TWI316506B

TWI316506B -

Info

Publication number: TWI316506B
Application number: TW95127963A
Authority: TW
Inventors: Toshifumi Yoshikawa; Satoru Toriyabe; Takamichi Hoshino; Shunichi Tanae; Atsuya Fujino; Masaya Furuhashi; Kenji Yoneda; Ryo Okabe; Keiichi Aida; Masaaki Tamada
Original assignee: Hitachi Ltd; Hitachi Mito Eng Kk
Priority date: 2005-08-31
Filing date: 2006-07-31
Publication date: 2009-11-01
Also published as: TW200718633A; JP2007062927A; DE602006015265D1; EP1760025A1; JP4567553B2; CN1923658A; EP1760025B1; CN100586828C

Description

1316506 九、發明說明【發明所屬之技術領域】本發明係有關將多個升降機機籠做爲一群總括控制之升降機之群處理管理系統及其控制方法。【先前技術】升降機群管理系統藉將多個升降機機籠做爲一群處理而對使用人提供更有效率之運用服務。具體地說，將多個升降機機籠（通常爲3至8台）做爲一個群（Group)管理，在某樓層發生乘用呼叫時，由該群中選擇最適當的機籠以對該機籠實施乘用呼叫之分派控制。在現行之群管理系統中，係以依據預測等待時間之分派評估函數之分派控制爲基礎。此爲發生新的乘用呼叫時，各機籠計算擔任之乘用呼叫（新的乘用呼叫與未服務之擔任乘用呼叫）之預測等待時間，而將該乘用呼叫分派予等待時間最少的機籠，或最大等待時間最小的機籠。該項控制爲各升降機廠商之群管理控制所採用的基本方式，但是有下列兩點課題。 1 )其係對已發生之乘用呼叫之最佳機籠分派，而未考慮到未來呼叫之影響。 2 )因爲係以預測等待時間爲指標分派予機籠，因此未考慮到各機籠之配置關係。爲解決此種依據預測等待時間之分派方式之課題，一直有人提出各種控制方式。其基本的想法可以槪括爲在時 -5- 1316506 間上使各升降機機籠等間隔運行之控制的想法。假設各升降機機籠的配置不均等時，亦即，在某機籠間時間間隔較長時，若在其間發生新的乘用呼叫時，該項呼叫之等待時間變長的可能性高。因此，若能在時間上將各機籠配置成等間隔，即可抑制久等。以下列舉以時間上等間隔配置爲目的之先前之控制方式。 1 )等間隔優先區控制（專利文獻1 )[Technical Field] The present invention relates to a group processing management system for controlling a plurality of elevator cages as a group of collectively controlled elevators and a control method therefor. [Prior Art] The elevator group management system provides a more efficient use service to the user by using a plurality of elevator cages as a group of processes. Specifically, a plurality of elevator cages (usually 3 to 8 units) are managed as a group. When a passenger call occurs on a certain floor, the most suitable cage is selected from the group to the machine. The cage implements the dispatch control of the passenger call. In the current group management system, it is based on the dispatch control of the evaluation function based on the predicted waiting time. In the event that a new passenger call occurs, each cage calculates the predicted waiting time for the passenger call (new passenger call and unserved passenger call), and assigns the passenger call to the least waiting time. The cage, or the cage with the smallest waiting time. This control is the basic method used for group management control of each elevator manufacturer, but has the following two points. 1) It is the best cage assignment for the passenger call that has occurred, without taking into account the impact of future calls. 2) Because the forecast waiting time is assigned to the cage, the configuration relationship of each cage is not considered. In order to solve this problem of the distribution method based on the predicted waiting time, various control methods have been proposed. The basic idea can be thought of as the idea of controlling the movement of the elevator cages at equal intervals between -5 and 1316506. Assuming that the configuration of each elevator cage is not uniform, that is, when a time interval between cages is long, if a new passenger call occurs between them, the waiting time for the call becomes longer. Therefore, if the cages can be arranged at equal intervals in time, it can be suppressed for a long time. The following is a list of previous control methods that are configured at equal intervals in time. 1) Equal interval priority zone control (Patent Document 1)

2 )等間隔優先區、抑制區控制（專利文獻2 ) 上述兩種方式分別對各機籠在要服務之樓層設定優先區與抑制區，以操作分派評估値俾使新發生之乘用呼叫在優先區時，就容易分派，若在抑制區時，就不易分派。如此一來，各機籠的間隔以接近時間上等間隔爲目標。 3 )以時間上等間隔狀態爲指標之分派評估控制（專利文獻3 )2) Equal-interval priority area and suppression area control (Patent Document 2) The above two methods respectively set a priority area and a suppression area on the floor to be served by each cage to operate the distribution evaluation so that the newly-occurring passenger call is When the priority zone is used, it is easy to assign. If it is in the suppression zone, it is not easy to assign. As a result, the intervals of the cages are targeted at equal intervals in time. 3) Assignment of assessment control with time-separated state as an indicator (Patent Document 3)

預測前面時間點各機籠之配置以預測該時間點之各機籠的時間上間隔。由該預測機籠間隔運算分派限制評估値以控制分派，俾機籠不致被集中一部分樓層區域分派。其結果是’各機籠之間隔皆以接近時間上等間隔爲目標。 4)依據位置評估値之分派方式（專利文獻4) 本方式是針對各機籠計算位置評估値俾使各機籠之配置不致於集中，並依據附加在該位置評估値之分派評估値，來決定對乘用呼叫之分派。該位置評估値係依據發生乘用呼叫時之本號機之絶對位置，以及他號機之絶對位置之平均値之關係算出。此種方式也是以各機籠的配置之均等 -6- 1316506 化爲目標。 [專利文獻1]特開平1 - 226676號公報（整體） [專利文獻2]特開平7 - 1 1 7941號公報（整體） [專利文獻3]特公平7-72〇59號公報（整體） [專利文獻4]特2000 - 118890號公報（整體）【發明內容】The configuration of each cage at the previous time point is predicted to predict the time interval of each cage at that point in time. The dispatching limit is evaluated by the predictive cage interval to control the dispatch, and the cage is not distributed to a part of the floor area. The result is that the intervals of the cages are all targeted at equal intervals. 4) Distribution method based on location evaluation (Patent Document 4) This method is to calculate the position evaluation for each cage, so that the configuration of each cage is not concentrated, and based on the assignment evaluation attached to the location evaluation, Decide on the assignment of the passenger call. The position evaluation system is calculated based on the absolute position of the unit when the passenger is called and the average 値 of the absolute position of the machine. This method is also aimed at the equalization of the configuration of each cage -6-1316506. [Patent Document 1] Japanese Laid-Open Patent Publication No. Hei. No. Hei. No. Hei. Patent Document 4] JP-A-2000-118890 (integral) [Summary of the Invention]

[發明擬解決之課題] 上述先前技術根本無法解決各機籠配置的均等化與時間上之等間隔化。其最大理由是，僅憑分派有其極限。雖然各方式皆在對乘用呼叫之機籠評估其時間上等間隔性，但是在分派時，因爲乘用呼叫之發生在位置與時間上是沒有規則的（random )，而且分派的機籠之選項被限定，所以相當不容易如意控制。例如，當2台升降機機籠接近時 ’如在2台之間之樓層發生乘用呼叫時，藉由分派予後續側的升降機機籠，即可拉開機籠的間隔。但是，乘用呼叫並不一定在如此理想之位置與時間上發生。乘用呼叫之發生到底是人的移動要求，可以說無法預測的。因此，僅依頼乘用呼叫之發生來控制是有其限制的。因此，本發明之目的係爲解決此種先前技術之問題，更恰當地實現各機籠之時間上等間隔控制。 [解決課題之手段] 本發明之一形態係在管理服務多個樓層之多台升降機 1316506 之升降機之群管理系統中’針對各升降機作成表示現在時間點以後之升降機之目標位置之目標路徑，並預測現在時間點以後之各升降機之位置，據以作成與目標路徑相對應之預測路徑。然後，調整升降機之運行速度、停止時間、與待命升降機之停止位置，俾使預測路徑接近目標路徑。本發明的另一形態係預測現在時間點以後之各升降機之位置，並將發生之乘用呼叫分派予升降機，俾各升降機間之間隔平均，同時調整分派以外之升降機之運行速度、停止時間、與待命升降機之停止位置，俾使各升降機間之間隔平均。本發明的又一形態係針對各升降機作成用於表示現在時間點以後特定時間內之時刻之上述各升降機之目標位置的目標路徑，預測現在時間點以後特定時間內之時刻的各升降機之位置，據以作成與上述目標路徑相對應之預測路徑。然後，對升降機分派控制所發生之乘用呼叫，俾使預測路徑接近目標路徑。在沒有未分派乘用呼叫之期撋中，實行分派以外之升降機之運行速度、停止時間、與待命升降機之停止位置之調整，俾使預測路徑接近目標路徑。本發明的理想實施形態中，調整升降機之運行速度之手段，係具有調整機籠速度或加速度之手段；調整升降機之停止時間之手段，係具備：用於調整升降機機門之開閉速度，機門的開放時間，與待機中升降機之機門開閉選擇之手段。 1316506 [發明的效果] 實、而且更間隔狀態，施形態之說系統的控制 1 〇，針對各及各升降機 12C被統合總管該群組、方向、速資訊等，係管理控制裝作成適合的制裝置1 1 A 群管理控制利用本發明的理想實施形態，可以更加細腻地控制多台升降機，使其接近時間上之並縮短使用者的等待時間。本發明的其他目的與特徵，由下面所述明可以明瞭。[Problems to be Solved by the Invention] The above prior art cannot solve the equalization and time interval of the arrangement of the cages at all. The biggest reason is that the distribution alone has its limits. Although each method evaluates the time interval of the call cage of the passenger call, at the time of dispatch, because the location of the passenger call occurs in the position and time, there is no rule (random), and the dispatched cage The options are limited, so it's not easy to control. For example, when two elevator cages are approaching ‘if a passenger call occurs on the floor between the two, the interval between the cages can be pulled by dispatching the elevator cage to the subsequent side. However, passenger calls do not necessarily occur in such an ideal location and time. The occurrence of a passenger call is a human mobile requirement and can be said to be unpredictable. Therefore, there is a limit to controlling only by the occurrence of a passenger call. Accordingly, it is an object of the present invention to address the problems of the prior art and to more appropriately achieve time-spaced control of each cage. [Means for Solving the Problems] In one aspect of the present invention, in a group management system for an elevator that manages a plurality of elevators 1316506 on a plurality of floors, a target path indicating a target position of the elevator after the current time point is created for each elevator, and The position of each elevator after the current time point is predicted, and a predicted path corresponding to the target path is created accordingly. Then, adjust the operating speed of the elevator, the stop time, and the stop position of the standby elevator, so that the predicted path approaches the target path. Another aspect of the present invention predicts the position of each elevator after the current time point, and distributes the generated passenger call to the elevator, averaging the intervals between the elevators, and adjusting the running speed, stopping time, and the time of the elevator other than the dispatcher. With the stop position of the standby lift, the interval between the lifts is averaged. According to still another aspect of the present invention, the target path for indicating the target position of each of the elevators at a specific time after the current time point is created for each of the elevators, and the position of each of the elevators at a specific time after the current time point is predicted. According to the prediction path corresponding to the above target path. Then, the elevator is dispatched to control the multiplication call that occurs, so that the predicted path approaches the target path. In the absence of an unassigned passenger call, the speed of the elevator other than the dispatch, the stop time, and the stop position of the standby lift are adjusted so that the predicted path approaches the target path. In a preferred embodiment of the present invention, the means for adjusting the operating speed of the elevator is a means for adjusting the speed or acceleration of the cage; and the means for adjusting the stopping time of the elevator is provided for: adjusting the opening and closing speed of the elevator door, the door The opening time, with the means of opening and closing the door of the lift in standby. 1316506 [Effects of the Invention] In the actual and more intermittent state, the control of the system is 1 〇, and the group, direction, speed information, etc. are integrated for each elevator 12C, and the management control is installed as a suitable system. Apparatus 1 1 A Group Management Control With the preferred embodiment of the present invention, it is possible to control a plurality of elevators more delicately, bringing them closer to time and shortening the waiting time of the user. Other objects and features of the present invention will become apparent from the following description.

【實施方式】 [實施發明之最佳形態] 以下參照圖式說明本發明之實施形態。圖1爲本發明第1實施例之升降機群管理功能方塊圖。群管理系統係由群管理控制裝置升降機裝置之個別的控制裝置1 1 A〜1 1 C，以裝置12Α〜12C所構成。各升降機裝置12Α〜成爲1個群組（Group)，群管理控制裝置1C 。具體地說，各升降機裝置之資訊，例如位濯度、乘用呼叫、機籠呼叫、以及乘用人數等5 介由個別的控制裝置11A〜11C，被收集於群置1 〇。然後，群管理控制裝置依據彼等資訊升降機之運行指令，並將指令傳送至各別的控〜1 1C以控制各升降機裝置12A〜12C之運行以下，詳細說明構成本發明之重要部分之裝置10。[Embodiment] [Best Mode for Carrying Out the Invention] Hereinafter, embodiments of the present invention will be described with reference to the drawings. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a block diagram showing the function of the elevator group management according to the first embodiment of the present invention. The group management system is composed of individual control devices 1 1 A to 1 1 C of the group management control device elevator device, and devices 12Α to 12C. Each of the elevator devices 12A is a group and a group management control device 1C. Specifically, the information of each elevator device, such as the position, the passenger call, the cage call, and the number of passengers, 5 are collected in the group 1 by the individual control devices 11A to 11C. Then, the group management control device transmits the commands to the respective controllers 1A to control the operation of the elevator devices 12A to 12C in accordance with the operation instructions of the information elevators, and details the devices 10 constituting an important part of the present invention. .

在群管理控制裝置1 0中，由各別控制裝置1 1 A〜1 1 C 1316506 滙集之資訊係儲存於資訊收集部1。該資訊收集部1所具有之資訊有：各升降機裝置的資訊；有關分派予各升降機之呼叫的資訊；以及該大樓之交通流量有關之資訊等。在各升降機裝置之資訊中，包含機籠之位置、方向、速度、加速度、擔任乘用呼叫、發生中之機籠呼叫、機籠內之乘用人數、或者升降機機門之狀態等。另外’被分派予各升降機之呼叫有關之資訊中’包含來自各乘用呼叫之發生時間點之繼續時間或預測等待時間等。此外’有關該大樓之交通流量有關之資訊包括：現在的大樓交通流量圖（ pattern )，各樓層之平均停止機率，各樓層之平均停止時間，與 OD (原始目的，（Origin-Destination)行列等。利用該資訊收集部1之資訊’在預測路徑作成部3作成後述之預測路徑。所謂預測路徑，簡單地說，係用於預測各升降機機籠在時間軸上之未來的路徑（軌跡）者。再者’ 利用資訊收集部1之資訊與預測路徑’在目標路徑作成部 2作成後述之目標路徑。所謂目標路徑，簡單地說’係用於描述各升降機機籠在時間軸上當做目標之路徑（軌跡）者。在此，所謂當做目標之路徑，基本上’係在時間上用於引導至等間隔狀態之路徑。目標路徑作成之細節容後敍述。路徑偏差評估部4，係用於計算目標路徑與預測路徑之偏差。在此，所謂路徑的偏差，係表示以路徑彼此間的乖離程度做爲偏差而以定量地評估之指標。目標路徑之具體例如圖2所示。由於分別以時間軸上之線表示’所以由 2條線圍繞之面積成爲表示路徑間偏差之指標。 -10- 1316506 路徑調整操作設定部5，係設定在分派以外之路徑調整手段6之各種路徑調整手段與其調整量（調整參數量）。該路徑調整操作設定部5所設定之路徑調整操作，係對預測路徑之形態有影響。不如說，爲使預測路徑成爲更恰當之形態（狀態），而在路徑調整操作設定部5調整預測路徑。因此，在路徑調整操作設定部5被設定路徑調整操作時，須重新於預測路徑作成部3作成預測路徑（成爲調 0 整後的預測路徑）。對於此項重新作成之調整後之預測路徑，亦於路徑偏差評估部4評估目標路徑與預測路徑之偏差。路徑調整操作，係藉由後述之調整手段或變更調整量實施多次，惟也有僅實施一次之情形或完全不實施之情形。因此，對於多次的調整操作案例（case )’係分別計算相對應之路徑偏差評估値。由該多個案例中’偏差評估値最小、亦即產生最接近目標路徑之調整後預測路徑的調整操作案例，會被選定爲實際上被實施之路徑調整手段。 • 分派以外之路徑調整手段部6，係可以利用乘用呼叫的分派控制以外之運行控制’來調整預測路徑的具體的路徑調整手段之集合。在本實施例中’備有下列路徑調整手段：1)機籠速度調整，2)機籠加速度調整’ 3)機門開閉速度調整，4 )機門開放時間調整，5 )待命中之機門開閉狀態之選擇，6)關閉鈕有效/無效之選擇’以及7)待機位置調整等7種。該7種調整操作可以大別爲：甲）機籠之運行速度之調整，乙）停止時間之調整；以及丙）停止位置之調整三大類。甲）機籠之運行速度之調整包含： -11 - 1316506 1)機籠速度之調整’ 2)機籠加速度之調整’乙）停止時間之調整包含：3)機門開閉速度調整’ 4)機門開放時間之調整，5)待命中之機門開閉狀態之選擇’以及6)關閉鈕有效/無效之選擇。另外，丙）停止位置之調整包含：7 )待命位置之調整。尤其是’甲）機籠之運行速度之調整，及乙）停止時間之調整，具有較大之預測路徑之調整效果，甲）運行速度之調整係用於調整預測路徑之傾率’而乙）停止時間之調整係直接用於調整預測路徑之停止時間幅度。操作手段之動作條件判定部9，係根據資訊收集部1 之資訊，來判定路徑調整手段部6之中那—路徑調整手段可以適用。另外，各調整手段之調整量之上限値、下限値等也是根據上述資訊予以規定。例如’機籠中之乘用人數爲零或少數時，將機籠之運轉速度之調整（尤其是’將速度調慢之調整）設爲可以適用。此目的在藉由將速度變慢而儘量抑制服務性惡化之影響。另外’在升降機之利用頻度高（混雜時等）情形時’爲確保安全性’也可以設成不適用機門開閉速度調整等。路徑調整操作決定部7，係針對路徑調整操作設定部 5所設定之多個路徑調整操作案例（各案例之調整手段，調整量不同），進行路徑偏差評估値之比較，以選定偏差評估値最小的案例做爲實際操作之案例。其中，偏差評估値最小係意味著調整後預測路徑成爲最接近目標路徑。因此，藉由選擇此種調整手段即可使預測路徑逐漸接近目標 -12- 1316506 路徑。例如，有利用機籠速度調整手段將機籠速度設爲比額定速度慢10% (調整量）之案例，以及慢30%之案例之兩種調整操作案例，若後者之路徑偏差評估値較小時，後者慢30%之案例會被選定。路徑調整指令部8，係爲實際上實施路徑調整操作決定部7所選定之路徑調整手段，而將控制指令傳送至各升降機裝置的個別控制裝置1 1 A〜1 1 C。結果，各別控制裝置1 1 A〜1 1 C即依照控制指令實施調整操作。例如，送出將2號機的升降機機籠之速度設成比額定速度慢30%之控制指令，控制2號機使其從動於目標路徑。圖2是本發明第1實施例之升降機群管理系統之控制操作例之圖。尤其是，表示升降機機籠的運行速度之調整，例如進行1 )機籠速度之調整時之動作例，以此作爲路徑調整操作。圖中爲避免煩雜，設定被群管理之升降機機籠之台數爲2，樓層爲5。首先，依據表示路徑調整操作前之狀態的圖2 ( a )加以說明。圖2 ( a )左側之圖係以環狀（Ring )表現法表示現在時間點的機籠之位置與方向。所謂環狀表現法係指如圖所示，將各樓層分爲上下方向，升降機機籠繞行一周表示如畫圓圏（ring )似的表現法。如圖所τρ:，在現在時間點，一號機1 〇 1在一樓呈上升狀態，2號機1 02在三樓呈上升狀態，。圖2右側之圖中，橫軸表示以現在時間點爲起點之時間軸，縱軸表示位置（樓層）。因爲橫軸爲時間軸，所以由起點（現在時間點）向右邊表示未來。現在時間點之各升降機機籠之位置與方 -13- 1316506In the group management control device 10, the information collected by the respective control devices 1 1 A to 1 1 C 1316506 is stored in the information collecting unit 1. The information collected by the information collection unit 1 includes: information on the elevator devices; information on the calls assigned to the elevators; and information on the traffic flow of the building. The information of each elevator device includes the position, direction, speed, acceleration of the cage, the passenger call, the call of the cage in the event, the number of passengers in the cage, or the state of the elevator door. Further, 'information related to the call assigned to each of the elevators' includes the continuation time or predicted waiting time from the occurrence time of each passenger call. In addition, the information about the traffic flow of the building includes: the current building traffic flow pattern, the average stopping probability of each floor, the average stopping time of each floor, and the OD (original purpose, (Origin-Destination) ranks, etc. The information of the information collecting unit 1 is used to create a predicted path to be described later in the predicted path creating unit 3. The predicted path is simply a path (track) for predicting the future of each elevator cage on the time axis. In addition, 'the information and prediction path of the information collecting unit 1' is used to create a target path to be described later in the target path creating unit 2. The so-called target path is simply used to describe each elevator cage as a target on the time axis. Path (track). Here, the path as the target is basically used to guide the path to the equally spaced state. The details of the target path are described later. The path deviation evaluation unit 4 is used for Calculate the deviation between the target path and the predicted path. Here, the deviation of the path means that the path is separated from each other. The index is quantitatively evaluated for the deviation. The specificity of the target path is shown in Fig. 2. Since the line is represented by the line on the time axis, the area surrounded by the two lines becomes an indicator indicating the deviation between the paths. -10- 1316506 The path adjustment operation setting unit 5 sets various path adjustment means and adjustment amounts (adjustment parameter amounts) of the path adjustment means 6 other than the assignment. The path adjustment operation set by the path adjustment operation setting unit 5 is for the prediction path. In order to make the predicted path a more appropriate form (state), the path adjustment operation setting unit 5 adjusts the predicted path. Therefore, when the path adjustment operation setting unit 5 is set to the path adjustment operation, it is necessary to re-set the path adjustment operation. The predicted path creation unit 3 creates a predicted path (which becomes a predicted path after the adjustment). The path deviation estimation unit 4 also estimates the deviation between the target path and the predicted path for the adjusted predicted path. The operation is performed multiple times by the adjustment means described later or by changing the adjustment amount, but there are cases where the operation is performed only once. Or not at all. Therefore, for multiple adjustment operation cases, the corresponding path deviation evaluation is calculated separately. From the multiple cases, the 'difference evaluation 値 is the smallest, that is, the closest target path is generated. The adjustment operation case of the adjusted prediction path is selected as the path adjustment means that is actually implemented. • The path adjustment means unit 6 other than the assignment can adjust the prediction by using the operation control other than the dispatch control of the passenger call. A set of specific path adjustment means of the path. In the present embodiment, the following path adjustment means are provided: 1) cage speed adjustment, 2) cage acceleration adjustment '3) door opening and closing speed adjustment, 4) machine door opening Time adjustment, 5) selection of the door opening and closing state of the standby, 6) selection of the valid/invalid button of the closing button, and 7) 7 kinds of standby position adjustment. The seven adjustment operations can be made up of three major categories: A) adjustment of the operating speed of the cage, B) adjustment of the stop time; and c) adjustment of the stop position. A) The adjustment of the running speed of the cage includes: -11 - 1316506 1) Adjustment of the cage speed ' 2) Adjustment of the cage acceleration 'B) The adjustment of the stop time includes: 3) The door opening and closing speed adjustment '4) The adjustment of the door opening time, 5) the selection of the door opening and closing state of the standby door and the selection of the closing button valid/invalid. In addition, the adjustment of the stop position includes: 7) adjustment of the standby position. In particular, the adjustment of the operating speed of the 'A) cage, and B) the adjustment of the stop time, the adjustment effect of the larger predicted path, A) the adjustment of the operating speed is used to adjust the inclination of the predicted path 'B) The adjustment of the stop time is directly used to adjust the stop time amplitude of the predicted path. The operating condition determining unit 9 of the operating means determines that the path adjusting means is applicable to the path adjusting means unit 6 based on the information of the information collecting unit 1. In addition, the upper limit 値 and lower limit 调整 of the adjustment amount of each adjustment means are also specified based on the above information. For example, when the number of passengers in the cage is zero or a few, the adjustment of the operating speed of the cage (especially the adjustment of the speed reduction) is applicable. The aim is to minimize the effects of service degradation by slowing down the speed. In addition, when the frequency of use of the elevator is high (when mixed, etc.), it is also possible to set the door opening/closing speed adjustment or the like to ensure safety. The path adjustment operation determining unit 7 performs a plurality of path adjustment operation cases (the adjustment means for each case, the adjustment amount is different) set by the path adjustment operation setting unit 5, and performs a path deviation evaluation 値 comparison to select the deviation evaluation 値 minimum The case is a case of actual operation. Among them, the deviation evaluation 値 minimum means that the adjusted prediction path becomes the closest to the target path. Therefore, by selecting such an adjustment means, the prediction path can be gradually approached to the target -12-1316506 path. For example, there are cases where the cage speed is set to 10% slower than the rated speed (adjustment), and two cases of adjustment in the case of 30% slower. At the time, the case where the latter is 30% slower will be selected. The path adjustment command unit 8 actually performs the path adjustment means selected by the path adjustment operation determining unit 7, and transmits the control command to the individual control devices 1 1 A to 1 1 C of the respective elevator devices. As a result, the respective control devices 1 1 A to 1 1 C perform the adjustment operation in accordance with the control command. For example, a control command is set to set the speed of the elevator cage of the No. 2 machine to be 30% slower than the rated speed, and the No. 2 machine is controlled to follow the target path. Fig. 2 is a view showing an example of the control operation of the elevator group management system according to the first embodiment of the present invention. In particular, the adjustment of the operating speed of the elevator cage is performed, for example, as an example of the operation of adjusting the speed of the cage, as a path adjustment operation. In order to avoid cumbersome, the number of elevator cages managed by the group is 2, and the floor is 5. First, it will be described based on Fig. 2 (a) showing the state before the path adjustment operation. Figure 2 (a) shows the position and orientation of the cage at the current time point in a ring representation. The so-called annular expression method refers to the fact that the floor is divided into the up and down direction as shown in the figure, and the elevator cage is bypassed for one week to represent a circle-like representation. As shown in the figure τρ:, at the current time, the first machine 1 〇 1 is on the first floor, and the second machine 102 is on the third floor. In the graph on the right side of Fig. 2, the horizontal axis represents the time axis starting from the current time point, and the vertical axis represents the position (floor). Since the horizontal axis is the time axis, the future is indicated by the starting point (now point in time) to the right. The position and side of each elevator cage at the current time point -13- 1316506

向，係成爲與左圖的環狀表現法之位置相同。由各升降機機籠劃出之實線軌跡爲預測路徑。1號機的預測路徑爲實線之軌跡1 〇3，而2號機之預測路徑爲實線之軌跡1 04。此等預測路徑係於圖1之預測路徑作成部3所作成。由2 條預測路徑看來可知，兩者過於接近，成爲所謂的湯圓運轉狀態。因此，例如在由兩條預測路徑分離的（時間*樓層）發生新的乘用呼叫時，到逹該處的時間會變長，以致於發生久等現象。爲避免發生此事，使各升降機機籠以在時間上等間隔運行爲較理想，在本例中，必須將1號機之預測路徑之相位更加延遲。因此，1號機之目標路徑應設定如一點虛線105所示。該目標路徑105係於圖1的目標路徑作成部2被作成。The direction is the same as the position of the ring representation on the left. The solid line trace drawn by each elevator cage is the predicted path. The predicted path of the No. 1 machine is the track of the solid line 1 〇 3, and the predicted path of the No. 2 machine is the track of the solid line 104. These prediction paths are created by the prediction path creation unit 3 of Fig. 1 . It can be seen from the two prediction paths that the two are too close to each other and become the so-called dumping state. Therefore, for example, when a new passenger call is made (time* floor) separated by two prediction paths, the time to the place becomes long, so that a long time phenomenon occurs. In order to avoid this, it is desirable to operate the elevator cages at equal intervals in time. In this example, the phase of the predicted path of the No. 1 machine must be further delayed. Therefore, the target path of the No. 1 machine should be set as indicated by a dotted line 105. This target path 105 is created in the target path creating unit 2 of Fig. 1 .

在圖1之路徑調整操作設定部5與路徑調整操作決定部7，係將調整手段選擇成爲使可使預測路徑103接近圖 2(a)之1號機之目標路徑105。該調整結果之一例如圖 2 ( b )之右圖所示。在此，圖示 1 )機籠速度調整之情形做爲路徑調整手段。圖2 ( b )右圖之實線1 03 A表示利用機籠調整手段調整後的預測路徑。這是在圖1之路徑調整操作設定部5選擇機籠速度調整手段，再將調整量設定爲慢於額定的40%，而於預測路徑作成部3重新作成調整後之預測路徑之狀態。調整後之預測路徑1 03 A，相較於同圖（a )之預測路徑1 03，係顯示斜率較緩，且機籠之移動速度變慢。其結果是可以使1號機之目標路徑1 〇5大致上與預測路徑1 A —致，而且，路徑偏差評估値變得很小 -14- 1316506 。因此，於圖1之路徑調整操作決定部7，選定該調整手段，亦即選定使機籠速度延遲額定的40%之手法之可能性高。其結果是，實際的1號機之機籠軌跡變成調整後之預測路徑103 A的可能性高；1號機與2號機在時間上會被誘導、控制成等間隔的運行狀態。The path adjustment operation setting unit 5 and the path adjustment operation determining unit 7 of Fig. 1 select the adjustment means so that the prediction path 103 can be brought closer to the target path 105 of the No. 1 device of Fig. 2(a). One of the adjustment results is shown in the right figure of Fig. 2 (b). Here, Fig. 1 shows the case where the cage speed is adjusted as a path adjustment means. Figure 2 (b) The solid line 1 03 A on the right is the predicted path adjusted by the cage adjustment method. This is the state in which the path adjustment operation setting unit 5 of Fig. 1 selects the cage speed adjusting means, and the adjustment amount is set to be 40% slower than the rated value, and the predicted path creation unit 3 newly creates the adjusted predicted path. The adjusted prediction path 1 03 A is slower than the predicted path 103 of the same figure (a), and the movement speed of the cage is slow. As a result, the target path 1 〇 5 of the No. 1 machine can be substantially coincident with the predicted path 1 A, and the path deviation evaluation 値 becomes very small -14 - 1316506 . Therefore, the path adjustment operation determining unit 7 of Fig. 1 has a high possibility of selecting the adjustment means, i.e., selecting a method of delaying the cage speed by 40% of the rated value. As a result, the actual cage trajectory of the No. 1 machine becomes highly likely to become the adjusted predicted path 103 A; the No. 1 and No. 2 machines are induced and controlled to operate at equal intervals in time.

圖3是本發明第1實施例的升降機群管理系統之控制動作例之圖（其2 )。本例中，係進行乙）降機機籠之停止時間之調整，例如3 )機籠開閉速度之調整，或4)機門開放時間之調整等之動作例，以此作爲路徑調整手段。在圖3中，在與圖2相同之要件附加相同之符號而省略其贅述。此外，圖3(a)與圖2(a)完全相同，所以省略其說明。與圖2不同之處在於：預測路徑之調整操作係調整乙）升降機之停時間。其結果表現在圖3 (b)之預測路徑103B之形狀上。具體地說，圖3 ( b)的調整後之預測路徑103B，相較於圖3 ( a)之預測路徑103 (調整前），其之停止時間被延長。其結果是，圖3 ( b )之預測路徑 1 03 B，路徑之停止時間幅度係在時間軸方向被延長，而接近目標路徑105。此外，於預測路徑103B之中，機籠速度未被調整，所以路徑的斜率與調整前的預測路徑1 03相同。以上，如圖2，圖3所例示，欲使預測路徑接近目標路徑時之方法有，甲）調整運行速度之方法（路徑斜率之調整），以及乙）調整停止時間之方法（停止時間幅度之調整）之兩種方法。至於各別的具體方法（手段）有上述 -15- 1316506 之1 )〜2 )以及3 )〜6 )。例如，將機門開閉速度變慢，或延長機門開放時間（機門打開到自動關閉的時間），停止時間即拉長。另外，若將待命升降機機門的開閉狀態事先選擇在開放側，則停止時間可以縮短機門打開時間本身。此外，若將升降機機門的關閉鈕選擇爲無效時，則機門在自動關閉前無法出發，因此停止時間拉長。Fig. 3 is a view (2) showing an example of the control operation of the elevator group management system according to the first embodiment of the present invention. In this example, the adjustment of the stop time of the B) lowering cage, for example, 3) the adjustment of the opening and closing speed of the cage, or the adjustment of the opening time of the door, is used as a path adjustment means. In FIG. 3, the same components as those in FIG. 2 are denoted by the same reference numerals, and their description is omitted. Further, Fig. 3(a) is completely the same as Fig. 2(a), and therefore the description thereof will be omitted. The difference from Fig. 2 is that the adjustment operation of the predicted path adjusts the stop time of the elevator. The result is shown in the shape of the predicted path 103B of Fig. 3(b). Specifically, the adjusted predicted path 103B of Fig. 3(b) is extended in comparison with the predicted path 103 (before adjustment) of Fig. 3(a). As a result, the predicted path 1 03 B of Fig. 3(b), the stop time amplitude of the path is extended in the time axis direction, and is close to the target path 105. Further, among the predicted paths 103B, the cage speed is not adjusted, so the slope of the path is the same as the predicted path 101 before the adjustment. Above, as illustrated in FIG. 2 and FIG. 3, the method for making the predicted path close to the target path includes a method of adjusting the running speed (adjustment of the path slope), and B) a method of adjusting the stopping time (the stop time range) Adjust the two methods. As for the specific method (means), there are 1) to 2) and 3) to 6) of the above -15-1316506. For example, if the door opening and closing speed is slowed down, or the door opening time is extended (the time from the door opening to the automatic closing), the stopping time is elongated. Further, if the opening and closing state of the standby elevator door is previously selected on the open side, the stop time can shorten the door opening time itself. In addition, if the closing button of the elevator door is selected as invalid, the door cannot be started before the automatic closing, so the stop time is lengthened.

除了上述所舉甲），乙）之方法以外，也可以藉由直接調整待命升降機之位置來調整預測路徑的形狀。服務中的升降機是以服務爲最優先，所以無法任意調整位置，但是，待命升降機因爲不擔任服務，因此，可以任意調整待命位置。其次，參照圖4與圖5說明目標路徑的作成處理。該處理係在圖1的目標路徑作成部2被執行。首先，依據圖 4說明目標路徑的作成過程。In addition to the above-described methods of A) and B), the shape of the predicted path can also be adjusted by directly adjusting the position of the standby elevator. The service in the elevator is the service priority, so the position cannot be adjusted arbitrarily. However, the standby elevator can adjust the standby position arbitrarily because it does not serve. Next, the creation processing of the target path will be described with reference to FIGS. 4 and 5. This processing is executed in the target path creation unit 2 of Fig. 1 . First, the creation process of the target path will be described based on Fig. 4 .

圖4是本發明之一實施例之目標路徑的作成處理流程圖。圖中圖表（Graph ) A01係以橫軸表示時間軸，縱軸表示位置。軸A02表示現在時間點，軸A03表示調整基準時間軸。表示現在時間點之軸A02與調整基準時間軸 A03之間，係被命名爲調整區域（細節容後敍述）。目標路徑之作成過程如下。首先’ 1 )作成各機籠的預測路徑（ST 1 )。然後，2 )計算調整基準時間軸A03之各升降機機籠的時間位置（ ST2 )。在此，所謂時間位置係指以時間測得的位置而非以距離測得的位置。在此，係根據預測路徑來預測特定時 -16- Ϊ316506 間後（此與調整基準時間軸之時間相對應）之機籠位置’ 而進行以時間位置求得該位置之處理。然後，3)根據各機籠之時間位置計算在時間上成爲等間隔的各機籠位置之調整量（ST3)。換言之，其係由特定時間後之各機籠的時間位置，以成爲時間上等間隔狀態而算出位置的調整量之處理。最後，4)依照算出之調整量’在調整區域內調整預測路徑之方格（Grid (方格的說明如後述））。結果所得之路徑成爲目標路徑（ST4 ) ° 圖5爲例示圖4所述之處理的具體的內容之圖表。圖 5 ( A )表示圖4之預測路徑作成處理（S T 1 )所作成之預測路徑。在此，群管理是以升降機3台’樓層1 0樓之大樓爲對象。圖5 ( A )的圖表與圖4相同，橫軸表示時間軸，縱軸表示位置。軸C 0 5 0爲表示現在時間點之時間軸，軸C02A表示調整基準時間軸，被兩軸夾在中間的區域表示調整區域。 • 在現在時間點，1號機機籠C010在8樓向下’2號機機籠C020在3樓向下，3號機機籠C030在4樓向下行。另外，1號機之預測路徑爲實線的軌跡CO 1 1，2號機之預測路徑爲1點虛線的軌跡C 0 2 1，3號機之預測路線爲虛線的軌跡C031。若依照圖4的程序，接下來是由預測路徑算出在調整基準時間軸的各機籠的時間的位置（圖4之 ST2)。這是由圖5(A)中各機籠的預測路徑與調整基準時間軸之交點，即可以看出各別的機籠位置。例如’ 1號機之預測路徑C0 1 1與調整基準時間的位置可以由例如由 -17- 1316506 1樓向上出發到達該位置所花時間算出。若可算出時間的位置’接著可以求得用於達到時間上等間隔之調整量（圖 4之ST3)。若由圖5(A)之調整基準時間軸C040上之各機籠之位置求出時間上成爲等間隔之位置時，即成爲調整基準時間軸C 0 4 0的黑圓點所示。例如，1號機在黑圓點CO 1 A成爲時間上等間隔的位置，2號機在黑圓點C02A ，3號機在黑圓點C 0 3 A分別成爲時間上等間隔的位置。該時間上成爲等間隔之位置與各機籠的調整基準時間軸上之位置的差成爲調整量。依照此調整量，藉由調整在調整區域內之預測路徑之方格，以作成目標路徑（圖4之S T4 )。結果成爲圖5(B)所示之目標路徑。具體地說，在圖5 ( B )中，1號機之目標路徑爲實線C01 1N，2號機之目標路徑爲1點虛線C2 IN，3號機之目標路徑爲虛線 C03 1N。藉由對圖5 ( A)之各機籠之預測路徑，根據調整量調整調整區域內之方格（Grid)，俾可通過在時間上成爲等間隔之位置點（黑圓點）。在此，所謂方格（Grid ) 係指各路徑之方向反轉點。藉由左右搖動該方格可以調整預測路徑之相位，並且通過成爲時間上等間隔之位置的黑圓點之座標點（時間*位置）。實際上，在圖5 ( B )中 ’圖5(A)之預測路徑之方格已被調整，而各機籠的路徑正通過時間上等間隔的黑圓點之座標點（C 0 1 A至C 0 3 A )。調整基準時間軸以後，明顯地，各個路徑在時間上成爲等間隔的狀態。以上爲目標路徑的作成方法，圖5 ( B )所示之目標 -18- 1316506 路徑之特徵總結如下。1 )到調整區域爲止，將各機籠之軌跡引導至成爲時間上等間隔狀態之過渡狀態。2 )在調整區域之更前方，各機籠的軌跡成爲時間上等間隔狀態。亦即，各機籠的路徑之時間間隔成爲均等。因此，在此所示之目標路徑成爲引導各機籠的軌跡之引導角色，以便由現在時間點的機籠位置到特定時間以後成爲時間上等間隔狀態。藉由執行圖1所說明之路徑的調整操作，即可使實際的路徑接近目標路徑並且引導至時間上等間隔狀態。圖6爲本發明第2實施例之升降機群管理系統之控制功能方塊圖。在圖6中，與圖1相同之要件附以相同符號而省略其說明。圖6與圖1不同之處在於圖6沒有圖1之目標路徑作成手段2與路徑偏差評估部4，而以路徑狀態評估部20取代之。首先，針對圖1與圖6之構造，分別說明其控制槪念之差異，然後說明具體的處理內容。在圖1中，選擇了作成目標路徑與預測路徑，並調整預測路徑之形狀使接近目標路徑，使兩者成爲最接近之調整手段。相對地，在圖6 中，係作成預測路徑，並以特定時間後之預測路徑之狀態 (例如時間的間隔）做爲評估値評估。然後，與圖1之情形相同，利用路徑調整手段調整預測路徑之形狀，並且選擇評估値達到最高之調整手段。亦即，藉由不使用目標路徑而僅使用預測路徑來評估該預測路徑之狀態，選擇恰當的路徑調整手段而導致時間上等間隔狀態。以下，針對與圖1不同之點之詳細說明。在以預測路 -19- 1316506 徑作成部3作成各機籠之預測路徑之後，利用路徑狀態評估部20評估預測路徑之狀態。此路徑狀態評估部20，係用於評估各機籠之預測路徑經過特定時間後之各機籠之關係位置。以時間間隔評估關係位置，若爲等間隔，則設定評估函數，俾使評估値較好。例如，將各機籠的時間間隔之分散値選定爲評估函數。此時，評估函數越小，分散越小，可以評估爲等間隔性高。路徑調整操作設定部5與路徑調整手段部6之作用與圖1的情形相同，藉調整機籠速度與停止時間來調整路徑的形狀。對於此調整後之預測路徑，也利用路徑狀態評估部20計算評估値。與圖1之情形一樣，針對多個調整操作案例計算其各別的評估値，並以路徑調整操作決定部7選定評估値最優的調整手段。路徑調整指令部8將被選定之調整手段傳輸至各升降機之個別控制裝置1 1 A〜1 1 C，使其實際上執行操作。圖7爲表示利用本發明之群管理系統之第2實施例之控制操作例者，而與圖2 —樣，表示進行升降機之運行速度之調整（例如，機籠速度之調整等）時之操作例。在圖 7中，與圖2相同之要件附以相同的符號而省略其說明。圖7與圖2不同之處在於：不作成目標路徑而代替以設定實施狀態評估之狀態評估時間1 1 〇這一點。圖7 ( a )表示預測路徑調整操作前之情形，而由狀態評估時間1 1 〇之各機籠之預測路徑上之位置評估各機籠的時間間隔。此種評估處理是在圖6之路徑狀態評估部2 0執行。如由圖7 ( a )可知，此時，顯然地，兩台升降機機籠的時間間隔太小 -20- 1316506 。另方面，圖7(b)表示調整2號機之運行速度後之預測路徑，可知由於降低2號機之速度，所以2號機之預測路徑103C之斜率變爲緩和。此時，由狀態評估時間110的各機籠的預測位置，在圖6之路徑狀態評估部20執行時間間隔的評估。路徑調整操作之結果，使2號機的預測路徑之相位延遲，2台升降機機籠的時間間隔成爲恰當者。根據評估値之比較，該路徑調整手段被判定爲最恰當時，即執行該調整手段。圖8爲利用本發明的群管理系統的第2實施例的控制操作例之2。此圖表示與圖7不同的例子，而與圖3 —樣 ’表示做爲預測路徑調整手段進行升降機機籠的停止時間的調整，即機籠開放時間的調整，機門開閉速度度的調整等時之操作例。針對圖8，與圖3相同的要件附以相同的符號而省略其說明。圖7之例子中，調整了運行速度，而在圖8中則調整2號機的停止時間，相對於圖8 ( a )之2 號機之預測路徑10 3，圖8 ( b )之2號機的預測路徑 1 0 3 D被調整成停止時間拉長。此時也與圖7相同，在狀態評價時間1 1 0評估各機籠的預測路徑的時間間隔。與圖 8 ( a )比較，圖8 ( b )的各機籠的預測路徑明顯地改善了時間上等間隔性，在多個調整操作案例中，評估該手段具有最佳評估値時，即執行該調整手段。圖9爲利用本發明之第3實施例之升降機群管理系統之控制功能方塊圖。在圖9中，與圖1相同的要件附以相同的符號而省略其說明。圖9與圖1之不同點在於1)目 -21 - 1316506 標路徑作成部（圖1之2)更換爲目標間隔設定部（圖9 之30 )，以及2 )路徑偏差評估部（圖1之4 )更換爲間隔偏差評估部（圖9之3 1 )兩點。首先，針對圖1與圖9之構造，分別說明其控制槪念之不同，然後說明具體的處理內容。首先’作成目標路徑與預測路徑，並調整預測路徑之形狀，俾使預測路徑接近目標路徑。相對地，在圖9中係設定各升降機之預測路徑之目標間隔，並調整預測路徑之形狀，俾使接近目標間隔。具體地說，比較特定時間後之預測路徑之間隔値與目標間隔値，以選出可以賦予使該偏差變小的預測路徑之形狀的路徑調整手段。由目標控制的觀點看來，圖1之實施例將表示時間軸上之升降機之位置的軌跡之路徑控制於目標狀態，相對地，圖9之實施例控制各機籠的預測路徑控制成最近未來的升降機之間隔接近目標値。以下，縮小至與圖1不同之部分詳細說明。在目標間隔設定部30由對該時間點之交通流量之升降機之周時間的期待値（預測値）設定各升降機成爲等間隔的目標間隔値。在此’目標間隔値成爲以時間爲單位的時間上等間隔値。例如，一周時間的期待値爲6 0秒而升降機爲三台時 ’要實現時間上#間隔的目標時間間隔爲20秒。預測路徑作成部3係用於作成各機籠的預測路徑。間隔偏差評估部由各機籠的預測路徑算出特定時間後的各機籠的時間上間隔値’再計算該値與目標間隔値之偏差。與目標間隔値之偏差越小，越接近目標間隔，並表示接近時間上等間隔 -22-Fig. 4 is a flow chart showing the process of creating a target path according to an embodiment of the present invention. Graph (Graph) A01 shows the time axis on the horizontal axis and the position on the vertical axis. The axis A02 represents the current time point, and the axis A03 represents the adjustment reference time axis. Indicates that the current time point axis A02 and the adjustment reference time axis A03 are named adjustment areas (details are described later). The target path is created as follows. First, '1' is the predicted path (ST 1 ) of each cage. Then, 2) calculate the time position (ST2) of each elevator cage of the adjustment reference time axis A03. Here, the term "time position" refers to a position measured in time rather than a position measured by distance. Here, the process of determining the position by the time position is performed based on the predicted path to predict the position of the machine cage after the specific time -16 - Ϊ 316506 (this corresponds to the time of adjusting the reference time axis). Then, 3), based on the time position of each cage, the adjustment amount of each cage position which is equal in time is calculated (ST3). In other words, it is a process of calculating the adjustment amount of the position by the time position of each of the cages after the specific time in the time interval. Finally, 4) adjust the square of the prediction path in the adjustment area in accordance with the calculated adjustment amount (Grid (the description of the square is described later)). As a result, the obtained path becomes the target path (ST4). FIG. 5 is a graph illustrating the specific content of the process described in FIG. Fig. 5(A) shows the predicted path made by the predicted path creation processing (S T 1 ) of Fig. 4. Here, the group management is for the building of the 10th floor of the elevator floor. The graph of Fig. 5 (A) is the same as Fig. 4, and the horizontal axis represents the time axis and the vertical axis represents the position. The axis C 0 5 0 is the time axis indicating the current time point, and the axis C02A is the adjustment reference time axis, and the area sandwiched by the two axes indicates the adjustment area. • At the current time, the No. 1 machine cage C010 is on the 8th floor down the 'No. 2 machine cage C020 is down on the 3rd floor, and the 3rd machine cage C030 is on the 4th floor. In addition, the predicted path of the No. 1 machine is the trajectory of the solid line CO 1, and the predicted path of the No. 2 machine is the one-dotted trajectory C 0 2 1, and the predicted path of the No. 3 machine is the trajectory C031 of the broken line. According to the routine of Fig. 4, the position of the time of each cage in the adjustment reference time axis is calculated from the predicted path (ST2 in Fig. 4). This is the intersection of the predicted path of each cage in Fig. 5(A) and the adjustment reference time axis, that is, the position of each cage can be seen. For example, the position of the predicted path C0 1 1 of the '1st machine' and the adjusted reference time can be calculated, for example, from the time taken by the -17-1316506 1st floor to reach the position. If the position of the time can be calculated, then the amount of adjustment for achieving equal time intervals can be obtained (ST3 of Fig. 4). When the positions of the cages on the adjustment reference time axis C040 of Fig. 5(A) are equalized in time, the black circles of the adjustment reference time axis C 0 4 0 are displayed. For example, in the No. 1 machine, the black dots CO 1 A are equally spaced in time, the No. 2 machine is at the black dot C02A, and the No. 3 machine is at the time interval of the black dot C 0 3 A, respectively. The difference between the position at the equal interval and the position on the adjustment reference time axis of each cage becomes the adjustment amount. According to this adjustment amount, the target path is created by adjusting the square of the prediction path in the adjustment area (S T4 in Fig. 4). The result becomes the target path shown in Fig. 5(B). Specifically, in Fig. 5(B), the target path of the No. 1 machine is the solid line C01 1N, the target path of the No. 2 machine is the 1-dotted line C2 IN, and the target path of the No. 3 machine is the dotted line C03 1N. By adjusting the predicted path of each cage of Fig. 5(A), the grid in the adjustment area is adjusted according to the adjustment amount, and the position (black dot) at equal intervals in time can be obtained. Here, the Grid refers to the direction reversal point of each path. By shaking the square from side to side, the phase of the predicted path can be adjusted and passed through the coordinate point (time* position) of the black dot which is the position of the time interval. In fact, in Figure 5 (B), the square of the predicted path of Figure 5(A) has been adjusted, and the path of each cage is passing the coordinate points of the black dots that are equally spaced in time (C 0 1 A To C 0 3 A ). After adjusting the reference time axis, it is apparent that each path becomes an equally spaced state in time. The above is the creation method of the target path, and the characteristics of the target -18-1316506 path shown in Fig. 5 (B) are summarized as follows. 1) Until the adjustment area, the trajectory of each cage is guided to a transition state that is equal to the time interval. 2) In front of the adjustment area, the trajectory of each cage becomes an equal time interval. That is, the time intervals of the paths of the cages are equal. Therefore, the target path shown here becomes a guiding role for guiding the trajectories of the respective cages so as to be temporally equidistant from the position of the cage at the current time point to a certain time. By performing the adjustment operation of the path illustrated in Fig. 1, the actual path can be brought close to the target path and guided to the temporally equal interval state. Fig. 6 is a block diagram showing the control function of the elevator group management system according to the second embodiment of the present invention. In Fig. 6, the same components as those in Fig. 1 are denoted by the same reference numerals and their description will be omitted. Fig. 6 is different from Fig. 1 in that Fig. 6 does not have the target path forming means 2 and the path deviation evaluating unit 4 of Fig. 1, but is replaced by the path state evaluating unit 20. First, with respect to the configurations of Figs. 1 and 6, the difference in control complication is explained separately, and then the specific processing contents will be explained. In Fig. 1, the target path and the predicted path are selected, and the shape of the predicted path is adjusted to be close to the target path, so that the two become the closest adjustment means. In contrast, in Fig. 6, the prediction path is made, and the state of the predicted path after a certain time (for example, the interval of time) is evaluated as an evaluation. Then, similarly to the case of Fig. 1, the path adjustment means is used to adjust the shape of the prediction path, and the evaluation means is selected to achieve the highest adjustment means. That is, the state of the predicted path is evaluated by using only the predicted path without using the target path, and the appropriate path adjusting means is selected to cause the time interval to be equal. Hereinafter, a detailed description of differences from FIG. 1 will be given. After the predicted path of each of the cages is created by the predicted path -19-1316506, the path state evaluation unit 20 evaluates the state of the predicted path. The path state evaluation unit 20 is configured to evaluate the relationship positions of the cages after the predicted path of each cage passes a specific time. The relationship locations are evaluated at time intervals, and if they are equally spaced, the evaluation function is set so that the evaluation is better. For example, the dispersion of the time intervals of each cage is selected as the evaluation function. At this time, the smaller the evaluation function, the smaller the dispersion, and the higher the interval. The path adjustment operation setting unit 5 and the path adjustment means unit 6 function as in the case of Fig. 1, and the shape of the path is adjusted by adjusting the cage speed and the stop time. For the adjusted predicted path, the path state evaluation unit 20 is also used to calculate the evaluation 値. As in the case of Fig. 1, the respective evaluation 计算 is calculated for a plurality of adjustment operation cases, and the path adjustment operation decision unit 7 selects the evaluation 値 optimum adjustment means. The path adjustment command unit 8 transmits the selected adjustment means to the individual control devices 1 1 A to 1 1 C of the respective elevators to actually perform the operation. Fig. 7 is a view showing an example of the control operation of the second embodiment of the group management system of the present invention, and the operation of adjusting the operation speed of the elevator (e.g., adjustment of the cage speed, etc.) as shown in Fig. 2; example. In FIG. 7, the same components as those in FIG. 2 are denoted by the same reference numerals and their description will be omitted. Fig. 7 differs from Fig. 2 in that instead of making a target path, instead of setting the state of the implementation state evaluation time 1 1 〇. Figure 7 (a) shows the situation before the predicted path adjustment operation, and the time interval of each cage is evaluated by the position on the predicted path of each cage of the state evaluation time 1 1 . This evaluation process is executed in the path state evaluation unit 20 of Fig. 6. As can be seen from Fig. 7(a), at this time, it is apparent that the time interval between the two elevator cages is too small -20-1316506. On the other hand, Fig. 7(b) shows the predicted path after adjusting the operating speed of the No. 2 unit. It can be seen that the slope of the predicted path 103C of the No. 2 unit is moderated by lowering the speed of the No. 2 unit. At this time, the path position evaluation unit 20 of Fig. 6 performs the evaluation of the time interval by the predicted position of each of the cages of the state evaluation time 110. As a result of the path adjustment operation, the phase of the predicted path of the No. 2 machine is delayed, and the time interval between the two elevator cages becomes appropriate. According to the comparison of the evaluations, when the path adjustment means is determined to be the most appropriate, the adjustment means is executed. Fig. 8 is a second example of the control operation of the second embodiment of the group management system according to the present invention. This figure shows an example different from that of FIG. 7, and FIG. 3 shows that the adjustment of the stop time of the elevator cage is performed as the predicted path adjustment means, that is, the adjustment of the opening time of the cage, the adjustment of the opening and closing speed of the door, and the like. The operation example of the time. The same components as those in Fig. 3 are denoted by the same reference numerals, and the description thereof will be omitted. In the example of Fig. 7, the running speed is adjusted, and in Fig. 8, the stop time of the No. 2 machine is adjusted, compared with the predicted path 10 3 of the No. 2 machine of Fig. 8 (a), and Figure 2 (b) No. 2 The predicted path of the machine 1 0 3 D is adjusted to lengthen the stop time. At this time, also as in Fig. 7, the time interval of the predicted path of each cage is evaluated at the state evaluation time 1 1 0. Compared with Fig. 8(a), the predicted path of each cage of Fig. 8(b) significantly improves the temporally equal interval. In the case of multiple adjustment operation cases, when the evaluation method has the best evaluation, it is executed. The means of adjustment. Fig. 9 is a block diagram showing the control function of the elevator group management system using the third embodiment of the present invention. In Fig. 9, the same elements as those in Fig. 1 are denoted by the same reference numerals and their description will be omitted. The difference between FIG. 9 and FIG. 1 is that 1) the target 21 - 1316506 standard path creation unit (2 of FIG. 1) is replaced with the target interval setting unit (30 of FIG. 9), and 2) the path deviation evaluation unit (FIG. 1) 4) Replace with the interval deviation evaluation unit (3 of Fig. 9) two points. First, with respect to the configurations of Figs. 1 and 9, the differences in control complication are separately explained, and then the specific processing contents will be explained. First, make the target path and the predicted path, and adjust the shape of the predicted path so that the predicted path is close to the target path. In contrast, in Fig. 9, the target interval of the predicted path of each elevator is set, and the shape of the predicted path is adjusted to make it close to the target interval. Specifically, the interval 値 of the predicted path after the specific time is compared with the target interval 以 to select a path adjusting means that can give the shape of the predicted path which reduces the deviation. From the viewpoint of target control, the embodiment of Fig. 1 controls the path of the trajectory indicating the position of the elevator on the time axis to the target state. In contrast, the embodiment of Fig. 9 controls the predicted path of each cage to be controlled to the nearest future. The interval between the lifts is close to the target 値. Hereinafter, the description will be repeated in detail to be different from FIG. 1. The target interval setting unit 30 sets an expectation 値 (predicted 値) of the elevator time of the traffic flow at the time point to the target interval 各 at equal intervals. Here, the 'target interval 値 is equal to the time interval in time 値. For example, when the expectation for one week is 60 seconds and the number of elevators is three, the target time interval for achieving the time interval is 20 seconds. The predicted path creation unit 3 is used to create a predicted path for each cage. The interval deviation evaluation unit calculates the time interval 値' of each cage after a specific time from the predicted path of each cage, and calculates the deviation between the 値 and the target interval 。. The smaller the deviation from the target interval ,, the closer to the target interval, and the close interval is equal to the interval -22-

1316506 。路徑調整操作設定部5與路徑調整手段部6 1之情形相同，係用於調整運行速度與停止時徑的形狀。對於該調整後之預測路徑，也是以估部31計算與目標間隔之偏差。與圖1之情對多個調整操作案例計算各自的偏差（做爲評以路徑調整操作決定部7選定評估値最佳的調徑調整指令部8將所選定之調整手段傳輸到名別控制裝置1 1 A〜1 1 C以執行實際的操作。圖10爲本發明之第3實施例中之目標間處理流程圖。首先，根據收集於圖9之資訊收訊算出對於現在時間點之交通流量之一周時間 S T 1 1 )。計算式如（1 )式所示。 Τ=Σ (移動時間）+Σ (停止時間期待値）..· 在此，Σ (移動時間）表示各樓層的移動部分之總和，Σ (停止時間期待値表示各樓f 期待値之一週分之總和。簡言之如下，一周日與該時間點的交通流量相對之升降機機籠之2 相對應。然後，計算現在時間點之升降機機籠之i N(ST12)。例如4台升降機群管理中有一成爲3台。依據以上之値’目標間隔値B r e f 算出。1316506. The path adjustment operation setting unit 5 is the same as the case of the path adjustment means unit 61, and is used to adjust the shapes of the operation speed and the stop time. For the adjusted predicted path, the estimated portion 31 also calculates the deviation from the target interval. The deviation of each of the plurality of adjustment operation cases is calculated as in the case of FIG. 1 (the path adjustment operation instruction unit 7 selects the evaluation, and the optimum adjustment adjustment instruction unit 8 transmits the selected adjustment means to the name control means. 1 1 A to 1 1 C to perform actual operations. Fig. 10 is a flowchart of processing between targets in the third embodiment of the present invention. First, traffic flow for the current time point is calculated based on the information collection collected in FIG. One week time ST 1 1). The calculation formula is as shown in the formula (1). Τ=Σ (moving time)+Σ (stop time expectation 値)..· Here, Σ (moving time) indicates the sum of moving parts of each floor, Σ (stop time expectation 値 indicates that each building f is expected to be one week In short, the following is the same as the traffic flow at the time of the week relative to the elevator cage 2. Then, calculate the i N (ST12) of the elevator cage at the current time. For example, 4 elevator group management One of them has become three. Based on the above, the target interval 値B ref is calculated.

Bref = T/N …（2 ) 目標間隔値B ref表示對該時間點之交之作用與圖間以調整路間隔偏差評形一樣，針估値），而整手段。路升降機之各隔値計算之集部1之資期待値T ( (1) 時間之一周的停止時間間期待値係均一周時間效運轉台數 ί停機時，N 系由（2 )式流量之等間 -23- 1316506 隔値，正確地說係表示平均等間隔値。藉由調整各升降機之預測路徑之間隔，而能依據該目標間隔値，即可將各升降機控制成等間隔。圖11爲本發明第4實施例之升降機群管理系統之控制功能方塊圖。在圖1 1中，與圖1相同之要件分派以與圖1之相同符號而省略其說明。圖11與圖1不同之處在於已施加有對乘用呼叫之升降機之分派處理。在圖11之構造中，係並用依據對乘用呼叫的分派使從動於目標路徑的功能，以及依據分派以外之運行控制（稱爲路徑調整手段）而從動於目標路徑之功能。以下，說明圖11的構造中與圖1不同之要件。在各樓層的等機處有圖示之乘用呼叫鈕13與14，該等乘用呼叫鈕13與14等之乘用呼叫資訊會重新彙集於資訊收集部 1 ° 預測等待時間評估部5 0，係根據彙集於資訊收集部1 之資訊，計算臨時將發生之乘用呼叫分派予各升降機時之預測等待時間。目標路徑作成部2，預測路徑作成部3，路徑偏差評估部4之功能雖然與圖1相同，但是在圖π 中，實施了臨時分派之預測路徑亦於預測路徑作成部3被作成，並於路徑偏差評估部4計算對該臨時分派之路徑偏差。另外，臨時分派係針對各號機（如爲3台之群管理，即分別對1〜3號機）執行。綜合分派評估値計算部5 1，係依據對各臨時分派號機之預測等待時間與路徑偏差，計算綜合分派評估値。例如 -24- 1316506 ，由對1號機臨時分派乘用呼叫時之各呼叫之預測等待時間，以及對1號機臨時分派時之預測路徑之路徑偏差，計算出臨時分派予1號機時之綜合評估値。綜合評估値，係藉由例如預測等待時間與路徑偏差的權値加算予以計算。分派升降機決定部52，係依據綜合分派評估値來決定分派予乘用呼叫之升降機。具體地說，綜合評估預測等待時間與路徑偏差（目標路徑與分派時之預測路徑之乘離程度）以決定對最恰當的升降機之分派。於分派升降機指令部5 3對已決定分派之升降機輸出分派指令。如上所述，圖11之構造中，並用利用乘用呼叫之分派控制使預測路徑接近目標路徑之處理，以及利用圖1中所說明之分派以外之路徑調整手段之控制使預測路徑接近目標路徑之處理。在此，路徑調整操作實施判斷部5 4，係用於實施兩種控制的區別。具體地說，在未發生分派處理之期間中，路徑調整操作實施判斷部54係取入路徑偏差値，並將該値與特定之臨界値比較，而在路徑偏差値超過臨界値時’利用分派以外的路徑調整手段執行路徑調整操作。如上所述’在圖1 1之實施例中，係利用分派進行目標路徑從動控制爲主，而利用分派以外之路徑調整手段執行路徑調整操作則扮演補足的角色。圖12是圖11之實施例之處理流程圖。首先，對各升降機機籠作成目標路徑（s 1 0 1 )，再作成預測路徑（s 1 02 )。然後’判定是否已發生乘用呼叫分派處理（S103)。 -25- 1316506 若已發生乘用呼叫分派處理時，即對各升降機依次設定臨時分派，作成分派時之預測路徑（s 1 04 )’並計算所獲得的預測路徑與目標路徑之偏差（S 1 05 )。另外再計算對已實施臨時分派時之各乘用呼叫之預測等待時間（S 1 06 )。再依據路徑偏差値與預測等待時間計算綜合分派評估値（ S 1 07 )，藉由比較綜合分派評估値以決定分派升降機，而將分派指令輸出到該升降機（S108)。在步驟S1 03中判定爲尙未發生乘用呼叫分派處理之期間時，即計算目標路徑與預測路徑之偏差（s 1 09 )，並判定該偏差是否超過特定之臨界値（S110)。若該値超過特定値時，即執行路徑調整操作之設定與評估之重複處理 (S 1 1 1 :圖1所說明之處理），並決定最恰當之分派以外之路徑調整手段，再輸出該操作指令（s 1 1 2 )。重複說明該控制之想法係爲接近目標路徑而對乘用呼叫進行分派，而在沒有該分派處理之期間，只要由預測路徑之目標値之偏差大於特定値時，即利用上述分派以外之路徑調整手段執行路徑之調整。利用此兩種控制之組合，不管發生分派時，或未發生處理時，也可以發生使預測路徑接近目標路徑之作用，可以控制成理想的各機籠之等間隔運轉狀態。另外，分派路徑之變化大，雖然調整方向正確，利用分派有時路徑被調整成太大。此時，分派之外之路徑調整手段扮演著微調的角色，可以更精細也引導各機籠的等間隔運轉狀態。圖1 3爲利用本發明的第5實施例之升降機群管理系 -26- 1316506 統之控制功能方塊圖。在圖13中，與圖6與圖11相同的要件分別附以相同的符號而省略其說明。圖1 3之構造係將相對於圖1之圖11之構造對圖6展開之示意圖。具體地說，係並用藉由對乘用呼叫之分派控制預測路徑之間隔成爲等間隔狀態之功能，以及藉由分派之外的路徑操作控制預測路徑之間隔爲等間隔狀態之功能者。茲簡單說明利用圖1 3之實施例之功能構造。首先，在發生對乘用呼叫之分派處理時，以預測等待時間評估部 5〇評估對乘用呼叫之預測等待時間，再以路徑狀態評估部 20評估對乘用呼叫實施臨時分派時之預測路徑的時間間隔之評估値。綜合分派評估値計算部51則根據預測等待時間與預測路徑的時間間隔的評估値計算綜合評估値。分派升降機決定部5 2根據該綜合評估値決定適當的分派升降機，而對分派升降機指令部53輸出指令。在未發生乘用呼叫分派處理之期間中，利用路徑調整操作實施判斷部54 ，根據路徑狀態評估部20之輸出（時間間隔之評估値）判斷有無實施分派之外之路徑調整操作。若判定爲應實施路徑調整操作時，即執行圖6中說明之路徑調整操作。圖14爲圖13之實施例之處理流程圖。在圖14中，對於與圖1 2相同之處理附以相同的符號，不同者爲粗線標示之步驟S205，S209與S210。以下說明處理的流程。首先，作成各升降機機籠之預測路徑（S 1 02 )。然後 ’判斷是否已發生乘用呼叫分派之處理（S103)。若已發生乘用呼叫分派處理時，即對各升降機依序設定臨時分派 -27- 1316506 ，並作成分派情形之預測路徑（s 1 04 )。然後，計算對於該臨時分派時之預測路徑之時間間隔之評估値（S204 )。另外，計算對已實施臨時分派之情形之各乘用呼叫之預測等待時間（S 1 06 )。再依據路徑偏差値與預測等待時間計算綜合分派評估値（S 1 07 )，藉由綜合分派評估値之比較決定分派升降機，並對該升降機輸出分派指令（S108)。以步驟S 1 03判定爲未發生乘用呼叫分派處理之期間中時，即計算對預測路徑的時間間隔之評估値（S2 09 )，並判定該評估値是否大於特定之臨界値（S2 1 0 )。該値若大於特定値時，即執行路徑調整操作之設定與評估之重複處理（S 1 1 1 :圖1所說明之處理），並決定最恰當之分派之外的路徑調整手段，與輸出該操作指令（S 1 1 2 )。圖14之控制之想法與圖12完全相同，在此避免贅述，惟在分派發生時或分派未發生時皆可控制成理想的各機籠的等間隔運轉狀態。如上所述，本發明之更理想的實施形態用於調整包含乘用呼叫之分派控制與分派之外之運行控制之升降機之運行路徑，可以藉由恰當利用該等控制而獲得更佳優異之成果。此外，將上述實施例中之路徑調整操作僅執行於繁雜或等待時間較大的狀况之局面也有效。亦即，除了目標路徑與預測路徑之偏差之外，另根據該時間點之交通流量之狀態或平均等待時間，判定是否執行路徑調整操作。例如，在繁雜的交通流量中而平均等待時間長的狀况下，目標 -28- 1316506 路徑與預測路徑之偏差超過特定値時，即執行路徑調整_ 作。路徑調整操作終究是以輔助的控制爲其目的。【圖式簡單說明】圖1爲利用本發明之第1實施例之升降機群管理系統之控制功能方塊圖。圖2爲利用本發明之第1實施例之升降機群管理系統 φ 之控制操作例圖。圖3爲利用本發明之第1實施例之升降機群管理系統之控制操作例圖（其2)。圖4爲利用本發明一實施例之目標路徑之作成處理流程圖。圖5爲例示圖4所述之處理的具體內容之圖表。圖6爲利用本發明之第2實施例之升降機群管理系統的控制功能方塊圖。 • 圖7爲利用本發明之第2實施例之升降機群管理系統之控制操作圖。圖8爲利用本發明之第2實施例之升降機群管理系統之控制操作圖（其2 )。圖9爲利用本發明之第3實施例之升降機群管理系統之控制功能方塊圖。圖1 〇爲本發明之第3實施例之目標間隔値計算之處理流程圖。圖11爲利用本發明之第4實施例之升降機群管理系 -29- 1316506 統之控制功能方塊圖。圖12爲圖11之實施例處理流程圖。圖13爲利用本發明之第5實施例之升降機群管理系統之控制功能方塊圖。圖14爲圖13的實施例之處理流程圖。【主要元件之符號說明】 1 :資訊收集部 2 :目標路徑作成部 3 :預測路徑作成部 4 :路徑偏差評估部 5 :路徑調整操作設定部 6 :路徑調整手段部 7 :路徑調整操作決定部 8 :路徑調整指令部 I 〇 :群管理控制裝置 II A〜1 1C :各升降機A〜C相對之個別控制裝置 12A〜12C :各升降機裝置 2〇 :路徑狀態評估部 3 〇 :目標間隔設定部 3 1 :間隔偏差評估部 5 0 :預測等待時間評估部 5 1 :綜合分派評估値計算部 52 :分派升降機決定部 5 3 :分派升降機指令部 -30- 1316506 54 :路徑調整操作實施判斷部。Bref = T/N (2) The target interval 値B ref indicates that the effect of the intersection of the time points is the same as the adjustment of the path interval deviation between the figures, and the whole method. The amount of the balance of the road elevator is estimated to be 値T ((1) The time between the stop time of one week is expected to be one week, the number of time-effect operation units is ί, and the N system is operated by (2) type flow. The equal interval -23-1316506 is equally well-balanced. By adjusting the interval between the predicted paths of the elevators, the elevators can be controlled to be equally spaced according to the target interval. It is a block diagram of the control function of the elevator group management system according to the fourth embodiment of the present invention. In Fig. 11, the same elements as those in Fig. 1 are assigned the same reference numerals as in Fig. 1, and the description thereof is omitted. Fig. 11 is different from Fig. 1. In the configuration of the elevator that has been applied to the passenger call, in the configuration of FIG. 11, the function of the slave target is based on the assignment of the passenger call, and the operation control other than the dispatch is called The function of the path adjustment means is to follow the function of the target path. Hereinafter, the requirements of the structure of Fig. 11 which are different from those of Fig. 1 will be described. The passenger call buttons 13 and 14 are shown at the equal positions of the respective floors. Call button 1 The multiplied call information of 3 and 14 is reassembled in the information collecting unit 1 ° predicted waiting time evaluation unit 50, and based on the information gathered in the information collecting unit 1, the passenger call temporarily generated is assigned to each elevator. Prediction target waiting time. Target path creation unit 2, prediction path creation unit 3, and the function of path deviation evaluation unit 4 is the same as that of Fig. 1, but in Fig. π, the predicted route for which temporary allocation is performed is also predicted path creation unit 3. The route deviation evaluation unit 4 calculates the route deviation for the temporary assignment. The temporary assignment system is executed for each number (for example, group management of three units, that is, units 1 to 3, respectively). The evaluation/calculation unit 5 1 calculates a comprehensive distribution evaluation based on the predicted waiting time and the path deviation for each temporary dispatching machine. For example, -24-1316506, each call when the passenger call is temporarily assigned to the first machine The forecast waiting time, and the path deviation of the predicted path when the No. 1 machine is temporarily assigned, calculates the comprehensive evaluation 临时 when it is temporarily assigned to the No. 1 unit. The calculation of the waiting time and the path deviation is calculated. The dispatching elevator determining unit 52 determines the elevator assigned to the passenger call based on the comprehensive dispatch evaluation. Specifically, comprehensively evaluates the predicted waiting time and the path deviation (target The degree of multiplication between the route and the predicted route at the time of dispatching is determined to determine the distribution of the most appropriate lift. The dispatcher command unit 5 assigns an instruction to the elevator output that has been assigned. As described above, in the configuration of Fig. 11, the combination is used. The process of making the predicted path close to the target path by the dispatch control of the passenger call, and the process of bringing the predicted path closer to the target path by the control of the path adjusting means other than the dispatch described in Fig. 1. Here, the path adjusting operation execution determining unit 5 4, is used to implement the difference between the two controls. Specifically, in the period in which the dispatch processing has not occurred, the route adjustment operation execution determining unit 54 takes the path deviation 値 and compares the 値 with the specific threshold ,, and uses the dispatch when the path deviation 値 exceeds the critical threshold The path adjustment means other than the path adjustment operation is performed. As described above, in the embodiment of Fig. 11, the target path slave control is mainly performed by the dispatch, and the path adjustment operation by the path adjustment means other than the dispatcher plays a complementary role. Figure 12 is a process flow diagram of the embodiment of Figure 11. First, a target path (s 1 0 1 ) is created for each elevator frame, and a predicted path (s 1 02 ) is created. Then, it is judged whether or not the passenger call dispatch processing has occurred (S103). -25- 1316506 If the passenger call dispatching process has occurred, the temporary dispatch is set for each elevator in turn, and the predicted path (s 1 04 ) is used as the component time and the deviation between the obtained predicted path and the target path is calculated (S 1 05). In addition, the predicted waiting time (S 1 06 ) for each of the multiplied calls when the temporary allocation has been performed is calculated. Further, based on the path deviation 値 and the predicted waiting time, the comprehensive distribution evaluation 値 (S 1 07) is calculated, and by comparing the comprehensive distribution evaluation 决定 to determine the dispatch elevator, the dispatch instruction is output to the elevator (S108). When it is determined in step S103 that the period in which the passenger call assignment processing has not occurred, the deviation between the target route and the predicted route is calculated (s 1 09 ), and it is determined whether or not the deviation exceeds the specific threshold 値 (S110). If the 値 exceeds a certain 値, the process of the path adjustment operation is repeated and the evaluation is repeated (S 1 1 1 : the process illustrated in FIG. 1), and the path adjustment means other than the most appropriate assignment is determined, and the operation is output. Instruction (s 1 1 2 ). The idea of repeating the control is to assign the passenger call to be close to the target path, and in the absence of the dispatching process, the path adjustment other than the above-mentioned dispatch is used as long as the deviation of the target of the predicted path is greater than the specific threshold. Means to perform the adjustment of the path. By using the combination of the two types of control, the effect of making the predicted path close to the target path can occur regardless of the occurrence of the dispatch or when no processing occurs, and the ideal operating state of each of the cages can be controlled. In addition, the distribution path changes greatly, and although the adjustment direction is correct, the assignment is sometimes adjusted to be too large. At this time, the path adjustment means other than the dispatch plays a fine-tuning role, and can also guide the equal-time operation state of each cage more finely. Fig. 13 is a block diagram showing the control function of the elevator group management system -26-1316506 according to the fifth embodiment of the present invention. In Fig. 13, the same components as those in Fig. 6 and Fig. 11 are denoted by the same reference numerals, and their description will be omitted. The structure of Fig. 13 is a schematic view of Fig. 6 with respect to the configuration of Fig. 11 of Fig. 1. Specifically, the function of controlling the interval of the predicted path by the assignment of the passenger call becomes a function of the equal interval state, and the function of controlling the interval of the predicted path to the equal interval state by the path operation other than the assignment. The functional configuration using the embodiment of Fig. 13 will be briefly explained. First, when the dispatching process for the passenger call occurs, the predicted waiting time evaluation unit 5 estimates the waiting time for the passenger call, and then the path state evaluating unit 20 evaluates the predicted path when the temporary call is temporarily dispatched. Evaluation of the time interval 値. The integrated assignment evaluation unit 51 calculates a comprehensive evaluation based on the evaluation of the time interval between the predicted waiting time and the predicted path. Dispatch The elevator determination unit 52 determines an appropriate dispatch elevator based on the comprehensive evaluation, and outputs a command to the dispatch elevator command unit 53. In the period in which the passenger call dispatching process has not occurred, the route adjustment operation execution determining unit 54 determines whether or not the route adjustment operation other than the dispatch is performed based on the output of the route state evaluation unit 20 (the evaluation of the time interval). If it is determined that the path adjustment operation should be performed, the path adjustment operation explained in Fig. 6 is executed. Figure 14 is a process flow diagram of the embodiment of Figure 13. In Fig. 14, the same processes as those in Fig. 12 are denoted by the same reference numerals, and the different ones are steps S205, S209 and S210 indicated by thick lines. The process of processing is explained below. First, a predicted path (S 1 02 ) of each elevator cage is created. Then, it is judged whether or not the processing of the passenger call assignment has occurred (S103). If the passenger call dispatching process has occurred, the temporary assignment -27-1316506 is set for each elevator in sequence, and the predicted path of the component faction (s 1 04 ) is made. Then, an evaluation 値 of the time interval of the predicted path at the time of the temporary assignment is calculated (S204). In addition, the predicted waiting time (S 1 06 ) for each of the passenger calls in the case where the temporary allocation has been performed is calculated. Then, based on the path deviation 値 and the predicted waiting time, the comprehensive distribution evaluation 値 (S 1 07) is calculated, and the elevator is dispatched by the comparison of the comprehensive distribution evaluation, and an instruction is dispatched to the elevator output (S108). When it is determined in step S1 03 that the passenger call dispatching process has not occurred, the evaluation of the time interval of the predicted path is calculated (S2 09), and it is determined whether the evaluation threshold is greater than a specific threshold (S2 1 0) ). If the 値 is greater than the specific 値, the path adjustment operation is performed and the evaluation is repeated (S 1 1 1 : the processing illustrated in FIG. 1), and the path adjustment means other than the most appropriate assignment is determined, and the output is Operation instruction (S 1 1 2 ). The idea of the control of Fig. 14 is exactly the same as that of Fig. 12, and the description is omitted here, but the equal interval operation state of the ideal cages can be controlled when the dispatch occurs or when the dispatch does not occur. As described above, a more desirable embodiment of the present invention is for adjusting the operation path of the elevator including the dispatch control of the passenger call and the operation control other than the dispatch, and can obtain better and better results by appropriately utilizing the controls. . Further, it is also effective to perform the path adjustment operation in the above embodiment only in a situation where the complexity or the waiting time is large. That is, in addition to the deviation between the target path and the predicted path, it is determined whether or not the path adjustment operation is performed based on the state of the traffic flow at this time point or the average waiting time. For example, in the case of a complicated traffic flow and a long average waiting time, when the deviation of the target -28-1316506 path from the predicted path exceeds a certain threshold, the path adjustment is performed. The path adjustment operation is ultimately aimed at auxiliary control. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a block diagram showing the control function of an elevator group management system according to a first embodiment of the present invention. Fig. 2 is a view showing an example of control operation of the elevator group management system φ according to the first embodiment of the present invention. Fig. 3 is a view showing an example of control operation of the elevator group management system according to the first embodiment of the present invention. Fig. 4 is a flow chart showing the creation of a target path in accordance with an embodiment of the present invention. FIG. 5 is a diagram illustrating the details of the process described in FIG. Fig. 6 is a block diagram showing the control function of the elevator group management system according to the second embodiment of the present invention. Fig. 7 is a control operation diagram of the elevator group management system using the second embodiment of the present invention. Fig. 8 is a control operation diagram (2) of the elevator group management system according to the second embodiment of the present invention. Fig. 9 is a block diagram showing the control function of the elevator group management system using the third embodiment of the present invention. Fig. 1 is a flow chart showing the calculation of the target interval 第 in the third embodiment of the present invention. Fig. 11 is a block diagram showing the control function of the elevator group management system -29-1316506 according to the fourth embodiment of the present invention. Figure 12 is a process flow diagram of the embodiment of Figure 11. Fig. 13 is a block diagram showing the control function of the elevator group management system using the fifth embodiment of the present invention. Figure 14 is a process flow diagram of the embodiment of Figure 13. [Description of Symbols of Main Components] 1 : Information Collection Unit 2 : Target Path Creation Unit 3 : Prediction Path Creation Unit 4 : Path Deviation Evaluation Unit 5 : Path Adjustment Operation Setting Unit 6 : Path Adjustment Device Unit 7 : Path Adjustment Operation Determination Unit 8: path adjustment command unit I: group management control device II A to 1 1C: individual control devices 12A to 12C for each of the elevators A to C: each of the elevator devices 2: path state evaluation unit 3: target interval setting unit 3 1 : Interval deviation evaluation unit 5 0 : Prediction waiting time evaluation unit 5 1 : Integrated assignment evaluation unit calculation unit 52 : Dispatch elevator determination unit 5 3 : Dispatch elevator command unit -30 - 1316506 54 : Path adjustment operation execution determination unit.

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Claims

1316506 十、申請專利範圍 1 · 一種升降機之群管理系統，係用於管理服務多數樓層的多台升降機者，其特徵爲具備：目標路徑作成手段，用於決定特定時間後之各上述升降機之高度位置與上昇或下降方向，以成爲彼等的方式而作成自現時點至上述特定時間之間的各上述升降機之目標路徑；及控制手段，用於控制各上述升降機之運行速度、停止時間、停止位置之其中至少一方，以使各上述升降機接近各別之上述目標路徑。 2 ·如申請專利範圍第1項之升降機之群管理系統，其中上述目標路徑作成手段，係使上述目標路徑以上述特定時間之各上述升降機成爲時間等間隔的方式而被作成。 3.如申請專利範圍第1項之升降機之群管理系統，其中上述控制手段，係使上述升降機之運行速度之控制，藉由調整機籠速度、機籠加速度之其中至少一方而被進行〇 4-如申請專利範圍第1項之升降機之群管理系統，其中上述控制手段，係使上述升降機之停止時間之控制，藉由調整機門之開閉速度、機門開放時間、待機中機門開閉狀態之選擇的其中至少一方而被進行。 5 . —種升降機之群管理系統之控制方法，該升降機之群管理系統係用於管理服務多數樓層的多台升降機者，其特徵爲包含以下步驟： -32- 1316506 決定特定時間後之各上述升降機之高度位置與上昇或下降方向’以成爲彼等的方式而作成自現時點至上述特定時間爲止之各上述升降機之目標路徑的步驟；及控制各上述升降機之運行速度、停止時間、停止位置之其中至少一方，以使各上述升降機接近各別之上述目標路徑的步驟。 6. 如申請專利範圍第5項之升降機之群管理系統之控制方法’其中上述目標路徑，係以上述特定時間之各上述升降機成爲時間等間隔的方式而被作成。 7. 如申請專利範圍第5項之升降機之群管理系統之控制方法，其中上述升降機之運行速度之控制，係藉由調整機籠速度、機籠加速度之其中至少一方而被進行。 8-如申請專利範圍第5項之升降機之群管理系統之控制方法，其中上述升降機之停止時間之控制，係藉由調整機門之開閉速度、機門開放時間、待機中機門開閉狀態之選擇的其中至少一方而被進行。 -33- 1316506 七、指定代表圖： (一）、本案指定代表圖為：第（1)圖 (二）、本代表圖之元件代表符號簡單說明： 1 =資訊收集部 2 =目標路徑作成部 3 =預測路徑作成部 4 =路徑偏差評估部 5:路徑調整操作設定部 6 :路徑調整手段部 7 :路徑調整操作決定部 8 :路徑調整指令部 1 0 :群管理控制裝置 1 1 A〜1 1 C :各升降機A〜C相對之個別控制裝置 12A〜12C :各升降機裝置八、本案若有化學式時，請揭示最能顯示發明特徵的化學式：無1316506 X. Patent application scope 1 · A group management system for elevators, which is used to manage a plurality of elevators on most floors of a service, and is characterized by: a target path creation means for determining the height of each of the elevators after a certain time Position and rising or falling direction, in such a manner as to be the target path of each of the elevators from the current point to the specific time; and control means for controlling the operating speed, stopping time, and stopping of each of the elevators At least one of the positions is such that each of the elevators approaches the respective target path. [2] The group management system for an elevator according to the first aspect of the invention, wherein the target path creation means is configured such that the respective target paths are equally spaced at intervals in the specific time. 3. The group management system for elevators according to item 1 of the patent application, wherein the control means is to control the running speed of the elevator by adjusting at least one of the cage speed and the cage acceleration. - the group management system for elevators according to item 1 of the patent application, wherein the control means controls the stop time of the elevator by adjusting the opening and closing speed of the door, the opening time of the door, and the opening and closing state of the door during standby. At least one of the choices is made. 5. A control method for a group management system for an elevator, the group management system for the elevator is for managing a plurality of elevators on a service floor, and the method comprises the following steps: -32- 1316506 determining each of the above after a specific time a step of creating a target path of each of the elevators from the current point to the specific time in the rising or falling direction of the elevator, and controlling the operating speed, the stopping time, and the stopping position of each of the elevators At least one of the steps is such that each of the elevators approaches the respective target path. 6. The control method of the group management system for an elevator of claim 5, wherein the target path is created such that each of the elevators at the specific time is equal in time. 7. The method for controlling a group management system for an elevator according to claim 5, wherein the control of the operating speed of the elevator is performed by adjusting at least one of a cage speed and a cage acceleration. 8- The method for controlling the group management system of the elevator of claim 5, wherein the control of the stop time of the elevator is performed by adjusting the opening and closing speed of the door, the opening time of the door, and the opening and closing state of the door during standby. At least one of the selected ones is carried out. -33- 1316506 VII. Designated representative map: (1) The representative representative figure of this case is: (1) Figure (2), the representative symbol of the representative figure is a simple description: 1 = information collection part 2 = target path creation part 3 = predicted path creation unit 4 = path deviation evaluation unit 5: path adjustment operation setting unit 6: path adjustment means unit 7: path adjustment operation determination unit 8: path adjustment command unit 10: group management control device 1 1 A to 1 1 C : Individual control devices 12A to 12C for elevators A to C: Each elevator device 8. If there is a chemical formula in this case, please disclose the chemical formula that best shows the characteristics of the invention: None