KR20180008691A - A method of assigning a passenger car by military management elevator device and military management - Google Patents

Abstract

Provided is a new group management elevator device capable of improving the transportation capability of a user by suppressing the occurrence of a long-term atmosphere to the user in the vicinity of the predicted time of future congestion, and a method of assigning a passenger car by group management . The future congestion situation is predicted using the arrival times of the landing and arrival times of a plurality of users and the current driving information of each of the onboarding aircrafts and grouping of the users is performed and based on the grouped information, And adjusts the expected arrival time at which the vehicle departing before the congestion predicting time predicted for congestion arrives at the platform again in a predetermined condition so as to arrive near the predicted congestion predicted congestion, Is determined as a passenger waiting to arrive near the predicted congestion time for congestion. According to this, it is possible to distribute the car to the platform smoothly in the vicinity of the congestion window where the congestion situation is predicted.

Description

A method of assigning a passenger car by military management elevator device and military management

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a military management elevator control apparatus, and more particularly, to a military management elevator apparatus for shortening a waiting time at a platform of an elevator, and a method for allocating a passenger route by military management.

In a relatively large-sized building, a plurality of elevators are installed in parallel to improve the transportation capability of the elevator, and a system for selecting and providing an optimal car at the time of call registration on the landing platform is introduced. In addition, as the size of the building increases, the number of elevators to be installed is also increased, and these elevators are suitably controlled by a group management device to improve services such as reduction of waiting time for users.

In such a military management elevator apparatus, various systems have been proposed in, for example, Japanese Patent Application Laid-Open No. 62-79173 (Patent Document 1), Japanese Patent Laid-Open Publication No. 2009-215040 (Patent Document 2), and the like.

Patent Document 1 discloses a technique in which the occurrence of a hall call in the past and the information of the car ascending and descending and destination information of a car are learned in correspondence with respective traffic modes of a building and used as a traffic flow of a macro, Related data and current data are collected and used as a traffic flow of a microcomputer. The demand prediction of convergence and divergence of each layer considering the direction from the demand forecast of each traffic flow is obtained and modeled, There is disclosed a group management control method for an elevator in which group management control suited to the tendency is performed.

According to this, in addition to the change of the macro of the traffic flow, the change of the micro is precisely understood, the traffic demand is predicted and modeled, and the military management control corresponding to the model is executed in a timely manner, It is said that it is possible to improve the capacity as a comprehensive system.

In Patent Document 2, attention is paid to the fact that the necessary door opening / closing time is determined in accordance with the lifting time of the user with respect to the car in each service stop layer, and the lifting time is predicted, And a door opening / closing control means for automatically closing the door when a predetermined time has elapsed after the door has been opened. The elevator control system according to the eleventh aspect of the present invention includes: And a door control system for an elevator that adjusts the time length of the door open / close control means in accordance with the calculated estimated up / down time.

According to this, it is possible to improve the transportation ability and to automatically set the door opening time considering the safety of the passengers. Furthermore, since the execution of the door opening time change is not limited to the calling conditions, It is possible to set an appropriate door opening time in the floor, thereby improving the transportation ability (for example, the transportation allowable per hour).

Japanese Patent Application Laid-Open No. 62-79173 Japanese Patent Application Laid-Open No. 2009-215040

However, the military management elevator apparatus described in Patent Document 1 or Patent Document 2, when a congestion prediction is made to congestion in the near future to a user waiting on the landing platform, does not cause extreme long- There was no consideration for improving the ability.

Patent Document 1 discloses a shortening of the circling time. However, there is a phenomenon in which a car starts to depart from a small number of riding state only by shortening the circling time, congestion can not be solved, and the amount of transportation is lowered . In addition, as described in Patent Document 2, there has been a problem in that unnecessary stopping time is generated only by adjusting the door opening time to shorten the stopping time, which also causes a decrease in the amount of transportation. From such a background, it is required to improve the transportation ability without causing an extreme long-term atmosphere to a user on the platform when the congestion in the future is predicted.

SUMMARY OF THE INVENTION An object of the present invention is to provide a new military management elevator apparatus capable of improving the transportation ability of a user by suppressing occurrence of long-term atmosphere to a user in a landing when predicted future congestion, And a method of allocating the same.

A characteristic feature of the present invention is that a grouping of users is performed by predicting a future congestion situation by using the landing arrival time of a plurality of users and the current driving information of each of the boarding passengers, and based on the grouped information, And the arrival prediction time at which the vehicle departing before the congestion predicting time at which the congestion is predicted arrives at the platform again is adjusted in a predetermined condition so as to arrive near the expected congestion expected time , And the adjusted ride-on aerodrome is determined as a ride-on aerodrome arriving near the predicted congestion expected time for congestion.

According to the present invention, it is possible to distribute the car smoothly to the landing area in the vicinity of the congestion prediction time at which the future congestion state is predicted, so that the user in the landing area can be prevented from generating a long-term atmosphere, and the transportation ability of the user can be improved.

1 is a block diagram showing a main part of a military management elevator apparatus according to an embodiment of the present invention.
2 is a plan view of the vicinity of a landing platform provided with building arrival detection means and landing arrival detection means.
Fig. 3 is an explanatory view for explaining the grouping process in the user grouping unit; Fig.
Fig. 4 is an adjusted travel route diagram of each of the passenger cars shown in Fig. 3; Fig.
5 is a flowchart for explaining the grouping process on the user management means side.
6 is a flowchart for explaining the basic first driver's license assignment processing on the side of the group management control means.
Fig. 7 is a flowchart for explaining a basic second driver's license assignment processing on the side of the group management control means.
8 is a flowchart for explaining a specific third driver's license assignment processing on the side of the group management control means.
Fig. 9 is a flowchart for explaining a specific fourth riding assignment assignment process on the side of the group management control means.
Fig. 10 is a flowchart for explaining a specific fifth riding assignment assignment process on the side of the group management control means.
Fig. 11 is a graph showing a change in the usage factor at the time of arrival and departure of the lobby floor. Fig.
Fig. 12 is a graph showing the change in the waiting argument at the landing of the lobby floor.

Next, the embodiments of the present invention will be described in detail with reference to the drawings. However, the present invention is not limited to the following embodiments, and various modifications and applications of the technical concepts of the present invention are included in the scope of the present invention.

In recent years, office buildings have become larger and larger, and the elevator units of this office building are being managed by the military. In this office building, an ID authentication code, which is personal identification information, is assigned to the user from the viewpoint of security management. For example, an ID authentication code is stored in an IC card, and the ID authentication code is read wirelessly or by a touch sensor.

Therefore, in the military management elevator apparatus, a system is proposed that shortens the standby time by allocating a car in advance to the lobby floor and waiting for it because the user can grasp the arrival of the elevator to the landing station from the read ID authentication code. In such a system, basically, the waiting time is shortened by waiting for the car in the lobby floor at the time of work in which a lot of people go in and out. The present embodiment is based on such a system.

1 is a configuration diagram showing a main part of a military management elevator apparatus according to an embodiment of the present invention. The military management elevator apparatus includes elevator car 1A-1N of a plurality of elevators, passenger compartment control means 2A-2N for controlling the respective passengers 1A-1N, and an ID card or the like A plurality of building arrival detecting means (3) for detecting arrival from a personal identification information medium to a building entrance, a landing area arrival detecting means (4) for detecting arrival from a personal identification information medium such as an ID card carried by the user, And notification means (5) for notifying the user of the boarding vehicle to be boarded.

User management means (6) connected to each building arrival detecting means (3), landing arrival detecting means (4) and notifying means (5) for managing information on users and performing grouping processing of users, And group management control means 7 for acquiring various kinds of information related to the management means 6 and the passenger compartment control means 2A to 2N and performing group management control on the respective passengers 1A to 1N. Here, the user management means 6 and the group management control means 7 are collectively referred to as group management means GM.

Further, in the present embodiment, a plurality of elevator car launchers 1A to 1N are provided with a service layer to be provided for each of the passenger compartments. For example, a passenger car that goes straight to the uppermost floor, A passenger boom for stopping on all the floors, a passenger boom for stopping on a floor to a predetermined floor, and the like are set.

A plurality of building arrival detection means (3) arranged at each entrance of a building in which an elevator is installed detects both the arrival of the user at the building and the personal identification information of the user before arriving at the platform. The landing arrival detection means 4 is arranged at a landing platform closer to the elevator entrance than the building arrival detection means 3 and detects that the user has reached the landing platform.

The notifying means 5 is arranged near the landing arrival detecting means 4, and guides the changed assigned riding route to the user who has decided to change the boarding passenger to be ridden. In addition, the notification means 5 may adopt a notification method using a display screen, a notification method using a voice such as a speaker, and a notification method using a combination thereof.

The user management means 6 acquires the information detected by each building arrival detection means 3, detects arrival at each entrance of the user, and acquires the information detected by the landing arrival detection means 4 And an arrival detector 8 for detecting arrival of the user on the platform.

The user information management unit 9 manages the arrival time and arrival time of the user in the building. The operation information management unit 10 manages current and future operating information of each of the boarding vehicles 1A through 1N. A platform arrival time calculating unit 11 for calculating a platform arrival time of each user by using a congestion situation in a building and a past use history, a platform arrival time calculating unit 11 for calculating a platform arrival time of each user and running information of each of the boarding vehicles 1A to 1N A user grouping unit 12 for grouping users in a situation where congestion is expected to occur and a driving information notification unit 13 for making a notification from the notification unit 5.

The group management control unit 7 includes a user information management unit 14 for managing the user information in the detected group and a provision unit 15 for calculating the arrival time of each boarding passenger ) And the arrival time of each of the passengers when the passenger is assigned to each of the passengers is adjusted by the destination floor or the door opening / closing time to assign the passenger to the passenger boats An operation information determination unit 17 for determining the operating information of each of the boarding passengers and an operation information management unit 17 for managing current and future operating information of each of the boarding vehicles 1A to 1N, (18).

Fig. 2 is a plan view of the vicinity of the landing area showing the installation example of the above-described building arrival detection means 3 and landing arrival detection means 4. Fig.

In the lobby floor, each entrance 19, 20, 21 of the building leading to the elevator entrance is formed. In each entrance 19-21, a user arrives at the building and a building arrival detection means (3A to 3N) are distributed and arranged.

The platform entry / exit port 22 through which the user entered from each of the entrance / exit ports 19 to 21 passes afterwards to the entrance / exit port is provided with platform arrival detection means 4 for detecting that the user has arrived at the platform. In the vicinity of the landing arrival detection means 4, an alarm means 5 for notifying the boarding vehicle is disposed. Fig. 2 shows an installation example in the case where the notification means 5 is suspended from the ceiling.

The platform arrival detection means 4 may be a means for the user to arrive at the platform and for detecting the individual identification information like the building arrival detection means 3A to 3N or as a call registration means, It may be detected that the user arrives at the platform.

As described above, the landing arrival detecting means 4 and the building arrival detecting means 3A to 3N can monitor the individual identification information of the user and the moving state of the user, and by utilizing these information, The operation of the passenger cars 1A to 1N is managed by the group management means GM so as not to occur.

In this embodiment, for example, when an office building of a five-story building is used, as described above, the layers to be serviced individually are determined for each of the passenger cars 1A to 1N. For example, the passenger 1A is limited to services on one floor, two floors and three floors. The boarding machine 1B is limited to services for only one floor and four floors, and the boarding machine 1N is limited to services for only one floor and five floors

In addition, each passenger is assigned in advance a boarding passenger to be ridden according to the use floor. In an office building, there may be cases where different operators are present, or the organizational unit to which the same operator belongs is different. For this reason, since the floor is determined in correspondence with the business operator to which the user belongs and the organization department to which the user belongs, the passenger's cabin is allocated accordingly. For this reason, the individual identification information is detected from the landing area arrival detecting means 4 or the building arrival detecting means 3.

Next, a basic processing operation in the military elevator apparatus of this embodiment configured by such a system will be described.

When the arrival of the user is detected by the building arrival detection means 3 disposed at the entrance in the building, the arrival detection unit 8 detects the arrival of the user by the personal identification information from the building arrival detection means 3 and the position of the building arrival detection means 3 And inputs these pieces of information to the platform arrival time calculating section 11. [

The platform arrival time calculation unit 11 that receives the location information and the individual identification information from the arrival detection unit 8 includes a user information management unit 9 managing the platform arrival time of the user in the building, 1A to 1N) based on the information from the driving information management unit 10 that manages current and future driving information, it is determined that congestion in the current building and past usage history To calculate a landing arrival time corresponding to the user detected by the building arrival detecting means (3).

Subsequently, the user grouping section 12 uses the personal information of the user calculated by the landing area arrival time calculating section 11 and the arrival time of the user's platform, and the operation information of the elevator acquired from the travel information managing section 10, Lt; / RTI > As an example of this grouping, there are a case where a plurality of users are gathered at a platform at almost the same time, a case where a plurality of users move to the same destination layer at almost the same time, And the like, and the like.

Also, according to these groupings, the group can be classified into the minor group and the small group. It is needless to say that the grouping is not limited to these examples, but can be grouped according to other criteria.

Next, the user information management unit 14 of the group management control unit 7, which receives the grouping information from the user grouping unit 12, manages the user information of the users in the detected group. Thereafter, the assignment unit 15 is assigned to each user of each group, and calculates the arrival time of each of the boarding passengers.

Subsequently, the assignment evaluating unit 16 judges whether or not the arrival time to the landing platform of each of the boarding passengers when the assigning unit 15 is assigned to each boarding passenger coincides with the destination floor, the door opening / closing time, And the allocation to the passenger compartment that can reduce the long-term standby capacity is determined.

Thereafter, the travel information determining section 17 determines the travel information of each of the boarding passengers, provides command information to each of the boarding passenger control sections 2A to 2N, and also transmits the command information to the travel information notifying section 13 to provide. The travel information notification unit 13 monitors the arrival of the corresponding user on the platform by the platform arrival detection means 4 and when the platform arrival detection means 4 detects the corresponding user, To the user who arrived.

Although the above is the basic processing operation, the processing operation will be described in more detail. Fig. 3 is an explanatory view for explaining the grouping processing and the boarding assignment processing. Fig.

In Fig. 3, there are shown the movement situation accompanying the user's time lapse, the group classification, and the expected travel route of each of the boarding vehicles 1A to 1N. In the drawings, " " indicates arrival of the user's building and elevator riding, " " indicates arrival of the elevator platform of the user, solid line " - " indicates the moving state of the user, Respectively.

First, the user A is detected by the building arrival detection means 3 disposed in the building beforehand at the time A1 and then moved toward the landing area. After reaching the landing area, the landing area arrival detection means 4 detects the arrival of the user A When the arrival is detected, the passenger compartment information of the passenger compartment assigned to the user is provided at the time A2 arriving at the platform.

The time at which the user A arrives at the platform is the average time taken from the building arrival detection means 3 to the platform arrival detection means 4 (which can be obtained from a large number of past user information) It can be obtained by history. Therefore, other users arriving at the time when the user A arrives at the platform can be grouped as the same group.

The user group of users arriving at the time before and after this time A1 is referred to as a group X. [ Thus, at this time, the user A is assigned to the boarding passenger 1A as a member of the group X. [ The assigned riding machine 1A arrives at the time of arrival at time t1 after the time A1, and the user A rides on the boarding passenger 1A as a member of the group X. [

Likewise, the users B to D are grouped by the user grouping unit 12 in accordance with the user A. Therefore, other users arriving at the landing at about the same time are also in the same group X, and the same riding information is provided at the time of arriving at the landing, and rides in the riding machine 1A arriving at the landing at time t1. In this way, the users A to D are grouped by a plurality of users in accordance with the arrival time to the platform, and ride on the same boarding passenger 1A as the group X.

Here, the boarding passenger 1A is adjusted so that the users arrive at the platform at time t1 when the users of the group X gather and the power of the group X is collected. This can be executed by the allocation evaluation unit 16. [

A plurality of users E to I are grouped as a group Y in accordance with the arrival time to the landing and the same on the same boarding passenger 1N with respect to the passenger train 1N arriving at the landing at the subsequent time t2. The time zones t1 and t2 are not congested at this time and are in a normal operating state. Moreover, since a plurality of users are grouped in accordance with the landing arrival time and boarded, the transportation efficiency can be maintained high. However, corresponding to the congestion time coming next, the passenger cars 1A and 1N have predetermined destination layers. This will be described later.

As described above, when a plurality of users are grouped and boarded in accordance with the landing arrival time, instead of distributing the users separately as in the conventional manner, it is possible to efficiently perform transportation even when the largest expected user group Z arrives thereafter It becomes.

That is, in accordance with the congestion prediction time at which the user group Z having the largest number of users arrives at the platform and congestion becomes congested, the passenger 1B is dispatched to the platform at time t3 and subsequently the passenger 1A is moved to the platform , It is possible to set a travel plan while adjusting the arrival time of each passenger.

The largest user group Z at this time is a group of users J, L to N, and S who ride on the boarding passenger 1B at time t3 and a group of users K, R. ≪ / RTI >

The congestion predicted time that becomes congested can be obtained by the average travel time from the building arrival detection means 3 to the landing area arrival detection means 4 or the past required time history of the user. Therefore, the congestion prediction time when many users arrive at the platform can be easily estimated.

Next, a method of adjusting the arrival time to the landing of each of the on-boarding machines 1A to 1N with respect to the group Z will be described. Here, as described above, since the building arrival detection means 3 knows the user's arrival time and landing arrival time, it is possible to guess the time at which future congestion occurs.

Therefore, as shown in Fig. 3, the passenger compartment 1B, which has departed from the platform before the current time, is moved to the time adjustment area 22 shown in the route chart so as to arrive at the platform at time t3 in preparation for future congestion. Time adjustment is planned. This time adjustment can be adjusted by adjusting the combination of destination layers determined to stop, the opening / closing time and the departure time of the door, which are predetermined conditions, and can be realized by controlling the circulating time of a certain passenger.

On the other hand, assignment of the passenger car 1A is performed so that the user group Z returns to the landing at time t4, which is close to the time t3 when the user group Z arrives at the platform, out of the buses 1A, 1N departing the platform shortly after the current time . The dispatching of the on-boarding machine 1A is performed because the on-boarding machine 1A serves a layer (hereinafter referred to as a near layer) close to the occurrence platform as in the first floor, the second floor and the third floor, will be. That is, since the service is provided to the nearest floor close to the occurrence platform, it can be returned to the platform at time t4 in a short time even if it is started in advance. Then, in order to execute this, grouping indicated by groups X and Y becomes important.

Next, the grouping into the passenger cars 1A and 1N that depart from the landing area shortly after the current time will be further described. Fig. 4 is a route chart showing the operation of the passenger cars 1A to 1N partially enlarged in Fig.

Fig. 4 shows a route chart of the passenger cars 1A to 1N shown in Fig. 3. In order to cope with future congestion, at time t3, the passenger 1B is dispatched to the platform, So that the call machine 1A can be dispatched to the platform. The vicinity of the times t3 and t4 is defined as the congestion prediction time.

The user who forms the group Z is detected by the building arrival detection means 3 before the current time in the time indicated by the horizontal axis and thereby the occurrence of the destination floor call 23 can be predicted, And the destination floor for each user is displayed on the vertical axis for the call.

Apart from each of these users who make a call to the destination floor, the passenger car 1A to ride at time t1 has a floor (hereinafter referred to as a far floor) , The group X is assigned to the destination floor call of the adjacent layer and can arrive at the platform at time t4 near time t3. With this allocation, the boarding machine 1A can return directly to the platform of the lobby floor in accordance with the future congestion prediction time.

3, the group X is simplified, and the user of the group X is a user who moves the adjacent layer. This grouping can be easily classified because the user's usage layer is registered in advance.

On the other hand, as shown by the route line 25, a group Y for a call of a remote floor is allocated to the boarding vehicle 1N to ride at time t2 to support the operation of the boarding vehicle 1A . That is, in preparation for future congestion at the time t3, the passenger 1A is assigned at time t1 so as to be able to return to the platform at time t4. In response to the user at the farthest floor from time t2, 1B), so that the grouping is performed so as to sufficiently predict the congestion of the landing platform and to provide the necessary transportation capacity.

As shown in Fig. 4, the passenger board 1B is connected to the time adjustment area 22 shown in the route chart so as to arrive at the landing at time t3 in preparation for future congestion, as shown by the route line 26. [ Time adjustment is planned. As described above, it is possible to control the one-week time by the time adjustment in the time adjustment zone 22 of the preceding departing cabin shown in Fig. 3, and to control the one- It is possible to obtain the necessary transportation ability at the time of congestion in the future.

As described above, the users of the near layer are transported to the group by the assignment unit 1A of the near layer, the users of the far layer are transported to the group by the allocation unit 1N of the far layer, And the user group of the minority group at the time of congestion are transported to the group by the allocation unit 1A of the adjacent layer, congestion of the landing area can be effectively mitigated.

Next, concrete control flows of these controls will be described. 5 is a flowchart for explaining the grouping process on the user management unit 6 side.

5, first, in step S1, the user grouping forming unit 12 judges whether or not the argument arriving at the landing area within a predetermined time period is equal to or larger than a predetermined arrival argument threshold value or less than the arrival argument threshold value, It is determined whether or not the argument exceeds the arrival argument threshold value. If it is determined in step S1 that the arrival factor threshold has not been exceeded, the process returns to step S1, and if it is determined that the argument arriving within the predetermined time has exceeded the arrival factor threshold value, the process proceeds to step S2.

In step S2, the user grouping forming unit 12 groups and registers users whose arrival intervals to the landing area are within a predetermined first interval threshold from the distribution of arrival times of users based on the current time. When this is completed, the process proceeds to step S3.

In step S3, the user grouping forming unit 12 determines whether the group argument exceeds the preset group argument threshold value. As a result, when the group argument threshold value is exceeded, it is set to a larger numerical value group in step S4. On the other hand, if the group argument threshold value is not exceeded, the small number group is set and registered in step S5. Then, these pieces of information are sent to the user information management unit 14 of the group management control means 7.

6 is a flowchart for explaining a passenger car assignment process in which a car is dispatched at the congestion time by adjusting the small number group without dividing the large number group at the group management control means 7 side. Here, it is assumed that, among the grouping information received by the user information management unit 14, there is an adulthood group and a small number group.

The flowchart shown in Fig. 6 is processing relating to a boarding passenger servicing a small number group in the case where the presence of a large number of persons group is detected.

In step S6 of Fig. 6, when the permitting unit 15 detects that there is an intervening number group among the grouping information received by the user information managing unit 14, The target arrival time t3 is set to arrive. This target arrival time t3 becomes the congestion prediction time at which congestion is expected. At this time, the preceding departing cabin (for example, the cabin 1B) is assigned to arrive at the target arrival time t3. When this is completed, the process proceeds to step S8.

In step S8, the assignment unit 15 sets a breath group to serve for the small group. That is, a passenger returning to the landing at the time t4 close to the target arrival time t3 described above is performed. In this case, it is preferable that a passenger compartment (for example, a passenger compartment 1A) for servicing a close layer where each of the passenger compartments of the small group can quickly return to the platform, or a passenger compartment for supporting the passenger compartment, (For example, a passenger car 1N) for servicing a remote floor (hereinafter referred to as a remote floor). When this is completed, the process proceeds to step S9.

In step S9, the allocation evaluation unit 16 determines allocation to the boarding vehicle (for example, boarding vehicle 1A) that returns to the landing at the time t4 closest to the target arrival time t3. As a result, it is possible to distribute an appropriate passenger compartment around the predicted congestion prediction time in the future congestion situation, so that the long-term atmosphere of the user can be suppressed and the transportation capacity can be improved.

Fig. 7 is a flowchart for explaining a passenger car assignment process in which the cargo group is divided into a plurality of groups on the side of the group management control means 7 and the congestion time is divided so as to dispatch cars at the congestion time by adjusting the small number group. It is assumed that, among the grouping information received by the management unit 14, there is an adulthood group and a small number group. Here, differences from FIG. 5 are that steps S10 and S11 are substituted for step S7. Therefore, the description of the same control steps will be omitted.

In step S6, when the assignment unit 15 detects that there is an intervening number group among the grouping information received by the user information management unit 14, in step S10, the assignment unit 15 divides the intervening number group into a plurality of destination layers Group. For example, it can be classified into a group directed toward the first layer to the third layer and a group directed toward the fifth layer. When the division of the interpersonal group is completed, the process proceeds to step S11.

In step S11, a plurality of target arrival times are set so that the car arrives at the arrival completion time of each group of the destination group by the divided destination group. This target arrival time is the congestion prediction time at which congestion is expected. For example, a group directed to the first to third layers may be assigned to the passenger 1B and a group directed to the fifth floor may be assigned to the passenger 1A.

Thereafter, the same processing as in Fig. 6 is performed. According to the process shown in Fig. 7, since the user argument of the large number group can be divided, in the process of Fig. 6, when the car which can arrive near the congestion time can not be allocated, The degree of freedom of dispatching can be increased.

In addition, by using the processes of Figs. 6 and 7 in combination, it becomes possible to select a car that can arrive nearer to the congestion time.

Further, by using the processing of Fig. 6 and Fig. 7 in combination, it is possible to select a car that can arrive closer to the congestion time for the next large group. That is, even when the congestion continues, the effect can be continuously exhibited.

Next, a more detailed process for allocating a passenger compartment on the side of the group management control means 7 will be described in detail with reference to a flowchart shown in Fig. In addition, it is assumed that the classification division of the interpersonal number group and the small number group is already executed in Fig.

First, in step S12, prior to the rush hour group allocation of the small number group, the reassigning section 15 assigns the large number of persons having the predetermined number or more to the predetermined riding machine arriving at the target arrival time. By allocating this payload group first, the flexibility of the time adjustment when the assigned rider of the departing small number group returns to the platform again becomes higher. When the assignment is completed, the process proceeds to step S13.

In step S13, it is determined whether or not there is a boarding pass originating from the floor (generally the lobby floor) in which the smallest number group is generated, from the arrival of the first person in the small number group to the arrival of the last person in the small number group. If there is no departing cabin, the process proceeds to step S19, and if there is a cabin departing there, the process proceeds to step S14. The processing after step S19 will be described later.

In step S14, the small number group is divided into a plurality of groups for each destination layer and evaluated. This evaluation is performed by the allocation evaluation unit 16 as described above. In other words, as a result of adjusting the arrival time of each of the passenger compartments when the passenger 15 is assigned to each of the passenger compartments by the landing call, the destination floor, the door opening / closing time, and the departure- And also allocates to a passenger cabin that can reduce long-term waiting.

This assignment evaluation is also carried out in such a manner that the assignment evaluation is carried out in such a manner that the number of passengers in the group of small groups can be quickly returned to the landing area, . This is as already explained. When the assignment evaluation of the small group is completed, the process proceeds to step S15.

In step S15, the reassigning unit 15 starts a passenger departing from the floor (generally the lobby floor) where the interpersonal group is generated until the arrival of the first person from the first person in the interpersonal group to the arrival of the last person . If there is no departing cabin, the process proceeds to step S19, and if there is a cabin departing the cabin, the process proceeds to step S16.

In step S16, the plurality of the destination groups are divided into the plurality of destination groups and the allocation is evaluated. The reason for partitioning is that, in order to evaluate whether or not a more optimal allocation can be achieved by dividing the population group by the arrival time of each of the passenger's cabin, which is determined by allocation at the time of division of the small group, Can not be loaded in one passenger compartment or the traffic volume is increased by dividing the passenger compartment group in order to quickly resolve congestion on the landing area.

This allocation evaluation divides the personal number group into a plurality of destination layer groups by destination layer. For example, it can be classified into a group directed toward the first layer to the third layer and a group directed toward the fifth layer. When the division of the personal number group is completed, the target arrival time is set so that the car arrives at the arrival time of the adolescent group for each group of the divided destination layers. When the target arrival time is set, allocation of a passenger to be ridden is performed. This can be carried out by the method shown in Fig. When step S16 is completed, the process proceeds to step S17.

In step S17, it is determined whether or not there is a boarding vehicle departing from the generation layer of the smallest number group from the arrival of the first person in the small number group to the arrival of the last one person. If there is no departing cabin, the process proceeds to step S19, and if there is a cabin departing there, the process proceeds to step S18.

In step S18, the door open / close time at the time of departure of the departing cabin prior to the departing cabin is adjusted. It is also possible to change the destination layer. This can also be performed by the method shown in Fig. Thereby, the travel route can be adjusted so as to arrive at the landing at the target arrival time. When step S18 is completed, the process proceeds to step S19.

In step S19, the allocation evaluation section 15 determines allocation to the boarding passenger whose minimum waiting factor of the landing floor landing floor is the minimum. A lot of users gather at the platform of the departure floor, but the user in the platform is burdened in as many cop races as possible so as to eliminate the congestion of the platform.

For example, the user of the near layer is transported to the group by the assignment unit 1A of the near layer, the user of the far layer is transported to the group by the allocation unit 1N of the remote layer, 1B and the assignment unit 1A of the adjacent layer are used to divide the users in the crowded group at the time of congestion and transport them into a group, congestion of the landing area can be efficiently mitigated. Needless to say, long-term atmosphere of the user can also be considered as one of the evaluation indexes of the long-term atmosphere acceptance.

Fig. 11 is a graph showing the transition of time at the time of entering the building and the transition line of waiting arguments at the landing of the lobby floor. As can be seen from Fig. 11, the user's argument tends to increase as indicated by the transition line 27 with the lapse of time. Then, the building arrival detection means (3) and the user management means (6) can predict the occurrence of the congestion situation in the lobby floor at the time of going to work.

Then, as shown in Fig. 12, when the allocation of each passenger car using, for example, 20 cars 30 is performed by the grouping process and the allocation process described above, the argument remaining in the landing zone of the lobby floor, Line 28 as shown in Fig. As can be seen from the travel route lines 29 of the respective passengers at this time, the service intervals of the respective passengers whose maximum wait factors are minimized so as not to exceed the argument threshold value 31 of the maximum wait factor of the landing area Can be adjusted.

Further, by monitoring the maximum waiting time for each destination layer and performing control for suppressing the long-term waiting, it is possible to further suppress the long-term waiting. For example, as shown in the drawing, the maximum waiting time of the user going to the fifth floor is not extremely long.

Next, in step S20, the travel information determining unit 17 determines whether or not the target user is detected by the landing arrival detecting unit 4 and arrived at the landing area. If the landing arriving at the landing area is reached, 5) informs the user of the vehicle to be ridden.

Next, a different assignment processing method different from the boarding passenger assignment processing method on the side of the group management control means 7 shown in Fig. 8 will be described with reference to Fig. 9. Fig. The method of assigning a passenger-by-bus assignment differs in that step S19 is changed to step S22. Therefore, the description of the same control steps will be omitted.

In step S19 of Fig. 8, the allocation is determined to the boarding passenger whose maximum waiting factor of the landing area becomes minimum. On the other hand, step S22 differs from step S22 in that the allocation is determined to the passenger compartment in which the long-term standby generation factor at the landing site is at least the predetermined time. In this case, since the arrival time is required for each group, it is possible to assign and evaluate such that the boarding passenger, which is allocated within a predetermined time period such as the long-term waiting time or the fretting time, arrives at the platform. According to this, the long-term waiting occurrence factor for a predetermined time or longer is minimized, and as a result, the waiting time is averaged to improve the overall traveling efficiency.

Next, a different assignment processing method different from that of the boarding passenger assignment processing on the side of the group management control means 7 shown in Fig. 8 will be described with reference to Fig. The method of assigning a passenger-by-bus assignment differs in that step S19 is changed to step S23. Therefore, the description of the same control steps will be omitted.

In step S19 of Fig. 8, the allocation is determined to the boarding passenger whose maximum waiting factor of the landing area becomes minimum. On the other hand, step S23 differs from step S23 in that allocation is determined for a passenger aircraft whose arrival interval to the lobby floor is averaged in the variable-diameter passenger compartment. In this case, the time of one week of each of the passenger cars is managed, and the time is adjusted so as to average the weekly time. According to this, since the arrival interval to the lobby floor is averaged, the light-run operation is suppressed, and the overall efficiency of the operation can be further improved. Further, even when the difference between the landing arrival time and the predicted value of the argument is large, a stable effect can be exhibited.

As described above, according to the present embodiment, since the waiting time in the lobby layer serving as the reference layer is averaged, the waiting time in the reference layer in which congestion is expected is also averaged, and the traveling efficiency as a whole can be further improved.

In the embodiment shown in Figs. 8 to 10, since the same processing is basically performed, the situation at the time of congestion is learned, and in step S19 in Fig. 8, In the step S22 in Fig. 9, the process of determining the allocation to the bus passenger vehicle in which the long-term waiting occurrence factor is at least the predetermined time in the step S22 in Fig. 9, It is also possible to switch and execute the process of determining the allocation to the boarding passenger in which the arrival interval to the average of the arrival times is averaged.

As described above, according to the present invention, it is possible to predict the future congestion situation by using the landing arrival time of a plurality of users and the current driving information of each boarding vehicle, grouping the users, and based on the grouped information, It is determined that the arrival forecast time at which the passenger departing before the congestion predicting time at which the congestion is predicted arrives at the platform again at the vicinity of the congestion prediction time at which the congestion is predicted, And determines the adjusted ride-on aerodrome as a ride-on aerodrome arriving near the predicted congestion expected time for congestion.

According to this, it is possible to distribute the car to the platform smoothly in the vicinity of the congestion window where the congestion situation is predicted. Therefore, when the congestion is predicted in the future, it is possible to improve the transportation ability of the user by suppressing the occurrence of a long-term atmosphere to the user on the landing platform.

The present invention is not limited to the above-described embodiments, but includes various modifications. For example, the above-described embodiments have been described in detail in order to facilitate understanding of the present invention, and are not necessarily limited to those having all the configurations described above. It is also possible to replace one configuration of the embodiment with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of another embodiment. In addition, it is possible to add, delete, and replace other configurations with respect to one configuration of each embodiment.

1A to 1N: Each booster
2A to 2N:
3A to 3N: Building arrival detection means
4: Platform landing detection means
5: Notification means
6: User management means
7: military management control means
8: arrival detector
9: User Information Management Department
10:
11: platform arrival time calculating unit
12: User grouping forming section
13:
14: User Information Management Department
15: Suggested time
16: Assignment evaluation unit
17:

Claims (9)

A group management elevator apparatus comprising: a plurality of boarding passers for performing service in a predetermined floor; and a group management means for assigning the boarding passenger to personally identify the user and serve the corresponding floor,
The group management means,
A grouping section for predicting a future congestion situation by using the landing arrival time of a plurality of users and the current driving information of the boarding passenger to perform grouping of users,
An assignment unit that assigns the dispatcher corresponding to each group based on the grouped grouping information,
And a controller for adjusting the arrival forecast time for arriving at the landing platform again in the vicinity of the congestion prediction time under a predetermined condition before the congestion predicting time for which congestion is predicted, As an oncoming vehicle arriving near the time,
And a travel information determining unit that notifies the user of the boarding passenger determined by the allocation evaluating unit. The method according to claim 1,
The group management means includes building arrival detection means for detecting the user's personal identification information before the user arrives at the landing platform and information from the landing area arrival detection means for detecting the individual identification information of the user on the landing platform And a landing area arrival time calculating unit for calculating the landing arrival time of the user by using the individual identification information detected by the building arrival detecting unit,
The user grouping unit forms the grouping of users based on the platform arrival time calculated by the platform arrival time calculation unit and the travel information of each of the cabinets,
Wherein the assignment unit assigns the grouping of passengers to each of the groups from the grouping information from the grouping forming unit and calculates the arrival predicted time of the assigned boarding passenger,
Wherein the assignment evaluation unit adjusts the arrival predicted time of the boarding vehicle to which the assignment unit is assigned and determines the adjusted arrival time as a boarding passenger arriving near the congestion prediction time, Device. 3. The method of claim 2,
Wherein the grouping forming unit groupifies the group of persons into a group of persons having a predetermined number of persons or more and a group of small numbers of persons less than the predetermined factor. The method of claim 3,
Wherein the assignment unit divides the personal number group into a plurality of groups and assigns the boarding group to each of the divided groups. The method of claim 3,
Wherein the assigning unit calculates the expected arrival time of the boarding passenger assigned to the personal number group and the small number group,
Wherein the assignment evaluation unit calculates an arrival prediction time at which the boarding vehicle to which the small number group is assigned before the congestion prediction time predicted by the interpersonal group is predicted to arrive at the platform again at the vicinity of the congestion prediction time And determines the adjusted cabin as a boarding passenger arriving near the congestion prediction time. 6. The method of claim 5,
Wherein the assignment evaluation unit performs a service to a floor nearest to the platform by assigning the small number group to the small number group so that the arrival prediction time of the boarding passenger assigned to the small number group is near the congestion prediction time And said passenger compartment is set as said passenger compartment. 6. The method of claim 5,
The allocation evaluating unit,
A process of determining allocation to the passenger compartment in which the maximum waiting factor of the landing area is minimized,
Or a process of determining allocation of the long-term waiting occurrence factor of the predetermined time or longer among the above-mentioned boarding passengers to be issued by the above-mentioned assigning party to the above-mentioned passenger-
Or a process of determining allocation to the passenger compartment in which the arrival interval to the lobby floor is averaged out of the passenger compartments assigned to the assignment unit. A group management elevator apparatus comprising: a plurality of boarding passers for performing service in a predetermined floor; and a group management means for assigning the boarding passenger to personally identify the user and serve the corresponding floor,
The group management means,
A grouping of users is performed by predicting future congestion situations by using the platform arrival times of the plurality of users and the current travel information of each of the oncoming flights,
Assigning the passenger corresponding to each group based on the grouped grouping information,
And a controller for adjusting the arrival forecast time for arriving at the landing platform again in the vicinity of the congestion prediction time under a predetermined condition before the congestion predicting time for which congestion is predicted, As a passenger waiting for arrival near the time,
And notifies the user of the determined boarding passenger to the passenger. 9. The method of claim 8,
The group management means,
Grouping into an adolescent group having a predetermined factor or more and a small number group having a predetermined factor less than the predetermined factor,
Calculates the expected arrival time of the passenger car assigned to the pre-paid number group and the pre-paid group,
Wherein the host vehicle to which the small group ahead of the congestion predicting time predicted by the interpersonal group predicts the congestion predicted time arrives at the landing area, And determines as the boarding passenger arriving near the congestion prediction time the adjusted boarding passenger.

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