JPWO2019087249A1 - Elevator operation management system and elevator operation management method - Google Patents

Abstract

The present invention provides an elevator operation management system capable of reliably processing elevator demand. The elevator operation management system according to the present invention selects and assigns an elevator from a plurality of elevators to a landing call, and has a prediction unit (101) for predicting demand at the landing on the registered floor of the landing call. It is provided with a vehicle allocation number setting unit (106) that determines the number of elevators to be allocated that can process the demand based on the demand, and an evaluation unit (107) that selects an elevator according to the determination of the vehicle allocation number setting unit.

Description

The present invention relates to an elevator operation management system and an elevator operation management method for selecting an elevator that responds to a service request of an elevator user from a plurality of elevators and dispatching a car of the selected elevator.

In multi-storey buildings such as office buildings, hotels, and hospitals, multiple elevators are installed to transport a large number of building users. When installing an elevator, it is required to appropriately set the elevator specifications (capacity, number of units) and operation pattern so that the traffic volume in the building can be handled.

Elevator operation management control is known as a technique for this. In this operation management control, the most suitable elevator, for example, the one that minimizes the waiting time is selected from a plurality of elevators in response to the service request of the elevator user, that is, the registration of the landing call. Then, the car of the selected elevator is dispatched to the floor where the landing call is registered.

The techniques described in Patent Document 1 and Patent Document 2 are known as prior arts relating to such operation management control.

In the technology described in Patent Document 1, an operation route (target route) is set so that the positions of a plurality of elevators are evenly spaced, and an operation route (predicted route) according to the current traffic demand is the most targeted route. A landing call is assigned to a nearby elevator. As a result, efficient operation service will be continued for a long period of time.

In the technique described in Patent Document 2, when a landing call is registered, the number of elevators to be assigned to the landing call is calculated according to the demand degree calculated based on the number of waiting people detected from the camera image. As a result, the degree of congestion at the landing is eliminated.

Further, as a conventional technique for meeting the above requirements, the technique described in Patent Document 3 is known. In this technology, a human flow simulator on the floor that simulates the movement of people, an elevator boarding / alighting simulator that simulates getting in and out of an elevator, and an elevator movement simulator that simulates the movement of an elevator are combined to perform horizontal and vertical in a building. Consistently simulate the flow of people in the direction. Based on the simulation results of this technology, the elevator specifications, layout, and operation pattern can be set so as to suppress congestion and retention of elevator users at the landing.

Japanese Unexamined Patent Publication No. 2006-264832 Japanese Unexamined Patent Publication No. 2011-195280 JP-A-2009-96612

With the above-mentioned conventional technology, it is difficult to accurately follow the ever-changing demand for elevators, and depending on the changing state of demand, there is a possibility that the number of vehicles allocated may be excessive or insufficient. In addition, depending on the user's feeling when getting into the car, such as avoiding getting into a crowded car, there is a risk that the number of cars will not be allocated to meet the demand while satisfying the transportation capacity.

Therefore, the present invention provides an elevator operation management system and an elevator operation management method that can reliably handle elevator demand.

In order to solve the above problems, the elevator operation management system according to the present invention selects and assigns an elevator from a plurality of elevators to a landing call, and predicts the demand at the landing on the registered floor of the landing call. It is provided with a forecasting unit, a vehicle allocation unit that determines the allocation of elevators that can process the demand based on the demand, and an evaluation unit that selects an elevator according to the determination of the vehicle allocation unit.

Further, in order to solve the above-mentioned problems, the elevator operation management method according to the present invention is a method of selecting and assigning an elevator from a plurality of elevators to a landing call, and demand at the landing on the registered floor of the landing call. Predict the number of elevators that can handle the demand based on the demand, and select the elevator according to the judgment.

According to the present invention, elevator demand can be reliably processed.

Issues, configurations and effects other than those described above will be clarified by the description of the following embodiments.

It is a functional block diagram which shows the structure of the elevator system which is one Embodiment. The state of the elevator landing in the building provided with the elevator system of the embodiment is shown. The state of the elevator landing on one floor in FIG. 2 is shown. The state of the elevator landing on one floor in FIG. 2 is shown. It is a flowchart which shows the outline of the main processing flow in the elevator operation management system of embodiment. An example of the occupancy rate set in the embodiment is shown. An example of the number of passenger cars in each elevator unit of the embodiment is shown. This is an example of the maximum number of passengers calculated according to the embodiment. The predicted number of passengers in the embodiment is shown. This is the initial value of the operating status of each elevator unit used in the allocation process. This is a comparison example of the allocation processing result. This is an example of the allocation processing result according to the embodiment. The operation diagram of each elevator unit in the comparative example is shown. The operation diagram of each elevator unit in this embodiment is shown.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. In each figure, those having the same reference number indicate the same constituent requirements or constituent requirements having similar functions.

FIG. 1 is a functional block diagram showing a configuration of an elevator system according to an embodiment of the present invention.

In the elevator system of the present embodiment, the elevator operation management system 10 uses a flow prediction means for predicting the flow (people flow) of building users in the building where the elevator is installed, that is, the number of people scheduled to board (waiting number) on each floor. Predict time changes in elevator demand. When the landing call is registered by the landing elevator service request device 30 (for example, the vertical landing call button), the elevator operation management system 10 starts with a plurality of elevators and each elevator is based on the prediction result of the flow of people. The optimum elevator unit is selected based on the calculated predetermined evaluation value, and the elevator unit control system 20 of the selected elevator unit is instructed to respond to the registered landing call.

The elevator operation management system 10 predicts the number of passengers boarding from the landing based on the predicted flow of people and the set value of the boarding rate on the floor where the landing call is registered, and transports the predicted number of boarding passengers. Assign a call to a sufficient number of elevators. Therefore, depending on the predicted number of passengers and the occupancy rate, the same landing call is assigned to two or more elevators. Here, the occupancy rate may be influenced by the feeling of the elevator user when getting into the car, such as the tendency to avoid the crowded state in the car. Therefore, according to the present embodiment, even if the occupancy rate is affected by such a feeling of the elevator user, the call is assigned to the number of elevator units that can reliably handle the predicted number of passengers.

Next, the elevator operation management system 10 and each functional unit (101 to 110) thereof will be described. In this embodiment, the computer system operates as each functional unit by executing a predetermined program.

First, when the landing call is registered by the landing elevator service request device 30, the elevator operation management system 10 calculates a predetermined evaluation value for each elevator unit like various known operation management means, and obtains an optimum evaluation value. Select one elevator that indicates, and assign a landing call. In the operation management means of the present embodiment, a target operation route is set in advance for each elevator unit, and the elevator unit whose predicted route is closest to the target route when responding to the landing call is assigned to the landing call (for example, described above). (See Patent Document 1). In this embodiment, the comprehensive evaluation unit 107, which will be described later, is provided with such an operation management means.

As the target route, an operation route (trajectory on the time-position (floor) plane) is set so that a plurality of cars are operated at equal intervals in time. The predicted route is an elevator with the current driving state (number of passengers, car position (floor), running direction (UP (top), DN (bottom)), running state (running, stopped)) as the initial state. Unit specifications (rated speed, capacity, etc.), already assigned landing calls and car calls (destination floor calls), traffic demand status (measured values based on camera images, learning values by learning unit 109, based on people flow prediction means It can be obtained by calculating the estimated arrival time of the car when the registered landing call is assigned based on any of the predicted values). The closeness between the set target route and the calculated expected route is quantified, and the quantified closeness is used as the evaluation value. In addition to the proximity of the target route and the calculated predicted route, the calculated arrival estimated time (corresponding to the waiting time) and the estimated number of passengers in the car calculated according to the expected route (for the load load). You may select an elevator unit that evaluates (corresponding to energy consumption) and shows the optimum value for the comprehensive evaluation value (for example, the value obtained by weighting and adding each evaluation value) obtained from each evaluation value.

The evaluation method is not limited to this embodiment. For example, a method of simply predicting the arrival time and selecting an elevator unit having a short estimated arrival time may be used.

The number of people prediction unit 101 for each floor is provided with a flow prediction means (not shown), and based on the flow of people in the building predicted by the flow prediction means, the number of elevator users (number of passengers) at the landing on each floor and the time change thereof are determined. Predict.

People flow prediction means predicts the flow of people inside a building based on information about the building where the elevator equipment is installed, information about the elevator equipment, information about the operating status of the elevator, information about building users, information about the situation outside the building, etc. To do. Information about the building where the elevator is installed includes the number of floors and the floor layout of each floor. Information on elevator equipment includes the number of units, specifications (capacity, possible load capacity, etc.), operation method (for example, whether or not there is a transfer). Information on the operating status of elevators includes the registration status of landing calls and car calls, and the status of elevator demand. Information about building users includes attendance / exit information, entry / exit information, conference room reservation information, detection information of surveillance cameras and motion sensors installed in the building, and the like. Information on the conditions outside the building includes traffic conditions such as railroads (delays, etc.) and road conditions (congestion, etc.).

The human flow predicting means predicts the human flow using a predetermined arithmetic expression or model based on any one or more of the above information (see, for example, Patent Document 3 described above). In the present embodiment, the information about the building where the elevator is installed and the information about the elevator equipment are set in advance in the person flow prediction means. In addition, information on the operating status of the elevator is acquired by the elevator unit control system or the landing elevator service request device 30, and information on the building user is acquired by the surveillance camera 40 and the building management system 50, and information on the situation outside the building. Is acquired by the public institution management system 60. Each of the acquired information is sent to the person flow prediction means via the communication network 70. Further, among the information on the operating state of the elevator, the elevator demand status is learned by the learning unit 109 in the elevator operation management system 10 based on the number of elevator users detected by a camera image or the like.

The person flow prediction means is provided in the floor-specific number prediction unit 101 as in the present embodiment, or is provided outside the elevator operation management system 10 independently of the elevator operation management system 10. In the latter case, the floor-specific number prediction unit 101 acquires data on the flow of people at the landings on each floor from the person flow prediction means, and predicts the number of passengers on each floor and its time change based on the acquired data. .. When the person flow prediction means is provided independently of the elevator operation management system 10, the person flow prediction means can be shared by the elevator system, the air conditioning system, the lighting system, and the like.

The accuracy verification unit 102 determines the prediction accuracy of the number of people prediction unit 101 for each floor, and sets a correction amount for the prediction result of the number of people prediction unit 101 for each floor according to the determination result. In the present embodiment, when the landing call is registered, the accuracy verification unit 102 is detected by the number of people waiting for the landing and the number of people waiting for each floor to be detected from the image of the surveillance camera 40 on the floor where the landing call is registered. The predicted number of passengers is compared, and if the difference between the two exceeds a preset threshold, a predetermined correction amount is given to the prediction result by the floor-specific number prediction unit 101.

The request information output unit 103 includes information on the number of passengers and their time change (hereinafter, referred to as "predicted number of passengers") predicted by the floor-specific number prediction unit 101 and obtained via the accuracy verification unit 102. , Output information about the floor set by the output information setting unit 104.

The output information setting unit 104 sets the floor on which the predicted number of passengers information is to be output to the registered floor of the landing call to the floor-specific number prediction unit 101.

The receiving unit 105 receives information from the elevator unit control system 20, the landing elevator service requesting device 30, the monitoring camera 40, the building management system 50, and the public institution management system 60, and sends the information to each functional unit of the elevator operation management system 10. On the other hand, the information used by each functional unit is distributed.

The vehicle allocation number setting unit 106 calculates the maximum number of passengers in each car based on the value of the boarding rate set in the boarding rate setting unit 110 included in the learning unit 109 and the number of passengers in the car. With respect to the predicted number of people obtained by the predicted number of people by floor and floor, or the current number of people at the landing obtained from an external device, an appropriate number of people to be put in the car is calculated. The number of passengers in the car is constantly learned and the occupancy rate is calculated from the ever-changing traffic conditions in the building and the characteristics of the users in the building. By using the occupancy rate, it is possible to allocate elevators according to human senses, and wait as long as possible for users who have to wait for a long time to avoid temporary congestion. It can be mitigated.

In addition, the method of calculating the number of vehicles dispatched is not limited to the method that is uniquely determined from the number of passengers in the car when the required occupancy rate is obtained from the daily learning situation as described above, and the estimated number of passengers in the car is calculated. In consideration of this, a method of setting the number of vehicles to be dispatched may be used. In the following examples, the method will be described later. In this method, the current estimated number of passengers is subtracted from the maximum number of passengers in each car described above to calculate the number of passengers on each floor. At this time, the predicted number of passengers is predicted to be the number of passengers getting on and off each floor with respect to the number of passengers currently in the car, and the number of passengers in the car when arriving at a certain arbitrary landing floor. Predict the number of passengers. By subtracting the maximum number of passengers from the estimated number of passengers, the appropriate number of passengers for the car on the floor is calculated. In this method, the number of passengers that can be boarded changes depending on the operating status of the elevator. Therefore, when deciding the number of elevators to be dispatched, when an appropriate car is selected by the selected evaluation method from various comprehensive evaluations. , Give feedback, judge whether all the number of people at the platform can be dispatched, and if not, select the appropriate car from the various comprehensive evaluations again according to the selected evaluation method, and dispatch the appropriate vehicle. Select the number of units.

When the first vehicle allocation is set by the vehicle allocation number setting unit 106, the comprehensive evaluation unit 107 uses the operation management means as described above to call the number of passengers on the floor, and the number of passengers at the time when the call is registered. As (measured value based on the image of the surveillance camera 40 or predicted value by the human flow prediction means), one elevator unit (hereinafter referred to as "first assigned elevator unit") showing the optimum evaluation value is selected. In addition, the comprehensive evaluation unit 107 calculates the estimated arrival time of all elevator cars, the predicted number of passengers, and the predicted number of passengers from the landing to the car. Here, the comprehensive evaluation unit 107 selects the first assigned elevator unit, with the maximum number of passengers in the car as the maximum number of passengers, on the condition that the maximum number of passengers calculated by the vehicle allocation number setting unit 106 is used. Then, the comprehensive evaluation unit 107 instructs the allocation command unit 108 to allocate the landing call to the first assigned elevator unit selected from all the elevator units.

Upon receiving a command from the comprehensive evaluation unit 107, the allocation command unit 108 commands the elevator unit control system 20 of the elevator unit selected by the comprehensive evaluation unit 107 to respond to the registered landing call.

When the first assigned elevator unit is selected by the comprehensive evaluation unit 107, the vehicle allocation number setting unit 106 sets the estimated arrival time, estimated number of passengers, and estimated number of passengers of the first allocated elevator calculated by the comprehensive evaluation unit 107. refer. Further, the vehicle allocation number setting unit 106 extracts the predicted number of passengers at the estimated arrival time of the first allocated elevator from the predicted number of passengers information acquired from the request information output unit 103.

Next, the vehicle allocation number setting unit 106 compares the predicted number of passengers of the first assigned elevator and the predicted number of passengers at the estimated arrival time of the first assigned elevator, and when the predicted number of passengers is less than or equal to the predicted number of passengers. Since the predicted number of passengers can be transported and processed by the car of the first assigned elevator unit 106, the vehicle allocation number setting unit 106 ends the operation. Further, when the predicted number of passengers is larger than the predicted number of passengers, it is predicted that the elevator users will be left unloaded only with the car of the first assigned elevator unit. Therefore, the vehicle allocation number setting unit 106 is referred to the comprehensive evaluation unit 107. On the other hand, the difference between the number of unloaded passengers, that is, the estimated number of passengers and the estimated number of passengers is output, and the second vehicle allocation is set.

When the second vehicle allocation is set by the vehicle allocation number setting unit 106, the comprehensive evaluation unit 107 determines the number of passengers on the floor, which is the difference between the estimated number of passengers and the estimated number of passengers output by the vehicle allocation number setting unit 106. As in the case of the 1st assigned elevator, from a plurality of elevators excluding the 1st assigned elevator, one elevator showing the optimum evaluation value (hereinafter referred to as "2nd assigned elevator"). ) Is selected. In addition, the comprehensive evaluation unit 107 calculates the estimated arrival time of the car of the second assigned elevator unit, the predicted number of passengers, and the predicted number of passengers from the landing to the car. Here, the comprehensive evaluation unit 107 selects the second assigned elevator unit on the condition of the maximum number of passengers, as in the case of the first assigned elevator unit. Then, the comprehensive evaluation unit 107 instructs the allocation command unit 108 to allocate the landing call to the selected second allocation elevator unit. Then, the allocation command unit 108 commands the elevator unit control system 20 of the second allocation elevator unit to respond to the same landing call.

By repeatedly executing the above-mentioned processing by the vehicle allocation number setting unit 106, the comprehensive evaluation unit 107, and the allocation command unit 108, the number of elevator units sufficient to transport the predicted number of passengers for the same landing call is increased. Assigned.

As described above, the learning unit 109 learns the traffic demand state in the building used for setting the target route, and also for each floor based on the camera image in the car and the load detection value in the car. The occupancy rate is learned for each traveling direction (up, down) of the car, and is set in the occupancy rate setting unit 110. The learning unit 109 may learn the time change of the occupancy rate and set it in the occupancy rate setting unit 110.

As a learning method of the occupancy rate, the number of passengers in the elevator car is detected or calculated by the load in the elevator or the camera in the car. Further, in order to detect the number of people at the landing, the number of people at the landing is directly detected by using a landing camera, a distance sensor, or the like. Alternatively, a method of recognizing that there is a person at the landing when the landing button is pressed may be used from the button registration status of the landing.

In response to the landing button registration from each floor, when arriving and the door opens, it is judged whether or not the number of people at the landing will disappear, and if there are people at the landing, it is judged that people can board from the current number of passengers. Record the occupancy rate. Specifically, if there are 10 people in the platform on the 5th floor and 10 people are in the car, if the car arrives on the 5th floor and 2 people remain in the platform, the number of passengers in the car will be There will be 18 people. If the number of passengers is 24, the occupancy rate in the car will be 75%. Alternatively, a method may be used in which the occupancy rate of the users in the car or the vacancy rate in the car is detected instead of the number of people, and the occupancy rate or the vacancy rate is recorded.

If the camera at the landing is not attached, a call for the 5th floor will be created, and when the car arrives at the 5th floor, after the door closes, the landing call will be made in the same direction within a certain time, or the same destination. When there is a service request to a floor, it is determined that the user cannot board the platform and has re-registered, and the number of passengers, occupancy rate, and vacancy rate at that time are recorded.

The recorded number of passengers, occupancy rate, and vacancy rate are used as the occupancy rate, and these are learned daily by floor.

FIG. 2 shows a state of an elevator landing in a building provided with the elevator system of the present embodiment. For the sake of simplicity, only the platform for the 4th floor is shown, and only one elevator is shown.

As shown in FIG. 2, in the elevator unit, the car 1 and the counterweight 2 are connected to both ends of the main rope 3. A main rope is wound around a hoist (not shown), and the car 1 and the counterweight 2 are suspended in the hoistway. When the main rope 3 is driven by the hoisting machine, the car 1 and the counterweight 2 move up and down in the hoistway.

A camera 4 is provided in the car room of the car 1, and the number of passengers (C) in the room (hereinafter referred to as "passenger number") is measured based on the camera image. Further, an elastic body 5 for vibration isolation (for example, vibration isolation rubber) and a load sensor 6 are provided at the lower part of the car floor. The load sensor 6 measures the load in the car according to the bending of the elastic body. The number of passengers in the car room is measured based on the measured load. As described above, the occupancy rate is learned based on the measured number of occupants.

The number of passengers may be measured using either one or both of the camera 4 and the load sensor 6. The camera 4 is also used for monitoring the inside of the car.

As shown in FIG. 2, a surveillance camera 40 is provided at the landing on each floor. The camera images of the landing and the elevator users at the landing, which are acquired by the surveillance camera 40, are used for measuring and learning the traffic demand situation, measuring and predicting the number of passengers, and the like, as described above.

In FIG. 2, downward landing calls are registered on the N to N + 3 floors. Therefore, the downward button of the call button (30) corresponding to the landing elevator service request device 30 (FIG. 1) is lit. Further, since the elevator unit (the above-mentioned "first assigned elevator unit") is assigned to the registered landing call, the lower part of the hall lantern 7 that functions as an arrival foresight light is lit. On the N + 3rd floor, at the time of landing call registration, elevator user A is waiting for the arrival of the car at the landing, but then elevator user B comes to the landing. In the present embodiment, when it is predicted that the number of people waiting for the landing will change when the first assigned elevator unit arrives, and it is predicted that all the passengers will not be able to get on the first assigned elevator unit, the same landing call will be used. Add the elevator number to be assigned to it.

3 and 4 show the state of the elevator landing on one floor in FIG. 2. FIG. 3 is a view of the landing in the depth direction from the entrance side, and FIG. 4 is a view of the landing from above. The floors shown in FIGS. 3 and 4 correspond to the N + 2 floors in FIG. In addition, there are four elevators (Nos. 1 to 4) that can be used at one platform. The capacity of each elevator unit is 24, and the downward occupancy rate of the floor set in the occupancy rate setting unit 110 (Fig. 1) is 50%.

At the landing shown in FIG. 3, a downward landing call is registered, and at the time of call registration, 10 elevator users A are waiting. In response to this landing call, Unit 3 (Elevator No. 1 assigned) was first assigned, and the lower part of Hall Lantern 7 of Unit 3 was lit to announce the arrival of Unit 3. The number of elevator users A is measured by a surveillance camera 40 (Fig. 2) installed at the landing, and is used for verification of the prediction accuracy of the number of people, prediction of the number of people boarding from the landing after the time of call registration, and allocation of elevator units. Used.

Further, at the landing shown in FIG. 3, eight elevator users B have been generated at the landing since the time of call registration. Therefore, when Unit 3 arrives, the number of passengers boarding from the landing will be 18. In this case, the occupancy rate in the downward direction of the floor is 50%, and it is predicted that the user will be left unloaded only at Unit 3. In the present embodiment, such a situation is determined, and the same landing call is further assigned to the second unit (second assigned elevator unit). Further, since it is predicted that unloaded cargo will be generated by Unit 2, in the present embodiment, the same landing call is assigned to Unit 1 (3rd assigned elevator unit). Therefore, as shown in FIG. 3, the lower parts of the hall lanterns 7 of Units 2 and 1 are lit in sequence, and the arrival of these units is announced. Then, as shown by the arrow in FIG. 4, the elevator users at the landing are divided into Units 1 to 3 and transported without leaving any residue.

FIG. 5 is a flowchart showing an outline of a main processing flow in the elevator operation management system of the present embodiment.

In step S1, the occupancy rate is set in the occupancy rate setting unit 110 (FIG. 1) for each floor. In the present embodiment, the occupancy rate is set for each floor in the traveling direction of the car, that is, in the upward (UP) direction and the downward (DN) direction. As described above, the learning unit 109 (FIG. 1) learns the occupancy rate based on the number of passengers in the car measured by the camera image or the load detection value, and the learning value is the occupancy rate setting unit 110. It is set to (Fig. 1).

In step S2, from the occupancy rate and the number of passengers in the car set in step S1, the maximum number of passengers in the car of each elevator unit 106 (FIG. 1) is determined by the number of passengers dispatched unit 106 (FIG. 1). "Possible number of people") is set. In the present embodiment, since the occupancy rate is set in the UP direction and the DN direction, the maximum number of passengers is also set in the UP direction and the DN direction.

In step S3, at the time of landing call registration, information on the number of elevator users at the landing on each floor (hereinafter referred to as “number of landing”) is monitored by the receiving unit 105 (FIG. 1) to be installed at the landing. Received from camera 40 (FIG. 1).

In step S4, when the landing call allocation process is executed by the comprehensive evaluation unit 107 (FIG. 1), the estimated arrival time to each floor including the landing call registration floor is calculated by the comprehensive evaluation unit 107.

In step S5, when the allocation process is executed as in step S4, from the predicted value of the number of passengers in the car on each floor including the landing call registration floor (hereinafter referred to as "predicted number of passengers") and the landing call registration floor. The predicted value of the number of elevator users boarding (hereinafter referred to as "predicted number of boarding passengers") is calculated by the comprehensive evaluation unit 107. Here, the number of passengers is the number of elevator users transported by the car. Therefore, when there are elevator users getting on and off between the car and the landing, the number of passengers indicates the number of elevator users in the car after getting on and off. In this embodiment, since the boarding rate is set, the maximum number of passengers on the registered floor of the landing call is the upper limit of the predicted number of passengers.

In step S6, the predicted value of the number of elevator users waiting for the arrival of the car at the landing when the predicted arrival time predicted in step S4 has elapsed (hereinafter, referred to as "predicted number of passengers") is the above-mentioned flow of people. It is calculated by the vehicle allocation number setting unit 106 based on the prediction result by the prediction means. Further, in step S6, based on the estimated number of passengers calculated in step S4, the estimated number of passengers calculated in step S4, and the estimated number of passengers calculated in step S5, the number of passengers is predicted by the elevator car assigned to the landing call. It is determined whether the number of passengers can be processed without leaving a load, that is, whether an elevator user who is expected to wait at the landing can board without leaving a load. Then, when it is determined that there is an unloaded load, as described above, the vehicle allocation number setting unit 106 sets the execution of the allocation process for the comprehensive evaluation unit 107 (FIG. 1).

In step S7, the comprehensive evaluation unit 107 (FIG. 1) bases on a predetermined evaluation value, in the present embodiment, the proximity of the target route and the predicted route, the waiting time (corresponding to the above-mentioned “predicted arrival time”), and the like. , The elevator unit showing the optimum evaluation value is assigned to the landing call.

As described above, according to the present embodiment, the number of elevator users at the landing after the call registration is predicted based on the traffic flow in the building predicted by the traffic flow prediction means, and the predicted number of people is transported. Calls are assigned to the number of elevators that can be processed. As a result, even if the number of passengers fluctuates by the time the car arrives, the number of passengers can be transported without being left unloaded. Furthermore, since the number of elevators to which the platform call is assigned is set according to the occupancy rate, the number of passengers can be increased according to the feeling of the user when getting into the car, such as avoiding getting into a crowded car. Even if it is affected, the number of passengers can be transported without leaving any residue.

As the boarding rate, the space occupancy rate in the car by the elevator users who board the car (for example, the ratio of the area occupied by the elevator users in the car to the car floor area) may be set. .. In this case, the above-mentioned information on the number of elevator users is replaced with the size of the total occupied space of the elevator users. As a result, even when the size of the space occupied by each elevator user is significantly different, for example, when wheelchair users are mixed, it is possible to transport the elevator users waiting for the car at the landing without leaving any residue. ..

Next, an example of setting the occupancy rate, an example of the number of passengers, an example of the maximum number of passengers, an example of the predicted number of passengers, an example of comparing the allocation results of the landing calls, and an example of the allocation results of the landing calls according to the present embodiment will be described. To do.

FIG. 6 shows an example of the occupancy rate set in the present embodiment.

As shown in FIG. 6, the occupancy rate is set for each traveling direction (UP, DN) of the car for the lowest floor (1st floor) to the top floor (11th floor). For example, on the 6th floor, the occupancy rates in the UP direction and the DN direction are 60% and 50%, respectively. On the lowest floor (1st floor), the traveling direction of the car is only the UP direction among the UP and DN directions, so the boarding rate is set only in the UP direction. Further, on the top floor (11th floor), the traveling direction of the car is only the DN direction among the UP and DN directions, so the boarding rate is set only in the DN direction.

FIG. 7 shows an example of the number of passenger cars in each elevator unit of the present embodiment.

As shown in FIG. 7, in the present embodiment, four elevator units whose operation is managed and controlled are provided. That is, the elevator user can use any of the four elevator units at one platform. The capacity of each elevator (Units 1 to 4) is 24 people. The capacity of any of the four elevator units may be different from the others.

In FIG. 7, the loadable capacity (1260 kg) of each elevator unit is also shown. When the occupancy rate is learned based on the measured value of the load inside the car by the load meter provided in the car, the ratio of the measured value of the load inside the car to the loadable capacity can be used as the occupancy rate.

FIG. 8 is an example of the maximum number of passengers calculated by the present embodiment.

The maximum number of passengers shown in FIG. 8 is calculated from the passenger rate shown in FIG. 6 and the number of passengers shown in FIG. 7. Therefore, the maximum number of passengers on each floor is calculated for each direction of travel (UP, DN) of the car and for each elevator (Units 1 to 4). For example, in FIG. 6, the occupancy rate in the DN direction on the 6th floor is 50%, and in FIG. 7, the capacity of each elevator unit (Units 1 to 4) is 24 people, so that in the DN direction on the 6th floor. The maximum number of passengers for each elevator is 50% of the capacity of 24 people, that is, 12 people.

FIG. 9 shows the predicted number of passengers in this embodiment.

In FIG. 9, the number of passengers is the number of passengers at the time of registration of the call. Therefore, in FIG. 9, the landing call is not registered on the floor where the number of passengers is 0. Further, in FIG. 9, the predicted number of people generated is the number of elevator users predicted to occur at the landing after the time of registration of the landing call, that is, the increase / decrease in the number of elevator users.

The number of passengers shown in FIG. 9 is a measured value based on a camera image of a surveillance camera 40 (FIG. 2) provided at the landing, or a predicted value based on the prediction result of the above-mentioned people flow prediction means. Further, the predicted number of people shown in FIG. 9 is a predicted value based on the predicted result of the above-mentioned human flow prediction means. The sum of the number of passengers shown in FIG. 9 and the predicted number of passengers is taken as the predicted number of passengers. In the present embodiment, as described above, the predicted number of passengers is the predicted value of the number of passengers at the time of the predicted arrival of the first elevator unit assigned to the landing call.

In FIG. 9, for example, on the 6th floor, the number of passengers at the time of registration of the landing call is 10, but the predicted number of people generated after the registration of the landing call is 8, so the predicted number of passengers after the registration of the landing call is There are 18 people. Since the maximum number of passengers that can be boarded is 12 for these 18 passengers, if a known operation management means that does not set the passenger rate is used (comparative example described later), even if an empty car is dispatched, there will be leftovers. Occurs. On the other hand, in the present embodiment, the same landing call is assigned to a plurality of elevators so that the predicted number of passengers of 18 people can be transported without being left unloaded.

FIG. 10 is an initial value of the operating state of each elevator unit used in the allocation process. For example, for Unit 3, the number of passengers is 2, the position is the 8th floor, the traveling direction is downward (DN), and the operating state of the car is stopped. Therefore, when a downward landing call is registered on the 6th floor, the position (8th floor) of Unit 3 is close to the 6th floor, the number of passengers (2 people) is less than the maximum number of passengers (12 people), and further. Since the traveling direction is the same as the direction of the landing call, there is a relatively high possibility that the landing call on the 6th floor will be assigned by the operation management. However, since the maximum number of passengers on the 6th floor in the downward direction is 12, it was determined that the number of passengers of 18 could not be transported by Unit 3 alone, and as described above or later, for the same platform call. Other elevator units (Units 2 and 1 in FIG. 12 described later) are additionally assigned.

FIG. 11 is a comparison example of the allocation processing result. In this comparative example, based on the above-mentioned capacity (Fig. 7), predicted number of passengers (Fig. 9), and initial value of operating condition (Fig. 10), a known operation management means is used without considering the occupancy rate. This is an example of the result of executing the allocation process.

For example, as shown in FIG. 11, Unit 3 is assigned to the call in the DN direction on the 6th floor. The estimated number of passengers on the 6th floor is 20, which is the sum of the initial value of 2 passengers on Unit 3 (Fig. 10) and the estimated number of passengers on the 6th floor, which is 18 passengers. Therefore, the predicted number of passengers from the 6th floor is 18, and in this comparative example, the maximum number of passengers is 24, so if the passenger rate is not taken into consideration, no unloaded cargo will occur. However, as shown in FIG. 6, if the passenger rate of Unit 3 in the DN direction on the 6th floor is 50%, the maximum number of passengers on Unit 3 is 12, so two people who do not get off on the 6th floor can board. The expected number of passengers in the car of Unit 3 is only 10. Therefore, in this comparative example, an unloaded load occurs on the 6th floor, and the elevator user at the landing will register the landing call again.

FIG. 12 is an example of the allocation processing result according to the present embodiment. In FIG. 12, the occupancy rate (FIG. 6) is further set based on the above-mentioned capacity (FIG. 7), predicted number of passengers (FIG. 9), and initial value of operating condition (FIG. 10) as in the comparative example. This is an example of the result of calculating the maximum number of passengers (FIG. 8) and executing the allocation process as described above.

As shown in FIG. 12, the third unit (first assigned elevator unit) is assigned to the landing call in the DN direction on the sixth floor as in the comparative example, but in the present embodiment, the second unit (second assigned elevator unit) is further assigned. Allotted elevators) and No. 1 (third allotted elevators) will be assigned in sequence.

Here, the maximum number of passengers for Unit 3 on the 6th floor is 12 (not shown, but 2 of them have already boarded when arriving on the 6th floor and do not get off), and from the 6th floor, the estimated number of passengers is 18 Of the people (Fig. 9), up to 10 people can board. Therefore, the predicted number of boarding passengers is the upper limit of 10, and 8 out of the 18 predicted number of passengers will remain. Therefore, the addition of the elevator unit allocation is set, and the second unit is assigned.

The maximum number of passengers for Unit 2 on the 6th floor is 12 (not shown, but 7 of them have already boarded when arriving on the 6th floor and will not get off), and it is predicted that they will not board Unit 3 from the 6th floor. Up to 5 of the 8 passengers can board. Therefore, the predicted number of passengers will be the upper limit of 5, and 3 of the 8 people who are not expected to board Unit 3 will remain. For this reason, an additional allocation of elevator units is set, and unit 1 is assigned.

The maximum number of passengers on the 6th floor of Unit 3 is 12 (not shown, but Unit 3 is vacant and dispatched to the 6th floor), and from the 6th floor, 3 people are not expected to board Unit 2. Everyone can board. Therefore, the predicted number of passengers will be three, and of the three predicted not to board Unit 2, the rest will be zero.

In this way, due to the allocation of elevator units as shown in FIG. 12, even if the number of passengers fluctuates on the 6th floor where the occupancy rate is 50% after the time of registration of the boarding call, the estimated number of passengers will not be left behind. It is possible to dispatch as many elevator cars as possible.

FIG. 13 shows an operation diagram of each elevator unit in the comparative example shown in FIG. In this operation diagram, the relationship between the floor and the estimated arrival time in the allocation processing result shown in FIG. 11 is plotted on the floor-time plane. Therefore, on each operation line, only the stopped state of the car due to the response to the landing call is shown, and the stopped state on the destination floor due to the response to the car call is not shown. In this comparative example, since the operation management means for setting the target route and evaluating the closeness between the predicted route and the target route is used, the allocation process is executed for each operation diagram in FIG. The predicted route after being done is shown.

The arrow in FIG. 13 indicates the response to the landing call in the DN direction on the 6th floor. As shown by the arrow in FIG. 13, in this comparative example, Unit 3 traveling in the DN direction responds to the landing call in the DN direction on the 6th floor. In this comparative example, the predicted arrival time, that is, the waiting time of each elevator unit is also evaluated in addition to the proximity of the predicted route and the target route, so that the waiting time is the longest when responding to the call in the DN direction. A landing call is assigned to the short Unit 3.

FIG. 14 shows an operation diagram of each elevator unit in the present embodiment. In this operation diagram, the relationship between the floor and the estimated arrival time in the allocation processing result shown in FIG. 12 is plotted on the floor-time plane. Therefore, as in FIG. 13, on each operation line, the stop state of the car on the destination floor due to the response to the car call is not shown. Further, similarly to FIG. 13, each operation diagram in FIG. 14 shows a predicted route after the allocation process is executed.

As indicated by the arrows in FIG. 14, in this embodiment as well, Unit 3 traveling in the DN direction responds to the landing call in the DN direction on the 6th floor. Further, in the present embodiment, Units 2 and 1 traveling in the DN direction also sequentially respond to the landing call in the DN direction on the 6th floor. In this comparative example as well, the waiting time of each elevator unit is evaluated in addition to the proximity of the predicted route and the target route. Therefore, the waiting time of each elevator unit is evaluated in ascending order of waiting time when responding to the call in the DN direction. Landing calls are assigned to Units 2 and 1.

In both the comparative example and the present embodiment, the operation management means for evaluating the closeness between the predicted route and the target route is used, so that the overall pattern of the predicted route such as the interval of the operation diagram is roughly the same. Is. In addition, in order to comprehensively evaluate the proximity of the predicted route and the target route and the waiting time, as described above, landing calls are assigned in ascending order of waiting time.

The present invention is not limited to the above-described embodiment, 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 add / delete / replace a part of the configuration of each embodiment with another configuration.

For example, the evaluation value in the operation management means is not limited to the proximity of the target route and the predicted route and the waiting time, but may be power consumption or the like. Further, as the landing elevator service request device 30, not only the landing call button but also the destination floor registration device provided at the landing may be applied.

In addition, the number of elevator units whose operation is managed is not limited to four, and any number of elevators may be used.

Further, the hoisting machine and the elevator unit control system (including the inverter for driving the motor) constituting the elevator unit may be installed in the machine room or in the hoistway.

1 ... Cargo, 2 ... Balance weight, 3 ... Main rope, 4 ... Camera, 5 ... Elastic body, 6 ... Load sensor, 7 ... Hall lantern, 10 ... Elevator operation management system, 20 ... Elevator unit control system, 30 ... Elevator service request device, 40 ... Surveillance camera, 50 ... Building management system, 60 ... Public institution management system, 101 ... Number of people prediction unit by floor, 102 ... Accuracy verification unit, 103 ... Request information output unit, 104 ... Output information Setting unit, 105 ... Receiving unit, 106 ... Vehicle allocation number setting unit, 107 ... Comprehensive evaluation unit, 108 ... Allocation command unit, 109 ... Learning unit, 110 ... Ride rate setting unit

Claims (17)

In the elevator operation management system that selects and assigns an elevator from multiple elevators to the landing call
The forecasting unit that predicts the demand at the landing on the registered floor of the landing call,
Based on the demand, a vehicle allocation number setting unit that determines the allocated number of elevators that can process the demand,
An evaluation unit that selects the elevator according to the judgment of the vehicle allocation number setting unit, and
Elevator operation management system characterized by being equipped with. The elevator operation management system according to claim 1 includes a occupancy rate setting unit for setting the occupancy rate of the car at the landing, and the vehicle allocation number setting unit determines the demand based on the demand and the occupancy rate. An elevator operation management system characterized by determining the number of elevators that can be processed. In the elevator operation management system according to claim 1 or 2.
The evaluation unit calculates the estimated arrival time of the car to the registered floor.
The prediction unit is an elevator operation management system characterized in that the demand is predicted after the arrival prediction time has elapsed. In the elevator operation management system according to any one of claims 1 to 3,
The prediction unit
It is equipped with a flow prediction means for predicting the moving state of building users in the building where the plurality of elevators are installed.
An elevator operation management system characterized in that the demand is predicted based on the prediction result of the person flow prediction means. In the elevator operation management system according to any one of claims 1 to 3,
The prediction unit
It is equipped with a flow prediction means for predicting the moving state of building users in the building where the plurality of elevators are installed.
An elevator operation management system characterized in that the demand is predicted based on the prediction result of the person flow prediction means and the image of the camera provided at the landing. In the elevator operation management system according to claim 1 or 2.
The forecasting unit predicts the number of passengers at the landing on the registered floor as the demand.
The evaluation unit calculates the predicted number of passengers from the landing to the car on the registered floor, subject to the maximum number of passengers set according to the passenger rate.
The elevator operation management system is characterized in that the vehicle allocation number setting unit determines the allocation based on the number of passengers and the predicted number of passengers. In the elevator operation management system according to any one of claims 1, 2, and 5.
An elevator operation management system comprising a learning unit that learns the value of the occupancy rate and sets the learned occupancy rate in the occupancy rate setting unit. In the elevator operation management system according to claim 6,
The learning unit is an elevator operation management system characterized in that the occupancy rate is learned based on an image of a camera provided in the interior of the car. In the elevator operation management system according to claim 6,
The learning unit is an elevator operation management system characterized in that the occupancy rate is learned based on the load in the vehicle of the vehicle detected by a load meter provided in the vehicle. In the elevator operation management system according to claim 1 or 2.
The elevator operation management system is characterized in that the occupancy rate is set for each floor of a building in which the plurality of elevators are installed. In the elevator operation management system according to claim 1 or 2.
An elevator operation management system characterized in that the boarding rate is set for each traveling direction of the car. In the elevator operation management system according to claim 1 or 2.
An elevator operation management system including an accuracy verification unit that verifies the prediction accuracy of the prediction unit based on a demand measurement value at the landing. In the elevator operation management method that selects and assigns an elevator from multiple elevators to the landing call
Predict the demand at the landing on the registered floor of the landing call,
Based on the demand, the number of elevators that can handle the demand is determined.
An elevator operation management method characterized in that an elevator is selected according to the above determination. The elevator operation management method according to claim 13, wherein the occupancy rate of the car at the landing is set, and the number of elevators capable of processing the demand is determined based on the demand and the occupancy rate. Operation management method. In the elevator operation management method according to claim 13 or 14.
An elevator operation management method characterized in that the estimated arrival time of a car to the registered floor is calculated and the demand is predicted after the estimated arrival time has elapsed. In the elevator operation management method according to any one of claims 13 to 15.
Predicting the moving state of building users in the building where the multiple elevators are installed,
An elevator operation management method characterized in that the demand is predicted based on the predicted movement state of the building user. In the elevator operation management method according to claim 13 or 14.
As the demand, the number of passengers at the landing on the registered floor is predicted,
The predicted number of passengers from the landing on the registered floor to the car is calculated on condition that the maximum number of passengers can be set according to the passenger rate.
An elevator operation management method characterized in that the allocation is determined based on the number of passengers and the predicted number of passengers.

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