EP1760025A1 - System und Verfahren zur Aufzugsgruppensteuerung - Google Patents

System und Verfahren zur Aufzugsgruppensteuerung Download PDF

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Publication number
EP1760025A1
EP1760025A1 EP06017909A EP06017909A EP1760025A1 EP 1760025 A1 EP1760025 A1 EP 1760025A1 EP 06017909 A EP06017909 A EP 06017909A EP 06017909 A EP06017909 A EP 06017909A EP 1760025 A1 EP1760025 A1 EP 1760025A1
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EP
European Patent Office
Prior art keywords
elevator
car
trajectory
forecasted
time
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Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP06017909A
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English (en)
French (fr)
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EP1760025B1 (de
Inventor
Toshifumi Yoshikawa
Satoru Toriyabe
Takamichi Hoshino
Shunichi Tanae
Atsuya Fujino
Masaya Furuhashi
Kenji Yoneda
Ryo Okabe
Keiichi Aida
Masaaki Tamada
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Hitachi Ltd
Hitachi Mito Engineering Co Ltd
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Hitachi Ltd
Hitachi Mito Engineering Co Ltd
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Publication of EP1760025A1 publication Critical patent/EP1760025A1/de
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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
    • B66B1/24—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration
    • B66B1/2408—Control systems with regulation, i.e. with retroactive action, for influencing travelling speed, acceleration, or deceleration where the allocation of a call to an elevator car is of importance, i.e. by means of a supervisory or group controller
    • B66B1/2458—For elevator systems with multiple shafts and a single car per shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B2201/00—Aspects of control systems of elevators
    • B66B2201/10—Details with respect to the type of call input
    • B66B2201/102—Up or down call input
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B2201/00—Aspects of control systems of elevators
    • B66B2201/20—Details of the evaluation method for the allocation of a call to an elevator car
    • B66B2201/211—Waiting time, i.e. response time
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B2201/00—Aspects of control systems of elevators
    • B66B2201/20—Details of the evaluation method for the allocation of a call to an elevator car
    • B66B2201/222—Taking into account the number of passengers present in the elevator car to be allocated
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B2201/00—Aspects of control systems of elevators
    • B66B2201/20—Details of the evaluation method for the allocation of a call to an elevator car
    • B66B2201/226—Taking into account the distribution of elevator cars within the elevator system, e.g. to prevent clustering of elevator cars
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B2201/00—Aspects of control systems of elevators
    • B66B2201/20—Details of the evaluation method for the allocation of a call to an elevator car
    • B66B2201/234—Taking into account uncertainty terms for predicted values, e.g. the predicted arrival time of an elevator car at the floor where a call is made

Definitions

  • This invention relates to an elevator group control system and a control method for controlling a plurality of elevator cars collectively as one group.
  • An elevator group control system provides a more efficient transportation service to users by handling a plurality of elevator cars as one group. Specifically, a plurality of elevator cars (normally, three to eight elevator cars) are controlled as one group, and in the case where a hall call is generated from a given floor, the optimum elevator car is selected from this group and the hall call is assigned to the particular elevator car.
  • the conventional group control system basically controls the assignment according to the assignment evaluating function based on the forecasted waiting time. Specifically, in the case where a new hall call is generated, the forecasted waiting time is calculated for each hall call (a new hall call and a hall call yet to be served) held by each car and an elevator car associated with a minimum waiting time or an elevator car associated with a minimum maximum waiting time is assigned the particular hall call.
  • This control operation though basically employed for group control by each elevator maker, has two problems described below.
  • an object of this invention is to solve this problem of the conventional techniques and to control the cars more properly in positions at equal time intervals.
  • an elevator group control system for controlling a plurality of elevator cars serving a plurality of floors, wherein a reference trajectory indicating a future reference position is prepared for each elevator car, and the future position of each elevator car is forecasted thereby to prepare a forecasted trajectory corresponding to the reference trajectory. Then, the car speed and the car stop time of each elevator car or the stop position of a waiting elevator car to which a car call and a hall call are not assigned are adjusted in such a manner that the forecasted trajectory approaches the reference trajectory.
  • an elevator group control system and a control method wherein the future position of each elevator car is forecasted and a hall call generated is assigned to an elevator car in such a manner as to equalize the intervals between the elevator cars on the one hand and the car speed and the car stop time of other than the assigned elevator car or the stop position of a waiting elevator car are adjusted in such a manner as to equalize the intervals between the elevator cars.
  • an elevator group control system and a control method wherein a reference trajectory indicating a reference position of each elevator car at a time point within a predetermined future time is prepared for each elevator car, and a forecasted trajectory corresponding to the reference trajectory is prepared by forecasting the position of each elevator car at a time point within the predetermined future time.
  • a hall call generated is assigned to an elevator car in such a manner the forecasted trajectory approaches the reference trajectory.
  • the car speed and the car stop time of the elevator cars other than the assigned elevator car or the stop position of a waiting elevator car is adjusted in such a manner that the forecasted trajectory approaches the reference trajectory.
  • the means for adjusting the car speed of an elevator car includes a means for adjusting the car speed or acceleration
  • the means for adjusting the elevator stop time includes a means for adjusting the door operation speed and the door opening time of an elevator car or the door operation select operation of a waiting elevator car.
  • a plurality of elevator cars can be controlled to positions at as equal time intervals as possible both accurately and finely thereby to shorten the waiting time of users.
  • Fig. 1 is a functional block diagram for controlling an elevator group control system according to a first embodiment of the invention.
  • a group control system is configured of a group control unit 10, individual controllers 11A to 11C for the respective elevator units 12A to 12C and the elevator units 12A to 12C.
  • the elevator units 12A to 12C are collected in one group and collectively controlled by the group control unit 10. Specifically, the information for each elevator unit such as the position, direction, speed, hall call, car call and the number of passengers are collected in the group control unit 10 through the individual controllers 11A to 11C. Based on these information, the group control unit 10 generates an appropriate elevator operation command and issues it to each of the individual controllers 11A to 11C thereby to control the operation of the elevator units 12A to 12C.
  • the group control unit 10 constituting the essential part of the invention is explained in detail below.
  • the information collected from the individual controllers 11A to 11C are stored in the information collector 1.
  • the information held in the information collector 1 includes the information on each elevator unit, the information on the calls assigned to each elevator and the information on the traffic of the building in which the elevator units are installed.
  • the information on each elevator unit includes the position, direction, speed and acceleration of each car and a hall call assigned to each car, a car call generated, number of passengers in the car and the elevator door condition.
  • the information on a call assigned to each elevator car includes the time elapsed from the generation of each hall call and the forecasted waiting time.
  • the information on the traffic of the particular building include the present traffic pattern of the building, the average stop probability at each floor, the average stop time at each floor and the OD (origin-designation) matrix.
  • the forecasted trajectory preparation unit 3 prepares a forecasted trajectory described later.
  • the forecasted trajectory is, in short, the future trajectory (locus) of each elevator car forecasted on time axis.
  • the reference trajectory preparation unit 2 prepares the reference trajectory described below using the information of the information collector 1 and the forecasted trajectory.
  • the reference trajectory is, in short, an intended trajectory (locus) plotted on the time axis for each elevator car.
  • the intended trajectory is defined basically as a trajectory for leading to equal time intervals.
  • the trajectory error evaluating unit 4 calculates the error between the reference trajectory and the forecasted trajectory.
  • the trajectory error is defined as an index quantitatively assessing the degree of discrepancy between the trajectories as an error.
  • Specific examples of the reference trajectory and the forecasted trajectory are shown in Fig. 2, and each expressed by a line on the time axis. The area defined by the two lines, therefore, is an index indicating the error between the trajectories.
  • the trajectory adjust operation setting unit 5 sets various trajectory adjust means in the trajectory adjust means 6 other than assignment and an adjustment amount (adjustment parameter amount) thereof.
  • the trajectory adjust operation set by the trajectory adjust operation setting unit 5 has an effect on the shape of the forecasted trajectory.
  • the forecasted trajectory is adjusted by the trajectory adjust operation setting unit 5 to make a more appropriate shape (state) of the forecasted trajectory.
  • a forecasted trajectory (adjusted forecasted trajectory) is computed anew by the trajectory adjust operation setting unit 5.
  • the trajectory error evaluating unit 4 assesses the error between the reference trajectory and the forecasted trajectory.
  • the trajectory adjust operation is performed in a plurality of ways by changing the adjust means and the adjust amount described later. Nevertheless, the trajectory adjust operation may be carried out only once or never.
  • a trajectory error evaluate value corresponding to each of a plurality of adjust operation cases is calculated.
  • an adjust operation case having the smallest error evaluate value i.e. an adjust operation case generating an adjusted forecasted trajectory nearest to the reference trajectory is selected as a trajectory adjust means to be actually carried out.
  • the trajectory adjust means 6 for other than assignment is a mass of specific trajectory adjust means capable of adjusting a forecasted trajectory by the operation other than the hall call assignment.
  • seven trajectory adjust means are prepared, including (1) the car speed adjustment, (2) the car acceleration adjustment, (3) the door operation speed adjustment, (4) the door opening time adjustment, (5) the selection of the door operation state of a waiting car, (6) the close button valid/invalid selection, and (7) waiting position adjustment.
  • These seven adjust operations are roughly classified into (a) the adjustment of car speed, (b) the stop time adjustment, and (c) the stop position adjustment.
  • the item (a) adjustment of car speed is associated with (1) car speed adjustment and (2) car acceleration adjustment
  • the item (b) the stop time adjustment is associated with (3) the door operation speed adjustment, (4) the door opening time adjustment, (5) the selection of the door operation state in waiting time and (6) the close button valid/invalid selection.
  • the item (c) the stop position adjustment is associated with (7) the waiting position adjustment.
  • the adjustment of car speed and (b) the stop time adjustment have a large effect on adjustment of the forecasted trajectory
  • (a) the car speed adjustment adjusts the inclination of the forecasted trajectory
  • the stop time adjustment adjusts the stop time length of the forecasted trajectory remaining the same.
  • An operating condition determining unit 9 of the operation means determines which one of the trajectory adjust means 6 is applicable based on the information of the information collector 1. Also, the upper and lower limits of the adjust amount of each adjust means is defined based on the same information. In the case where passengers in the car is small in number or zero, for example, the adjustment of car speed (especially, adjustment for decreasing the speed) is applicable. This is intended to suppress the effect of deteriorating the serviceability as far as possible by decreasing the speed. In a situation where the elevator utilization factor is high (during rush hours, for example), on the other hand, the adjustment of door operation speed may be made inapplicable to secure safety.
  • a trajectory adjust operation determining unit 7 the trajectory error evaluate values for a plurality of trajectory adjust operation cases (among which adjust means and adjust amount are varied) set in the trajectory adjust operation setting unit 5 are compared with each other, and a case with the smallest error evaluate value is selected as an operation case to be actually performed.
  • the "smallest error evaluate value" is indicative that the adjusted forecasted trajectory is nearest to the reference trajectory.
  • this adjust means therefore, the forecasted trajectory can be made to gradually approach the reference trajectory.
  • there are two adjust operation cases i.e. a case in which the car speed is decreased to 10 % below the rated speed (in adjust amount) and a case in which the car speed is decreased to 30 % below the rated speed, by a car speed adjust means.
  • the latter case i.e. 30 % lower than the rated speed, if smaller in trajectory error evaluate value, is selected.
  • a trajectory adjust command unit 8 in order to actually carry out the trajectory adjust means selected by the trajectory adjust operation determining unit 7, transmits a control command to the individual controllers 11A to 11C of the elevator units.
  • the adjust operation is carried out by the individual controllers 11A to 11C in accordance with the control command.
  • a control command to decrease the speed of the second elevator car to 30 % below the rated speed is sent so that the second elevator car may follow the reference trajectory.
  • Fig. 2 is a diagram showing an example of the control operation of the elevator group control system according to the first embodiment of the invention. Especially, an example of trajectory adjust operation is shown in which the car speed of the elevator car, i.e. (1) the car speed is adjusted.
  • the number of elevator cars controlled as a group is set to two and the number of floors is set to five to avoid complication.
  • the left diagram in Fig. 2(a) shows the present position and direction of the cars by a ring expression.
  • the ring expression is a method in which each floor is divided into two directions, up and down, and each elevator car making one round is plotted as if running along a ring.
  • a first car 101 is moving up at the first floor and a second car 102 is moving up at the third floor.
  • the abscissa represents the time axis with the present time point as an origin, and the ordinate the position (floor).
  • the abscissa representing the time axis indicates the future.
  • the position and direction of each elevator car at the present time point is the same as the position in the ring expression in the left diagram.
  • the solid locus drawn from each elevator car indicates a forecasted trajectory.
  • the forecasted trajectory of the first car is indicated by a solid locus 103, and the forecasted trajectory of the second car by a solid locus 104.
  • the two forecasted trajectories are computed by the forecasted trajectory preparation unit 3 shown in Fig. 1.
  • the two forecasted trajectories show that the two cars are too near to each other and assume what is called a crowded operation state.
  • the time before arrival at the particular hall is lengthened and a long waiting time is caused.
  • the elevator cars are required to be operated at equal time intervals, and in the case under consideration, the phase of the forecasted trajectory of the first car is required to be delayed more.
  • the reference trajectory of the first car should be set as indicated by one-dot chain 105.
  • This reference trajectory 105 is prepared by the reference trajectory preparation unit 2 shown in Fig. 1.
  • Fig. 2(b) shows the state after the trajectory adjust operation (speed adjust operation).
  • the adjust means is selected in such a manner that the forecasted trajectory 103 approaches the reference trajectory 105 of the first car in Fig. 2(a).
  • An example of the result of this adjust operation is shown on the right side of Fig. 2(b).
  • (1) the car speed adjustment is used as a trajectory adjust means.
  • the solid line 103A on the right side of Fig. 2(b) shows a forecasted trajectory adjusted by the car speed adjust means.
  • the adjusted forecasted trajectory 103A assumes a more gentle curve than the forecasted trajectory 103 shown in Fig. 2(a), indicating that the car speed is decreased.
  • the reference trajectory 105 of the first car can be rendered substantially coincident with the forecasted trajectory 103A, and the trajectory error evaluate value is very small.
  • the trajectory adjust operation determining unit 7 shown in Fig. 1 may probably select this adjust means, i.e. the method of decreasing the car speed to 40 % of the rated speed.
  • the first car is actually liable to assume the locus similar to the adjusted forecasted trajectory 103A, with the result that the first and second cars are guided and controlled into an operation at equal time intervals, i.e. an operation with a temporal equidistance.
  • Fig. 3 is a second diagram showing an example of the operation of controlling the elevator group control system according to the first embodiment of the invention.
  • Fig. 3(a) shows the state before trajectory adjust operation
  • Fig. 3(b) the state after trajectory adjust operation (stop time (door opening time, door operation speed, etc.) adjustment).
  • stop time door opening time, door operation speed, etc.
  • This case represents an example of operation in which the trajectory adjust means carries out (b) the adjustment of elevator car stop time including (3) the adjustment of the door operation speed and (4) the adjustment of the door opening time.
  • the same component elements as those in Fig. 2 are designated by the same reference numerals, respectively, and not described again.
  • Fig. 3(a) is identical with Fig. 2(a) and not explained again. The difference from Fig.
  • the forecasted trajectory adjust operation is (b) the elevator stop time adjustment.
  • the result is indicated by the shape of the forecasted trajectory 103B shown in Fig. 3(b).
  • the adjusted forecasted trajectory 103B shown in Fig. 3(b) is longer in stop time than the forecasted trajectory 103 (before adjustment) shown in Fig. 3(a).
  • the forecasted trajectory 103B shown in Fig. 3(b) is longer in stop time length along the time axis and approaches the reference trajectory 105.
  • the car speed is not adjusted and therefore the trajectory inclination is the same as that of the forecasted trajectory 103.
  • the reference trajectory can be approached by the forecasted trajectory either by (a) adjusting the car speed (adjusting the trajectory curve inclination) or by (b) adjusting the stop time (adjusting the stop time length).
  • Specific means for each method are shown above in (1) to (2) and (3) to (6), respectively.
  • the stop time can be lengthened, for example, by decreasing the door operation speed or lengthening the door opening time (time length after the door opens till the door is automatically closed). Also, by selecting the door of the waiting elevator car in open state in advance, the stop time can be shortened by the time length otherwise required for the door to open. Further, by setting the elevator close button in invalid state, the elevator cannot be started until the door is automatically closed and therefore the stop time is lengthened.
  • the shape of the forecasted trajectory can be adjusted by adjusting the position of the waiting elevator car directly.
  • the service is the top priority for the elevator car in service, and therefore the position of the elevator car in service cannot be adjusted arbitrarily.
  • the waiting position can be adjusted arbitrarily.
  • Fig. 4 is a flowchart showing the process of preparing the reference trajectory according to an embodiment of the invention.
  • the abscissa represents the time axis and the ordinate the position.
  • the axis A02 indicates the present time point, and the axis A03 the adjust reference time axis.
  • the space between the axis A02 indicating the present time point and the adjust reference time axis A03 is named the adjust area (described in detail later).
  • the reference trajectory is prepared following the process described below.
  • a forecasted trajectory of each car is prepared (ST1), and then (2) the temporal position of each elevator car is on the adjust reference time axis A03 is calculated (ST2).
  • the temporal position is defined as the position measured by time instead of by distance.
  • the car position at a predetermined time later (corresponding to the time on the adjust reference time axis) is forecasted based on the forecasted trajectory, and this position is determined based on the temporal position.
  • the adjust amount of each car position is calculated to secure equal time intervals, i.e. temporal equidistance (ST3).
  • the position adjust amount for securing the temporal equidistance is calculated from the temporal position of each car at a predetermined time later.
  • the grid (described later) of the forecasted trajectory is adjusted in the adjust area.
  • the resultant trajectory constitutes a reference trajectory (ST4).
  • Fig. 5 is a graph illustrating the specific contents of the process explained with reference to Fig. 4.
  • Fig. 5(a) shows a forecasted trajectory computed by the forecasted trajectory preparation process (ST1).
  • the group supervision is intended for a 10-storied building having three elevator cars.
  • the abscissa represents the time and the ordinate the position.
  • the axis C050 is the time axis indicating the present time point, and the axis C02A the adjust reference time axis.
  • the space between the two axes represents the adjust area.
  • the first car C010 is directed down at the eighth floor, the second car C020 directed down at the third floor, and the third car C030 directed down at the fourth floor.
  • the forecasted trajectory of the first car is indicated by solid locus C011
  • the forecasted trajectory of the second car by the locus C021 indicated by one-dot chain
  • the forecasted trajectory of the third car is given by the locus C031 of dashed line.
  • the temporal position of each car on the adjust reference time axis is calculated from the forecasted trajectory (ST2 in Fig. 4).
  • the position of a given car can be determined by observing the intersection between the forecasted trajectory of the particular car and the adjust reference time axis in Fig. 5(a).
  • the intersection between the forecasted trajectory C011 of the first car and the adjust reference time axis C040 show, for example, that the first car is located between the fourth and third floors and directed down.
  • the temporal position can be calculated based on the time required before reaching the aforementioned position from the upward starting point on the first floor. Once the temporal position is calculated, the adjust amount to secure the equal time intervals, i.e. a temporally equidistant state is determined (ST3 in Fig. 4).
  • the position associated with the equal time intervals is determined from the position of each car on the adjust reference time axis C040 in Fig. 5(a), as indicated by black circles on the adjust reference time axis C040.
  • the black circle C01A indicates the position of the first car associated with equal time intervals.
  • the black circle C02A indicates the position of the second car associated with equal time intervals
  • the black circle C03A the position of the third car associated with equal time intervals.
  • the difference between the position associated with equal time intervals and the position of each car on the adjust reference time axis is the adjust amount.
  • the grid of the forecasted trajectory within the adjust area is adjusted thereby to prepare each reference trajectory (ST4 in Fig. 4).
  • Fig. 5(b) The resultant reference trajectories are shown in Fig. 5(b). Specifically, in Fig. 5(b), the reference trajectory of the first car is indicated by solid line CO11N, the reference trajectory of the second car by one-dot chain C021N, and the reference trajectory of the third car by dashed line C031N.
  • the grid in the adjust area is adjusted in accordance with the adjust amount so as to pass through the point (black circle) associated with equal time intervals. The grid indicates the point where the direction of each trajectory is turned back.
  • the phase of the forecasted trajectory is adjusted so as to pass the coordinate point (in terms of time or position) of the black circle indicating the position associated with equal time intervals.
  • the grid of the forecasted trajectory shown in Fig. 5(a) is adjusted so that the trajectory of each car passes through the coordinate point (C01A to C03A) of the black circle associated with equal time intervals. It is understood that on and after the adjust reference time axis, the trajectories are located at equal time intervals.
  • a method of preparing a reference trajectory is described above.
  • the features of the reference trajectories shown in Fig. 5(b) can be summarized as follows: (1) the locus of each car up to the adjust area represents a transient state leading to equal time intervals, and (2) the locus of each car beyond the adjust area is associated with equal time intervals. In other words, the time intervals of the car trajectories are equal to each other.
  • the reference trajectories shown here therefore function as a guide to lead the locus of each car to achieve equal time intervals a predetermined time after the present car position.
  • the trajectory adjust operation described with reference to Fig. 1 is carried out so as to approach these reference trajectories functioning as a guide.
  • the actual trajectory can be rendered to approach the reference trajectory and lead to the state of equal time intervals.
  • Fig. 6 is a functional block diagram for controlling the elevator group control system according to a second embodiment of the invention.
  • the same component elements as those in Fig. 1 are designated by the same reference numerals, respectively, and not described any further.
  • the difference between Figs. 6 and 1 lies in that the configuration of Fig. 6 lacks the reference trajectory preparation means 2 and the trajectory error evaluating unit 4 in Fig. 1, which are replaced by the trajectory state evaluating unit 20.
  • a reference trajectory and a forecasted trajectory are computed, and the shape of the forecasted trajectory is adjusted to approach the reference trajectory.
  • the adjust means whereby both approach most closely to each other is selected.
  • a forecasted trajectory is computed, and the state (time interval, for example) of the forecasted trajectory a predetermined time later is evaluated as an evaluate value.
  • the shape of the forecasted trajectory is adjusted by trajectory adjust means, and an adjust means associated with the highest evaluate value is selected. Specifically, only a forecasted trajectory is used without using a reference trajectory, and by assessing the state of the forecasted trajectory, an appropriate trajectory adjust means is selected thereby to lead to the state of equal time intervals.
  • the forecasted trajectory preparation unit 3 the forecasted trajectory of each car is prepared, after which the state of the forecasted trajectory is evaluated by the trajectory state evaluating unit 20.
  • the trajectory state evaluating unit 20 assesses the relative positions of the cars a predetermined time later based on the forecasted trajectory of each car. The relative positions are assessed by the time interval, and an evaluating function is set to secure a high evaluate value for a high degree of the state of equal time intervals.
  • the variance of the time interval of each car is selected as an evaluating function. In this case, the smaller the evaluating function, the variance can be regarded to be smaller and the degree of the state of equal time intervals to be higher.
  • the operation of the trajectory adjust operation setting unit 5 and the trajectory adjust means 6 is the same as that of Fig. 1, and the trajectory shape is adjusted by adjusting the car speed and the stop time.
  • the evaluate value of the adjusted forecasted trajectory is also calculated by the trajectory state evaluating unit 20. As in the case of Fig. 1, the evaluate value is calculated for each of a plurality of adjust operation cases, and the adjust means having the highest evaluate value is selected by the trajectory adjust operation determining unit 7.
  • the selected adjust means is transmitted to the individual controllers 11A to 11C of the elevator cars to perform the actual operation.
  • Fig. 7 shows an example of the control operation of the group control system according to the second embodiment of the invention.
  • Fig. 7, like Fig. 2, shows an example of the operation of adjusting the elevator car speed (adjustment of the car speed, for example) as a trajectory adjust means.
  • the same component elements as those in Fig. 2 are designated by the same reference numerals and not described any more.
  • Fig. 7 is different from Fig. 2 in that no reference trajectory is computed and instead, a state evaluating time 110 for state evaluating is set in Fig. 7.
  • Fig. 7(a) shows the situation before the forecasted trajectory adjust operation, in which the time interval of each car is evaluated from the position of each car on the forecasted trajectory at the state evaluating time 110.
  • This evaluating process is carried out by the trajectory state evaluating unit 20.
  • the time interval between two elevator cars is apparently too small in this case.
  • Fig. 7(b) shows the forecasted trajectory after adjusting the car speed of the second car.
  • the speed of the second car is set so low that the inclination of the forecasted trajectory 103C of the second car is gentle.
  • the time interval is assessed by the trajectory state evaluating unit 20 shown in Fig. 6 based on the forecasted position of each car at the state evaluating time 110.
  • the phase of the forecasted trajectory of the second car is delayed to achieve the appropriate time interval between the two elevator cars.
  • This adjust means is carried out upon determination that the comparison of the evaluate values shows that this trajectory adjust means is most proper.
  • Fig. 8 shows a second example of the control operation of the group control system according to the second embodiment of the invention.
  • Fig. 8(a) shows the forecasted trajectory before the adjust operation
  • Fig. 8(b) the forecasted trajectory after the adjust operation (adjustment of the door opening time, the door operation speed, etc.).
  • Fig. 8 shows an example different from Fig. 7, and like Fig. 3, shows an example of the operation of the forecasted trajectory adjust means to adjust the stop time of the elevator car, i.e. the door opening time, the door operation speed, etc.
  • the same component elements as those in Fig. 3 are designated by the same reference numerals, respectively, and not described any further.
  • Fig. 8 the same component elements as those in Fig. 3 are designated by the same reference numerals, respectively, and not described any further.
  • Fig. 8 the same component elements as those in Fig. 3 are designated by the same reference numerals, respectively, and not described any further.
  • the car speed is adjusted, while in Fig. 8, the stop time of the second car is adjusted in such a manner that the stop time is longer for the forecasted trajectory 103D of the second car shown in Fig. 8(b) than for the forecasted trajectory 103 of the second car in Fig. 8(a).
  • the time interval of the forecasted trajectory of each car is assessed at the state evaluating time 110.
  • the forecasted trajectory of each car in Fig. 8(b) is apparently improved in the state of equal time intervals, and this adjust means is carried out if assessed with the highest evaluate value among the plurality of the adjust operation cases.
  • Fig. 9 is a functional block diagram for controlling the elevator group control system according to a third embodiment of the invention.
  • the same component elements as those in Fig. 1 are designated by the same reference numerals, respectively, and not described any more.
  • the difference between Figs. 9 and 1 lies in that (1) the reference trajectory computing unit (Fig. 1-2) is replaced by the reference interval setting unit (Fig. 9-30) and (2) the trajectory error evaluating unit (Fig. 1-4) is replaced by the interval error evaluating unit (Fig. 9-31).
  • a reference trajectory and a forecasted trajectory are prepared, and the shape of the forecasted trajectory is adjusted to approach the reference trajectory.
  • a reference interval for the forecasted trajectory of each elevator car is set and the shape of the forecasted trajectory is adjusted to approach the reference interval.
  • a trajectory adjust means is selected in which the interval value of the forecasted trajectory a predetermined time later is compared with the reference interval value, and the forecasted trajectory is so shaped as to reduce the error.
  • the trajectory indicating the locus of the elevator car position on the time axis is controlled to a reference state according to the first embodiment shown in Fig. 1, while the forecasted trajectory of each car is controlled in such a manner that the elevator car interval approaches a reference value in the near future according to the embodiment shown in Fig. 9.
  • the reference interval setting unit 30 sets a reference interval value associated with equal time intervals of the elevator cars from the expectation value (prediction value) of the one round trip time of the elevator cars in the traffic condition prevailing at the particular time point.
  • the reference interval value is a time interval value expressed by time. In the case where the expectation value of the one round trip time is 60 seconds and three elevator cars are in operation, for example, the reference time interval realizing equal time intervals is 20 seconds.
  • the forecasted trajectory computing unit 3 prepares the forecasted trajectory of each car.
  • the interval error evaluating unit calculates the time interval value of each car at a predetermined time later based on the forecasted trajectory of each car, and also calculates the error between this value and the reference interval value. The smaller the error from the reference interval, the nearer to the reference interval and the nearer to the state of equal time intervals.
  • the operation of the trajectory adjust operation setting unit 5 and the trajectory adjust means 6 are the same as that in Fig. 1, and the trajectory shape is adjusted by adjusting the running speed and the stop time. Also with regard to the forecasted trajectory after this adjustment, the error from the reference interval is calculated by the interval error evaluating unit 31. As in the case of Fig.
  • the error (constituting the evaluate value) is calculated for each of the plurality of the adjust operation cases, and the trajectory adjust operation determining unit 7 selects the adjust means most superior in the evaluate value.
  • the trajectory adjust command unit 8 transmits the selected adjust means to the individual controllers 11A to 11C of each elevator car to execute the actual operation.
  • Fig. 10 is a flowchart showing the process for calculating the reference interval value according to a third embodiment of the invention.
  • the expectation value T for the one round trip time under the prevailing traffic condition is calculated (ST11) using Equation (1).
  • T ⁇ moving time + ⁇ stop time expectation value
  • ⁇ (moving time) indicates the total sum of the moving time for the one round trip time for each floor
  • ⁇ (stop time expectation value) the total sum of the stop time expectation value for the one round trip time for each floor.
  • the one round trip time expectation value corresponds to the average one round trip time of the elevator car under the prevailing traffic condition.
  • N 3
  • the reference interval value Bref T / N
  • the reference interval value Bref is the equal interval value for the prevailing traffic condition, or more accurately, the average equal interval value.
  • Fig. 11 is a functional block diagram for controlling the elevator group control system according to a fourth embodiment of the invention.
  • the same component elements as those in Fig. 1 are designated by the same reference numerals, respectively, and not described any more.
  • the configuration shown in Fig. 11 is different from that of Fig. 1 in that the elevator car assignment step is added for a hall call.
  • the configuration shown in Fig. 11 has the dual function of following the reference trajectory by assignment for a hall call and following the reference trajectory by the operation control other than the assignment (called the trajectory adjust means).
  • Each elevator hall has hall call buttons 13, 14 shown in Fig. 11, and the hall call information of these hall call buttons 13, 14 are newly collected in the information collector 1.
  • a forecasted waiting time evaluating unit 50 the forecasted waiting time for provisional assignment of a generated hall call to each elevator car is calculated based on the information collected in the information collector 1.
  • the reference trajectory computing unit 2, the forecasted trajectory computing unit 3 and the trajectory error evaluating unit 4 have the same functions as those in Fig. 1. In the case of Fig. 11, however, the forecasted trajectory for provisional assignment is also computed by the forecasted trajectory computing unit 3, and the trajectory error for the particular provisional assignment is calculated by the trajectory error evaluating unit 4.
  • the provisional assignment is carried out for each elevator car (each of the first to third cars for the group control of three cars, for example).
  • an overall assignment evaluate value is calculated from the forecasted waiting time for each provisionally assigned car and the trajectory error.
  • the overall evaluate value for provisional assignment of the first car for example, is calculated from the forecasted waiting time of each hall call provisionally assigned to the first car and the trajectory error of the forecasted trajectory for the provisional assignment of the first car.
  • the overall evaluate value is calculated by the weighted sum of, for example, the forecasted waiting time and the trajectory error.
  • An assigned elevator determining unit 52 determines an elevator car assigned a hall call based on the overall assignment evaluate value. Specifically, the forecasted waiting time and the trajectory error (degree of discrepancy between the reference trajectory and the forecasted trajectory for the assignment) are evaluated as a whole, and the assignment of the optimum elevator car is determined. An assigned elevator command unit 53 outputs an assignment command to the assigned elevator car.
  • the configuration shown in Fig. 11 executes the dual process of controlling the forecasted trajectory to approach the reference trajectory by the assignment of a hall call and controlling the forecasted trajectory to approach the reference trajectory by a trajectory adjust means other than assignment described with reference to Fig. 1.
  • These two control processes are selectively determined by a trajectory adjust operation execution determining unit 54. Specifically, as long as the assignment process is not accrued, the trajectory adjust operation execution determining unit 54 retrieves the trajectory error value, compares it with a predetermined threshold value and in the case where the trajectory error value is not less than the threshold value, executes the trajectory adjust operation through the trajectory adjust means other than assignment.
  • the reference trajectory following control by assignment is mainly executed, while the trajectory adjust operation by trajectory adjust means other than assignment is a complementary function.
  • Fig. 12 is a flowchart of the process according to the embodiment shown in Fig. 11.
  • a reference trajectory for each elevator car is computed (S101), and a forecasted trajectory is computed (S102). It is then determined whether a hall call assignment process is generated or not (S103).
  • provisional assignment is set for each elevator car, and the forecasted trajectory for assignment is computed (S104).
  • the error between the forecasted trajectory obtained and the reference trajectory is calculated (S105).
  • the forecasted waiting time for each hall call for provisional assignment is calculated (S106).
  • the overall assignment evaluate value is calculated (S107), and by comparing the overall assignment evaluate value, an assigned elevator car is determined and an assignment command is output to the particular elevator car (S108).
  • step 103 Upon determination in step 103 that there is a period in which no hall call assignment process is generated, the error between the reference trajectory and the forecasted trajectory is calculated (S109), and it is determined whether the error is not less than a predetermined threshold value or not (S110). In the case where the error is not less than the predetermined value, the step of repeating the trajectory adjust operation setting and evaluating (S111: explained in Fig. 1) is executed. Thus, the optimum trajectory adjust means other than assignment is determined, and the operation command is output (S112).
  • a hall call is assigned in such a manner as to approach the reference trajectory, and only in the case where the deviation of the forecasted trajectory from the reference trajectory is larger than a predetermined value during the period lacking the assignment process, the trajectory adjustment is carried out by the trajectory adjust means other than assignment described above.
  • This combination of the dual control methods makes it possible to control the forecasted trajectory to approach the reference trajectory regardless of whether an assignment process is generated or not, thereby controlling the elevator cars to the ideal state of equal time intervals. It may happen that the trajectory change by assignment is so large that although the direction of adjustment is correct, the assignment leads to an excessive trajectory adjustment. Also in such a case, the trajectory adjust means other than assignment function as a fine adjustment, and the elevator cars are guided to the state of equal time intervals of the elevator cars in more finely detailed fashion.
  • Fig. 13 is a functional block diagram for controlling the elevator group control system according to a fifth embodiment of the invention.
  • the same component elements as those in Figs. 6 and 11 are designated by the same reference numerals, respectively, and not described any more.
  • the configuration of Fig. 13 is a development of the configuration of Fig. 11 corresponding to Fig. 1 from the configuration of Fig. 6. Specifically, the function of controlling the intervals for the forecasted trajectory to the state of equal time intervals by assignment of a hall call and the function of controlling the intervals for the forecasted trajectory to the state of equal time intervals by trajectory adjust means other than assignment are used at the same time.
  • the forecasted waiting time evaluating unit 50 assesses the forecasted waiting time for the hall call
  • the trajectory state evaluating unit 20 assesses the evaluate value of the time intervals for the forecasted trajectory upon execution of the provisional assignment for the hall call.
  • the overall assignment evaluate value calculation unit 51 calculates the overall evaluate value based on the forecasted waiting time and the evaluate value of the time interval of the forecasted trajectory.
  • the assigned elevator determining unit 52 determines an appropriate assigned elevator car based on the overall evaluate value, and outputs a command to the assigned elevator command unit 53.
  • the trajectory adjust operation execution determining unit 54 determines whether the trajectory adjust operation other than assignment is to be carried out or not based on the output (evaluate value of the time interval) of the trajectory state evaluating unit 20. Upon determination that the trajectory adjust operation is to be carried out, the trajectory adjust operation explained with reference to Fig. 6 is carried out.
  • Fig. 14 is a flowchart for the embodiment shown in Fig. 13.
  • the same steps as those in Fig. 12 are designated by the same reference numerals, respectively, and different steps include steps S205, S209 and S210 designated by a thick solid line. The process flow is explained below.
  • a forecasted trajectory is prepared for each elevator car (S102), and it is determined whether a hall call assignment process is generated or not (S103).
  • the elevator cars are provisionally assigned sequentially, and a forecasted trajectory with the assignment is computed (S104).
  • the evaluate value of the time interval for the forecasted trajectory with the provisional assignment is calculated (S204).
  • the forecasted waiting time of each hall call with the provisional assignment is calculated (S106).
  • the overall assignment evaluate value is calculated (S107), and by comparing the overall assignment evaluate value, an assigned elevator car is determined and an assignment command is output to the particular elevator car (S108).
  • step S103 Upon determination in step S103 that the period lacking the hall call assignment process is prevailing, the evaluate value of the time interval for the forecasted trajectory is calculated (S209), and it is determined whether this evaluate value is not less than a predetermined threshold value or not (S210). In the case where the particular evaluate value is not less than the predetermined value, the process of repeating the trajectory adjust operation setting and evaluating (S111: explained in Fig. 1) is executed, and upon determination of the optimum trajectory adjust means other than assignment, the operation command is output (S112).
  • Fig. 14 The control concept shown in Fig. 14 is exactly the same as that of Fig. 12, and not explained again. Nevertheless, according to the method shown in Fig. 14, the elevator cars can be controlled to the ideal state of equal time intervals regardless of whether an assignment process is generated or not.
  • the trajectory of elevator operation is adjusted by the hall call assignment control and the operation control other than assignment.
  • the execution of the trajectory adjust operation according to the embodiments described above only during the rush hours or in the situation involving a long waiting time is effective.
  • the requirement of the trajectory adjust operation is determined based on the prevailing traffic condition and the average waiting time in addition to the error between the reference trajectory and the forecasted trajectory.
  • the trajectory adjust operation is performed.
  • the trajectory adjust operation is intended for an auxiliary control means after all.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Elevator Control (AREA)
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CN113838563A (zh) * 2021-10-13 2021-12-24 浙江省现代建筑设计研究院有限公司 一种医院智能化楼宇弱电***、控制方法、终端及存储介质

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JP5894842B2 (ja) * 2012-04-11 2016-03-30 株式会社日立製作所 エレベータシステム
JP5965823B2 (ja) * 2012-11-12 2016-08-10 株式会社日立製作所 エレベータ群管理システム
JP5977655B2 (ja) * 2012-11-30 2016-08-24 株式会社日立製作所 エレベータの群管理システム
CN107709206B (zh) * 2015-07-03 2019-08-06 株式会社日立制作所 群控电梯装置及群控的搭乘号机的分配方法
JP6542701B2 (ja) * 2016-03-28 2019-07-10 株式会社日立製作所 エレベーター装置及びエレベーター装置の制御方法
JP6400792B1 (ja) * 2017-06-09 2018-10-03 東芝エレベータ株式会社 群管理制御装置
KR102336176B1 (ko) * 2020-04-29 2021-12-06 동의대학교 산학협력단 엘리베이터 도어의 속도 제어 시스템

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CN113838563A (zh) * 2021-10-13 2021-12-24 浙江省现代建筑设计研究院有限公司 一种医院智能化楼宇弱电***、控制方法、终端及存储介质
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JP4567553B2 (ja) 2010-10-20
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EP1760025B1 (de) 2010-07-07
CN100586828C (zh) 2010-02-03

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