JP7097269B2 - Elevator control system and control method - Google Patents

Description

The present invention relates to elevator control systems and control methods.

Elevator systems that move a plurality of cars in a hoistway, such as a double-deck type elevator and a multi-car elevator, have been proposed in order to improve transportation capacity and usability (Patent Documents 1 and 2). As a control method for a multi-car elevator, for example, for a circulation type multi-car elevator, a technique is known in which an evaluation value is calculated for each car in the shaft and the necessity of stopping at the landing call generation floor is determined. (Non-Patent Document 1).

Japanese Unexamined Patent Publication No. 2002-08183 Japanese Unexamined Patent Publication No. 2018-11570

Atsuya Fujino, Toshimitsu Tobita, Kumiko Nakagawa, "Fundamental Study of Mass Transportation System in Buildings by Circulating Elevator", IEEJ Journal D, 1997, Vol. 117, No. 7, pp.815-822

The elevator targeted by the prior art described in Non-Patent Document 1 is a circulation type multicar in which a plurality of sets of an annular rope with one car attached are prepared and circulated independently in the hoistway. It is an elevator. Further, in the elevator described in Non-Patent Document 1, the method of allocating a car to a landing call determines whether or not it is necessary to stop at the landing calling generation floor for each car in the hoistway.

On the other hand, another type of circulation type multi-car elevator having a paired structure is also known so that two cars balance each other and form a weight. This multi-car elevator is known as an opposed car-balanced multi-car elevator in which a pair of cars are connected by a rope to form a loop and the loop is circulated and moved in a hoistway.

The landing call allocation method described in Non-Patent Document 1 is effective when each car in the hoistway travels independently of each other, but may not function effectively in an oncoming car-balanced multicar elevator.

In an oncoming car-balanced multicar elevator, two cars are connected by a rope and each car operates in synchronization, so even if the stop judgment is made optimally for each car individually, it may not be optimal for each loop. Occurs. That is, even if it was determined that each car should be stopped without stopping at the landing as a result of determining whether or not the car should be stopped, the car was stopped at the landing when considered in loop units. There is a possibility that the transportation efficiency will be higher.

The present invention has been made in view of the above-mentioned problems, and an object of the present invention is to provide an elevator control system and a control method capable of improving transportation efficiency.

In order to solve the above problems, the elevator control system according to the present invention is a control system for a multi-car elevator in which a plurality of cars are connected to form a loop and circulate and move in a hoistway, and a predetermined landing call is generated. The predetermined car to be stopped at the landing is determined on a loop-by-loop basis based on the situation regarding each car forming the loop.

According to the present invention, it is possible to determine a predetermined car to be stopped on a predetermined floor where a landing call is generated based on the situation regarding each car forming the loop, so that the optimum transportation can be realized as a whole. ..

It is an overall block diagram of a multicar elevator control system. It is a schematic block diagram of a multicar elevator. It is explanatory drawing which shows the memory content of the loop information, the landing pair information, the car state, and the means for managing a landing state. It is explanatory drawing which shows a mode that a car circulates by taking one loop as an example. It is a flowchart of the loop allocation determination processing which determines the car assigned to the landing call in the loop unit. It is explanatory drawing which shows the calculation example of the evaluation value. It is the flowchart of the loop allocation determination process which concerns on 2nd Embodiment. It is explanatory drawing which shows the calculation example of the evaluation value. It is the flowchart of the loop allocation determination process which concerns on 3rd Embodiment. It is explanatory drawing which shows how a plurality of (three) loops make a circulation movement of a car, respectively. It is explanatory drawing which shows the calculation example of the evaluation value. 4 is a flowchart of the loop allocation determination process according to the fourth embodiment. It is explanatory drawing which shows the calculation example of the evaluation value. It is explanatory drawing following FIG.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. In this embodiment, the car to be stopped at the landing is optimized in loop units. In the elevator control system according to the present embodiment, in a multi-car elevator in which a plurality of cars are connected to a rope to form a loop, it is determined whether or not the car is stopped at the landing where a landing call is occurring. Judgment is based on the situation of the car and the situation of other cars forming the same loop with the car.

As a result, according to the present embodiment, in a multi-car elevator in which a plurality of cars are connected to a rope to form a loop, it is determined whether or not to stop the car on the floor where the landing call is generated (hereinafter, also referred to as whether or not the car needs to be stopped). Can be optimized in units of loops in which a plurality of cars are connected by ropes, and transportation efficiency can be improved.

The multi-car elevator of the present embodiment may be configured as, for example, a counter-circulation type multi-car elevator. The opposed circulation type multi-car elevator is connected to a rope to form a loop so that two cars are paired with each other and the weights are balanced with each other. The opposed circulation type multicar elevator circulates the loop in one direction in the hoistway. A plurality of loops may be provided in the same hoistway.

For example, if three loops connecting two cars are provided, a total of six cars move in the hoistway. When one car forming a loop stops, the other cars forming that loop also stop automatically. Furthermore, if there is a car in another loop in front of the car, it is not possible to move forward beyond the car in the other loop. Car movement is constrained by the stoppage of other paired cars and the stoppage of cars belonging to other loops. However, the present invention is not limited to the configuration of the opposed circulation type multicar elevator. The present invention is also applicable to other types of multicar elevators, as described below.

As will be described later, the multi-car elevator control system of the present embodiment is connected as a loop 112 with a loop information management means 101 that manages all combinations of a plurality of (for example, two) baskets 113 connected as a loop 112. The landing pair information management means 102 that manages all combinations of each landing where the plurality of cars 113 are stopped, the car state management means 104 that manages the state of each car 113 in the hoistways 201 to 204, and the landing. A landing state management means 105 that manages the state, and a loop car that can be stopped at the landing of the landing pair where the landing call is occurring when the landing call is generated at the landing of at least one landing pair. , The loop allocation determination means 103 for determining whether or not to stop at the landing of the landing pair in which the landing call is generated is provided.

The loop allocation determination means 103 selects one landing pair from the landing pairs in which the landing call is generated, extracts a loop 112 having a car 113 that can be stopped in the selected landing pair, and extracts the loop 112. Select one loop from. Then, the loop allocation determination means is based on the car state of at least one loop including the selected loop and the landing state of at least one landing pair including the selected landing pair, and the car of the selected loop. It is determined whether or not to stop at the landing of the selected landing pair, and it is determined whether or not to stop at the landing of the selected landing pair for all of the extracted loops, and the landing pair where the landing call is generated. Judgment may be carried out for all.

The loop allocation determination means 103 calculates the allocation evaluation value based on the car state of the selected loop and the landing state of the selected landing pair, and when the allocation evaluation value becomes equal to or higher than a predetermined threshold value, the selected loop The car may be stopped at the landing of the selected landing pair.

The loop allocation determination means 103 has selected the cage state of the selected loop, the landing state of the selected landing pair, and any number of landing states located above the ascending landing of the selected landing pair. The allocation evaluation value is calculated based on the state of any number of landings located below the landing in the descending direction of the landing pair, and when the allocation evaluation value exceeds a predetermined threshold value, the selected loop The car may be stopped at the landing of the selected landing pair.

The loop allocation determination means 103 has selected the cage state of the selected loop, the landing state of the selected landing pair, and any number of landing states located above the ascending landing of the selected landing pair. Any number of landings below the descending landing of the landing pair, any number of landings above the hoistway-downward reversal space 204, and above the hoistway. The allocation evaluation value is calculated based on the state of any number of landings located below the direction reversal space 203, and when the allocation evaluation value exceeds a predetermined threshold, the car of the selected loop May be stopped at the landing of the selected landing pair.

The loop allocation determination means 103 includes the car state of the selected loop, the landing state of the selected landing pair, the state of the car located immediately above the moving car of the selected loop, and the ascending of the selected loop. The state of the car located closest to the bottom of the moving car, the state of the car located immediately below the moving car of the selected loop, and the state of the car located immediately above the moving car of the selected loop. The allocation evaluation value is calculated based on the state of the car located in, and when the allocation evaluation value exceeds a predetermined threshold, the car of the selected loop is stopped at the landing of the selected landing pair. May be good.

When the car does not exist above the car in the ascending movement of the selected loop, the loop allocation determining means 103 sets the state of the car existing at the highest position in the car in the ascending movement of the selected loop as the ascending of the selected loop. Instead of the state of the car located in the immediate vicinity above the moving car, it may be used to calculate the allocation evaluation value.

When the car does not exist below the car in the ascending movement of the selected loop, the loop allocation determining means 103 sets the state of the car existing at the lowest position in the car in the ascending movement of the selected loop as the ascending of the selected loop. Instead of the state of the car located in the immediate vicinity below the moving car, it may be used to calculate the allocation evaluation value.

When the car is not present below the car during the downward movement of the selected loop, the loop allocation determination means 103 determines the state of the car existing at the lowest position among the cars during the ascending movement below the selected loop. Instead of the state of the car located in the immediate vicinity below the moving car, it may be used to calculate the allocation evaluation value.

When the car does not exist above the car during the downward movement of the selected loop, the loop allocation determination means 103 determines the state of the car existing at the highest position among the cars during the ascending movement below the selected loop. Instead of the state of the car located in the immediate vicinity above the moving car, it may be used to calculate the allocation evaluation value.

The loop allocation determination means 103 includes the car state of the selected loop, the landing state of the selected landing pair, the state of the car located immediately above the moving car of the selected loop, and the ascending of the selected loop. The state of the car located closest to the bottom of the moving car, the state of the car located immediately below the moving car of the selected loop, and the state of the car located immediately above the moving car of the selected loop. The state of the car located in, the state of any number of landings above the ascending landing of the selected landing pair, and any number of landings below the descending landing of the selected landing pair. The allocation evaluation value may be calculated based on the state of the landing, and when the allocation evaluation value exceeds a predetermined threshold value, the car of the selected loop may be stopped at the landing of the selected landing pair. ..

The loop allocation determination means 103 includes a car state of the selected loop, a landing state of the selected landing pair, a car state of the selected loop, a landing state of the selected landing pair, and a car during ascending movement of the selected loop. The state of the car located most recently above the car, the state of the car located closest to the bottom of the car in the ascending movement of the selected loop, and the state of the car located in the immediate vicinity of the car in the ascending movement of the selected loop. The state of the car, the state of the car located in the immediate vicinity above the car in the descent movement of the selected loop, and the state of any number of landings located above the ascending landing of the selected landing pair. The state of any number of landings located below the descending landing of the landing pair, and the state of any number of landings located above the downward reversal space 204 in the hoistway, and the hoistway. The allocation evaluation value is calculated based on the state of an arbitrary number of landings located below the direction reversal space 203 above the inside, and is selected when the allocation evaluation value is equal to or greater than a predetermined threshold value. The cage of the loop may be stopped at the landing of the selected landing pair.

When the car does not exist above the car in the ascending movement of the selected loop, the loop allocation determining means 103 sets the state of the car existing at the highest position in the car in the ascending movement of the selected loop as the ascending of the selected loop. Instead of the state of the car located in the immediate vicinity above the moving car, it may be used to calculate the allocation evaluation value.

When the car does not exist below the car in the ascending movement of the selected loop, the loop allocation determining means 103 sets the state of the car existing at the lowest position in the car in the ascending movement of the selected loop as the ascending of the selected loop. Instead of the state of the car located in the immediate vicinity below the moving car, it may be used to calculate the allocation evaluation value.

When the car is not present below the car during the downward movement of the selected loop, the loop allocation determination means 103 determines the state of the car existing at the lowest position among the cars during the ascending movement below the selected loop. Instead of the state of the car located in the immediate vicinity below the moving car, it may be used to calculate the allocation evaluation value.

When the car does not exist above the car during the downward movement of the selected loop, the loop allocation determination means 103 determines the state of the car existing at the highest position among the cars during the ascending movement below the selected loop. Instead of the state of the car located in the immediate vicinity above the moving car, it may be used to calculate the allocation evaluation value.

The car state may be either or both of the current state of the car 113 and the future state of the car 113 obtained by prediction.

The landing state may be either or both of the current state of the landing and the future state of the landing obtained by prediction.

The multicar elevator control system of this embodiment will be described with reference to FIGS. 1 to 6. FIG. 1 shows an overall configuration diagram of the multicar elevator system 1.

The multicar elevator system 1 includes, for example, an elevator control system 100, landing call buttons 110a to 110n on each floor, loop control units 111a to 111n, and car loops 112a to 112n. The car loops 112a to 112n are configured by connecting a plurality of cars 113 with ropes 114a to 111n.

In the example of FIG. 1, the loop 112a is formed by connecting the car 113a and the car 113b with a rope 114a separated by a predetermined distance. Similarly, the loop 112n is formed by connecting the car 113m and the car 113n with a rope 114n separated by a predetermined distance.

Each loop 112a to 112n circulates in the hoistway by the corresponding loop control units 111a to 111n. An example of the hoistway configuration will be described later in FIG. The loop control units 111a to 111n are configured to include an electric motor and the like. When the landing call buttons 110a to 110n installed at the landing on each floor are operated by the user, the landing call on that floor is generated. The elevator control system 100 allocates a car to the floor where the landing call is generated, as will be described later. In the following description, unless otherwise specified, the alphabet attached to the numbers is omitted. That is, the landing call buttons 110a to 110n are abbreviated as the landing calling button 110, the car loops 112a to 112n are abbreviated as the car loop 112, the cars 113a to 113n are referred to as the car 113, and the loop control units 111a to 111n are abbreviated as the loop control unit 111. May be done.

As described below, the number of car loops 112 may be one or more. The drive method of the loop control unit 111 does not matter.

The functional configuration of the elevator control system 100 will be described. The elevator control system 100 includes, for example, a microprocessor, a memory, an input / output circuit, and a communication interface circuit (none of which are shown). Functions 101 to 105 as an elevator control system are realized by executing a predetermined computer program stored in the memory by a microprocessor.

The elevator control system 100 includes, for example, a loop information management unit 101, a landing pair information management unit 102, a loop allocation determination unit 103, a car state management unit 104, and a landing state management unit 105.

The loop information management unit 101 has loop information 106. The landing pair information management unit 102 has landing pair information 107. The car state management unit 104 has a car state 108. The landing state management unit 105 has a landing state 109. Since the car state 108 is information indicating the state of the car, it can also be called the car state information 108. Similarly, since the landing state 109 is information indicating the landing state, it can also be called the landing state information 109.

The elevator control system 100 acquires the car state 108 from the car 113 and the landing state 109 from the landing call button 110. The elevator control system 100 causes the loop allocation determination unit 103 to input the acquired information 108 and 109, and determines whether or not the car loop 112 needs to be stopped at the landing. The elevator control system 100 outputs a control command to the loop control unit 111 based on the determination result of the necessity of stopping. The control command includes an acceleration / deceleration command and a running stop command.

The loop control unit 111 is provided corresponding to each of the car loops 112, and when a control command from the elevator control system 100 is received, the drive device of the car loop 112 and the door opening / closing motor (both are shown in the figure). (Not shown) etc. are controlled.

FIG. 2 will be used to outline an opposed car-balanced multicar elevator (also referred to as a circulating multicar elevator). The left side of FIG. 2 shows an outline of an opposed car-balanced multicar elevator, and the central portion and the right side of FIG. 2 show an outline of loops 112a and 112b.

In the opposed car-balanced multicar elevator shown in FIG. 2, a plurality of loops 112a and 112b are provided in the hoistways 201 to 204. The hoistway (also called a shaft) has an ascending shaft 201 dedicated to traveling in the ascending direction and a descending shaft 202 dedicated to traveling in the descending direction. It is configured to include an upper direction reversing space 203 changing to 202 and a lower direction reversing space 204 changing the traveling shaft from the descending shaft 202 to the ascending shaft 201. As a result, the cages 113a and 113b of each loop 112a and the cages 113c and 113d of the loop 112b circulate and move in the hoistways 201 to 204. As mentioned above, in each loop, the opposing cars act as a counterweight to each other.

In the circulation type opposed car balancing type multicar elevator shown in FIG. 2, the number of cars 113 traveling in the same direction at an arbitrary position is limited to one, and the traveling direction can be reversed only in the vertical direction reversal spaces 203 and 204. Will be done.

As described above, in the circulation type multicar elevator, two cars 113 are connected to each other by a rope so as to be balanced with each other to form a car loop 112, and one or more of them are arranged in a shaft. ..

Although FIG. 2 shows a circulation type opposed car-balanced multicar elevator, the present invention can be applied to elevators other than the elevator having the configuration shown in FIG. 2. For example, with respect to the ascending shaft 201 and the descending shaft 202 of FIG. 2, the car can be raised and lowered without limiting the moving direction, and the shaft does not use the upper direction reversing space 203 and the lower direction reversing space 204. It may be configured so that the moving direction can be changed at any position within. The present invention can be carried out regardless of whether or not the elevator configuration is a circulation type, but here, a circulation type facing cage balanced multi-car elevator will be described as an example.

In FIG. 2, the service floor is the 8th floor from the 1st floor to the 8th floor, the number of cars is 4, the number of loops is 2, the car 113a and the car 113b form the car loop 112a, and the car 113c and the car 113d form the car loop 112b. Is shown as an example of forming. However, the configuration example shown in FIG. 2 is merely an example, and the present invention is not limited to the number of cars, the number of floors, and the number of loops shown in FIG.

An example of the loop information management unit 101 and the landing pair information management unit 102 will be described with reference to FIG. As described above, since the present invention is applicable regardless of the number of car loops, the case where the number of car loops is one will be described as an example.

The loop information management unit 101 manages the loop information 106 that records which combination of the car 113 forms the car loop 112. In the example of FIG. 3, certain loop information 106 records that the car 113a and the car 113b form a car loop 112a. The loop information 106 may be generated and managed for each loop 112, or one loop information 106 may manage the configuration of a plurality of loops 112. The same applies to the other information described below. The structure of information, tables, and databases does not matter.

The car state management unit 104 manages the car state 108, which is information indicating the state of each car 113. The car state 108 is, for example, any one of information indicating the past state of the car 113, information indicating the current state of the car 113, information indicating the future state obtained by the prediction of the car 113, or them. It may be any combination of.

In the example of FIG. 3, the car state 108 provides information such as the moving direction of the car 113a, the load of the car 113a, the landing call registered in the car 113a, the car call registered in the car 113a, and the position of the car 113a. I manage it. The position of the car 113 may be expressed as a floor or as a height from the bottom surface of the shaft.

The landing pair information management unit 102 manages the landing pair information 107. The landing pair information 107 is information about the combination of floors on which the two cars 113 forming the car loop 112 are stopped.

In the example of the elevator configuration of FIG. 4, the landings A1 to H1 and the landings A2 to H2 represent a combination of landing pairs. Floors with the same alphabet form a landing pair. That is, landing A1 and landing A2, landing B1 and landing B2, landing C1 and landing C2, landing D1 and D2, landing E1 and landing E2, landing F1 and landing F2, landing G1 and landing G2, landing H1 and landing H2. Each is a landing pair.

In a building having a different floor height (floor pitch), two cars 113 belonging to the same loop 112 land at the same time, so that the car 113 may be equipped with a device for correcting the height position of the floor. good. The landing pair information management unit 102 manages the landing pair information 107, which is the combination information between the landings as described above.

The landing state management unit 105 manages the landing state 109, which is information representing the state of each landing. The landing state 109 may be, for example, any one of the past state of the landing, the current state of the landing, the future state of the landing obtained by prediction, or any combination thereof. In the example of FIG. 3, as the landing state 109, information such as the presence / absence of a landing call, the elapsed time from the occurrence of the landing call, the elapsed time from the cancellation of the landing call, and whether or not the landing call has been assigned is managed.

With reference to FIG. 5, a processing flow for determining whether or not the car needs to be stopped at the landing pair by the loop allocation determination unit 103 will be described. In the flowchart, sentences are omitted as appropriate.

First, the loop allocation determination unit 103 receives the input from the landing call button 110, and uses the landing state management unit 105 to specify the floor on which the unallocated landing call is occurring and the direction of the call. (S101). If there is no landing call that has not been assigned, that is, if there is no unallocated landing call (S101: NO), this process ends.

The loop allocation determination unit 103 selects one floor (hereinafter referred to as landing B1) on which a landing call that has not been assigned has occurred (S102). The landing B1 where the landing call is generated is an example of a “predetermined landing”.

The loop allocation determination unit 103 determines whether or not there is a car 113 (referred to as a car CA) that can be stopped at the landing B1 (S103). If there is no car CA (S103: NO), the process returns to step S101. The car CA is an example of a "predetermined car".

The loop allocation determination unit 103 uses the landing pair information management unit 102 to identify the floor that is a pair of the landing B1 (hereinafter referred to as the landing B2), and uses the landing state management unit 105 to obtain the landing B2. It is confirmed whether or not a landing call that has not been assigned has occurred in (S104). Landing B2 is an example of "another landing".

If there is no landing call that has not been assigned to landing B2 (S104: NO), the process proceeds to step S410 described later. If a landing call that has not been assigned to landing B2 has occurred (S104: YES), the process proceeds to step S105.

The loop allocation determination unit 103 selects one car 113 from the car CA (referred to as car CA1), identifies the car to be paired with the car CA1 from the loop information management unit 101 (referred to as car CA2), and determines the car. The car status of the car CA1 and the car CA2 is acquired by using the state management unit 104. Further, the loop allocation determination unit 103 acquires the landing states of the landing B1 and the landing B2 by using the landing state management unit 105. The loop allocation determination unit 103 calculates the allocation evaluation value based on the acquired car state and landing state (S105). Hereinafter, the assigned evaluation value is also referred to as an evaluation value.

Here, an example of the evaluation value calculation method is shown. It is assumed that the car state of the car 113a and the car 113b and the landing state of the landing B1 and the landing B2 are as shown in the table of FIG. At this time, the loop allocation determination unit 103 can calculate the evaluation value VE by, for example, the following equation (1).

VE = α × (a ₁ × 650/1000 + a ₂ × 1 + a ₃ × 1 + a ₄ × 2) + β × (b ₁ × 0/1000 + b ₃ × 0) + B × (F _{B1_1} ×) 10 + F _{B1_2} × 0 + F _{B1_3} × 2 + F _{B1_4} × 15) + B × F _{B2_1} × 0 + F _{B2_2} × 130 + F _{B2_3} × 0 + F _{B2_4} × 0) ・ ・ ・ (Equation 1)

a _1, a ₂ , a ₃ , a ₄ , b ₁ , b ₃ , F _{B1_1} , F _{B1_2} , F _{B1_3} , F _{B1_4} , F _{B2_1} , F _{B2_2} , F _{B2_3} , F _{B2_4} , α, β, B are baskets It is a real value coefficient related to information and landing information.

In the car information shown on the upper side of FIG. 6, the distance between the landing C1 and the landing B1 where the assigned landing call has occurred is described as "first floor" in the car 113a, but the car 113b has already been assigned. The distance between the landing C2 and the landing B2 where the landing call was made is not described. This is because the distance between the landing C2 and the landing B1 where the assigned landing call is generated is equal to the distance between the landing C2 and the landing B2 where the assigned landing call is generated. Similarly, since the distance from the car 113a to the landing B1 is equal to the distance from the car 113b to the landing B2, it is not shown in the table shown on the upper side of FIG.

In equation (1), for example, a ₁ , a ₂ , a ₃ , a ₄ , b ₁ , b ₃ , F _{B1_1} , F _{B1_2} , F _{B1_3} , F _{B1_4} , F _{B2_1} , FB _{2_2} , FB _{2_3} , F _{B2_4} . Assuming that "0.1", α, β, and B are "1", the evaluation value VE is "16.165".

If the allocation threshold is set to "20" and the allocation is performed when the evaluation value is equal to or greater than the allocation threshold, in this case, the loop allocation determination unit 103 refers to the landing B1 and the landing for the loop 112a of the car 113a and the car 113b. It is determined that both B2 are passed. The method of calculating the evaluation value and the coefficient are not limited to the above examples. The same applies to the other calculation examples described below.

In step S104, when a landing call that has not been assigned to the landing B2 has not occurred (S104: NO), the loop allocation determination unit 103 acquires the car state of the car CA by using the car state management unit 104. Further, the loop allocation determination unit 103 acquires the landing state of the landing B1 by using the landing state management unit 105. The loop allocation determination unit 103 calculates an evaluation value based on the acquired car state and landing state (S110).

Here, an example of the evaluation value calculation method is shown. The car state of the car 113a and the car 113b, and the landing state of the landing B1 and the landing B2 are as shown in FIG. At this time, the loop allocation determination unit 103 calculates the evaluation value VE by, for example, the following equation (2).

VE = α × (a ₁ × 650/1000 + a ₂ × 1 + a ₃ × 1 + a ₄ × 2) + B × (F _{B1_1} × 10 + F _{B1_2} × 0 + F _{B1_3} × 2 + F _{B1_4} × 15 ) ... (Equation 2)

In equation (2), for example, if a ₁ , a ₂ , a ₃ , a ₄ , F _{B1_1} , F _{B1_2} , F _{B1_3} , F _{B1_4} are "0.1" and α, B are "1", the evaluation value is evaluated. The VE is "3.165". If the allocation threshold is set to "20" and the allocation is performed when the evaluation value is equal to or higher than the allocation threshold, in this case, the loop allocation determination unit 103 is the landing place for the loop 112a of the car 113a and the car 113b. It is determined that both B1 and the landing B2 are passed.

The loop allocation determination unit 103 selects one car 113 from the car CA (referred to as car CA1), identifies a pair of car CA1 from the loop information management unit 101 (referred to as car CA2), and manages the car status. The car state of the car CA1 and the car CA2 is acquired by using the unit 104. Further, the loop allocation determination unit 103 acquires the landing states of the landing B1 and the landing B2 by using the landing state management unit 105. The loop allocation determination unit 103 calculates the evaluation value VE based on the acquired car state and landing state (step S105).

The loop allocation determination unit 103 determines whether or not the calculation of the evaluation values for all the car CAs has been completed (step S106). If the determination is completed, the process proceeds to step S107, and if the determination is not completed, the process returns to step S105.

The loop allocation determination unit 103 determines whether the highest evaluation value VE among the calculated evaluation values is equal to or higher than a predetermined threshold value Th (step S107). If the highest evaluation value VE is at least the threshold value Th, the process proceeds to step S108, and if it is less than the threshold value, the process returns to step S101.

The loop allocation determination unit 103 determines to stop the car CA1 and the car CA2 that have acquired the highest evaluation value at the landing B1 and the landing B2 (step S108).

The loop allocation determination unit 103 assigns the landing calls of the landing B1 and the landing B2 to each other (step S109), and returns to step S101.

On the other hand, in step S104, when a landing call that has not been assigned to the landing B2 has not occurred (S104: NO), the loop allocation determination unit 103 acquires the car state of the car CA by using the car state management unit 104. .. Further, the loop allocation determination unit 103 acquires the landing state of the landing B1 by using the landing state management unit 105. The loop allocation determination unit 103 calculates an evaluation value based on the acquired car state and landing state (step S110).

The loop allocation determination unit 103 determines whether or not the calculation of the evaluation values for all the car CAs has been completed (step S111). If the determination is completed, the process proceeds to step S112, and if the determination is not completed, the process returns to step S110.

The loop allocation determination unit 103 determines whether the highest evaluation value VE among the calculated evaluation values is equal to or higher than a predetermined threshold value Th (step S112). If it is equal to or more than the threshold value, the process proceeds to step S113, and if it is less than the threshold value, the process returns to step S101.

The loop allocation determination unit 103 determines to stop the car CA having the highest evaluation value at the landing B1 (step S113). Then, the loop allocation determination unit 103 assumes that the landing call of the landing B1 has already been assigned (step S114), and returns to step S101.

According to this embodiment configured as described above, in a multicar elevator that forms one loop 112 by connecting a plurality of cars 113 apart from each other, it is necessary to assign a landing call to each car. Rather than determining whether or not, it is possible to determine whether or not the loop as a whole needs to be assigned to the landing call on a loop-by-loop basis. Therefore, according to this embodiment, since the car can be stopped so as to be optimum for the entire loop, the transportation efficiency of the entire loop can be improved, and the usability of the user is also improved.

The second embodiment will be described with reference to FIGS. 7 and 8. Since each of the examples described below including this embodiment corresponds to a modified example of the first embodiment, the differences from the first embodiment will be mainly described. FIG. 7 is a flowchart showing the loop allocation determination process according to the present embodiment. The flowchart shown in FIG. 7 is different from the flowchart shown in FIG. 5 in that steps S105 and S110 are replaced with steps S201 and S202.

The loop allocation determination unit 103 uses the landing pair information management unit 102 to identify the floor that is a pair of the landing B1 (hereinafter referred to as the landing B2), and uses the landing state management unit 105 to obtain the landing B2. It is confirmed whether or not a landing call that has not been assigned to is generated (S104).

If no landing call that has not been assigned to landing B2 has occurred (S104: NO), the process proceeds to step S202 described later. If a landing call that has not been assigned to landing B2 has occurred (S104: YES), the process proceeds to step S201.

The loop allocation determination unit 103 selects one car 113 from the car CA (referred to as car CA1), identifies a pair of car CA1 from the loop information management unit 101 (referred to as car CA2), and manages the car status. By using the unit 104, the car state of the car CA1 and the car CA2 is acquired. Further, the loop allocation determination unit 103 acquires the landing state of each landing B1 and B2 by using the landing state management unit 105. Further, the loop allocation determination unit 103 includes any number of landings B1 and land B2 above the landing on the ascending shaft 201 and any landing below the landing on the descending shaft 202. Select a number of landings. The loop allocation determination unit 103 acquires the state of each selected landing by using the landing state management unit 105. Then, the loop allocation determination unit 103 calculates an evaluation value based on the acquired car state and landing state (S201).

The process of step S201 will be described by taking the elevator configuration of FIG. 4 as an example. The car 113a is the car CA1, the car 113b is the car CA2, the landing B1 is B1 (7F of the ascending shaft 201), and the landing B2 is (2F of the descending shaft 202). At this time, the loop allocation determination unit 103 acquires the car states of the car CA1 and the car CA2 by using the car state management unit 104. Further, the loop allocation determination unit 103 acquires the landing states of the landing B1 and the landing B2 by using the landing state management unit 105.

Further, the loop allocation determination unit 103 uses the landing state management unit 105 to acquire an arbitrary number of landing states ahead of the landing B1 and the landing B2.

In the example of FIG. 4, since the landing one ahead of the landing B1 and the landing B2 is the landing A1 and the landing A2, the loop allocation determination unit 103 uses the landing state management unit 105 to use the landing state management unit 105 to obtain the landing A1 and the landing A2. Get the landing status of. The landing further ahead of the landing A1 and the landing A2 in the traveling direction of the car is the landing H1, the landing G1, ... Also located below, the landing H2, the landing G2, ..., The landing C2. Therefore, the loop allocation determination unit 103 uses the landing state management unit 105 to position an arbitrary number of landing states above the lower direction reversal space 204 and below the upper direction reversal space 203. You may get any number of landing states and so on. For example, when using the landing states of the landing B1, the landing B2, the landing A1 and the landing A2, and the landing state two ahead of the landing A1 and the landing A2, the landing H1, the landing H2, the landing G1 and the landing G2 Get the landing status of. The loop allocation determination unit 103 calculates an evaluation value based on the acquired car state and landing state.

Here, an example of the evaluation value calculation method is shown. The landings H1, H2, A1 and A2 that are the targets of any number of landings prior to the landings B1 and B2 are designated as landings H1, H2, A1 and A2. It is assumed that the car states of the car 113a and the car 113b and the landing states of the landings B1, B2, and H1 are as shown in the table shown in FIG. At this time, the loop allocation determination unit 103 calculates the evaluation value VE by, for example, the following calculation formula (3).

VE = α × (a ₁ × 650/1000 + a ₂ × 1 + a ₃ × 1 + a ₄ × 2) + β × (b ₁ × 0/1000 + b ₃ × 0) + B × (F _{B1_1} ×) 40 + F _{B1_2} × 0 + F _{B1_3} × 3 + F _{B1_4} × 120) + B × (F _{B2_1} × 0 + F _{B2_2} × 30 + F _{B2_3} × 0 + F _{B2_4} × 0) + A × F _{A1_1} × 0 + F _{A1_2} × 60 + F _{A1_3} × 0 + F _{A1_4} × 0) + A × (F _{A2_1} × 70 + F _{A2_2} × 0 + F _{A2_3} × 10 + F _{A2_4} × 550) + H × (F _{H1_1} × 10 + F _{H1_2} × 0 + F _{H1_3} × 1 + F _{H1_4} × 10) + H × (F _{H2_1} × 30 + F _{H2_2} × 0 + F _{H2_3} × 2 + F _{H2_4} × 50) ・ ・ ・ (Equation 3)

Here, a ₁ , a ₂ , a ₃ , a ₄ , b ₁ , b ₃ , α, β, B, A, H, F _{B1_1} , F _{B1_2} , F _{B1_3} , F _{B1_4} , F _{B2_1} , F _{B2_2} , F _{B2_3} , F _{B2_4} , F _{A1_1} , F _{A1_2} , F _{A1_3} , F _{A1_4} , F _{A2_1} , F _{A2_2} , F _{A2_3} , F _{A2_4} , F _{H1_1} , F _{H1_2} , F _{H1_3} , F _{H1_4} , F _{H2_1} , F _{H2_2} , F _{H2_3} , F _{H2_4} is a real-valued coefficient for car information and landing information. In the car information shown in FIG. 8, the distance between the landing where the assigned landing call is generated and the landing B1 is described in the car 113a, but the landing and the landing where the assigned landing call is generated are described in the car 113b. The distance to B2 is not stated. This is because the distance between the landing where the assigned landing call is generated and the landing B1 is equal to the distance between the landing where the assigned landing call is generated and the landing B2. Similarly, the distance from the car 113a to the landing B1 is equal to the distance from the car 113b to the landing B2, so it is not shown in the table of FIG.

In equation (3), for example, a ₁ , a ₂ , a ₃ , a ₄ , b ₁ , b ₃ , F _{B1_1} , F _{B1_2} , F _{B1_3} , F _{B1_4} , F _{B2_1} , F _{B2_2} , F _{B2_3} , F _{B2_4} , F _{A1_1} , F _{A1_2} , F _{A1_3} , F _{A1_4} , F _{A2_1} , F _{A2_2} , F _{A2_3} , F _{A2_4} , F _{H1_1} , F _{H1_2} , F _{H1_3} , F _{H1_4} , F _{H2_1} , F _{H2_2} , F _{H2_3} , F _{H2_4} If ".1" and α, β, B, A, and H are "1", the evaluation value is "99.065". The allocation threshold Th is set to "50", and allocation is performed when the evaluation value VE is equal to or higher than the allocation threshold Th. In this case, the loop allocation determination unit 103 determines that the car 113a and the loop 112a of the car 113b are stopped at the landing B1 and the landing B2, respectively.

In step S104, when a landing call that has not been assigned to the landing B2 has not occurred (S104: NO), the loop allocation determination unit 103 acquires the car state of the car CA using the car state management unit 104, and the landing. The landing state of the landing B1 is acquired by using the state management unit 105. Further, the loop allocation determination unit 103 selects an arbitrary number of landings above the landing B1 when the landing B1 is on the ascending shaft 201, and when the landing B1 is on the descending shaft 202, the loop allocation determination unit 103 selects the landing. Select any number of landings below B1. The loop allocation determination unit 103 acquires the state of the selected landing by using the landing state management unit 105. Then, the loop allocation determination unit 103 calculates an evaluation value based on the acquired car state and landing state (S202).

An example of the process of step S202 will be described with reference to FIG. Let the car 113a be the car CA and the landing B1 be B1 (7F of the ascending shaft 201). At this time, the loop allocation determination unit 103 acquires the car state of the car CA by using the car state management unit 104, and acquires the landing state of the landing B1 by using the landing state management unit 105.

Further, the loop allocation determination unit 103 uses the landing state management unit 105 to acquire an arbitrary number of landing states ahead of the landing B1. For example, since the landing one ahead of the landing B is the landing A1, the loop allocation determination unit 103 uses the landing state management unit 105 to acquire the landing state of the landing A1. At this time, the landing further ahead of the landing A1 in the traveling direction of the car is the landing H2, the landing G2, ..., The landing C2 located below the upward direction reversal space, so that the loop allocation determination is made. The unit 103 may use the landing state management unit 105 to acquire an arbitrary number of landing states located below the upward directional reversal space 203. For example, in addition to the landing states of the landing B1 and the landing A1, when the landing state two ahead of the landing A1 is used, the landing states of the landings H2 and G2 are acquired. The loop allocation determination unit 103 calculates the allocation evaluation value based on the acquired car state and landing state.

Here, an example of the evaluation value calculation method is shown. The landings H1, H2, A1 and A2 that are the targets of any number of landings prior to the landings B1 and B2 are designated as landings H1, H2, A1 and A2. The car state of the car 113a and the car 113b, and the landing state of the landings B1, B2, and H1 are as shown in FIG. At this time, the loop allocation determination unit 103 can calculate the evaluation value by, for example, the following calculation formula (4).

VE = α × (a ₁ × 650/1000 + a ₂ × 1 + a ₃ × 1 + a ₄ × 2) + B × (F _{B1_1} × 40 + F _{B1_2} × 0 + F _{B1_3} × 3 + F _{B1_4} × 120 ) + A × (F _{A1_1} × 0 + F _{A1_2} × 60 + F _{A1_3} × 0 + F _{A1_4} × 0) + H × (F _{H1_1} × 10 + F _{H1_2} × 0 + F _{H1_3} × 1 + F _{H1_4} × 10) ・・ ・ (Equation 4)

Here, a ₁ , a ₂ , a ₃ , a ₄ , α, B, A, H, F _{B1_1} , F _{B1_2} , F _{B1_3} , F _{A1_1} , F _{A1_2} , F _{A1_3} , F _{A1_4} , F _{H1_1} , F _{H1_2} , F _{H1_3} and F _{H1_4} are real-valued coefficients related to car information and landing information. In this equation, for example, a ₁ , a ₂ , a ₃ , a ₄ , F _{B1_1} , F _{B1_2} , F _{B1_3} , F _{B1_4} , F _{A1_1} , F _{A1_2} , F _{A1_3} , F _{A1_4} , F _{H1_1} , F _{H1_2} , F _{H1_3.} If F _{H1_4} is "0.1" and α, B, A, H is 1, the evaluation value is "24.865". The allocation threshold is set to "50", and allocation is performed when the evaluation value is equal to or greater than the allocation threshold. In this case, the loop allocation determination unit 103 determines that the loop 112a of the car 113a and the car 113b passes through the landing B1 and the landing B2, respectively.

This embodiment configured in this way also has the same effect as that of the first embodiment. Further, in this embodiment, for the predetermined landing B1 where the landing call is generated and the other landing B2 paired with the landing B1, the states of the landing located further above and the landing located further below are acquired and evaluated. Is calculated. Therefore, it is possible to process the landing call more optimally.

The third embodiment will be described with reference to FIGS. 9 to 11. In this embodiment, a case where a plurality of car loops 112 are provided in the shaft will be described. FIG. 9 is a flowchart of the loop allocation determination process according to the present embodiment. FIG. 10 shows an example of an elevator configuration. FIG. 10 shows an example of a table used for calculating the evaluation value.

The loop allocation determination unit 103 uses the landing pair information management unit 102 to identify the floor that is a pair of the landing B1 (hereinafter referred to as the landing B2), and the landing state management unit 105 is not assigned. It is confirmed whether the landing call is generated at the landing B2 (S104). If no landing call that has not been assigned to landing B2 has occurred (S104: NO), the process proceeds to step S302 described later. If a landing call that has not been assigned to landing B2 has occurred (S104: YES), the process proceeds to step S301.

The loop allocation determination unit 103 selects one car 113 from the car CA (referred to as car CA1), identifies a pair of car CA1 from the loop information management unit 101 (referred to as car CA2), and manages the car status. The car state of the car CA1 and the car CA2 is acquired by using the unit 104. Further, the loop allocation determination unit 103 acquires the state of the landing B1 and the state of the landing B2 by using the landing state management unit 105. Further, the loop allocation determination unit 103 refers to the car CA1 and the car CA2 in either the state of the nearest car above or the state of the latest car below, or the state of the most recent car above and the state of the car below. Both the state of the latest car and the state of the latest car are acquired by using the car state management unit 104. Then, the loop allocation determination unit 103 calculates an evaluation value based on the acquired car state and landing state (S301).

Here, an example of the evaluation value calculation method is shown. The states of the baskets 113a, 113b, 113c, 113d, 113e, 113f are as shown in the table shown in FIG. In FIG. 11, the nearest car in the traveling direction of the car is described as a “leading car”, and the nearest car in the direction opposite to the traveling direction is described as a “successor car”. The distance is a negative value when the landing is in the direction opposite to the direction of travel of the car. At this time, the loop allocation determination unit 103 calculates the evaluation value VE by, for example, the following calculation formula (5).

VE = α × (a ₁ × 650/1000 + a ₂ × 1 + a ₃ × 1 + a ₄ × 2 + a ₅ × 2 + a ₆ × 0 + a ₇ × 4 + a ₈ × 0) + β × (b ₁ × 0/1000 + b ₃ × 0 + b ₆ × 0 + b ₈ × (-1)) + γ × c ₁ × 0/1000 + δ × d ₁ × 0/1000 + ε × e ₁ × 520/1000 + ρ × f ₁ × 130/1000 ・ ・ ・ (Equation 5)

Here, a ₁ , a ₂ , a ₃ , a ₄ , a ₅ , a ₆ , a ₇ , a ₈ , b ₁ , b ₃ , b ₆ , b ₈ , c ₁ , d ₁ , e ₁ , f ₁ , α, β, γ, δ, ε, ρ are real-valued coefficients of the car information. In the car information shown in FIG. 11, the car 113a describes the distance between the landing where the assigned landing call has occurred and the landing B1, while the car 113b has the landing where the assigned landing call has occurred. The distance between and the landing B2 is not stated. This is because the distance between the landing where the assigned landing call is generated and the landing B1 is equal to the distance between the landing where the assigned landing call is generated and the landing B2. Similarly, since the distance from the car 113a to the landing B1 and the distance from the car 113b to the landing B2 are equal, they are not shown in the table of FIG. Further, in the example of FIG. 11, since the allocation of the loop 112a of the car 113a and the car 113b is being determined, the distances of the cars 113c, 113d, 113e, and 113f from the respective cars and the landing, the distance of the preceding car, and the following cars are being determined. The distance to and is not stated.

In equation (5), for example, a ₁ , a ₂ , a ₃ , a ₄ , a ₅ , a ₆ , a ₇ , a ₈ , b ₁ , b ₃ , b ₆ , b ₈ , c ₁ , d ₁ , Assuming that e ₁ and f ₁ are "0.1" and α, β, γ, δ, ε, and ρ are "1", the evaluation value is "1.03". If the allocation threshold is set to "5" and the allocation is performed when the evaluation value is equal to or higher than the allocation threshold, in this case, the loop allocation determination unit 103 has the landing B1 and the landing for the loop 112a of the car 113a and the car 113b. It is determined that B2 will stop the car.

An example of the process of step S301 will be described with reference to FIG. The car 113a is the car CA1, the car 113b is the car CA2, the landing B1 is B1 (7F of the ascending shaft 201), and the landing B2 is (2F of the descending shaft 202).

At this time, the loop allocation determination unit 103 acquires the car states of the car CA1 and the car CA2 by using the car state management unit 104, and acquires the landing states of the landing B1 and the landing B2 by using the landing state management unit 105.

Further, the loop management means 103 acquires the front and rear car states in the traveling direction of the car CA1 and the car CA2 from the car state management unit 104. In the example of FIG. 10, the front car in the traveling direction of the car CA1 is the front car 113c, the rear car in the traveling direction of the car CA1 is the car 113f, and the front car in the traveling direction of the car CA2 is the car 113d. The rear car in the traveling direction of the car CA2 is the car 113e. The loop allocation determination unit 103 calculates an evaluation value based on the acquired car state and landing state.

For a car that is moving up, if there is no car above, the state of the car that is at the highest position among the cars that are moving down may be used instead of the state of the car that is closest to the top. .. For example, in the example of FIG. 11, since the car 113c does not have an upper car, the car 113e may be moved to the front car in the traveling direction.

For a car that is moving up and down, if there is no car underneath, the car state that is at the lowest position of the car that is moving up and down can be used instead of the car state of the nearest car below. good. In the example of FIG. 11, since the car 113f does not have a lower car, the car 113d may be moved to the rear car in the traveling direction.

For a car that is moving down, if there is no car underneath, the car state that is at the lowest position of the car that is moving up can be used instead of the car state of the nearest car that is moving down. good. In the example of FIG. 11, since the car 113d does not have a car below, the car 113f may be used as the front car in the traveling direction.

For a car that is moving down, if there is no car above, the car state that is at the highest position of the car that is moving down can be used instead of the car state of the nearest car that is moving down. good. In the example of FIG. 11, since the car 113e does not have an upper car, the car 113c may be used as a rear car in the traveling direction.

Returning to FIG. 9, in step S104, when a landing call that has not been assigned to the landing B2 has not occurred (S104: NO), the loop allocation determination unit 103 uses the car state management unit 104 to determine the car state of the car CA. Is acquired, and the landing state of the landing B1 is acquired using the landing state management unit 105. Further, the loop allocation determination unit 103 is a car status management unit for either one of the nearest car above the car CA or the most recent car below, or both the most recent car above and the latest car below. 104 is used to acquire the car state. The loop allocation determination unit 103 calculates an evaluation value based on the acquired car state and landing state (S302).

An example of the evaluation value calculation method is shown. The car states of the cars 113a, 113b, 113c, 113d, 113e, and the car 113f are as shown in the table of FIG. At this time, the loop allocation determination unit 103 calculates the evaluation value by, for example, the following calculation formula (formula 6).

VE = α × (a ₁ × 650/1000 + a ₂ × 1 + a ₃ × 1 + a ₄ × 2 + a ₅ × 2 + a ₆ × 0 + a ₇ × 4 + a ₈ × 0) + γ × c ₁ × 0/1000 + ρ × f ₁ × 130/1000 ・ ・ ・ (Equation 6)

Here, a ₁ , a ₂ , a ₃ , a ₄ , a ₅ , a ₆ , a ₇ , a ₈ , c ₁ , and f ₁ are real-valued coefficients related to the car information. In this equation, for example, a ₁ , a ₂ , a ₃ , a ₄ , a ₅ , a ₆ , a ₇ , a ₈ , b ₁ , b ₃ , b ₆ , c ₁ , d ₁ , e ₁ , f ₁ Assuming that all of the above are "0.1", the evaluation value is "1.078". If the allocation threshold is set to "5" and the allocation is performed when the evaluation value is equal to or higher than the allocation threshold, in this case, the loop allocation determination unit 103 has the landing B1 and the landing for the loop 112a of the car 113a and the car 113b. It is determined that B2 will stop each car.

The process of step S302 will be described with reference to the example of the elevator configuration of FIG. Let the car 113a be the car CA and the landing B1 be B1 (7F of the ascending shaft 201). At this time, the loop allocation determination unit 103 acquires the car state of the car CA by using the car state management unit 104, and acquires the landing state of the landing B1 by using the landing state management unit 105. Further, the loop allocation determination unit 103 acquires the front and rear car states in the traveling direction of the car CA from the car state management unit 104. In the case of FIG. 10, the front car in the traveling direction of the car CA is the car 113c, and the rear car in the traveling direction of the car CA is the car 113f. The loop allocation determination unit 103 calculates an evaluation value based on the acquired car state and landing state.

For a car moving up, if there is no car above, the car state at the highest position of the car moving down can be used instead of the car state of the nearest car above. good. In the example of FIG. 11, since the car 113c does not have an upper car, the car 113e may be moved to the front car in the traveling direction.

For a car that is moving up and down, if there is no car underneath, the car state that is at the lowest position of the car that is moving up and down can be used instead of the car state of the nearest car below. good. In the example of FIG. 11, since the car 113f does not have a lower car, the car 113d may be moved to the rear car in the traveling direction.

For a car that is moving down, if there is no car underneath, the car state that is at the lowest position of the car that is moving up can be used instead of the car state of the nearest car that is moving down. good. In the example of FIG. 11, since the car 113d does not have a car below, the car 113f may be used as the front car in the traveling direction.

For a car that is moving down, if there is no car above, the car state that is at the highest position of the car that is moving down can be used instead of the car state of the nearest car that is moving down. good. In the example of FIG. 11, since the car 113e does not have an upper car, the car 113c may be used as a rear car in the traveling direction.

This embodiment configured in this way also has the same effects as those of the first and second embodiments. Further, this embodiment can cope with a case where a plurality of loops are provided in the shaft, and can improve transportation efficiency and usability in the case of a multicar elevator control system having a plurality of loops.

A fourth embodiment will be described with reference to FIGS. 12 to 14. In this embodiment, a case where there are a plurality of car loops 112 will be described. FIG. 12 is a flowchart of the loop allocation determination process according to this embodiment. FIG. 13 is a table showing an example of the car state used for calculating the evaluation value. FIG. 14 is a table showing an example of the landing state used for calculating the evaluation value.

The loop allocation determination unit 103 uses the landing pair information management unit 102 to identify the floor (landing B2) that is a pair of the landing B1, and the landing state management unit 105 uses the landing state management unit 105 to call the landing that has not been assigned. Check if it occurs in B2 (S104). If no landing call that has not been assigned to landing B2 has occurred (S104: NO), the process proceeds to step S402 described later. If a landing call that has not been assigned to landing B2 has occurred (S104: YES), the process proceeds to step S401.

The loop allocation determination unit 103 selects one car 113 from the car CA (car CA1), identifies a pair of car CA1 from the loop information management unit 101 (car CA2), and uses the car state management unit 104. The car state of the car CA1 and the car CA2 is acquired, and the landing state of the landing B1 and B2 is acquired by using the landing state management unit 105. Further, the loop allocation determination unit 103 includes any number of landings B1 and land B2 above the landing on the ascending shaft 201 and any landing below the landing on the descending shaft 202. A number of landings are selected, and the landing state management unit 105 is used to acquire the state of each selected landing. Further, the loop allocation determination unit 103 refers to the car CA1 and the car CA2 with respect to either one of the most recent car above or the latest car below, or both the most recent car above and the latest car below. The car state is acquired by using the state management unit 104. The loop allocation determination unit 103 calculates an evaluation value based on the acquired car state and landing state (S401).

Here, an example of the evaluation value calculation method is shown. The car states of the cars 113a, 113b, 113c, 113d, 113e, 113f are as shown in the table shown in FIG. The loop allocation determination unit 103 calculates an evaluation value by, for example, the following calculation formula (7).

VE = α × (a ₁ × 650/1000 + a ₂ × 1 + a ₃ × 1 + a ₄ × 2 + a ₅ × 2 + a ₆ × 0 + a ₇ × 4 + a ₈ × 0) + β × (b ₁ × 0/1000 + b ₃ × 0 + b ₆ × 0 + b ₈ × (-1)) + γ × c ₁ × 0/1000 + δ × d ₁ × 0/1000 + ε × e ₁ × 520/1000 + ρ × f ₁ × 130/1000 + B × (F _{B1_1} × 40 + F _{B1_2} × 0 + F _{B1_3} × 3 + F _{B1_4} × 120) + B × (F _{B2_1} × 0 + F _{B2_2} × 30 + F _{B2_3} × 0 + F _{B2_4} × 0) + A × (F _{A1_1} × 0 + F _{A1_2} × 60 + F _{A1_3} × 0 + F _{A1_4} × 0) + A × (F _{A2_1} × 70 + F _{A2_2} × 0 + F _{A2_3} × 10 + F _{A2_4} × 550) + H × (F _{H1_1} × 10 + F _{H1_2} × 0 + F _{H1_3} × 1 + F _{H1_4} × 10) + H × F _{H2_1} × 30 + F _{H2_2} × 0 + F _{H2_3} × 2 + F _{H2_4} × 50) ・ ・ ・ (Equation 7)

Here, a ₁ , a ₂ , a ₃ , a ₄ , a ₅ , a ₆ , a ₇ , a ₈ , b ₁ , b ₃ , b ₆ , b ₈ , c ₁ , d ₁ , e ₁ , f ₁ , α, β, γ, δ, ε, ρ, B, A, H, F _{B1_1} , F _{B1_2} , F _{B1_3} , F _{B1_4} , F _{B2_1} , F _{B2_2} , F _{B2_3} , F _{B2_4} , F _{A1_1} , F _{A1_2} , F _{A1_3} , F _{A1_4} , F _{A2_1} , F _{A2_2} , F _{A2_3} , F _{A2_4} , F _{H1_1} , F _{H1_2} , F _{H1_3} , F _{H1_4} , F _{H2_1} , F _{H2_2} , F _{H2_3} , F _{H2_4} It is a numerical coefficient. In the car information, the car 113a describes the distance between the landing where the assigned landing call occurred and the landing B1, while the car 113b describes the distance between the landing where the assigned landing call occurred and the landing B2. Is not listed. This is because the distance between the landing where the assigned landing call is generated and the landing B1 is equal to the distance between the landing where the assigned landing call is generated and the landing B2. Similarly, since the distance from the car 113a to the landing B1 and the distance from the car 113b to the landing B2 are equal, they are not listed in the table. Further, in this example, since the allocation of the loop 112a of the car 113a and the car 113b is being determined, the distances of the cars 113c, 113d, 113e, and 113f to the respective cars and the landing area and the distances of the preceding car or the following car are determined. Not listed.

In equation (7), for example, a ₁ , a ₂ , a ₃ , a ₄ , a ₅ , a ₆ , a ₇ , a ₈ , b ₁ , b ₃ , b ₆ , b ₈ , c ₁ , d ₁ , e ₁ , f ₁ , F _{B1_1} , F _{B1_2} , F _{B1_3} , F _{B1_4} , F _{B2_1} , F _{B2_2} , F _{B2_3} , F _{B2_4} , F _{A1_1} , F _{A1_2} , F _{A1_3} , F _{A1_4} , F _{A2_1} , F _{A2_2} , F _{A2_3} , F _{A2_4} , F _{H1_1} , F _{H1_2} , F _{H1_3} , F _{H1_4} , F _{H2_1} , F _{H2_2} , F _{H2_3} , F _{H2_4} 0.1, α, β, γ, δ, ε, ρ, B, A, H If it is "1", the evaluation value is "100.143". When the allocation threshold value is set to "100" and the allocation is performed when the evaluation value is equal to or higher than the allocation threshold value, the loop allocation determination unit 103 has the car 113a and the loop 112a of the car 113b in the landing B1 and the landing B2, respectively. Is determined to be stopped.

The process of step S401 will be described with reference to the elevator configuration example of FIG. The car 113a is the car CA1, the car 113b is the car CA2, the landing B1 is B1 (7F of the ascending shaft 201), and the landing B2 is (2F of the descending shaft 202).

The loop allocation determination unit 103 acquires the car states of the car CA1 and the car CA2 by using the car state management unit 104, and acquires the landing states of the landing B1 and the landing B2 by using the landing state management unit 105.

Further, the loop allocation determination unit 103 uses the landing state management unit 105 to acquire an arbitrary number of landing states ahead of the landing B1 and the landing B2. For example, since the landing one ahead of the landing B1 and B2 is the landing A1 and A2, the loop allocation determination unit 103 acquires the landing state of the landing A1 and the landing A2 by using the landing state management unit 105. ..

The landing further ahead of the landing A1 and the landing A2 in the traveling direction of the car is the landing H1, the landing G1, ... Since the landing H2, the landing G2, ..., The landing C2 are located below, the loop allocation determination unit 103 uses the landing state management unit 105 and is arbitrarily located above the downward direction reversal space 204. You may acquire the state of a number of landings and the state of any number of landings located below the direction reversal space 203 above.

For example, in addition to the landing states of the landings B1, B2, A1 and A2, when the landing state two ahead of the landing A1 and the landing A2 is used, the landing states of the landings H1, H2, G1 and G2 are acquired. .. Further, the loop allocation determination unit 103 acquires the front and rear car states in the traveling direction of the car CA1 and the car CA2 from the car state management unit 104. In the case of the example of FIG. 10, the front car in the traveling direction of the car CA1 is the front car 113c, the rear car in the traveling direction of the car CA1 is the car 113f, and the front car in the traveling direction of the car CA2 is the front car 113d. Yes, the rear car in the traveling direction of the car CA2 is the car 113e. The loop allocation determination unit 103 calculates an evaluation value based on the acquired car state and landing state.

For a car moving up, if there is no car above, the car state at the highest position of the car moving down can be used instead of the car state of the nearest car above. good. In the example of FIG. 10, since the car 113c does not have an upper car, the car 113e may be moved to the front car in the traveling direction.

For a car that is moving up and down, if there is no car underneath, the car state that is at the lowest position of the car that is moving up and down can be used instead of the car state of the nearest car below. good. In the example of FIG. 10, since the car 113f does not have a lower car, the car 113d may be moved to the rear car in the traveling direction.

For a car that is moving down, if there is no car underneath, the car state that is at the lowest position of the car that is moving up can be used instead of the car state of the nearest car that is moving down. good. In the example of FIG. 10, since the car 113d does not have a car below, the car 113f may be used as the front car in the traveling direction.

For a car that is moving down, if there is no car above, the car state that is at the highest position of the car that is moving down can be used instead of the car state of the nearest car that is moving down. good. In the example of FIG. 10, since the car 113e does not have an upper car, the car 113c may be used as a rear car in the traveling direction.

In step S104, when a landing call that has not been assigned to the landing B2 has not occurred (S104: NO), the loop allocation determination unit 103 acquires the car state of the car CA using the car state management unit 104, and the landing. The landing state of the landing B1 is acquired by using the state management unit 105. Further, the loop allocation determination unit 103 provides an arbitrary number of landings above the landing B1 when the landing B1 is on the ascending shaft 201, and from the landing B1 when the landing B1 is on the descending shaft 202. Also selects an arbitrary number of landings below and acquires the state of each selected landing using the landing state management unit 105. Further, the loop allocation determination unit 103 determines the car status management unit 104 for either one of the nearest car above or the nearest car below the car CA, or both the nearest car above and the latest car below. To get the car status using. Then, the loop allocation determination unit 103 calculates an evaluation value based on the acquired car state and landing state (S402).

The process of step S402 will be described with reference to FIG. Let the car 113a be the car CA and the landing B1 be B1 (7F of the ascending shaft 201). The loop allocation determination unit 103 acquires the car state of the car CA by using the car state management unit 104, and acquires the landing state of the landing B1 by using the landing state management unit 105.

Further, the loop allocation determination unit 103 uses the landing state management unit 105 to acquire an arbitrary number of landing states ahead of the landing B1. For example, since the landing one ahead of the landing B is the landing A1, the loop allocation determination unit 103 uses the landing state management unit 105 to acquire the landing state of the landing A1.

At this time, the landing further ahead of the landing A1 in the traveling direction of the car is the landing H2, the landing G2, ..., The landing C2 located below the upward direction reversal space, so that the loop allocation determination is made. The unit 103 may use the landing state management unit 105 to acquire an arbitrary number of landing states located below the upward directional reversal space 203. For example, in addition to the landing states of the landing B1 and the landing A1, when the landing state two ahead of the landing A1 is used, the landing states of the landing H2 and the landing G2 are acquired.

Further, the loop management means 103 acquires the front and rear car states in the traveling direction of the car CA from the car state management unit 104. In the example of FIG. 10, the front car in the traveling direction of the car CA is the car 113c, and the rear car in the traveling direction of the car CA is the car 113f. The loop allocation determination unit 103 calculates an evaluation value based on the acquired car state and landing state.

For a car moving up, if there is no car above, the car state at the highest position of the car moving down can be used instead of the car state of the nearest car above. good. For example, in the example of FIG. 10, since the car 113c does not have an upper car, the car 113e may be moved to the front car in the traveling direction.

For a car that is moving up and down, if there is no car underneath, the car state that is at the lowest position of the car that is moving up and down can be used instead of the car state of the nearest car below. good. In the example of FIG. 10, since the car 113f does not have a lower car, the car 113d may be moved to the rear car in the traveling direction.

For a car that is moving down, if there is no car underneath, the car state that is at the lowest position of the car that is moving up can be used instead of the car state of the nearest car that is moving down. good. In the example of FIG. 10, since the car 113d does not have a car below, the car 113f may be used as the front car in the traveling direction.

For a car that is moving down, if there is no car above, the car state that is at the highest position of the car that is moving down can be used instead of the car state of the nearest car that is moving down. good. In the example of FIG. 10, since the car 113e does not have an upper car, the car 113c may be used as a rear car in the traveling direction.

This embodiment configured in this way also has the same effects as those of the first to third embodiments.

The present invention is not limited to each of the above embodiments, and includes various modifications. For example, the above-described embodiment has been described in detail in order to explain the present invention in an easy-to-understand manner, and is not necessarily limited to the one including all the described configurations. Further, it is possible to replace a part of the configuration of one embodiment with the configuration of another embodiment, and it is also possible to add the configuration of another embodiment to the configuration of one embodiment. Further, it is possible to add / delete / replace a part of the configuration of each embodiment with another configuration.

Further, each of the above configurations may be configured in whole or in part by hardware, or may be configured to be realized by executing a program on a processor. In addition, the control lines and information lines indicate those that are considered necessary for explanation, and do not necessarily indicate all the control lines and information lines in the product. In practice, it can be considered that almost all configurations are interconnected.

1: Elevator system, 100: Elevator control system, 101: Loop information management unit, 102: Riding pair information management unit, 103: Loop allocation determination unit, 104: Car status management unit, 105: Landing status management unit, 110: Landing Call button, 111: Loop control unit, 112: Loop, 113: Basket

Claims (10)

It is a control system for a multi-car elevator that connects multiple cars to form a loop and circulates in the hoistway.
A predetermined car to be stopped at a predetermined landing where a landing call has occurred is determined based on an evaluation value calculated for each loop based on the situation regarding each car forming the loop.
Elevator control system. The situations relating to each of the cars include the state of the predetermined car, the state of the other car forming the loop with the predetermined car, the state of the predetermined landing, and the predetermined car at the predetermined landing. Includes at least one of the other landing conditions where the other car will stop if stopped.
The elevator control system according to claim 1. Further, the situation regarding each car includes the state of the landing located in the traveling direction of the predetermined car and other than the predetermined landing, and the landing located in the traveling direction of the other car. Includes at least one of the other non-landing conditions,
The elevator control system according to claim 2. The state of the car includes the moving direction of the car, the load of the car, the landing call assigned to the car, the car call assigned to the car, and the position of the car in the hoistway. At least one of them is included,
The elevator control system according to claim 3. The state of the landing includes the presence or absence of a landing call, the elapsed time since the landing call occurred, the elapsed time since the landing call was canceled, and the number of users waiting at the landing. At least one of them is included,
The elevator control system according to claim 3. Information on the number of users waiting at the landing is obtained from either the number of people or the total waiting time, or both.
The elevator control system according to claim 5. In buildings with different floor heights, a mechanism for adjusting the floor position of the car allows multiple cars forming the same loop to land on different landings.
The elevator control system according to claim 1. It is a method of controlling a multicar elevator that circulates in a hoistway by connecting multiple cars to form a loop with an elevator control system.
The elevator control system determines a predetermined car to be stopped at a predetermined landing where a landing call has occurred , based on an evaluation value calculated in loop units based on the situation regarding each car forming the loop.
Elevator control method. The situations relating to each of the cars include the state of the predetermined car, the state of the other car forming the loop with the predetermined car, the state of the predetermined landing, and the predetermined car at the predetermined landing. Includes at least one of the other landing conditions where the other car will stop if stopped.
The elevator control method according to claim 8. Further, the situation regarding each car includes the state of the landing located in the traveling direction of the predetermined car and other than the predetermined landing, and the landing located in the traveling direction of the other car. Includes at least one of the other non-landing conditions,
The elevator control method according to claim 9.

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