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US3739880A - Elevator control for optimizing allotment of individual hall calls to individual cars - Google Patents

Elevator control for optimizing allotment of individual hall calls to individual cars Download PDF

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Publication number
US3739880A
US3739880A US00151778A US3739880DA US3739880A US 3739880 A US3739880 A US 3739880A US 00151778 A US00151778 A US 00151778A US 3739880D A US3739880D A US 3739880DA US 3739880 A US3739880 A US 3739880A
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car
service
call
pulse
pulses
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US00151778A
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G Robaszkiewicz
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Reliance Electric Co
Schindler Elevator Corp
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Reliance Electric Co
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Assigned to SCHINDLER ELEVATOR CORPORATION reassignment SCHINDLER ELEVATOR CORPORATION CHANGE OF NAME (SEE DOCUMENT FOR DETAILS). EFFECTIVE 04/19/85 Assignors: SCHINDLER HAUGHTON ELEVATOR CORPORATION
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B1/00—Control systems of elevators in general
    • B66B1/02—Control systems without regulation, i.e. without retroactive action
    • B66B1/06—Control systems without regulation, i.e. without retroactive action electric
    • B66B1/14—Control systems without regulation, i.e. without retroactive action electric with devices, e.g. push-buttons, for indirect control of movements
    • B66B1/18—Control systems without regulation, i.e. without retroactive action electric with devices, e.g. push-buttons, for indirect control of movements with means for storing pulses controlling the movements of several cars or cages

Definitions

  • Pulse counts are accumulated for each of a plural- L ity of cars to indicate the car best suited to serve the g:$$:;:%f %:hg:::: call to be assigned as that having the pulse count repre- Attomey Wilson & senting the least service commitment.
  • FIG.I3A&B cAR HAS LOWEST p -r BIAS COUNT IN ITS COUNTER TWELVE SS Q' STARTS BIAS MAsTER N CAS3 SWITCHES BINARY cAR SIGNED cALL SPI SP2 COUNTER CN2
  • This invention relates to elevator controls and more particularly to means for translating service requirements to useful signalswhich can be combinedto indic ate a composite service, burden.
  • the service burden is related tothe capability of individualcars toserVeindividual-haII calls and is utilized; to A optimize the assignment of individual hall calls to individual cars.
  • Kuzarafor.Elevator Control For Ascertaining the Capability of Cars to ServeI-Iall Calls. pertain to systems in which cars are assigned hall calls which' may be manyfloors aheadof the usual call acceptance loc'ation of conventional elevator controls.
  • These-patented systems individually considered hall calls and established an assignment ofeachhall call, termed a.demand" after it was assigned, They ascertained the anticipated service burden imposed upon a car, astravel distance betweenthe car andthe landingof the hall calliconsidered for assignment, the car calls registered on the car, the dethe analogue signal systems had shortcomingsincluding instability of signal levels, and non-uniformity from system to system. Further, it has been found to be difficult,
  • the present invention involves means for precisely defining service requirement values for elevator systems. More particularly, it is concerned with employing counts which may be pulse bursts of a number of pulses equated to'the delay to be expected from imposed service requirements. These counts or pulse bursts are sequenced so they can be accumulated in a pulse counter to provide a precise service burden indication. Means can be provided in such a system to adjust the number of pulses indicative of any given value of a delay factor whereby the systems adaptability is enhanced.
  • the ring counter functions both as a call finder by setting a selectmemory corresponding to the hall call memory for a'registered call and as an allotter scanner by scanning for the callofthe set select memory from the location ofthe, corresponding call.
  • an allotment the select memory mands' on the car, the carloading, and other factors which might delay its service, and summed-thosefactors as an analoguesignal valueindicative of the cars service capabilitywithrespectto .the hall call to be assigned. In some instances a count of the-discrete factors as the number of floorsto travel and'the number of.
  • I Service capability .of-cars relative to hall calls as'ascertained'above can be consideredthe equivalentof' delaytime. That is, a time interval can be specified for travel of a car onetloorheight at;full speed, car call stops can be equated to time intervals, as can demand stops, etc. so that ratherprecise service delays can be predicted for each car in'reaching the floor of the call to be assigned and in concluding service beyond that floor to floors for which the car has calls-As the capa' bility to predict hasbeen refined, it has been found that.
  • One such technique of evaluation is the issuance of higherfrequency pulse trains during the window period for oneora plurality of burden factors to be accumulated on an individual car basis as a measure of service burden imposed on the car.
  • One illustrative embodiment of this invention is in an elevator control system for allotting hall calls to individual cars on the basis of an optimized allottment whereby the car having the best service capability with respect to the call to be allotted receives the allotment.
  • the hall call selection and allotment is performed employing time sharing techniques.
  • service requirement evaluation of one or a combinationof service factors for-other types of elevator control systems including individual car controls or plural car controls as where programs of operation are established and terminated by service conditions can utilize certain of the aspects of this invention.
  • service requirement factors for each of a plurality of cars relative to a hall call to be allotted are summed as a total pulse count for each car considering: the distance the car must travel, based on direction and service requirements, from its present location to the landing of the allotment call; the number of inside demands, hall calls that have already been allotted to the car for landings between its present position and the landing of the allotment call; the number of outside demands, hall calls that have already been allotted to the car for landings beyond the allotment call;'the number of inside commands, car calls in the car for landings between its present position and the landing .of the allotment call; the number of outside commands, car calls in the car for landings beyond the allotment call; the degree of loading of the car; the stopping status of car operation (if it is in a stopping mode) as accelerating, decelerating or standing with its door open; the state of its operating equipment, as m-g set not running; and its assignment for
  • the system lends itself to applying different values to a given factor depending on special circumstances as for example a distance bias of six pulses for a normal floor height and a greater bias, proportioned to the time required for a car to travel the distance, for greater floor heights as a bias of 12 pulses on a floor having a floor height twice normal.
  • the above factors are developed by operation of a pulse generator for each car having means to apply its output pulses to a binary pre-- i set counter and a master binary counter. Gating to the master binary counter is controlled in part by the binary preset counter for the perfloor factors and by car status sequencing means for other factors. Since car status is a relatively static consideration, the count for the factors comprising car status can be sequenced as a preset count preceding the per floor scan for dynamic factor pulse trains or the status factors can be sequenced as pulse trains either before or following the consideration of the dynamic factors.
  • the binary preset counter has sequencing controls which enable it to control pulses admitted into the master binary counter without overlap and loss.
  • It has selectively coupled preset means arranged to establish an initial count which is barred from the master binary counter and 'a preset counter capacity count complement to that initial count which is admitted to the master binary counter as representative of the imposedservice requirement then under'consideration.
  • the length of the applied pulse series is adjusted by adjustment of the preset. to change the initially barred pulse train count.
  • Sequencing of the pulse trains is on a per floor basis beginning from the landing position of the allotment call and proceeding therefrom in the direction opposite the service direction of the allotment call.
  • service for that landing is read in an quirement counter frequency of 3 megacycles per secallotter read interval which initiallyreads a-command in the car for that landing, e.g. a'24 pulse count, unless a dominant demand is also in the car for that floor in which case a greater count is imposed, e.g. a 28 pulse count. If only ademand is present at the floor, the demand count is imposed.
  • the allotter read interval for the floor Thereafter in the allotter read interval for the floor, a distance count is issued if the car is committed to traverse that floor prior to answering the allotment call.
  • the scan and resultant allotter read intervals for the floors between the car and the landing of the allotment call follow in the order of the floors. Beyond the landing of the allotment call the allotter read intervals apply outside command 'or demand pulse series for those landings for which there are commands or demands, e.g. 10 pulses for outside commands or 14 pulses for outside demands, without applying a distance pulse series for the floor.
  • the car status pulse series are applied in sequence for each factor. Following completion of the car status signals, the car with the lowest count in its master binary counter is assigned the hall call subject to allotment.
  • Comparison of the counts in the several master bi- I nary counters is by the simultaneous consideration of all master binary counters in a sequence beginning with the most significant bit and proceeding toward the least significant bit whereby assignment is avoided by rejecting cars having the highest counts through operation of respective reject memories.
  • the car with the lowest count is identified by maintaining its reject memory in a reset state. It receives the allotment call as a demand when the master ring counter returnsto the floor of the allotment call. In the event two or more cars have the same count a preference of assignment is established arbitrarily according to the numbering assigned the cars.
  • the call finding and allotting sequence is accomplished in the exemplary embodiment in about 18 milliseconds employing a scanning frequency of 6.7 kilocycles per second over a standard 30 up and 30 down scan positions for two or three sweeps and a service reond.
  • the system essentially freezes conditions during an allotment evaluation. Its high speed also permits the system to maintain optimum hall call allotments by frequent up-dating, as by release of demands on a car for reallotment of all such demands when significant changes of service burden on the car occur, as
  • Reallotment is based upon the same factors as allotment of a newly registered hall call.
  • FIG. '1 is a functional block diagram illustrating the service evaluation means of this invention in a call finder-allotter for a plural car elevator system utilizing time sharing techniques;
  • FIG. 2 is a schematic representation of a scan for a twelve'landing elevator system employing the system represented in FIG. 1 for a typical car service capability evaluation for acar set fordown travel at the seventh landing and showing only the scans of the actual floors of the system;
  • FIG. 3 is a schematic representation corresponding to FIG. 2 for a car set for up travel at the seventh land-
  • FIG. 4 is a block diagram of the first and second sections of the master ring counter showing typical wave forms from certain of their terminals;
  • FIG. 5 is a logic diagram of a typical hall call switch, filtered coupling means, and pushbutton buffer to provide hall call signals to the system of this invention
  • FIG. 6 is an abbreviated logic diagram of a hall call memory and select memory for a typical floor to store signals from FIG. 5;
  • FIG. 7 is an abbreviated logic diagram of an allotter gating circuit for providing output signals ALLOTTER MAIN RESET, ALLOTTER READ, and ALLOTTER SCAN COMPLETE to a system utilizing this invention
  • FIG. 8 is an abbreviated logic diagram of a first car allotter section board for sequencing the dynamic service factors associated with the several landings-for a typical car according to this invention for a typical car;
  • FIG, 9A and 9B are an abbreviated logic diagram of asecond car allotter section board for sequencing the static car status service factors for a typical car according to this invention for a typical car;
  • FIG. 10 is a schematic representation of a typical selector switch for setting the weightingto be assigned a service factor of the type sequenced in FIGS. 8, 9A and 9B for a typical car;
  • FIG. 11 is an abbreviated logic diagram of a third car allotter section board for accumulating the service burden evaluations sequenced in FIGS. 8, 9Aand 98 to ascertain the total service commitment of a typical car and for a reject memory for that car employed in the optimizing of the allotment;
  • FIG 12 is an abbreviated'logic diagram of a select ring counter and no two car board common to all cars of the system for comparing the accumulated service burden of the cars to select-that car best situated with respect to the allotment call to receive allotment of that call;
  • FIGS. 13A and 13B are an abbreviatedcar memory for a typical floor and a typical car for storing allotted hall calls and car calls for that floor and car;
  • FIG. 14 is'a diagram of ascan sequence for an allotment function similar to those of FIGS. 2 and 3 but for only four landings so that it is correlated with the detailed description of a conveniently illustrated embodiment of the invention;
  • FIG. 15 is a diagram of a time based expanded allot-' ter read interval of the scan of FIG. 14.
  • FIG. 16 is a diagram showing on a time base various signals employed in an allotment function.
  • FIG. 1 represents the call finding and allotting signal flow for a time sharing system including the service evaluation means and car assignment means of this invention.
  • the system selects a hall call which is to be assigned and allots that call to the car best suited to serve that call as viewed from a consideration of the current service capability of each car relative to the landing and service direction of the selected hall call.
  • the depressing of the up hall call push button 51 of FIGS. 1 and 5 begins the allotting sequence. This places a signal on the corresponding R-C filter board 52 to set the proper push button buffer board PBBI-I of FIG. 5.
  • PBBI-I push button buffer board
  • time sharing of signals is employed and the range of car travel is scanned as by a master ring counter 53 of FIG. 4, which scans in an ascending order of floors followed by a reversal to scan in a descending order of floors
  • the output signal from PBBI-I is present only when the ring counter direction and position coincide with the floor and direction of the operated hall call push button.
  • the output is a PBBH terminal 46 as a signal.
  • This coded output signal is sent from PBBI-I to the corresponding hall call memory for the floor of the call on the hall call memory board l-ICM of FIG. 6 as at terminal 32 of HCM.
  • Time sequencing of the master ring counter codes the input to set the hall call memory for the floor and service direction of the call.
  • the call is selected for allotment when ring counter position and direction correspond with the set hall call memory.
  • Allotment is based upon the count accumulated in each cars master binary counter 54 as shown in FIG. 11 in the car allotter section board 3, CAS3.
  • An initial step in each'allotment therefore, is to reset the allotter by applying to it an ALLOTTER MAIN RESET from terminal 17 of AGC as a signal.
  • This reset signal resets the binary preset counter 56 and the master binary counter 54, and thus the count held in each car's master binary counter 54. It also resets the select ring counter 59 employed in each selection of a car to be assigned a call in SRCN2, FIG. 12.
  • ALLOTTER READ pulse is issued from terminal 47 as a for each floor as the master ring counter scans the range of car travel and each pulse is sent to each car's car allotter section CASI, FIG. 8.
  • each car is checked for a demand and a command at the floor and if either is present a pulse series is gated into that cars master binary counter 54 to represent the service burden it imposes.
  • a travel distance pulse for the floor is also inserted in the cars master binary counter if it must traverse the floor to reach the allotment call.
  • a pulse generator 55 which can be an astable 55 operating at three megacycles constitutes a pulse source for the service requirement pulse series passed to each cars master binary counter 54.
  • ALLOT- TER READ turns on, each car is checked for a demand at the floor in CAS l.
  • the PRESET MASTER BINARY COUNTER signal is applied to binary preset counter 56 to count pulses generated by the 3MC astable 55 if there is a demand at the floor. If there is no demand, no demand count is permitted. If a demand exists, the preset counter 56, which has a count capacity of 64 before resetting, counts the preset counter capacity count complement of the demand pulse series as set by a biasing control typified by switch 207 FIG. 10.
  • the signal COUNT MASTER BINARY COUNTER is turned on to admit the remaining pulses to the master binary counter 54.
  • An inhibit signal is imposed on the pulse gate from the 3MC astable when preset counter 56 returns to zero at its 64th count.
  • a terminal portion of that interval is employed to apply a distance pulse series from astable 55 to master binary counter 54 by filling the preset counter 56 to its bias level adjustment.
  • the complement count of that bias level is gated to master'binary counter 54 by controls subject to counter 56 provided the car is committed to travel to that floor before reaching the floor of the allotment call.
  • the distance pulse series are inhibited.
  • the allotter read interval is set at about 125 microseconds in the exemplary embodiment.
  • a read inhibit interval of about 25 microseconds separates each allotter read interval.
  • the car is located memory of CASl is set when the master ring counter-position corresponds to the car position and ring counter direction opposes car direction. This causes the transfer of the pulse series for demands and commands from inside to outside and skips through all further distance biasing.
  • the ALLOTTER READ pulses are discontinued from allotter gating circuit AGC and AGC issues a SCAN COM- PLETE signal. This signal initiates a check of car status for each car through operations in CAS2, FIGS. 9A and 9B corresponding generally to an allotter read interval.
  • Gating means are actuated in a sequence for various car conditions which are indicated as service burdens or requirements imposing prospective service delays as pulse series applied to master binary counter 54 to accumulate additional count in each car's counter.
  • the static car status factors are loading at 20 percent and 50 percent of rated capacity, M-G set operating status, queue status wherein the car is held at a landing to receive passengers, and three phases of car stopping functions as car in slowdown mode, car is stopped mode (door open) and car is accelerating mode. Only one car stopping status is read for each car and all static car status factors are read without regard to read pulses of the master ring counter.
  • BIAS COMPLETE signal is issued by CAS2 of each car to select ring counter no two car board SRCN2, FIG. 12.
  • SRCN2 Upon receipt of a BIAS COMPLETE signal for each car as a signal from terminal 45 of CASZ of each car to terminal 39 of SRCN2, SRCN2 starts the process of selecting the car having the lowest bias count in its master binary counter.
  • a pulse generator 58 which can be a 10 kilocycle astable actuates the car selection by driving select ring counter 59.
  • Counter 59 through decoder 60 applies signals to each cars CASS to compare the outputs of the cars master binary counter 54. Fourteen separate signals are employed in the comparison sequence to enable a comparison of output bits from master binary counters 54 in a sequence proceeding from the most significant bit to the least significant bit.
  • the objective of selecting the car whose master binary counter has the lowest count and thus has the lowest service requirement is achieved by a process of elimination in which allotment is rejected by setting a reject memory in each car's CASS until one car remains with no reject memory set. The setting of a cars reject memory prevents its assignment to the allotment call.
  • the 13th select ring counter count allows the unrejected car to be assigned the call by actuating suitable gating. If two or more cars contain the same master binary counter count, then the lowest numbered car is assigned the call.
  • the selection of the car in optimum service condition as evidenced by the lowest count is accomplished by a decoder as disclosed in greater detail in the above mentioned Robaszkiewicz patent application for Multiple Digital Comparator.
  • the steps in the comparator function are clocked by an astable proximating that of the master ring counter. Allotment I of the call tothe selected car occurs when the scanner scan position and direction coincides with the call. Therefore, the master ring counter often will advance beyond the position and direction of the call while the select ring counter is selecting the car. Thisrequires the advance of the scan through another cycle to return it to the scan position and direction of the call for completion of allotment.
  • Master ring counter scanning is continuous. For convenience, it is assumed that it starts at the first landing completed in the examples in two scans for calls 10-.
  • the hall call memory I-ICM issues RING COUNTER OP- POSITE ALLQTMENT FLOOR to the SRCN2 board so that the unrejected car is issued a CAR ASSIGNED CALL signal to set its demand memory for that floor and direction in its car memory board CM for that floor.
  • the demand memory issues a DEMAND AT THIS FLOOR to the allotter gating control AGC to issue a TI-IIS, DEMAND IN ANY CAR signal. which is'decoded in the hall call memory I-ICM of that floor to reset; theselect memory for that allotment call and conclude the allotting sequence.
  • the scan advances through the eighth landing without effect.
  • the scan is coincident with the call assumed for allotment as to both position and direction, as represented by the arrowhead superimposed on the dash of the scan pulse and the designations I-ICM, SM and AMR to represented the setting of the hall call memory, the select memory and the allotter main reset respectively.
  • the scan proceeds to the 12th landing as an up scan and then initiates down scanning from 12 until it reaches the landing of the allotment call, the hall call in select memory at nine.
  • an allotter read signal is issued, as AR opposite nine, and a distance count DC is generated for that floor and in subsequent scan positions for the other floors to be traversed by the car in satisfying its current service commitments.
  • a distance count issues for floors nine through three on the descending scan. The car need not travel beyond the lowest call, the down demand at three, hence no distance count is generated below three.
  • command ICC representing the car call for the fifth landing
  • Commands are counted when FIGS. 2 and 3 for a 12 landing system.
  • Each vertical dash represents a master ring counter interval of scan at a landing in horizontal alignment therewith, and as indexed on the left side of the drawing.
  • CI car position represented in the index as asquare containing a downward directed. arrowhead. Its, service capability. is evaluated withrespect to an up hall call.
  • UI-IC represented, by an unshaded upwardly, pointing arrowhead, .for the ninth landing and a car call or command COM represented by asolid circle, for the fifth landing.
  • the, sequence is for an ascending car at floor seven GP to evaluate its service capability with respect to a'down hall call DI-IC for the fifth landing.
  • the car has an eleven up-demand UD (an assigned up hall call) as represented by the uppointing solid arrow in its left marginal index opposite thejeleventh landing, and a third down demand DD as represented by the do wnvpointing solid arrow in its index opposite the thirdlanding.
  • the car has the scan is coincident with the call and the scan direction opposes the direction the car is set run.
  • the up demand at 11 is counted during the down scan of l l as outside demand count ODC.
  • Sean is completed at the ninth landing by a signal SC. Thereafter, the static car status is ascertained as a sequence of evaluations of load bias at 20 or 50 percent of capacity, M-G set bias, queue status bias and operating mode bias in that order with counts for each. A biasing complete signal is then issued for all cars and the select ring counter 58 placed in operation.
  • FIG. 3 shows an allotter scan sequence for a five down hall call. Initiation of allotter read AR occurson the up scan coincident with the allotment call landing,
  • SP2 Bias Switches (corresponds to SPI) per car lFC Interface Control (from floor selector)per car
  • SP1 includes a number of integrated circuits which are represented by logic elements of their individual sections. These circuits are in transistor-transistor logic to provide NANDs and NORs.
  • boards terminals will be numbered within the circles adjacent their margins representing those terminals and the board symbol will be placed within and in the lower right-hand corner of a rectangle encompassing that portion of the board illustrated.
  • a label will be applied to each board input and output to designate the general logic function of the signal it transmits.
  • the true signal will be designated parenthetically as or when the labled function is effective.
  • the board terminals will be designated as PBBI-I-16+ to represent a positive going or logical 1 signal applied to terminal 16 at the lower left of the PBBI-I board in FIG. 5.
  • a logical l on the output terminal 46 of board PBBH will be designated PBBI-l46+ and conversely a logical 0 will be PBBI-I46.
  • the individual logic elements can be one or more multiple input NAND gates in commercial integrated circuits as quadruple 2-input NAND gates, SN74ON, triple 3-input NAND gates, SN7410N, dual 4-input NAND gates, SN 7420N, 8-input NAND gate, SN7430N, and quadruple 2-input NAND gate with open collector output SN740IN all of which are available from Texas Instruments Incorporated, Post Office Box 5012, Dallas, Texas 75222. Further, dual 4-input NAND buffer units SN7440N, four bit binary counters SN7493N, and binary to decimal decoders SN7442N are available from Texas Instruments Incorporated.
  • logic element 101 is a NOT or inverter gate which assumes the inverse of its input as a negative signal 101-1-- and results in a positive signal 101-2+.
  • terminal designation follows the element reference character and is separated therefrom by a dash while the signal is designated by a suffix minus or plus sign.
  • NAND 102 of FIG. 5 upon coincidence of 102l+ and 1022+ issues a 102-3- while the presence of either a 102-1 or 102-2- issues a 102-3+.
  • NANDs are also represented as NAND of FIG. 6 where they perform OR logic to issue a 115-4+ when any of their inputs have a minus.
  • NOR 104 of FIG. 4 will issue a 104-3- where any input receives a plus and a 104-3+ when both inputs are minus while NOR 241 of FIG. 7 is employed for a coincidence function where 241-1- and 241-2- produce a 243-3+ output.
  • the car to which the allotment will be made is at the first floor.
  • That car has a two-up-demand (an assigned Z-up hall call).
  • That car has a command at four (a fourth floor car call is registered in that car).

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Abstract

A system for assigning individual hall calls to individual elevator cars on the basis of service requirements imposed on the cars wherein signals associated with calls are time multiplexed and service requirements are represented by predetermined numbers of signal pulses which can be correlated to the anticipated delay imposed on the car in reaching the landing of the call and/or in travel commitments beyond the landing of the call. Pulse series for the several service requirements such as distance of the car from the call landing, car calls and hall calls assigned the car between the car and the call landing, and car calls and hall calls assigned the car beyond the call landing, are sequenced on a per floor basis as by a car travel scanning means so that one floor is considered at a time as to calls and then as to car travel distance so that no overlap of pulses is generated. Pulse series for car status representing conditions imposed upon the car as degree of loading, car in slowdown, door open, and car in acceleration are also sequenced to avoid overlap of pulses for the several factors. Pulse counts are accumulated for each of a plurality of cars to indicate the car best suited to serve the call to be assigned as that having the pulse count representing the least service commitment.

Description

United States Patent 1 I [111 3,739,88
Robaszkiewicz June 19, 1973 ELEVATOR CONTROL FOR OPTIMIZING [57] ABSTRACT ALLOTMENT 0F INDIVIDUAL HALL A system for assigning individual hall calls to individual CALLS TO INDIVIDUAL CARS elevator cars on the basis of service requirements im- [75] Inventor: Gerald Robaszkiewicz, Toldo posed on the cars wherein signals associated with calls Ohio are time multiplexed and service requirements are represented by predetermined numbers of signal pulses Assignee: Reliance Electric p y Euclid, which can be correlated to the anticipated delay im- Ohlo I posed on the car in reaching the landing of the call and- [22] Filed: June; 10, 1971 /or in travel commitments beyond the landing of the call. Pulse series for the several service requirements PP 151,778 such as distance of the car from the call landing, car
L calls and hall calls assigned the car between the car and 52 us. Cl 187/29 R the landing and cans and calls assigned the 51 int. Cl 1366b 1/18 car beymd the landing are sequenced a Per 58 Field of Search 187/29 basis as by a car travel Scanning means that floor is considered at a time as to calls and then as to [56] References Cited car travel distance so thatno overlap of pulses is gener- UNITED STATES PATENTS ated. Pulse series for car status representing conditions imposed upon the car as degree of loading, car in slow- 187/29 down, door open, and car in acceleration are also se- 3,443,668 5/l969 Hall et al.
w et quenced to avoid overlap of pulses for the several facawe f tors. Pulse counts are accumulated for each of a plural- L ity of cars to indicate the car best suited to serve the g:$$:;:%f %:hg:::: call to be assigned as that having the pulse count repre- Attomey Wilson & senting the least service commitment.
69 Claims, 18 Drawing Figures HALL CALL RB. T FF fl OUTPUT WHEN a TO ALL HALL (ALL 55 ac. DIRECTION AND I v MEMORY BOARDS mar RLL EFQFQB.
PBBH no.5
5% MASTER RING COUNTER DIRECTION A POSITION gg no.4
HALL cALL MEMORY HALL CAI-L sELEcT MEMORY SET INPUT FROM PBBH MEMORY SET SETS PROPER HCM l WHEN ac. onu. P05 COINCIDE HCM F\G.6
cALL HASBEEN NO CALL SELECTED SELECTED FOR r ALLOTMENT ALLOTMENT- Acc no.7
ALL TT-R GATIN cm lT ou'r ur ALLOTTER MAIN RESET 7 '5 WHEN RC POSITION AT 3 DIRECT! ALLOTTER OPPOSITE ALLOTMENT cALL 17 RESET RING COUNTER AT ALLOTMENT FLO R Acc H07 s c (ALLOTTER REAmPuLsE TO ALL cAPs BIAS COMPLETE CAR ALLOTTER SECTION 1 2 3 SELECT RING COUNTER GENERATES COUNTS BASED C 2 (39 No Two CAR ON CARS SERVlCE COMMITMENTS ASCERTAINS WHICH DEMANDS. COMMANDS,DlSTANCE,ETC CAR HAS LOWEST PRESET BIAS COUNT IN ITS COUNTER TWELVE MASTER BINARY STARTS 5 MASTER COUNTER cAsa P SWITCHES B'NARY cAR ASSIGNED CALL J SPl an CWNTER sRcNz r|c.|2 56 o STORED COUNT l,
as CASLCASZ. CAS3 Hos, s,9A,9B,u v MEMOFQY no BALE PATENIEU 3.739.880
am am 13 HALL CALL RB. TT FF R+ as OUT PUT WHEN o ALL HALL C L 55 V-D-C- RC. DIRECTION AND C POSITION c INCIDE MEMORY BOARDS WITH CALL F H.C.P.B.
PHBH FIG.5
MASTER RING COUNTER DIRECTION & POSITION MRC no.4
. V HALL cALL MEMORY HALL SELECT MEMORY SET INPUT FROM PBBH MEMORY SET AFTER HCM IF NO ans PROPER HCM I OTHER sM IS SET HEN R.c. D|R.a. POS. AND R8 DIRL POS. COINCI E COINCI E HCM nae 25 HCM F|G.6
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F INVENTOR.
GERALD D. ROBASZKIEWICZ ATTORNEYS Pmmiuwm 3.739.880
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GERALD D. ROBASZKIEWICZ ATTORNEYS Pmmmwm 3.739.980
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RING COUNTER COINCIDENT' WITH 3 ALLOTMENT' FLOOR C 325 CARLI ASJ'GNED 4 CAR I REJECT CAR 2 ASSI INVENTOR.
GERALD D. ROBASZKIEWICZ ATTORNEYS CAR 2 REJ ECTED 2-CAS3-4O Pmmcumw 3.739.880
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TOP DISTANCE LIMIT LIMIT INVENTOR.
D. ROBASZKIEWICZ ATTORNEYS BOT'TOM DISTANCE LIMIT SCAN. IT
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emu D. ROBASZKIEWICZ ATTORNEYS CAR 507. LOADED CB3- 24 gm SECTION A IPAIENIEDJUNIQW 3.739.880
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INVENTOR. GERALD D; ROBASZKIEWICZ ATTORNEYS R CM(FLOOR BELOW) 1 Pmmwm 3.739.880
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F '4 GERALD DADSQQKIEWICZ ATTORNEYS CAR IS LOCATED 235-3 I Pmmmwm 3.739.880
AsrAaLE 3MHa Imam EL ZZ WWWMWMWWH MASTER LMJLHJUUUULMMJLHJ RING couN'rL: & U w UL] RING couNr z g m U U RING COUNT'EFEATLS3E U U U U WRCI -Lt UL! UU uu R.c. DIRECTION UP I [*1 MRC2-22 0| TI N I I R C REC $28233 I I I I I NORMAL HALL CALL PUSHBUTTON (3UP) I I H F] PULSE HALL CALL PUSHBUTTON (3UP) PBB |;|3 6 H I I 3 UP HALL CALL MEMORY AGC-II,HCM5 I 3 UP SELECT MEMORY AGC-4l, HCM-B I ac AT ALLOTMENT I FLOOR HCM-7 U U R.C. COINCIDENT WIT ALLOTMENT FLOOR HCM-6 U U ALLOTTER MAIN RESET 1 AGC-I? I L ALLOTTER READ Ace-41 W SCAN COMPLETE AGC-22 I ALL CARS BIASING COMPLETE 3o|-9 SELECT RING COUNTER STEP I3 306 n INSIDE DEMAND H COINCIDENCE OUTSIDE COMMAND l COINCIDENCE DISTANCE I I GERALD D. ROBASZKIEWICZ ATTORNEYS ELEVATOR CONTROL FOR OPTIMIZING ALLOTMENT OFINDIVIDUAL HALL CALLSTO INDIVIDUAL CARS CROSS-REFERENCE TO RELATED APPLICATIONS Digital Comparator-filed herewith inthe name of G'erald D. Robaszkiewicz; and Ser. No. 151,861 entitled Elevator Car-StoppingStatus Evaluating Means filed herewith in the name of Robert J Lauer.
BACKGROUND OF THE INVENTION This invention relates to elevator controls and more particularly to means for translating service requirements to useful signalswhich can be combinedto indic ate a composite service, burden. In one exemplary utilization the service burden is related tothe capability of individualcars toserVeindividual-haII calls and is utilized; to A optimize the assignment of individual hall calls to individual cars.
UnitedStatesPat. Nos. 3,443,668 which issued May 13, 1969, to .DonivanL. Hall and William C. Susor-for Plu'ralCar Elevator System for Developing HallCall Assignments Between Individual Cars and Registered Hall Calls? and 3,5 111 342 which-issued May 12, 1970. to Donivan L. Hall; William C. Susor and James l-I..
Kuzarafor.Elevator Control For Ascertaining the Capability of Cars to ServeI-Iall Calls. pertain to systems in which cars are assigned hall calls which' may be manyfloors aheadof the usual call acceptance loc'ation of conventional elevator controls. These-patented systems individually considered hall calls and established an assignment ofeachhall call, termed a.demand" after it was assigned, They ascertained the anticipated service burden imposed upon a car, astravel distance betweenthe car andthe landingof the hall calliconsidered for assignment, the car calls registered on the car, the dethe analogue signal systems had shortcomingsincluding instability of signal levels, and non-uniformity from system to system. Further, it has been found to be difficult,
to makeadjustments requiring meter readings and precision potentiometers where factor values are to be.
changed'for the circumstances of the individual systems. Further, where values of delay differ for different locations as for a distance to travel signal for short and long distances between adjacent landings the count of i such floors or distance intervals followed by an analogue conversion of the total led to inaccuracies and offered no flexibility of adjustment.
The prior system of U.S. Pat. No. 3,443,668 employed a more cumbersome approach'to the selection and allottingof hall calls than the present system in that a first scanner was placed in operation in response to the registration of a hall call to find the hall call as a call finder and then a second scanner was required to scan conditions from the selected hall call while inhibiting the call finder.
SUMMARY OF THE- INVENTION The present invention involves means for precisely defining service requirement values for elevator systems. More particularly, it is concerned with employing counts which may be pulse bursts of a number of pulses equated to'the delay to be expected from imposed service requirements. These counts or pulse bursts are sequenced so they can be accumulated in a pulse counter to provide a precise service burden indication. Means can be provided in such a system to adjust the number of pulses indicative of any given value of a delay factor whereby the systems adaptability is enhanced.
It further involves a single continuously running scanner or master ring counter to time multiplex calls and signals associated with calls including the setting and resetting of memories associated therewith. The ring counter functions both as a call finder by setting a selectmemory corresponding to the hall call memory for a'registered call and as an allotter scanner by scanning for the callofthe set select memory from the location ofthe, corresponding call. Upon assignment of a hall call to a car, termed an allotment, the select memory mands' on the car, the carloading, and other factors which might delay its service, and summed-thosefactors as an analoguesignal valueindicative of the cars service capabilitywithrespectto .the hall call to be assigned. In some instances a count of the-discrete factors as the number of floorsto travel and'the number of.
calls was convertedto analoguevalu'es prior to summing. The summedsignal for each car -was then-employed in ascertaining if the'hallucallunder consideration should be assignedeither by reference to fixed signal levels with assignment-going to the 'closestcar exhibiting a summedsignal within the level or by reference to a ramp signalwith assignment going to the car.
whose summed'signal first matchedthe ramp signal: I Service capability .of-cars relative to hall calls, as'ascertained'above can be consideredthe equivalentof' delaytime. That is, a time interval can be specified for travel of a car onetloorheight at;full speed, car call stops can be equated to time intervals, as can demand stops, etc. so that ratherprecise service delays can be predicted for each car in'reaching the floor of the call to be assigned and in concluding service beyond that floor to floors for which the car has calls-As the capa' bility to predict hasbeen refined, it has been found that.
One such technique of evaluation is the issuance of higherfrequency pulse trains during the window period for oneora plurality of burden factors to be accumulated on an individual car basis as a measure of service burden imposed on the car. A
One illustrative embodiment of this invention is in an elevator control system for allotting hall calls to individual cars on the basis of an optimized allottment whereby the car having the best service capability with respect to the call to be allotted receives the allotment. In the illustrative system, the hall call selection and allotment is performed employing time sharing techniques. However, it is to be appreciated that service requirement evaluation of one or a combinationof service factors for-other types of elevator control systems including individual car controls or plural car controls as where programs of operation are established and terminated by service conditions can utilize certain of the aspects of this invention.
In the illustrative system, service requirement factors for each of a plurality of cars relative to a hall call to be allotted are summed as a total pulse count for each car considering: the distance the car must travel, based on direction and service requirements, from its present location to the landing of the allotment call; the number of inside demands, hall calls that have already been allotted to the car for landings between its present position and the landing of the allotment call; the number of outside demands, hall calls that have already been allotted to the car for landings beyond the allotment call;'the number of inside commands, car calls in the car for landings between its present position and the landing .of the allotment call; the number of outside commands, car calls in the car for landings beyond the allotment call; the degree of loading of the car; the stopping status of car operation (if it is in a stopping mode) as accelerating, decelerating or standing with its door open; the state of its operating equipment, as m-g set not running; and its assignment for special service, as at a lobby awaiting load in'the manner of a queue car as disclosed in U.S. Pat. No. 3,474,885 of Oct. 28, 1969 by D. L. Hall et al. entitled Queueing Controls For a Group of Elevators.
' The influence for each factor as a service requirement represented by-a number of pulses is adjustable.
' Further, since many of the factors were duplicated, as
on a per floor basis, the system lends itself to applying different values to a given factor depending on special circumstances as for example a distance bias of six pulses for a normal floor height and a greater bias, proportioned to the time required for a car to travel the distance, for greater floor heights as a bias of 12 pulses on a floor having a floor height twice normal.
In the illustrative system the above factors are developed by operation of a pulse generator for each car having means to apply its output pulses to a binary pre-- i set counter and a master binary counter. Gating to the master binary counter is controlled in part by the binary preset counter for the perfloor factors and by car status sequencing means for other factors. Since car status is a relatively static consideration, the count for the factors comprising car status can be sequenced as a preset count preceding the per floor scan for dynamic factor pulse trains or the status factors can be sequenced as pulse trains either before or following the consideration of the dynamic factors. The binary preset counter has sequencing controls which enable it to control pulses admitted into the master binary counter without overlap and loss. It has selectively coupled preset means arranged to establish an initial count which is barred from the master binary counter and 'a preset counter capacity count complement to that initial count which is admitted to the master binary counter as representative of the imposedservice requirement then under'consideration. The length of the applied pulse series" is adjusted by adjustment of the preset. to change the initially barred pulse train count.
Sequencing of the pulse trains is on a per floor basis beginning from the landing position of the allotment call and proceeding therefrom in the direction opposite the service direction of the allotment call. As each landing is scanned, service for that landing is read in an quirement counter frequency of 3 megacycles per secallotter read interval which initiallyreads a-command in the car for that landing, e.g. a'24 pulse count, unless a dominant demand is also in the car for that floor in which case a greater count is imposed, e.g. a 28 pulse count. If only ademand is present at the floor, the demand count is imposed. Thereafter in the allotter read interval for the floor, a distance count is issued if the car is committed to traverse that floor prior to answering the allotment call. The scan and resultant allotter read intervals for the floors between the car and the landing of the allotment call follow in the order of the floors. Beyond the landing of the allotment call the allotter read intervals apply outside command 'or demand pulse series for those landings for which there are commands or demands, e.g. 10 pulses for outside commands or 14 pulses for outside demands, without applying a distance pulse series for the floor. Upon return of the scan to the landing of the allotment call, the car status pulse series are applied in sequence for each factor. Following completion of the car status signals, the car with the lowest count in its master binary counter is assigned the hall call subject to allotment.
Comparison of the counts in the several master bi- I nary counters is by the simultaneous consideration of all master binary counters in a sequence beginning with the most significant bit and proceeding toward the least significant bit whereby assignment is avoided by rejecting cars having the highest counts through operation of respective reject memories. The car with the lowest count is identified by maintaining its reject memory in a reset state. It receives the allotment call as a demand when the master ring counter returnsto the floor of the allotment call. In the event two or more cars have the same count a preference of assignment is established arbitrarily according to the numbering assigned the cars.
The call finding and allotting sequence is accomplished in the exemplary embodiment in about 18 milliseconds employing a scanning frequency of 6.7 kilocycles per second over a standard 30 up and 30 down scan positions for two or three sweeps and a service reond. Hence the system essentially freezes conditions during an allotment evaluation. Its high speed also permits the system to maintain optimum hall call allotments by frequent up-dating, as by release of demands on a car for reallotment of all such demands when significant changes of service burden on the car occur, as
when the load changes or a car call is registered. Reallotment is based upon the same factors as allotment of a newly registered hall call.
DESCRIPTION OF THE DRAWINGS FIG. '1 is a functional block diagram illustrating the service evaluation means of this invention in a call finder-allotter for a plural car elevator system utilizing time sharing techniques;
FIG. 2 is a schematic representation of a scan for a twelve'landing elevator system employing the system represented in FIG. 1 for a typical car service capability evaluation for acar set fordown travel at the seventh landing and showing only the scans of the actual floors of the system;
FIG. 3 is a schematic representation corresponding to FIG. 2 for a car set for up travel at the seventh land- FIG. 4 is a block diagram of the first and second sections of the master ring counter showing typical wave forms from certain of their terminals;
FIG. 5 is a logic diagram of a typical hall call switch, filtered coupling means, and pushbutton buffer to provide hall call signals to the system of this invention,
FIG. 6 is an abbreviated logic diagram of a hall call memory and select memory for a typical floor to store signals from FIG. 5;
FIG. 7 is an abbreviated logic diagram of an allotter gating circuit for providing output signals ALLOTTER MAIN RESET, ALLOTTER READ, and ALLOTTER SCAN COMPLETE to a system utilizing this invention;
FIG. 8 is an abbreviated logic diagram of a first car allotter section board for sequencing the dynamic service factors associated with the several landings-for a typical car according to this invention for a typical car;
FIG, 9A and 9B are an abbreviated logic diagram of asecond car allotter section board for sequencing the static car status service factors for a typical car according to this invention for a typical car;
FIG. 10 is a schematic representation of a typical selector switch for setting the weightingto be assigned a service factor of the type sequenced in FIGS. 8, 9A and 9B for a typical car;
FIG. 11 is an abbreviated logic diagram of a third car allotter section board for accumulating the service burden evaluations sequenced in FIGS. 8, 9Aand 98 to ascertain the total service commitment of a typical car and for a reject memory for that car employed in the optimizing of the allotment;
FIG 12 is an abbreviated'logic diagram of a select ring counter and no two car board common to all cars of the system for comparing the accumulated service burden of the cars to select-that car best situated with respect to the allotment call to receive allotment of that call;
FIGS. 13A and 13B are an abbreviatedcar memory for a typical floor and a typical car for storing allotted hall calls and car calls for that floor and car;
FIG. 14 is'a diagram of ascan sequence for an allotment function similar to those of FIGS. 2 and 3 but for only four landings so that it is correlated with the detailed description of a conveniently illustrated embodiment of the invention;
FIG. 15 is a diagram of a time based expanded allot-' ter read interval of the scan of FIG. 14; and
FIG. 16 is a diagram showing on a time base various signals employed in an allotment function.
DESCRIPTION OF THE PREFERRED EMBODIMENT The form of the service requirement evaluation sponding to that landing, and in some instances, only when the master ring counter scan and scanning direction are correlated with the landingand the service direction associated with the call or with a car position.
The functional block diagram of FIG. 1 represents the call finding and allotting signal flow for a time sharing system including the service evaluation means and car assignment means of this invention. The system selects a hall call which is to be assigned and allots that call to the car best suited to serve that call as viewed from a consideration of the current service capability of each car relative to the landing and service direction of the selected hall call.
A review of the general call finding and allotting functions will precede a more detailed consideration of an abbreviated system including only four landings so that a full cycle of the call finding and allotting can be illustrated conveniently.
In the discussion of the functional block diagram of FIG. l reference will be made to the logic diagrams of FIGS. 4 through 12 in which the functions are accomplished. Operation of the call finding functions requires registration of a hall call for a given direction of service from that landing.
The depressing of the up hall call push button 51 of FIGS. 1 and 5 begins the allotting sequence. This places a signal on the corresponding R-C filter board 52 to set the proper push button buffer board PBBI-I of FIG. 5. Where time sharing of signals is employed and the range of car travel is scanned as by a master ring counter 53 of FIG. 4, which scans in an ascending order of floors followed by a reversal to scan in a descending order of floors, the output signal from PBBI-I is present only when the ring counter direction and position coincide with the floor and direction of the operated hall call push button. The output is a PBBH terminal 46 as a signal. This coded output signal is sent from PBBI-I to the corresponding hall call memory for the floor of the call on the hall call memory board l-ICM of FIG. 6 as at terminal 32 of HCM. Time sequencing of the master ring counter codes the input to set the hall call memory for the floor and service direction of the call.
If no other call is being allotted, as indicated in the hall call memories HCM by all select memories being off, the call is selected for allotment when ring counter position and direction correspond with the set hall call memory. This sets the select hall call memory, select memory of FIG. 6 to indicate, by a signal at terminal 8 of HCM to terminal 45 of AGC, to the allotter gating control AGC, FIG. 7, that this hall call has been selected for allotment. All of this is coincident with ring counter scan position and direction.
Allotment is based upon the count accumulated in each cars master binary counter 54 as shown in FIG. 11 in the car allotter section board 3, CAS3. An initial step in each'allotment, therefore, is to reset the allotter by applying to it an ALLOTTER MAIN RESET from terminal 17 of AGC as a signal. In the time sharing type of control this occurs when the ring counter is at a scan position of the allotment floor in the direction of allotment call service. This reset signal resets the binary preset counter 56 and the master binary counter 54, and thus the count held in each car's master binary counter 54. It also resets the select ring counter 59 employed in each selection of a car to be assigned a call in SRCN2, FIG. 12.
When the master ring counter returns to the allotment floor with its direction opposite that of the service direction of the hall call to be allotted a signal RING COUNTER AT ALLOTMENT FLOOR is generated in FIG. 6. This results in turning off of ALLOTTER MAIN RESET and turning on ALLOTTER READ signal from the allotter gating circuit AGC, FIG. 7. An
ALLOTTER READ pulse is issued from terminal 47 as a for each floor as the master ring counter scans the range of car travel and each pulse is sent to each car's car allotter section CASI, FIG. 8.
During the allotter read interval for each floor, each car is checked for a demand and a command at the floor and if either is present a pulse series is gated into that cars master binary counter 54 to represent the service burden it imposes. A travel distance pulse for the floor is also inserted in the cars master binary counter if it must traverse the floor to reach the allotment call.
' A pulse generator 55, FIG. 11, which can be an astable 55 operating at three megacycles constitutes a pulse source for the service requirement pulse series passed to each cars master binary counter 54. When ALLOT- TER READ turns on, each car is checked for a demand at the floor in CAS l. The PRESET MASTER BINARY COUNTER signal is applied to binary preset counter 56 to count pulses generated by the 3MC astable 55 if there is a demand at the floor. If there is no demand, no demand count is permitted. If a demand exists, the preset counter 56, which has a count capacity of 64 before resetting, counts the preset counter capacity count complement of the demand pulse series as set by a biasing control typified by switch 207 FIG. 10. When the count in the preset counter 56 reaches the bias setting for demands, the signal COUNT MASTER BINARY COUNTER is turned on to admit the remaining pulses to the master binary counter 54. An inhibit signal is imposed on the pulse gate from the 3MC astable when preset counter 56 returns to zero at its 64th count.
If the floor of a demand which is subject to ALLOT- TER READ is encountered subsequent in the scan of the master ring counter to the setting of car located memory, see FIG. 8, operated when the scan coincides with car location, the demand is identified as an outside demand and the pulse series is of the length set for outside demands.
Prior to setting of the car located memory an encountered demand is an inside demand.
Completion of the demand evaluation, or skip through if no demand is present, is signified by a DE- MAND COUNT COMPLETE signal on CASl of each car to enable other service factors at the floor to be read by the allotter, see FIG. 8. If no command is present, the circuits skip through to the next bias. Presence of a command will cause a series of pulses to be gated from astable 55 to master binary counter 54 for the car provided no demand was indicated. Command pulsing is skipped if a demand was recorded during the same ALLOTTER READ pulse.
Following the demand and command consideration portion of the allotter reading interval for a floor a terminal portion of that interval is employed to apply a distance pulse series from astable 55 to master binary counter 54 by filling the preset counter 56 to its bias level adjustment. The complement count of that bias level is gated to master'binary counter 54 by controls subject to counter 56 provided the car is committed to travel to that floor before reaching the floor of the allotment call. Thus, after the car is located memory of CAS] has been set, the distance pulse series are inhibited.
In order to permit the reading of demand or command and distance pulse series into the binary counter, the allotter read interval is set at about 125 microseconds in the exemplary embodiment. A read inhibit interval of about 25 microseconds separates each allotter read interval.
The car is located memory of CASl is set when the master ring counter-position corresponds to the car position and ring counter direction opposes car direction. This causes the transfer of the pulse series for demands and commands from inside to outside and skips through all further distance biasing.
As the ring counter reaches the allotment floor following a complete scan for allotter read functions, the ALLOTTER READ pulses are discontinued from allotter gating circuit AGC and AGC issues a SCAN COM- PLETE signal. This signal initiates a check of car status for each car through operations in CAS2, FIGS. 9A and 9B corresponding generally to an allotter read interval. Gating means are actuated in a sequence for various car conditions which are indicated as service burdens or requirements imposing prospective service delays as pulse series applied to master binary counter 54 to accumulate additional count in each car's counter. The static car status factors are loading at 20 percent and 50 percent of rated capacity, M-G set operating status, queue status wherein the car is held at a landing to receive passengers, and three phases of car stopping functions as car in slowdown mode, car is stopped mode (door open) and car is accelerating mode. Only one car stopping status is read for each car and all static car status factors are read without regard to read pulses of the master ring counter.
When all static car status factors have been scanned, at BIAS COMPLETE signal is issued by CAS2 of each car to select ring counter no two car board SRCN2, FIG. 12. Upon receipt of a BIAS COMPLETE signal for each car as a signal from terminal 45 of CASZ of each car to terminal 39 of SRCN2, SRCN2 starts the process of selecting the car having the lowest bias count in its master binary counter.
A pulse generator 58 which can be a 10 kilocycle astable actuates the car selection by driving select ring counter 59. Counter 59, through decoder 60 applies signals to each cars CASS to compare the outputs of the cars master binary counter 54. Fourteen separate signals are employed in the comparison sequence to enable a comparison of output bits from master binary counters 54 in a sequence proceeding from the most significant bit to the least significant bit. The objective of selecting the car whose master binary counter has the lowest count and thus has the lowest service requirement is achieved by a process of elimination in which allotment is rejected by setting a reject memory in each car's CASS until one car remains with no reject memory set. The setting of a cars reject memory prevents its assignment to the allotment call.
Twelve of the select ring counter's counts are employed in the comparison for a typical system capable of evaluation of counts for a 12 stage counter. The 13th select ring counter count allows the unrejected car to be assigned the call by actuating suitable gating. If two or more cars contain the same master binary counter count, then the lowest numbered car is assigned the call.
In the example, the selection of the car in optimum service condition as evidenced by the lowest count is accomplished by a decoder as disclosed in greater detail in the above mentioned Robaszkiewicz patent application for Multiple Digital Comparator. The steps in the comparator function are clocked by an astable proximating that of the master ring counter. Allotment I of the call tothe selected car occurs when the scanner scan position and direction coincides with the call. Therefore, the master ring counter often will advance beyond the position and direction of the call while the select ring counter is selecting the car. Thisrequires the advance of the scan through another cycle to return it to the scan position and direction of the call for completion of allotment. In the description which follows, a 1.2 scan position and a four scan position example are presented as though their respective master ring counters scanned only the floors of the system. In practice, it has been. found convenient to permit the scanner to scan a greater number of positions than the number of landings. One arrangement is that of a 30. scan position master ring counter unit which can be expanded as by duplicating the scan position portions to make a unit of increased capacity in 30 position increments. Such a 30 scan unit will require scan steps beyond the actual floors of a 12 floor system and, therefore, call allotment at the end of the scan having the extra scan positions can be made upon the next coincidence of scan position and direction with the call since the car'selection process proceeds while the master ring counter is scanning the extra floors. In view of the variants in the allotment floor locations, the call allotments, therefore, are
a carcall or command at floor five and in FIG. 3 it has a command at floor nine.
Master ring counter scanning is continuous. For convenience, it is assumed that it starts at the first landing completed in the examples in two scans for calls 10-.
cated a substantial distance along the scan path from the position at which the select ring counter is placed in operation and three scans where the location is close to the select ring counter start position.
When the master ring counter position and direction coincide with the, hall call selected for allotment, the hall call memory I-ICM issues RING COUNTER OP- POSITE ALLQTMENT FLOOR to the SRCN2 board so that the unrejected car is issued a CAR ASSIGNED CALL signal to set its demand memory for that floor and direction in its car memory board CM for that floor. r
The demand memory issues a DEMAND AT THIS FLOOR to the allotter gating control AGC to issue a TI-IIS, DEMAND IN ANY CAR signal. which is'decoded in the hall call memory I-ICM of that floor to reset; theselect memory for that allotment call and conclude the allotting sequence.
The scan sequences discussed above are illustrated in,
and is set for scanning upward. In FIG. 2, the scan advances through the eighth landing without effect. At the ninth landing, the scan is coincident with the call assumed for allotment as to both position and direction, as represented by the arrowhead superimposed on the dash of the scan pulse and the designations I-ICM, SM and AMR to represented the setting of the hall call memory, the select memory and the allotter main reset respectively. The scan proceeds to the 12th landing as an up scan and then initiates down scanning from 12 until it reaches the landing of the allotment call, the hall call in select memory at nine. With the scan coincident with the landing of the allotment call and opposite the service direction of the allotment call, an allotter read signal is issued, as AR opposite nine, and a distance count DC is generated for that floor and in subsequent scan positions for the other floors to be traversed by the car in satisfying its current service commitments. Thus, a distance count issues for floors nine through three on the descending scan. The car need not travel beyond the lowest call, the down demand at three, hence no distance count is generated below three.
On the ascending scan of the master ring counter no service requirement counts are issued until the third landing is scanned. The car is committed by the down demand at three to serve floor three. Demands are read when scan direction opposes their service direction. An inside demand count IDC is generated during the up scan of three to take into consideration the cars down demand at three. A second distance count DC is generated for the third landing and for landings above as the scan advances until the landing at which the car is 10- I cated and at which the car is set to travel opposite the Scan direction is reached to generate a car located signal CL. During the upward scan of the fifth landing, the
inside command ICC representing the car call for the fifth landing is counted. Commands are counted when FIGS. 2 and 3 for a 12 landing system. Each vertical dash represents a master ring counter interval of scan at a landing in horizontal alignment therewith, and as indexed on the left side of the drawing. In FIG. 2, the sequence is applied to a descending car at floor seven, CI (car position represented in the index as asquare containing a downward directed. arrowhead. Its, service capability. is evaluated withrespect to an up hall call. UI-IC, represented, by an unshaded upwardly, pointing arrowhead, .for the ninth landing and a car call or command COM represented by asolid circle, for the fifth landing. In FIG. 3, the, sequence is for an ascending car at floor seven GP to evaluate its service capability with respect to a'down hall call DI-IC for the fifth landing. In eachsequence, the car has an eleven up-demand UD (an assigned up hall call) as represented by the uppointing solid arrow in its left marginal index opposite thejeleventh landing, and a third down demand DD as represented by the do wnvpointing solid arrow in its index opposite the thirdlanding. In FIG. 2, the car has the scan is coincident with the call and the scan direction opposes the direction the car is set run.
After the car is located scanning proceeds to the landing of the allotment call to permit outside demands and commands to be counted. In FIG. 2, the up demand at 11 is counted during the down scan of l l as outside demand count ODC.
Sean is completed at the ninth landing by a signal SC. Thereafter, the static car status is ascertained as a sequence of evaluations of load bias at 20 or 50 percent of capacity, M-G set bias, queue status bias and operating mode bias in that order with counts for each. A biasing complete signal is then issued for all cars and the select ring counter 58 placed in operation.
FIG. 3 shows an allotter scan sequence for a five down hall call. Initiation of allotter read AR occurson the up scan coincident with the allotment call landing,
eral such established levels for a typical car and evalu ating the combined levels for a plurality of elevator cars is illustrated. In illustrating these elements, the values ascertained are shown as the means of assigning or allotting a hall call to the elevator car of the plurality which is best suited to serve that call.
Much of the individual car controls and the central supervisory controls for a pluralcar system has been omitted. It is to be recognized that the elevator cars are provided with hoist motors, motor controls, means coordinating their position and movement with the motor controls and the system supervisory controls. Further,
interfacing means and buffers must be provided be-,
tween the system inputs and the supervisory controls and between the system outputs and those controls. The coupling of these various elements to start, stop and run the cars, to open and close their doors, and to actuate the external signals can be accomplished by apparatus of various known forms.
In order to illustrate the service requirement evaluation means and the means of optimizing the allotment of hall calls to individual cars best situated to serve them, the apparatus for registering a typical hall call and for operating upon that hall call and typical service requirements imposed on that car together with the apparatus for one car for allotting that hall call as a demand on the car is shown. Abbreviated logic diagrams are sectionalized as boards or chassis in which related functions are performed. The abbreviated printed circuit boards disclosed are designated by symbols and have titles generally indicating the functions they accommodate as follows:
SYMBOL SHORT TITLE AGC Allotter Gating Circuit CASI Car Allotter Section Board No. l
(per car) CASZ Car Allotter Section Board No. 2
(per car) CASS Car Allotter Section Board No. 3
(per car) CM Car Memory (per car per floor) HCM Hall Call Memory (typical per call) MCRI Master Ring Counter position MCRZ Master Ring Counter -read-inhibit and direction PBBH Hall Call Push Button Buffer (typical per button) SP1 Switch Panel No. l (per car) SRCN2 Select Ring Counter And No Two Car A number of circuit boards are not shown although they supply input signals to those boards illustrated. Generally, the functional designations on the input leads are self-explanatory as to the purpose of those signals. Boards which are not shown include:
SYMBOL CB3 Contact Buffer per car DC Door Control per car DMC Door Mode Control per car SC Stan Control per car SDS Stop and Direction Selection per car SP2 Bias Switches (corresponds to SPI) per car lFC Interface Control (from floor selector)per car Each board except SP1 includes a number of integrated circuits which are represented by logic elements of their individual sections. These circuits are in transistor-transistor logic to provide NANDs and NORs. In order to facilitate an understanding of the logic and associate terminals with boards and logic ele-' ments, a system of identification will be followed wherein boards terminals will be numbered within the circles adjacent their margins representing those terminals and the board symbol will be placed within and in the lower right-hand corner of a rectangle encompassing that portion of the board illustrated. A label will be applied to each board input and output to designate the general logic function of the signal it transmits. The true signal will be designated parenthetically as or when the labled function is effective. In the discussion, the board terminals will be designated as PBBI-I-16+ to represent a positive going or logical 1 signal applied to terminal 16 at the lower left of the PBBI-I board in FIG. 5. A logical l on the output terminal 46 of board PBBH will be designated PBBI-l46+ and conversely a logical 0 will be PBBI-I46. The individual logic elements can be one or more multiple input NAND gates in commercial integrated circuits as quadruple 2-input NAND gates, SN74ON, triple 3-input NAND gates, SN7410N, dual 4-input NAND gates, SN 7420N, 8-input NAND gate, SN7430N, and quadruple 2-input NAND gate with open collector output SN740IN all of which are available from Texas Instruments Incorporated, Post Office Box 5012, Dallas, Texas 75222. Further, dual 4-input NAND buffer units SN7440N, four bit binary counters SN7493N, and binary to decimal decoders SN7442N are available from Texas Instruments Incorporated.
The individual logic elements of the integrated circuits are designated in a numerical reference character sequence beginning with 101 and their terminals are designated numerically. Small circles on the terminals of the logic elements indicate the signal is of the opposite sense when passed through it. Thus, in FIG. 5, logic element 101 is a NOT or inverter gate which assumes the inverse of its input as a negative signal 101-1-- and results in a positive signal 101-2+. Note that the terminal designation follows the element reference character and is separated therefrom by a dash while the signal is designated by a suffix minus or plus sign. NAND 102 of FIG. 5 upon coincidence of 102l+ and 1022+ issues a 102-3- while the presence of either a 102-1 or 102-2- issues a 102-3+. NANDs are also represented as NAND of FIG. 6 where they perform OR logic to issue a 115-4+ when any of their inputs have a minus. NOR 104 of FIG. 4 will issue a 104-3- where any input receives a plus and a 104-3+ when both inputs are minus while NOR 241 of FIG. 7 is employed for a coincidence function where 241-1- and 241-2- produce a 243-3+ output.
With the above nomenclature in mind, the allotment of a hall call will be described for a system of four landings. In this description, the following assumptions are made for convenience:
l. The car to which the allotment will be made is at the first floor.
2. That car has a two-up-demand (an assigned Z-up hall call).
3. That car has a command at four (a fourth floor car call is registered in that car).
4. The cars doors are fully open.
5. That cars logic and destination direction are up.
6. That cars M-G set is running.
7. That car is in group service.
8. The three-up-hall call push button is pushed.
9. No other calls are being allotted.

Claims (69)

1. An elevator control for a plurality of cars serving a plurality of floors including a scanning means for scanning said floors; means for registering calls for service at the floors; call memory means for each of a plurality of calls for service to floors set in response to a coincidence of operation of said registering means for said floor and the scan of said scanning means with said floor; select memory means for each of a plurality of calls for service to floors set in response to a coincidence of a registered call for said floor and the scan of said scanning means with said floor; and means responsive to the setting of said select memory for evaluating the availability of each of a plurality of cars to serve the registered call of said select memory.
2. An elevator control according to claim 1 including means to assign the call of said set select memory to the car of said plurality having the optimum availability.
3. An elevator control according to claim 2 including demand memory means for each car for each of a plurality of calls for service to floors and means to set the demand memory of the car having the optimum availability in response to a coincidence of the scan of said scanning means with said floor.
4. An elevator control according to claim 2 including means to reset said select memory in response to a coincidence of an assignment of a car by said assigning means and the scan of said scanning means with said floor of said select memory.
5. A control according to claim 1 including means responsive to a set select memory to inhibit the setting of other select memories.
6. An elevator control for a plurality of cars serving a plurality of floors, means for registering calls common to said cars, means to select a call for allotment to a car and means to scan the floors to allot the call to the car the improvement which comprises a single scanner for scanning the floors to select a call and to scan the floors to allot the call, a select memory for each of a plurality of said call means, means to set said select memory for a registered call in response to coincidence of the registered call and the scan of the floor of the call by said scanner; and means to evaluate service burden for floors on individual cars relative to said call of said set select memory in response to coincidence of the scan of said scanner with said other floors.
7. A control according to claim 6 wherein said scanner runs continuously.
8. A control according to claim 6 wherein said scanner runs upward and downward according to the floor sequence of the system.
9. A control according to claim 8 wherein said select memory is set upon coincidence of said scanner scan position with the floor of the call of said select memory and scan direction corresponding to the service direction of the call.
10. A control according to claim 8 including a read interval defining means for defining an interval for each of a plurality of scan positions actuated by said scanner; and means to actuate said read interval upon coincidence of said scanner scan position with the floor of the call of said select memory.
11. A control according to claim 10 wherein said read interval actuating means is effective while said scanner scan direction opposes the service direction of the call of said select memory.
12. A control according to claim 11 including means to inhibit said actuated read interval means upon completion of the scan of all floors.
13. A control according to claim 12 including means to assign the call of said set select memory to a car upon coincidence of said scanner scan position and direction with the floor and service direction of the call of said select memory following completion of the scan of all floors with said read interval means actuated.
14. A control according to claim 6 including a read interval defining means for defining an interval for each of a plurality of successive scan positions actuated by said scanner; and an inhibit interval defining means actuated between successive read intervals by said scanner.
15. A control according to claim 14 including a clocking means for said scanner defining a scanner frequency; means to generate a series of pulses of higher frequency than the frequency of said scanner clocking means, a pulse counter, and means coupling said pulse generating means to said pulse counter during a read interval.
16. A control according to claim 15 wherein said pulse counter is provided individually for each of a plurality of cars.
17. A control according to claim 6 including a clocking means for said scanner for defining a scan frequency; a read interval defining means for defining an interval for each scan position; a pulse generator for generating a plurality of pulses during a read interval; a pulse counter; means for selectively coupling said pulse generator to said pulse counter; and means to adjust the number of pulses issued by said pulse generator while coupled to said pulse counter.
18. A control according to claim 17 wherein certain of said scanner scan positions correspond to floors served by said cars; and wherein said means responsive to service burden is responsive to service burden at the floor corresponding to the scanner scan position which is imposed upon the respective car.
19. A control according to claim 6 including a clocking means for said scanner for defining a scan frequency; a read interval defining means for defining a read interval for each of a plurality of scan positions; a pulse generator for generating a plurality of pulses during a read interval; a pulse counter for each car; means responsive to a predetermined service burden imposed on a car for selectively coupling said pulse generator to said pulse counter for said car.
20. A control according to claim 19 wherein certain of said scanner scan positions correspond to floors served by said cars; and wherein said means responsive to service burden is responsive to any of a plurality of service burdens at the floor corresponding to the scanner scan position which are imposed upon the respective car.
21. A control according to claim 19 including means to reset said pulse counter count for each car in response to the setting of said select memory.
22. A control according to claim 21 including a clocking means for said scanner for defining a scan frequency; a read interval defining means for defining a read interval for each of a plurality of scan positions; a pulse counter for each car; and means responsive to a predetermined service burden imposed upon a car and Associated with a floor corresponding to the current scan position of said scanner to apply a predetermined number of pulses to said counter for said car during the read interval for said scan position.
23. A control according to claim 22 including means to define the floors which said car is required to traverse before it can serve the call of said set select memory; and wherein said pulse applying means is responsive while said scanner is at a scan position to said means defining floors to be traversed to apply a number of pulses correlated to the time required for the car to traverse the floor of that scan position.
24. A control according to claim 22 including means individual to each car for registering car calls for floors; means to define the presence of a car call for a floor having the scanner scan position coincident; and wherein said pulse applying means is responsive while said scanner is at a scan position to said means to define a car call for the floor of that scan position to apply a number of pulses correlated to the time required for the car to serve the car call for the floor of that scan position.
25. A control according to claim 22 including means to allot individual hall calls to individual cars in response to said service evaluation means; a demand memory set for each hall call assigned to a car; and wherein said pulse applying means is responsive to said demand memory while said scanner is at a scan position to apply a number of pulses for each demand memory set correlated to the time required to serve the set demand for the floor of that scan position.
26. A control according to claim 22 wherein said means responsive to a predetermined service burden includes a first means responsive to a first service burden imposed upon a car and associated with a floor corresponding to the current scan position to apply a first predetermined number of pulses to said counter, a second means responsive to a second burden imposed upon a car and associated with a floor corresponding to the current scan position to apply a second predetermined number of pulses to said counter, and sequencing means to apply said first predetermined number of pulses ahead of said second predetermined number of pulses.
27. A control according to claim 26 including means to allot individual hall calls to individual cars as demands for the floors of the calls; means to define the floors which said car is required to traverse before it can serve the call of said set select memory; and wherein said first means is responsive to demands imposed upon said car for said floors and said second means is responsive to distance said car is required to traverse at said floors.
28. A control according to claim 26 including means individual to each car for registering car calls for floors, means to define the floors which said car is required to traverse before it can serve the call of said set select memory; and wherein said first means is responsive to car calls imposed upon said car for said floors and said second means is responsive to distance said car is required to traverse at said floors.
29. A control according to claim 6 including means responsive to a set select memory to inhibit the setting of other select memories.
30. A control according to claim 6 including a pulse counter for each car; means to sense a static service burden imposed upon any of a plurality of said cars and tending to delay its service to the call of said set select memory; and means to insert a pulse count in said counter of each of a plurality of cars subject to said static service burden correlated in number to the delay in service imposed upon said car by said burden.
31. A control according to claim 6 including a pulse counter for each car; means to sense a first static service burden imposed upon any of a plurality of said cars and tending to delay its service to the call of said select memory; means to sense a second static service burden imposed upon any of a plurality of said cars and tending to delay its service to the call of said select memory; and means to insert a pulse count in said counter of each of a plurality of cars subject to any of said first and second static service burdens correlated in number to the delay in service imposed upon said car by said burden.
32. A control according to claim 31 wherein said means to insert a count includes means to sequence a count insertion for said first service burden ahead of a count insertion for said second service burden.
33. An elevator control for a plurality of cars serving a plurality of floors including means for registering calls common to a plurality of said cars and means for assigning individual registered hall calls to individual cars the improvement comprising scanning means for scanning said floors; a pulse counter for each car; means effective for each scan position corresponding to a floor which a car is committed to traverse to generate a plurality of pulses for any of a plurality of service burdens imposed upon said car for said floor; a pulse counter for each car for accumulating pulses generated for service burdens imposed on said car; means to compare the number of pulses accumulated and means to select that car having the lowest number of accumulated pulses for assignment of a registered hall call.
34. An elevator control according to claim 38 including a select memory set upon coincidence of said scanner scan position with the floor of a registered hall call; and means to assign the call of the set select memory to the car selected by said car selecting means.
35. An elevator control according to claim 34 including means to reset said counters for all cars upon setting a select memory.
36. In an elevator system, means for representing a first and second service factor comprising a pulse generator; control means to cause said pulse generator to issue a first series of pulses in response to said first service factor imposed on a car representative of said service factor; a second control means to cause said pulse generator to issue a second series of pulses in response to a second service factor imposed on said car and means to sequence said first and second means whereby the overlap of the pulses of the respective first and second pulse series is avoided.
37. A combination according to claim 36 including means to associate said control means with a given location along a path of travel for an elevator car.
38. A combination according to claim 36 including means to associate in sequence said control means with each of a plurality of locations along a path of travel for an elevator car.
39. A combination according to claim 38 including third control means to cause said pulse generator to issue a third series of pulses in response to a condition imposed upon an elevator car; and means to sequence said third control means with said first and second control means whereby the overlap of the pulses of the respective first, second and third pulse series is avoided.
40. Elevator service requirement evaluation means comprising first means responsive to a first service requirement for issuing a first predetermined plurality of pulses in response to the imposition of said requirement; second means responsive to a second service requirement of a type different from said first service requirement for issuing a second predetermined plurality of pulses in response to the imposition of said requirement; and means to accumulate said pulses from said generating means as an indication of combined imposed service requirements.
41. Elevator service requirement evaluation means according to claim 40 wherein said service requirements are for a given landing.
42. Elevator service requirement evaluation means according to claim 41 including means for registering calls for service at each of a plurality of landings wherein said service requirements are a call for service at said given landing and a distance to be traversed by an elevator car at said given landing.
43. Elevator service requireMent evaluation means according to claim 41 including means for registering a car call for service at said given landing; means for registering a landing call for service at said given landing; and wherein said first means includes means responsive to a car call for said given landing to issue a car call series of pulses of a predetermined number, means responsive to a landing call for said given landing to issue a landing call series of pulses of a predetermined number, and means responsive to a coincidence of a car call and a landing call to render a selected one of said call responsive means ineffective.
44. Elevator service requirement evaluation means according to claim 43 wherein said selected one of said call responsive means is said means responsive to a car call.
45. Elevator service requirement evaluation means according to claim 40 including sequencing means to enable said second means following the completion of pulse issuance by said first means.
46. Elevator service requirement evaluation means according to claim 40 including means responsive to the absence of said first service requirement and sequencing means to enable said second means in response to the means responsive to an absence of said first service requirement.
47. Elevator service requirement evaluation means according to claim 40 including means to actuate said first and second means for a given landing; and means to sequence said first and second means for said given landing to enable said second means following the completion of pulse issuance by said first means.
48. Elevator service requirement evaluation means according to claim 40 including means for registering car calls for service at landings; means for registering landing calls for service at landings; and wherein said first means includes means responsive to a car call for a landing to generate a car call series of pulses of a predetermined number, and means responsive to a landing call for a landing to generate a landing call series of pulses of a predetermined number.
49. Elevator service requirement evaluation means according to claim 40 for an elevator system having a plurality of cars, wherein said means to accumulate pulses is individual to each of a plurality of said cars, whereby the accumulated pulse count for each car is an indication of combined imposed service requirements on said car.
50. Elevator service requirement evaluation means according to claim 40 including means to adjust the number of pulses generated by said first means.
51. Elevator service requirement evaluation means according to claim 40 for an elevator system having a plurality of cars, wherein said first, second and accumulating means are individual to each of a plurality of said cars whereby the accumulated pulse count for each car is an indication of combined imposed service requirements on said car.
52. Elevator service requirement evaluation means according to claim 51 including means individual to each of a plurality of said cars to adjust the number of pulses generated by said first means.
53. Elevator service requirement evaluation means according to claim 40 for an elevator system serving a plurality of landings including means to successively scan said landings; means responsive to said scanning means to actuate said first and second means to respond to respective first and second service requirements at scanned landings for each of a plurality of said landings.
54. Elevator service requirement evaluation means according to claim 40 for an elevator system having a plurality of cars serving a plurality of landings wherein said first, second and accumulating means are individual to each of a plurality of said cars; including means to successively scan said landings; and means responsive to said scanning means coincidence of scan with said landings to actuate said first and second means to respond to respective first and second service requirements imposed on individual cars for said landings for each of a plurality of said laNdings.
55. Elevator service requirement evaluation means comprising a pulse counter; means responsive to a given service condition to insert a predetermined plural pulse count in said counter; and means responsive to a second service condition of a type different from said given service condition to insert a second predetermined plural pulse count in said counter whereby the total pulse count in said pulse counter indicates the combined service burden imposed by the conditions.
56. Elevator service requirement evaluation means for a system comprising a plurality of landings comprising means to register landing calls for said landings for each direction of travel form said landings; means to register car calls for service to said landings; a scanner to scan said landings upward and downward in their natural order; a landing call memory for each of a plurality of landings and service direction which is set in response to a coincidence of scanner scan position and direction with a registered landing call for the landing and service direction; a landing call select memory for each of a plurality of landings and service direction which is set in response to a coincidence of scanner scan position and direction with a set landing call memory for the landing and service direction and the absence of any other set landing call select memory; first means responsive to a first service requirement for issuing a first predetermined plurality of pulses in response to the imposition of said first requirement for each of a plurality of said landings when said scanner scan is coincident with said landings; enabling means for said first means actuated by coincidence of said scanner scan location with the landing of a set select memory and said scanner scan direction is opposed to the service direction of said set select memory and maintained actuated for an interval until a scanner scan of all landings in both directions is completed; and means to accumulate pulses issued by said first means while said enabling means is actuated as an indication of the imposed service requirement.
57. Elevator service requirement evaluation means according to claim 56 including second means responsive to a second service requirement for issuing a second predetermined plurality of pulses in response to the imposition of said second requirement for each of a plurality of said landings when said scanner scan is coincident with said landings; said enabling means when actuated enabling said second means; and said means to accumulate pulses accumulating pulses issued by said second means.
58. Elevator service requirement evaluation means according to claim 56 including a static service burden responsive means for imposing a pulse count on said pulse accumulating means representing a level of service burden imposed by the static service burden.
59. Elevator service requirement evaluation means according to claim 56 including means to reset said pulse accumulating means prior to the actuation of said enabling means.
60. Elevator service requirement evaluation means according to claim 59 including a static service requirement burden responsive means responsive subsequent to operation of said reset means for imposing a pulse count on said pulse accumulating means representing a level of service burden imposed by the static service burden.
61. Elevator service requirement evaluation means according to claim 56 wherein said reset means is responsive to a coincidence of scanner scan position and direction with the landing and service direction of a set select memory.
62. Elevator service requirement evaluation means according to claim 56 including a static service burden responsive means effective subsequent to the termination of the actuated interval of said enabling means for imposing a pulse count on said pulse accumulating means representing a level of service burden imposed by the static service burden.
63. Elevator service requirement evaluation means for a system comprising a plurality of cars sErving said landings according to claim 56 wherein said means to accumulate pulses is individual to each of a plurality of said cars whereby the accumulated pulse count for each car is an indication of combined imposed service requirements on said car.
64. Elevator service requirement evaluation means according to claim 63 including means responsive when said scan is coincident with the landing of a set select memory to allot the landing call of said select memory to the car having a certain pulse count in its accumulating means subsequent to the termination of the actuated interval of said enabling means.
65. Elevator service requirement evaluation means according to claim 64 wherein said certain pulse count is the least pulse count for any car.
66. Elevator service requirement evaluation means according to claim 64 including a demand memory for each of a plurality of cars for each of a plurality of landings and service directions of said landing calls; and wherein said allotting means sets the demand for the landing and service direction of the set select memory when said scan position and direction is coincident with said landing and service direction.
67. An elevator control responsive to an imposed service burden for producing a pulse count of a desired number corresponding to the delay imposed by said service burden comprising means to generate a given number of pulses; means to issue a signal when the given number complement of the desired number of pulses has been generated; and means responsive to said signal to issue the balance of the given number of pulses.
68. An elevator control for producing a first pulse count corresponding to the delay imposed by a service condition and for producing a second pulse count corresponding to the delay imposed by a second service condition comprising first means responsive to said first predetermined service condition; second means responsive to said second predetermined service condition, means to produce a given number of pulses; means responsive to said first means to issue a signal when the given number complement of the first pulse count has been generated; means responsive to said second means to issue said signal when the given number complement of the second pulse count has been generated; and means responsive to said signal to issue the balance of the given number of pulses.
69. In an elevator control, means for generating a pulse train of a length corresponding to a delay anticipated for a service burden imposed comprising: a pulse issuing gate; a preset pulse counter having a predetermined count capacity; a plurality of outputs for said preset pulse count representative of binary count bits; a preset pulse gate coupled to said preset pulse counter; a pulse source coupled to said pulse issuing gate and said preset pulse gate; a count gate having a plurality of inputs; a bias signal source; a multiplicity of switching means for selectively coupling said outputs of said preset counter and said bias signal source to said count gate inputs in combinations to provide coincident gating inputs to said count gate at selected counts within the capacity count of said preset counter; a preset control gate for issuing a gating signal to said preset pulse gate; an advance from preset gate; a pulse issuing control gate for issuing a gating signal to said pulse issuing gate; a count is completed gate; means for applying a service burden evaluation enabling signal to said preset control gate and advance from preset gate; means for applying a service burden signal to gate said enabled preset control gate when said burden is imposed whereby said preset pulse gate admits pulses from said pulse source to said preset counter; means responsive to coincident inputs to said count gate from said preset counter outputs to gate said advance from preset gate to enable said pulse issuing control gate and said count is completed gate; means responsive to a couNt other than zero in said preset counter to gate said enabled pulse issuing control gate to gate said pulse issuing gate; and means responsive to a count of zero in said preset counter to inhibit said pulse issuing control gate and said pulse issuing gate while gating said count is completed gate.
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EP0357936A1 (en) * 1988-08-31 1990-03-14 Inventio Ag Dynamic selection of elevator call assignment scan direction
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Cited By (25)

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US3902571A (en) * 1972-11-20 1975-09-02 Hitachi Ltd Elevator control system
US3851735A (en) * 1973-03-12 1974-12-03 Westinghouse Electric Corp Elevator system
US3854554A (en) * 1973-03-12 1974-12-17 Westinghouse Electric Corp Elevator system
US3804209A (en) * 1973-03-12 1974-04-16 Westinghouse Electric Corp Elevator system
US3841443A (en) * 1973-09-13 1974-10-15 Westinghouse Electric Corp Elevator system
US3973649A (en) * 1974-01-30 1976-08-10 Hitachi, Ltd. Elevator control apparatus
US4082164A (en) * 1974-04-24 1978-04-04 Westinghouse Electric Corporation Elevator system
US4240527A (en) * 1974-05-15 1980-12-23 Westinghouse Electric Corp. Elevator system
US4037688A (en) * 1974-09-04 1977-07-26 Westinghouse Electric Corporation Elevator system
US4046227A (en) * 1974-09-04 1977-09-06 Westinghouse Electric Corporation Elevator system
US4043429A (en) * 1975-01-06 1977-08-23 Hitachi, Ltd. Elevator car group control system
US4046228A (en) * 1975-05-05 1977-09-06 Westinghouse Electric Corporation Elevator system
US4113066A (en) * 1975-07-02 1978-09-12 Hitachi, Ltd. Elevator control apparatus having a novel hall call allotting device
US4149613A (en) * 1975-11-04 1979-04-17 Hitachi, Ltd. Elevator control system
US4166518A (en) * 1976-07-30 1979-09-04 Hitachi, Ltd. Elevator control system
US4210227A (en) * 1978-01-17 1980-07-01 Inventio Ag Apparatus for selecting a storey call at an elevator system
US4363381A (en) * 1979-12-03 1982-12-14 Otis Elevator Company Relative system response elevator call assignments
US4355705A (en) * 1979-12-21 1982-10-26 Inventio Ag Group control for elevators
US4782921A (en) * 1988-03-16 1988-11-08 Westinghouse Electric Corp. Coincident call optimization in an elevator dispatching system
US4784240A (en) * 1988-03-16 1988-11-15 Westinghouse Electric Corp. Method for using door cycle time in dispatching elevator cars
US4790412A (en) * 1988-03-16 1988-12-13 Westinghouse Electric Corp. Anti-bunching method for dispatching elevator cars
US4793443A (en) * 1988-03-16 1988-12-27 Westinghouse Electric Corp. Dynamic assignment switching in the dispatching of elevator cars
EP0357936A1 (en) * 1988-08-31 1990-03-14 Inventio Ag Dynamic selection of elevator call assignment scan direction
US20100300814A1 (en) * 2007-05-23 2010-12-02 Mitsubishi Electric Corporation Group management controller of elevator
US8286755B2 (en) * 2007-05-23 2012-10-16 Mitsubishi Elelctric Corporation Group management controller of elevator including limit value setting means for setting a limit value for limiting a count of car calls

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