JPS6147791B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an improvement in a device for managing a plurality of elevator cars as a group.

Conventionally, various elevator group management systems have been devised in order to improve elevator operating efficiency and shorten waiting time at landings. In particular, in recent group-controlled elevators, long wait times at the landing are reduced, and when a car is determined to serve a hall call, that service car is displayed in advance to the passengers waiting at the hall (hereinafter referred to as There has been a demand for improvements in the quality of service for passengers waiting at the terminal, such as by easing the anxiety and irritation of waiting passengers.

Generally, depending on traffic conditions (car arrangement, call distribution, etc.), there may be floor areas where it takes a long time for a car to arrive no matter which car is picked up. For example, in a state where multiple cars are operated in a group, so-called "dango operation", the floors behind the multiple cars (in the opposite direction of the car's driving direction) are cleared by the time the cars arrive. It is expected that it will take a long time. It is well known that if a hall call happens to be registered at a landing within such a floor area, the call will often have to wait for a long time.

Conventionally, in order to reduce the number of long waiting calls that occur due to the above-mentioned causes, a system has been devised in which cars are departed from a standard departure floor such as the lobby floor at intervals. However, the above-mentioned system has the drawback that even if a passenger gets into the car, the car may not depart for a long time, making the passengers in the car feel suspicious or irritated.

Additionally, when a landing call is registered, an available car (an empty car waiting after all calls to which it should be answered has been serviced) is assigned to the above call, and the above call is serviced directly, thereby reducing the distribution of cars. Methods are also being considered to reduce the number of calls waiting for a long time. In the above scheme, available cars assigned to a hall call immediately leave the waiting floor to service the call directly. However, once the available cars leave the waiting floor, there may be a floor area where it takes a long time for a car to arrive no matter which car is picked. In such cases, conventionally, when the above-mentioned hall call occurs, instead of immediately allocating the above-mentioned available car,
After checking the call occurrence status for a while, the appropriate car is serviced, or another car is assigned to the above call, and the above available car is put on standby in preparation for a hall call that will be registered in the above floor area in the future. I used to let them do things. However, in modern group-controlled elevators in which the availability of service cars must be announced in advance to passengers waiting at the hall, the above problem is likely to occur. For example, the former method has the disadvantage that it takes time to inform the boarding station of the service car, which irritates waiting customers. In addition, although the latter has the advantage of being able to immediately announce service cars to passengers waiting at the landing, if it takes a long time for all cars other than the available cars to respond to the above call, it may be more This may encourage the outbreak. Of course, if you allocate an available car that can respond in a short time to the above call, you can avoid waiting for the above call for a long time, but since the available car leaves immediately, which car should you choose this time? As mentioned above, this creates long waiting calls on floors where it takes a long time for a car to arrive.

Additionally, when an available car is assigned to a landing call on the waiting floor, conventionally, the warning light in the same direction as the landing call is immediately turned on, the door is opened, and the car is called after the waiting passenger has boarded the car. I responded and left. However, as mentioned above, if an available car departs from the floor after responding to the hall call, no matter which car is retrieved, it will take a long time to arrive at the floor area. There is no guarantee that there will not be calls waiting for a long time.

This invention is intended to improve the above-mentioned drawbacks, and it is possible to quickly announce service carts to passengers waiting at the boarding point.
Another object of the present invention is to provide an elevator group management device that can reduce long waiting times at landings.

An embodiment of the present invention will be described below with reference to FIGS. 1 to 4.

In Figure 1, a is a car that can be used by machine a, which is waiting on the first floor with its door closed. b is Unit B in operation going up to the 3rd floor, c is Unit C in operation going up to the 4th floor, 1
U and 2U are up-call registration signals for the first and second floors, which are issued when common registration is made at the landings on the first and second floors, respectively.

In Fig. 2, 8 is a service start prevention device for No. A, 9 is an up direction signal that becomes "1" when No. A is running up, 10 is also a down direction signal, and 11 is "1" when No. A is running. 1" running signal, 1
2 is a door status signal that becomes "1" when the door of car A is closed, 13 is a car call detection signal that becomes "1" when a car call is registered in car A, and 14 is a car call detection signal that becomes "1" when a car call is registered in car A.
NOR gate, 15 and 16 are AND gates, 17~
19 is an inverter gate, 20 is a memory, and f is its output, which is a service start inhibiting signal.

In Figure 3, 21 is the condition determination device of machine a, 22
U1 is the first floor up call determination device, 22U2 to 22D
2 is a 2nd floor up call, 3rd floor up call...5th floor up call, 6th floor up call, 5th floor down call...2nd floor down call determination device, 1U, 2U to 2D are each 1
Up-stairs call, 2nd-floor up call - 2nd-floor down call registration signal, 1UA is the 1st-floor up call assignment signal that becomes "1" when the a-car is assigned to the 1st floor up call, 2
UA~2DA are also 2nd floor up call ~ 2nd floor down call assignment signals, 22 is a predetermined time signal corresponding to a predetermined time (for example, 10 seconds), and 23 is a signal whose input at point I is "1".
Count and output the time it takes to become
A timer that is reset when the input at a point becomes "1", e is its output, 24 is an inverter gate, 2
Reference numeral 5 denotes a comparator that compares inputs at point X and point Y and outputs an output at point Z. When X≧Y, Z=“1”, and when X<Y, Z=“0”. 26 is AND gate, 27 is
The OR gate, g, is the unblocking signal at its output.

In Figure 4, 1F to 6F are car position signals that become "1" when car a is on the 1st to 6th floors, respectively, and 3
0 is a door opening time setting signal that is "0" when the machine a is running, and becomes "1" when a certain period of time (for example, 4 seconds) has passed after the machine a has landed on the floor and the door has been opened. 31 is the door opening time setting signal when the door of the machine a Door opening/closing command signal that becomes “1” when closing, 3
2 to 48 are AND gates, 43a and 47a are the outputs of AND gates 43 and 47, respectively, and 48a is
The output of AND gate 48 is the operation start signal, 49
~52 is an OR gate, 53 is a NAND gate, 54
~56 is an inverter gate, 57 is a memory, 57
a is the output of the memory 57, and when it is "0", the car
This is the stop floor door open command signal that gives a command to open the door on the stop floor when it is "1" without opening the door on the stop floor.

Next, the operation of this embodiment will be explained.

Since car No. a is an available car, its driving direction has not been determined, and both the up direction signal 9 and the down direction signal 10 are "0", so the output of the NAND gate 14 is "1". Since machine a is stopped, the running signal 11 is "0" and the output of the inverter gate 17 is "1". Since the door of car A is closed, the door status signal 12 is "1". Also,
Since there are no passengers in car A and no car call is registered, the car call detection signal 13 is "0" and the output of the inverter gate 18 is "1". Therefore, the output of the AND gate 16 becomes "1",
The output of the AND gate 15 becomes "1" and the output of the inverter gate 19 becomes "0". Therefore, the memory 20 is set and the blocking signal f is "1". Furthermore, the first floor car position signal 1F of car a is set to "1".

Suppose that an up call for the second floor is registered and assigned to car a.

The second floor up call registration signal 2U and its assignment signal 2UA become "1". In addition, since the driving direction of machine a is determined to be up, the up direction signal 9 becomes "1" and the output of the NOR gate 14 becomes "0", but since the memory 20 is set, the blocking signal f remains "1". Since the up call on the second floor has just been assigned, the blocking release signal g is "0". Now, the output of the inverter gate 55 becomes "1", the output of the NAND gate 53 becomes "0", the output of the AND gate 44 becomes "0", and the memory 57 is not set, so the stop floor door opening command signal 57a becomes "0" and the door on the first floor does not open. At the same time, since the AND gate 48 is restrained by the output "0" of the NAND gate 53, the operation start signal 48a also becomes "0", and the car No. a cannot depart.

Now, the time elapsed since the second floor up call was registered is measured by the timer 23 (first floor up call determination device 2).
2U1), and the output of the comparator 25 is "0" during X<10 seconds. If the input to timer 23 is longer than 10 seconds,
≧10 seconds, the output of the comparator 25 becomes "1", the output of the AND gate 26, that is, the output of the second floor up call determination device 22U2 becomes "1", and the OR
The output of the gate 27, that is, the blocking release signal g becomes "1". Now, the output of the inverter gate 55 becomes "0" and the output of the NAND gate 53 becomes "1". On the other hand, since no up-call is registered on the first floor where car No. A is located, signal 1U is "0".
, AND gate 32, NAND gate 49,
Since each output of the AND gate 42, OR gate 51 and AND gate 43 is "0", the memory 57 is not set and the stop floor door opening command signal 57a
remains "0". Further, when the up direction signal 9 is "1", the output of the OR gate 52 is "1", the door opening time setting signal 30 is "1", the output of the inverter gate 56 is "1", and the door opening/closing command signal 31 is "1". ”, the output 47a of the AND gate 47 becomes “1”. Now, all the inputs to the AND gate 48 become "1", so the operation start signal 48a becomes "1", and the car No. a can depart. When machine a runs, the running signal 11 becomes "1", the output of the inverter gate 17 becomes "0", the output of the AND gate 16 becomes "0", and the inverter gate 19
The output becomes "1", the memory 20 is reset, and the blocking signal f becomes "0".

Next, when 5 seconds have passed since the second floor up call was registered, the first floor up call is registered, and this
Suppose that it is assigned to machine number.

Since the first floor car position signal 1F, the first floor up call registration signal 1U, and its assignment signal 1UA are all "1", the output of the AND gate 32 is "1", and the output of the OR gate 49 is also "1". . Since the upstream signal 9 is "1", the AND gate 42
The output of the OR gate 51 becomes "1", and the output of the OR gate 51 also becomes "1". Since the running signal 11 is "0" and the output of the inverter gate 54 is "1", AND
The output 43a of the gate 43 becomes "1". However, since the blocking signal f is "1", the blocking release signal g is "0", and the output of the inverter gate 55 is "1", the output of the NAND gate 53 is "0", and the output of the AND gate 44 is "0" memory 5
7 is not set, and the stop floor door open command signal 57a remains at "0". However, when another 5 seconds elapse, the blocking release signal g becomes "1", the output of the NAND gate 53 becomes "1", and the AND gate 44
The output becomes "1", the memory 57 is set, and the stop floor door opening command signal 57a becomes "1", and the car No. A opens the door on the first floor and allows passengers on the first floor to get on board.
When 4 seconds have passed after the door has been opened, the door opening time setting signal 3 will be activated.
0 becomes "1", the output of the AND gate 46 becomes "1", the memory 57 is reset, the stop floor door opening command signal 57a becomes "0", and the output of the inverter gate 56 becomes "1". When the door closing command for car No. a is issued, the door opening/closing command signal 31 becomes "1", and the output 47a of the AND gate 47 becomes "1". On the other hand, when the door is opened on the first floor, the door status signal 12
becomes "0", the output of the AND gate 16 also becomes "0", the output of the inverter 19 becomes "1", the memory 20 is reset, and the blocking signal 20a becomes "0". Therefore, NAND gate 5
The output of No. 3 becomes "1", the operation start signal 48a becomes "1", and the car No. A departs from the first floor in order to respond to the call for going up to the second floor.

In this way, even if the 2nd floor up call is assigned to car number a, which is an available car, it will not leave the 1st floor immediately, but will depart when the 2nd floor up call continues for 10 seconds or more. This is what I did.
In addition, even if car No. A is assigned an up call on the first floor, it is not allowed to open the door on the first floor for the above 10 seconds. By doing so, it is possible to make a forecast for the second floor quickly, and it is possible to prevent a call going up the first floor from being a waiting call for a long time.

5 to 12 show other embodiments of the invention.

Figure 5 shows that the cars that are prevented from starting service are not limited to available cars; even if a car has been assigned a hall call, it is stopped, has its door closed, and has no car call registered. , the inputs of the AND gate 16 are all "1", and the blocking signal f is "1". Since there are no passengers in the car, delaying departure will not irritate the passengers in the car.

In FIG. 6, the service is started when the sum of the durations of hall calls assigned to car No. a exceeds a predetermined value.

In the figure, 60 is a gate circuit that outputs the input at point I as is while the input at point G is "1", and outputs "0" while the input is at "0", and 61 is an adder. It is. It is assumed that the predetermined time signal 22 is set to 20 seconds.

When the first floor up call is assigned to machine a and the assignment signal 1UA becomes "1", the duration of the first floor up call counted by the timer 23 is:
It is output through the gate circuit 60. The same applies to the landing calls on other floors assigned to car No. a. These are added by an adder 61, and the sum of the durations of the hall calls assigned to car a is input to the comparator 25. In the comparator 25, the blocking release signal g is "0" while X<20 seconds, and becomes "1" when X≧20 seconds.

In FIG. 7, the service is started when the number of hall calls assigned to car a reaches a predetermined number or more.

In the figure, 62 is a constant value signal corresponding to one, 63
is an AND gate, and 64 is a predetermined number of signals corresponding to a predetermined number (for example, two).

When an up call on the 1st floor is registered and assigned to machine a, both signals 1U and 1UA become "1".
Therefore, the gate circuit 60 outputs a signal corresponding to one signal. The same applies to the landing calls on other floors assigned to car No. a. These are adders 61
The number of hall calls assigned to car a is input to the comparator 25. The comparator 25 has X<
The blocking release signal g is "0" between two, and becomes "1" when X≧2. In other words, when the number of hall calls assigned to car a reaches two or more, the service is started.

Further, the comparator 25 compares the result of dividing the output of the adder 61 in FIG. 6, that is, the sum of the duration times, by the output of the adder 61 in FIG. 7, that is, the number of allocated hall calls. You can also do this. As a result, the service is started when the average duration of the hall calls assigned to car a reaches a predetermined value or more.

Figure 8 shows that the service is started when the predicted waiting time (predicted time from when the hall call is registered until the car is answered) for the hall call assigned to car A exceeds a predetermined value. This is how it was done.

In the figure, 65 is a well-known expected arrival time calculation device that predicts the time required for car No. A to arrive at each landing. The expected arrival time is calculated by sequentially adding the product of the time required to stop the vehicle and the number of floors traveled, and the product of the time required to stop in response to a call on the way and the number of stops. eU1 to eD2 are signals representing the duration of the first floor up call to second floor down call, respectively, and correspond to the output e of each timer 23 in FIG.

The predicted arrival time until the car No. A responds to the call going up the first floor is calculated by the arithmetic unit 65 and input to the adder 61. The adder 61 adds the expected arrival time and the duration eU1 since the first floor up call was registered. This added value represents the predicted waiting time from when the up call is registered at the first floor landing until the car No. A responds to the up call. When this exceeds the time set in the predetermined time signal 22 (for example, 10 seconds), the comparator 25
The output of the gate becomes "1", and the blocking release signal g becomes "1" through the OR gate 27. The same applies to the landing calls on other floors assigned to car No. a.

Further, it can be easily constructed from the above embodiment that the service is started when the sum or average of the predicted waiting times of all the hall calls assigned to the car is equal to or greater than a predetermined value.

Figure 9 shows a system in which the service of car A is started when there is a car that is already available for use among cars other than car A, or a car that is predicted to become available within a predetermined time. It is.

In the figure, 65U1b and 65D6b are expected arrival time signals for the 1st floor up call and 6th floor down call of car No. b, respectively, and correspond to the output of the arithmetic unit 65 in FIG. 67b is the available car detection device of car No. B, hb is the available car detection signal output from it, hc
is also the available car detection signal of car c, 68b
is the available car prediction device for car No. B, ib is the available car prediction signal outputted from it, IC is also the available car prediction signal for Car No. C, and 69b becomes "1" when there is a hall call assigned to Car No. B. , an assigned call detection signal which becomes "0" when there is no one, 70 is an inverter, 71 and 72 are Z= "0" when X>Y, X≦
Comparators 73 to 75 are Z=“1” when Y.
AND gates 76 and 77 are OR gates. It should be noted that ga is the block release signal for the a-th car.

As is clear from the explanation of FIG. 2, when car No. b becomes an available car, the available car detection signal hb becomes "1", and the output of the OR gate 77, that is, the blocking release signal ga becomes "1". The same applies when car No. c becomes an available car.

Next, if car No. b is assigned and there is no hall call, the assigned call detection signal 69b becomes "0" and the output of the inverter 70 becomes "1". Estimated arrival time for Unit B to reach the 6th floor during uphill operation is 10
If it is within seconds, the output of the comparator 71 becomes "1", and the output of the AND gate 73 and the output of the OR gate 76 become "1". Therefore, the output of AND gate 75, i.e., the available car prediction signal ib
becomes "1", and the blocking release signal ga becomes "1". If Unit B is operating downhill, it is determined by the expected arrival time until it reaches the 1st floor. In short, when car No. B is running up, the expected time until it reaches the 6th floor is used, and when it is running down, the estimated time until it reaches the 1st floor is used as the estimated time until the car becomes available for use. The same applies to the prediction of availability of car No. c.

In FIG. 10, the service is started when car No. B or No. C is expected to arrive at the floor where Car No. A is located within a predetermined time.

In the figure, 65U1b and 65U1c are the expected arrival time signals for car No. b and No. c, respectively, until they respond to the call going up the first floor, 65D2b and 65D2c are the expected arrival time signals for the call going down the second floor, and 80
U1 is a device for predicting the arrival of another car for calls going up on the first floor, and 80D2 is a device for predicting the arrival of other cars for calls coming down on the second floor. In addition, 1Fa and 2Fa are a
Car position signals on the 1st and 2nd floors of the car, 9a, 10
Similarly, a is an uplink signal and a downlink signal.

The estimated arrival time for aircraft B to answer the call going up the first floor is 15 seconds, and the estimated arrival time for aircraft C is 22 seconds.
Suppose it is calculated as seconds. Further, the predetermined time signal 22
is set to 20 seconds. Signal 65U
Since 1b<20 seconds and signal 65U1c>20 seconds,
The output of the comparator 71 becomes "1", and the OR gate 7
The output of 6 is "1". Since both the car position signal 1a and the upstream direction signal 9a are "1",
The output of the AND gate 75 becomes "1", and the blocking release signal ga of the a-th machine becomes "1". Note that the same applies when car No. A is on a floor other than the first floor, and if Car No. B or No. C is expected to arrive at that floor within a predetermined time, the blocking release signal ga becomes "1".

Furthermore, it is also possible to easily configure a system in which the minimum value of the expected arrival time is determined for each landing, and if the minimum value is within a predetermined time for each landing, a blocking release signal is issued.

FIG. 11 shows a system in which the service is started when the expected arrival time of car A responding to a hall call assigned to car A is longer than a predetermined time.

If the expected arrival time for the car No. A to respond to the up call on the first floor is longer than a predetermined time (for example, 20 seconds), the output of the comparator 25 becomes "1", and the output of the AND gate 26 becomes "1". The blocking release signal g
becomes "1". The same applies to other floors.

FIG. 12 shows a system in which service is started after the opening of the departure or stop floor door of Car A is delayed for a predetermined period of time.

In the figure, 43a is the output of the AND gate 43 in FIG. 4, which is a stop floor door opening condition signal that becomes "1" when the condition for opening the stop floor door is satisfied, and 47a is the output of the AND gate 47 in FIG. , is the operation start condition signal. It is assumed that the predetermined time signal 22 is set to, for example, 10 seconds.

The time elapsed since the departure condition or stop floor door opening condition for Unit A was established is counted by the timer 23, and when it is less than 10 seconds, the blocking release signal g is ``0'', and when it is 10 seconds or more, it is ``0''. 1”.

The above set time is based on traffic conditions, the position of the car, the floor location and direction of the assigned landing call, the floor area where it will take a long time to arrive no matter which car you pick, and the above car. It is also possible to change it automatically depending on the positional relationship between the two.

In addition, the probability of a missed forecast for the hall call assigned to a car (the probability that a car that has not been predicted will arrive before the predicted car), or the probability that the car will be full (the probability that the hall call will be passed because it is full)
It is also possible to calculate the value and start the service when the value is equal to or greater than a predetermined value. Furthermore, it is of course possible to start the service when the sum or average value of the probabilities for each car exceeds a predetermined value.

Note that it is also possible to change the predetermined time and the predetermined number in each of the above embodiments depending on the traffic condition.

Furthermore, in each of the above embodiments, explanation has been given of a method that prevents departure even if there is an assigned landing call when there are no passengers in the car and the car is stopped with the door closed, but this can be applied to a case where the car waits with the door open. It is also easy to implement.

As explained above, in this invention, when there are no passengers in a car and the car is stopped with its door closed, the departure of the car is prevented even if a landing call is assigned to the car, and the landing call assigned to the car is When there is a landing call for a car stopping floor and the direction is the same as the driving direction of the car, door opening at the stopping floor is prevented, and when predetermined conditions are met, the above-mentioned blocking is canceled and the service is started. This is what I did.

As a result, it is possible to predict the assigned car at an early stage, and to reduce the amount of time spent waiting at the landing.

[Brief explanation of the drawing]

FIG. 1 is an explanatory diagram of the relationship between elevator cars and hall calls, and FIGS. 2 to 4 are logic circuit diagrams showing one embodiment of an elevator group management device according to the present invention.
Figure 2 shows a service start prevention device, Figure 3 shows a condition determining device, Figure 4 shows a car management circuit, and Figures 5 to 12.
The figure is a logic circuit diagram showing another embodiment of this invention.
Figure 5 shows a service start prevention device, Figures 6 to 12
Each figure shows a condition determination device. 1U to 2D...1st floor up call - 2nd floor down call registration signal, 1UA to 2DA...1st floor up call to 2nd floor down call assignment signal, 1F to 6F...1st to 6th floor car position signal for car a, 8... Service start prevention device for car a, 9... Same left up direction signal, 10... Same left down direction signal, 11... Same left running signal, 12... Same left door status signal, 13... Same left car call detection signal, f... Same left service start prevention signal. , 21...Condition determination device for car No. a, 22U1-22D2...1st floor up call to 2nd floor down call determination device for No. a car, g...Same left blocking release signal, 30...Same left door opening time setting signal, 31...Same left door opening/closing Command signal, 32-48...AND gate, 48
g...Operation start signal, 49-52...OR gate, 5
3...NAND gate, 54-56...inverter gate, 57...memory, 57a...stop floor door open command signal.

Claims (1)

[Claims] 1. When a car is assigned to a hall call, this is predicted to the floor on which the hall call is registered, and the assigned car is made to respond to the hall call, and the hall call is When the above-mentioned hall call is for a floor other than the stopping floor of the above-mentioned assigned car, the above-mentioned assigned car is caused to depart in the direction of the floor of the above-mentioned hall call, and when the above-mentioned hall call is a landing call for the above-mentioned stopped floor of the above-mentioned assigned car, the above-mentioned assigned car is A service start prevention device that prevents the assigned car from departing when it is detected that there are no passengers in the assigned car and the door is stopped with the door closed, in the device that opens the door of the car at the stop floor;
Conditions for issuing a blocking release signal that releases the departure prevention and causes the assigned car to depart when it is detected that the operating status or hall call status of the assigned car or other cars satisfies a predetermined condition. An elevator group management device comprising a determination device. 2. The elevator group management device according to claim 1, which uses a condition determination device that issues a blocking release signal when the duration of the assigned hall call exceeds a predetermined time. 3. The elevator group management device according to claim 1, which uses a condition determination device that issues a blocking release signal when the number of allocated hall calls exceeds a predetermined value. 4. The elevator group management device according to claim 1, which uses a condition determination device that issues a blocking release signal when the predicted waiting time of the assigned hall call exceeds a predetermined value. 5. Using a condition determination device that issues a blocking release signal when a car that is already available for use or that is expected to become available within a predetermined time is detected in addition to the car whose departure is blocked. An elevator group management device according to claim 1. 6. Claim 1 uses a condition determination device that issues a blocking release signal when it is detected that a car other than the car whose departure is blocked arrives at the stop floor within a predetermined time. elevator group control device. 7. The elevator according to claim 1, which uses a condition determination device that issues a blocking release signal if all the expected arrival times of cars other than the car whose departure is within a predetermined time at each landing are within a predetermined time. group management device. 8. Claim 1 uses a condition determination device that issues a blocking release signal when the expected arrival time until a car whose departure is blocked responds to the hall call assigned to it is equal to or longer than a predetermined time. elevator group control device. 9. The elevator group management device according to claim 1, which uses a condition determining device that issues a blocking release signal when the elapsed time from the time when the departure condition is satisfied exceeds a predetermined time. 10 When a car is assigned to a hall call, this is announced to the floor where the hall call is registered, the assigned car is made to respond to the hall call, and the hall call is assigned to the floor where the assigned car is stopped. If the hall call is for a floor other than the above, the assigned car will depart in the direction of the floor of the hall call, and if the hall call is a hall call for the stopping floor of the assigned car, the assigned car will be moved to the floor where the assigned car is stopped. A service start prevention device that prevents the departure of the assigned car and prevents the door from opening when it is detected that there are no passengers in the assigned car and the door is stopped, in the device configured to open the door; When it is detected that the operating status or hall call status of the car or other cars satisfies a predetermined condition, the door opening prevention is canceled and the door opening of the assigned car is opened at the stop floor. 1. A group control device for an elevator, characterized in that it is equipped with a condition determination device that emits a condition determination device. 11. The elevator group management device according to claim 10, which uses a condition determination device that issues a blocking release signal when the duration of the assigned hall call exceeds a predetermined time. 12. The elevator group management device according to claim 10, which uses a condition determining device that issues a blocking release signal when the number of assigned hall calls exceeds a predetermined value. 13. The elevator group management device according to claim 10, which uses a condition determination device that issues a blocking release signal when the predicted waiting time of the assigned hall call exceeds a predetermined value. 14 Conditions for issuing a blocking release signal when a car that is already available for use, or a car that is expected to become available for use within a predetermined time, other than the car whose departure and stop floor doors are blocked from opening is detected. An elevator group management device according to claim 10, which uses a determination device. 15 Claims using a condition determination device that issues a blocking release signal when it is detected that a car other than a car arrives at the stop floor of a car whose departure and stop floor doors are blocked from opening within a predetermined time 10th
The elevator group control device described in Section 1. 16 Claim 10 using a condition determining device that issues a blocking release signal if the expected arrival times of cars other than cars whose departure and stop floor doors are prevented from opening at each landing place are all within a predetermined time.
The elevator group control device described in Section 1. 17 Claims using a condition determination device that issues a blocking release signal when the expected arrival time of a car whose departure and stop floor doors are blocked from responding to the hall call assigned to it is equal to or longer than a predetermined time The elevator group management device according to item 10. 18. The elevator group management device according to claim 10, which uses a condition determination device that issues a blocking release signal when the elapsed time from when the start and stop floor door opening conditions are satisfied is equal to or longer than a predetermined time.