car A stops on the 5th floor while maintaining its upward direction, and displays an arrival indication for the upward direction (flashing the upward direction hall lantern 55uA). When Unit A stops, the door opens, and then closes again, the running signal 32A changes to "L".
Therefore, the memory 87 is reset, the downward stop prohibition signal 87A becomes "L", and the 6th floor downward call assignment signal 16dA' becomes "L".

In this way, in the above embodiment, when the car stops at the highest or lowest car call, if there is a down call (or up call) assigned to another car on the floor of that car call, the upper car ( or downward)
Since a virtual call is assigned to , and the highest call reversal (or lowest call reversal) is not caused, forecast errors will no longer occur.

In addition, in the situation shown in FIG. 5, since the 1st floor up call assignment signal 11uB is "H", the output of the OR gate 76 is "H", and the 1st floor car call signal 1cA
is "H", so the output of the AND gate 64 is "H",
The output of the OR gate 82 becomes "H". When Car No. A departs from the third floor, the running signal 32A becomes "H", so the output of the AND gate 70 becomes "H", the memory 86 is set, and the upward direction stop prohibition signal 86 is output.
A becomes "H", the output of the OR gate 84 also becomes "H", and the allocation signal 10uA' containing the upstream virtual call for the B1 floor becomes "H" and is output to the car management device 4A of car A. In addition, the downlink assignment signal 1
Since 1 dB to 15 dB and 11 dC to 15 dC are both "L", the memory 87 is not set and the downward stop inhibition signal 87A remains "L". When the A car reaches the 1st floor and decides to stop in response to the car call 1cA on the 1st floor, the downward upstream call assignment signal 7
Since du is "H" (assigned to the upward virtual call on the B1 floor), the output of the OR gate 31 is "H", and the output of the NOT gates 16 and 1 is "H".
Since the outputs of the AND gates 8 and 8 are all "H", the output of the AND gate 27 becomes "H" and the downstream signal 6d remains "H". In other words, Unit A stops on the 1st floor while maintaining the down direction, and displays the down direction arrival display (the down direction hall lantern flashes at 15 dA).
Do the following. When machine A stops and the door is opened and then closed again, the running signal 32A becomes "L", so the memory 86
is reset, the upstream stop signal 86A becomes "L", and the upstream call assignment signal 10 for the B1 floor is reset.
uA' becomes "L".

In this way, in the above embodiment, when the car stops in response to the final car call on the main floor or a floor below the main floor, there is already an up call assigned to another car on the floor of that car call. At that time, a virtual call was assigned to the lower part of the car to prevent the lowest call from reversing, so that forecast errors no longer occur.

FIG. 7 shows another embodiment of the present invention, and shows a part (fifth floor) of the car direction control circuit for car No. A shown in FIG. 6. In the figure, 5u
and 5d is an up call signal and a down call signal that become "H" when the up call and down call on the 5th floor are registered, 90 is a constant value signal representing a constant value (40 seconds),
91 and 92 are timers that count and output zero when the input signal is "L", and count and output the time that the input signal is "H"; 91a and 92a are timers 91 and 9;
2, a duration signal representing the time elapsed since the up-call and down-call on the 5th floor were registered;
93 to 96 are comparators that are "H" when the input signal at point X < input signal at point Y, and "L"otherwise;
97 and 98 are not gates, 99 and 100 are AND gates, and 101 and 102 are OR gates. In the situation shown in FIG. 3, when the duration signal 91a of the up call 5u on the 5th floor is 30 seconds, the output of the comparator 93 becomes "H". On the other hand, since the down call signal 5d on the 5th floor is "L", the met gate 97
Since the output of the AND gate 99 is "H" and the output of the OR gate 101 is "H", the A-car is prohibited from stopping in the up direction as in the first embodiment. On the 5th floor, it reverses direction and stops. However, when the duration signal 91a of the 5th floor up call is 50 seconds, the output of the comparator 93 is "L" and the output of the AND gate 99 is "L".
On the other hand, since the down call signal 5d on the fifth floor is "L", the duration signal 92a is zero, and therefore the output of the comparator 94 is also "L". Therefore, or gate 1
The output of 01 becomes "L", the output of AND gate 60 becomes "L", the memory 86 is not set, and the upstream stop prohibition signal 86A remains "L". Therefore, in order to save the passengers waiting on the 5th floor in the upbound direction, who had been waiting for 50 seconds, Unit A had to stop in the upbound direction on the 5th floor, knowing that the forecast would not be met.

Next, in the situation shown in FIG. 3, it is assumed that a down call on the 5th floor is assigned to car C (not shown). At this time, the duration signals 91a and 92a of the up call and down call on the 5th floor are 20, respectively.
If the time is 30 seconds, the output of the comparator 94 will be "H" and the output of the comparator 96 will be "L". Since the up call signals 5u and 5d on the 5th floor are "H",
The outputs of NOT gates 97 and 98 are "L", and the forces of AND gates 99 and 100 are both "L". Therefore, since the output of the OR gate 101 becomes "H", the up-direction stop prohibition signal 86A of car A becomes "H" and the up-direction stop is prohibited, as in the first embodiment. On the other hand, or gate 1
Since the output of 02 becomes "L" and the output of AND gate 65 also becomes "L", the memory 87 is not set, and the downward stop inhibition signal 87A remains "L". Therefore, when the forecast is incorrect whether it stops in the up direction or in the down direction, the number of passengers waiting in the 5th floor descending direction on the 5th floor who are forced to wait for 30 seconds is higher than the 5th floor upward direction in which the A car has to wait for 20 seconds. The train will stop on the 5th floor in the downward direction, with an emphasis on waiting customers.

In this way, in the above embodiment, when stopping in response to the final car call in the operating direction, the prohibition on stopping in the up direction or stopping in the down direction is canceled in consideration of the service status of the hall call on that floor. In addition to reducing the number of forecast failures, it is also possible to prevent service to passengers waiting at the boarding station from deteriorating.

In each of the above embodiments, when the last call in the running direction is a car call, the basics of setting the car direction at the car call floor are (a) when there is no other call to respond to than the above car call; (i) when the main It stops in the upward direction on floors and floors below the main floor.

(ii) On floors above the main floor, the train stops in the same direction as the direction of travel.

(b) If the car is behind a car that should respond to calls other than those mentioned above, it will reverse its highest or lowest call and stop.

However, it is not limited to this. For example, (c) if there are no calls to answer other than the above car calls, (i) the train will stop in the down direction on floors above the main floor. Or (ii) it may be a basic setting method such as stopping in no direction.

In addition, in the second embodiment, when the duration of a hall call predicted for another car is longer than a predetermined value, the prohibition of stopping in the same direction as the hall call is lifted, but the service status is The items for determining whether the performance is bad or about to get worse are not limited to the above-mentioned duration. For example, below (d)~
It is also possible to determine whether the service status is poor according to items such as (e).

(d) Estimated arrival time (predicted value of the time required for the predicted car to arrive at the above landing call) (e) Predicted waiting time (duration time of the above landing call + expected arrival time) (f) Forecasted car arrival time Difference between the expected arrival time and the expected arrival time of a car with a car call (g) The probability that the forecast car will pass the above landing call fully loaded (h) Comprehensive based on the duration and the combination of (d) to (h) above Evaluation Furthermore, in the second embodiment, when the hall calls predicted for other cars are in both the up and down directions, the prohibition on stopping in the same direction as the hall call with the longer duration is lifted. However, the items for determining and comparing whether the service status is worse or likely to become worse are not limited to the above-mentioned duration time. It is also possible to compare the service status for items such as (d) to (h) above.

Furthermore, in each of the above embodiments, when stopping in the upward direction is prohibited, the up call on the lowest floor is assigned as a virtual call, and when stopping in the downward direction is prohibited, the down call on the top floor is assigned as a virtual call, Although the car direction is controlled, the means for controlling the car direction is not limited to this. The car direction may be controlled by the car management device by outputting an uplink stop prohibition signal and a downlink stop prohibition signal directly to the car management device, or by outputting other car assignment signals. .

As explained above, in the case where a car stops in response to the final car call in the direction of travel, if a landing call on that floor has already been predicted for another car, the car stops according to the situation of the landing call. Since the direction of the car is controlled, it is possible to reduce the occurrence of incorrect predictions.

[Brief explanation of drawings]

Fig. 1 is a block diagram showing the entire control device of the group control elevator, Fig. 2 is a car direction setting circuit of the car control device shown in Fig. 1, and Figs. 3 to 5 are diagrams showing the relationship between cars and calls. , FIG. 6 is a car direction control circuit diagram for explaining one embodiment of the elevator control device according to the present invention, and FIG. 7 is a circuit diagram showing another embodiment of the elevator control device according to the present invention. 1... Group management device, 2... Hall call registration device,
3... Allocation device, 4A to 4C... Car management device,
50uA ~ 55uA, 51dA ~ 56dA...A landing hall lantern, 50uB ~ 55uB, 51
dB~56dB...Lantern in the hall of the B-car,
50uC ~ 55uC, 51dC ~ 56dC...C landing hall lantern, 6u...Up direction signal, 6
d... Downward direction signal, 86A... Upward direction stop prohibition signal, 87A... Downward direction stop prohibition signal. In addition, the same parts or corresponding parts in the figures are indicated by the same reference numerals.

Claims (1)

[Scope of Claims] 1. A landing button provided at a landing, a landing call registration means for registering a landing call when the landing button is operated, and selecting a car from among a plurality of cars to service the landing call. an allocating means for allocating the car as an assigned car, a forecast guidance device installed at the landing, a forecasting device for operating the forecast guidance device in order to provide forecast guidance of the allocated car to passengers waiting at the landing in advance, and a car call and a car to be assigned to the allotted car. A car management means for controlling the operation of the car in order to respond to the call, and detecting that the final call in the direction of operation of the car is a car call, and that a landing call predicted for another car is registered on the floor of the above call. comprising a detection means to
The above-mentioned car management means sets the car direction in the same direction as the landing call when the final call in the running direction of the car is assigned and stops the car,
If the final call in the direction of car operation is only a car call, either set the car direction opposite to the direction of the hall call detected by the detection means and stop, or set the car direction to no direction. 1. A control device for an elevator, comprising a direction setting means for stopping the elevator. 2. The detection means determines that the final call in the direction of car operation is a car call, a hall call predicted for another car is registered on the floor of the car call, and the waiting time of the hall call is less than a specified value. 2. The elevator control device according to claim 1, wherein the elevator control device detects that. 3. The detection means is such that the final call in the direction of car operation is a car call, and both upbound and downbound hall calls are registered on the floor of the car call, and both are predicted for other cars. 2. The elevator control device according to claim 1, wherein when this is detected, the waiting times of the hall calls in both directions are compared and the hall call with the shorter waiting time is detected.