RU2423310C2 - Method of controlling elevator system with set of cabins and elevator system - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to elevators. Method of controlling elevator system with set of cabins comprises defining availability of, at least, one section between initial and final assigned floor wherein approach on cabins is performed at rated speed. Distance between cabins is increased in, at least, one said section, by varying travel time for, at least, one cabin and controlling operation of, at least, one cabin door. Time interval required for increasing distance between cabins is divided into group of short intervals to use one of them at each stop of, at least, one cabin in said section. Elevator system as per proposed method comprises elevator shaft, set of cabins arranged in said shaft, each provided with, at least, one door, and controller. Said controller may define aforesaid said required time interval, dividing it in short intervals to use one of them at each stop of, at least, one cabin in said section.

EFFECT: preventing excessive approach of cabins at stops.

18 cl, 12 dwg

Description

FIELD OF THE INVENTION

The invention generally relates to elevator systems. In particular, the present invention relates to controlling the movement of several cabins in one elevator shaft.

State of the art

Elevator systems typically include a cabin that moves in the elevator shaft to deliver passengers or goods between different levels in the building. It was proposed to place more than one elevator car in one shaft in order to improve various parameters of system efficiency. One of the problems facing the developers of such systems is to maintain the proper distance between the elevator cars, if they have the ability to independently move relative to each other. Various proposals have been made in this area.

US Pat. No. 6,364,065 discloses a cab assignment device for a particular order based on the likelihood that the cab assignment may fail to maintain the required cab distance. US Pat. No. 6,619,437 discloses a device in which an elevator shaft is divided into specific zones intended for only one elevator car, and a common zone in which more than one elevator car can be moved. The decision to enter the common area is based on the direction of movement of the other elevator car at the moment in the common area.

US Patent Application Publication US 2005/0082121 discloses a device that uses information about the position of the car and closing the door to determine the area in the elevator shaft in which the elevator car can move at rated speed. In case the elevator car is too close to each other, one or more brakes are used.

One of the drawbacks of such proposals is that passengers can perceive such work as unusual for the elevator car, which can be very annoying. For example, if the elevator car moves at rated speed and then suddenly stops or slows down significantly before it reaches its destination, passengers may think that there is a problem with the elevator. Of course, passengers are not aware of the proximity of another elevator car in the shaft, which caused an unusual slowdown or stop of the elevator.

Another disadvantage of the presented devices is that they do not take into account the possible occurrence of excessive noise and vibration when two cabs move too close to each other.

It is advisable to develop a device and an algorithm for controlling the movement of several elevator cabs in the shaft, in which the required cab breeding is maintained, and at the same time special hidden control measures are taken to minimize inconvenience for passengers and avoid the impression that something unusual or wrong is happening. It is also advisable to avoid unintended noise and vibration. The present invention is directed to solving these problems.

Disclosure of invention

A typical method of controlling an elevator system with several elevator cabins in one shaft includes determining whether there is at least one section between the initial floors and the last designated floors ordered by the elevator cabs, in which the cabs are as close as possible to each other if they move with the nominal speed. The operation of the door of at least one of the elevator cars is controlled so as to change the time when at least one of the elevator cabs will pass in the at least one section to increase the distance between the elevator cabs in at least one section.

In one embodiment, the movement profile of one of the elevator cars is changed so that its acceleration or speed differs from the rated speed at least in part of the assigned path.

In one embodiment, the total time interval necessary to change the distance between the cabs in the area where otherwise the cabs would be too close to each other, is divided into smaller time intervals entered on different parts of the assigned path, so that the total time the passage of the corresponding elevator car provided the necessary distance between the elevator car in a section where otherwise the car would have become too close.

An example elevator system comprises an elevator shaft and several cabins in the shaft. The controller is programmed to determine when each elevator car must go from the ground floor to the last assigned floor, and if there is at least one section between the first floor and the last assigned floor where the elevator car is too close to each other if the elevator car moving at rated speed. The controller controls the operation of the door of at least one of the elevator cars so as to change the time when at least one of the elevator cars will pass in the indicated at least one section to increase the distance between the elevator cabs in this section.

Various properties and advantages of the present invention will become apparent to those skilled in the art from the following detailed description.

Brief Description of the Drawings

The invention is further described with reference to the accompanying drawings, in which:

figure 1 is a schematic illustration of a separate part of the elevator system, according to an embodiment of the present invention;

figure 2 is a block diagram summarizing cited as an example control algorithms;

figure 3 - schematic representation of the time distribution of the positions of the elevator cabs in the shaft for an approximate set of designated stops;

figure 4 is a schematic representation of the time distribution of the positions of the elevator cabs according to the example of figure 3, when the control algorithm is used according to one embodiment of the invention;

5 is a schematic illustration of the time distribution of the elevator car positions in the shaft for another exemplary set of designated stops:

Fig.6 is a schematic representation of the time distribution of the positions of the elevator cabs according to the example of Fig.5, when the control algorithm is used according to one embodiment of the invention;

7 is a schematic representation of the time distribution of the elevator car positions in a shaft for another exemplary set of designated stops;

Fig. 8 is a schematic representation of the time distribution of the elevator car positions according to the example of Fig. 7, when the control algorithm according to one embodiment of the invention is used;

FIG. 9 is a schematic representation of the time distribution of elevator car positions in a shaft for another exemplary set of designated stops;

figure 10 is a schematic representation of the time distribution of the positions of the elevator cabs according to the example of figure 9, when the control algorithm is used according to one embodiment of the invention;

11 is a schematic representation of the time distribution of the elevator car positions of the example of FIG. 9, when another example control algorithm of one embodiment of the invention is used;

Fig - schematically cited as an example, a method of adjusting the motion profile, which can be used in embodiments of the present invention.

The implementation of the invention

The presented embodiments enable the algorithmic control of several elevator cars in one shaft, so as to avoid excessive rapprochement with each other, in which there may be a possibility of an inadequate distance between the cabs, or the rapprochement of the cabs can cause unwanted noise and vibration. The disclosed embodiments include various door control methods in which the expected transit time of at least one elevator car is changed in at least one area in which otherwise the car could be too close to one another. Other examples of methods can be combined with door control methods to achieve the desired effect.

Figure 1 schematically depicts a separate part of the elevator system 20, including elevator cabs 22 and 24, located in one shaft 26. The controller 30 controls the position and movement of the elevator cabs 22 and 24, so as to maintain the required distance between the cabins in order to ensure their separation and avoiding excessive proximity to each other, in which unwanted noise and vibration can occur in the system. One of the ways in which the controller 30 achieves this goal, in some embodiments, is to control the doors 32 of the elevator car 22 or the doors 34 of the elevator car 24 in such a way as to change the total travel time of the respective elevator car when moving between designated stops, including the ground floor and the last assigned floor.

The set of assigned stops may include several assigned stops or one stop on the last assigned floor. Various sets of assigned stops are described below along with options for control methods. Another method used by the controller 30 is to control the operation of one or more elevator winches 36 designed to move elevator cabs 22 or 24 or both cabins in the elevator shaft 26. By changing the speed or acceleration of at least one of the elevator cabs relative to the nominal speed or acceleration for a given elevator system, the controller 30 can change the time when the elevator cabs pass through different sections of the shaft 26 when moving to their designated stops.

2 is a flowchart 40 summarizing an example control algorithm. In block 42, the controller 30 determines a set of assigned stops in the shaft 26 for each elevator car 22, 24. An exemplary controller 30 is programmed to be able to determine if there is at least one section along the shaft where elevator cars 22, 24 are too close to each other if both cars move at rated speed and acceleration. This definition is reflected in block 44 of FIG. 2.

One of the methods used in one embodiment of the invention to increase the distance between the elevator cars 22 and 24 in the area where they would otherwise be too close to each other is to influence the operation of the door of at least one from the elevator cabs at least once between the ground floor (including being on the ground floor) and the area where cabs 22, 24 are expected to be too close to each other. This is reflected in block 46 of FIG. 2. There are various ways to control the operation of a door, useful in this regard. One of them is reflected in block 48 in figure 2 and includes a change in the opening time of the door. When you need to delay one of the cabs, the period of time during which the door of the elevator car remains open at the designated stop or on the ground floor is increased. This effectively delays the time at which the elevator car leaves this stop, which in turn delays the time when the elevator car arrives at the area of interest.

If one of the elevator cabs should move faster than with normal, nominal parameters, the door opening time could be reduced so that the doors on the first floor or on the designated floor would close faster than otherwise. When closing the doors faster than otherwise, this elevator car can move off the ground floor or the selected stop earlier than it would otherwise. This allows this cabin to arrive earlier than otherwise at the site of interest.

One of the options includes controlling the opening time of the door of one of the elevator cars to increase the period of time when the door remains open, and reducing the period of time when the door of the other elevator car remains open so that this leads to an increase in the distance between the cabins when at least at least one of them is located in a section where the cabs would otherwise become too close to each other.

Another variant of the method is reflected in block 50 in figure 2. This option includes changing the time during which the cab door remains closed. You can change various time intervals during which the door remains closed for a longer or shorter period of time depending on the requirements of a particular situation. For example, when you need to delay the departure of an elevator car from an appointed stop or from the initial floor, the time period during which the door remains closed when the car arrives on this floor can be increased. Another option includes increasing the time during which the door remains closed before the accelerated movement of the cab from the designated stop. Another embodiment includes both options for changing the time the door is in the closed state.

If you need to quickly move the elevator car from one stop to another stop, the period of time during which the doors remain closed when the car arrives at the stop or before leaving it can be reduced by an appropriate amount.

Another variant of the method is reflected in block 52 in figure 2. In this embodiment, depending on the desired result, the speed with which the doors move is changed. When a longer delay is needed, the elevator doors move more slowly than would normally happen. When a shorter delay is needed, the elevator doors move faster than they would otherwise. The maximum possible door speed is usually determined by the applicable specifications, door drive capabilities, or both. Changing the time associated with the movement of the door, even for a few seconds in some cases, can provide an additional distance between the elevator car, necessary to avoid unwanted noise and vibration or possible collision. Any of the methods for controlling the operation of a door or a combination thereof may be used.

Another variant of the method is reflected in block 54. In this method, the so-called opening features at the landing site, developed on a specific basis, are used. In particular, opening on the landing site includes a schedule for opening or closing the door when the elevator car is at a certain distance from the landing site and moves at a certain speed, which differs from the movement of the elevator door when the elevator has completely stopped at the landing site. For example, if an early start from the designated stop is desired, then the opening mode on the landing pad is used, in which the cab begins to move from the landing pad before the door closes completely. On the other hand, if an additional delay is desired, opening features on the landing pad when approaching the cab may not be used.

The embodiment shown in FIG. 2 includes another method of adjusting the motion parameters of at least one of the elevator cars, reflected in block 56, aimed at creating the necessary distance between the elevator cabs in a section where otherwise they would become too close to each other. The parameters of the movement of the elevator car are usually determined by the nominal speed and acceleration, or by the aggregate of the nominal speeds and accelerations, depending on the distance that the car travels between the designated stops. In this embodiment, the speed or acceleration of the elevator car is dynamically adjusted so as to increase the speed of the front car or reduce the speed of the subsequent car in a place between the ground floor and the area where otherwise the car would be too close.

The embodiment of FIG. 2 includes another method, shown in block 58, in which an additional stop is entered into the traffic schedule regardless of whether an order was received from one of the passengers to stop on the corresponding floor. In other words, the method shown in block 58 includes the introduction of a stop for a subsequent cabin on the floor between the initial floor and the area where otherwise the elevator cars could be too close to each other, although this floor was not selected as the destination, and there was no call from him. The introduction of an extra stop introduces extra time and effectively delays one of the elevator cabins from arriving at a site where otherwise the cabs could get too close.

Although the embodiment of FIG. 2 includes operations performed in blocks 46, 56, and 58, not all of them need to be performed at a specific time. In various management plans, it is possible to use one or a combination of more than one operation. Having this description, a person skilled in the art will understand which part of the described options or their variations is best used to solve a specific problem.

One option involves accounting for the loading of the elevator system to decide which control method to apply. For example, with a large load, it may be advantageous to increase the speed of movement in the elevator shaft of the leading car compared to the delay of the subsequent car in the shaft. The introduction of additional delays during heavy load can, for example, reduce the throughput of the elevator system. In such a situation, a faster movement of the leading cab is preferable in order to provide an additional distance between the front cab and the subsequent cab. On the other hand, at low load it may be preferable to create more comfortable conditions for passengers by introducing a delay in the subsequent cabin, at which the arrival time of the subsequent cabin to various sections of the elevator shaft is effectively moved away, and an additional distance between the cabins is created. In one embodiment, the controller 30 is programmed to determine the load of the elevator system using various known methods and to select the appropriate control to ensure that the shaft has the required distance between the elevator cars.

Figure 3 presents a curve 60, schematically depicting the time distribution of the positions of the elevator cabs 24 and 22 in the shaft for an approximate set of designated stops, with nominal motion parameters. The elevator car 24 is located above the elevator car 22 and can be considered as a leading car when the cabs move up. The lower cabin 22 in such a situation can be considered as a subsequent cabin. Similarly, when both cabs move down, the elevator car 22 is the leading car, and the elevator car 24 is a subsequent car.

As can be seen in figure 3, there are two sections 62 and 64, in which the cabs are moved too close to each other, so that during the operation of the system may cause unwanted noise, vibration, or both. Therefore, it is necessary to create an additional distance between the elevator cars in at least one area 62 and 64 by using one of the above control methods. In this embodiment, the cabs move upward and the loading is such that it is more preferable to increase the total travel time of the elevator car 22 (for example, by delaying the subsequent car).

Figure 4 shows one of the options for avoiding the plan shown in figure 3. Curve 60 'and the corresponding relative positions of the elevator cars are changed from curve 60. In this example, the period of time for which the car 22 remains on the ground floor (for example, on the first floor, as shown in the drawing) is increased, which is indicated by 68 For this purpose, one or more of the methods discussed above may be used. For example, the period of time during which the doors remain open, closed, or both can be increased. The speed of the door of the elevator car can be reduced, and the time associated with the start of the acceleration of the car from a stop can be increased. By actually delaying the departure of the cabin 22 from the initial floor for approximately five seconds, sections 62 and 64 cease to be problematic, as can be understood from FIG. 4. In this example, a distance of two floors between the cabs is sufficient for most operating modes. Other examples include other minimum required distances. In addition, the required minimum distance may vary depending on whether both cabs are moving.

In some cases, the total time required either to delay one cabin or to accelerate another cabin can be quite large, which, when occurring in one case when servicing designated stops, can be noticeable or inconvenient for passengers. In the example of FIG. 4, an additional delay on the ground floor of approximately five seconds is likely to be acceptable and invisible to most passengers. In some cases, it is preferable to divide the total time required to create the required change in the distance between the cabins, into several shorter time intervals.

5 is a curve 70 illustrating the position and time distribution of elevator cabs 22 and 24 when servicing another set of designated stops at rated motion parameters. In this example, there are two sections 72 and 74, in which both cabs are too close together when moving.

6 shows a modified curve 70 'for cabs 22 and 24. In this example, several delays 76, 78, 80, and 82 are introduced at different locations along the common path of cab 22, each of which constitutes a shorter portion of the required total delay. By distributing the necessary delay in this way, even more subtle changes can be introduced into the elevator car, so that passengers will not feel the difference between the movement using this control method and normal operation. In this example, at each delay interval, a method such as reducing the speed of the door is used. In another embodiment, various methods are used to accumulate the necessary overall delay. Any of the options for delay methods described herein may be used alone or in combination with at least one other method.

7 shows a curve 90 having two sections 92 and 94, in which the cabs 22 and 24 are too close to each other, so that vibration and noise can occur. On Fig presents a curve 90 ', according to which the movement of the cab 22 is changed by adjusting the motion parameters for the cab 22. In two sections 96 and 98, the speed of the cab 22 is reduced compared with the speed in Fig.7, corresponding to the nominal speed. By thus reducing the speed between the cabs, the corresponding distance is maintained all the time, as shown in FIG.

You can also increase the speed with which the cab 24 moves, although there are more restrictions to increase the speed of the cab above the nominal compared to the possibility of reducing the speed relative to the nominal.

One of the variants of the method includes determining that the leading cabin is empty, and then, in order to increase the distance between the cabs, the leading cabin is moved at the maximum possible speed allowed by the mechanical limitations of the system.

9 shows a curve 100. In this example, the lack of proper separation of the cabins could occur in the area 102, where the cab 24 is located on floor 8, and at the same time, the cab 22 was assigned to move to floor 9.

Figure 10 presents the curve 100 ', reflecting one variant of the method of avoiding the situation in figure 9. In this embodiment, an additional stop is introduced for cabin 22. As shown in section 104, cabin 22 stands on floor 7, while cabin 24 makes a stop on floor 8. The stop on floor 7 for cabin 22 was not assigned by the passenger who identified floor 7 as the destination. Similarly, from floor 7 there was no call from the landing pad. Instead, the controller 30 automatically caused the cabin 22 to stop on the floor 7 and, according to one of the options, opened and closed the doors, as if there should be an appointed stop, so that passengers in the cabin 22 would not be bothered by the cabin being stopped and its movement resuming. After sufficient time has passed, the elevator car 22 is able to continue driving to floor 9.

11 is a curve 100 ″ illustrating another way of resolving the situation schematically depicted in FIG. 9, which involves changing the motion parameters of the elevator car 22. In this example, the elevator car 22 has a lower speed than the nominal speed, which is reflected by curve 106. In this embodiment, there is no need to introduce an additional stop, and enough time passes before the elevator car reaches floor 8, so that the car 24 is far enough away and there is no risk of collision.

Changing the motion parameters in one of the options includes the application of one of the options of the methods. 12 schematically shows a nominal motion parameter 110 for an elevator that spans an eight meter distance. In this case, the maximum change in acceleration (jerk) is 1.6 m / s ³ , and the maximum acceleration is 1 m / s ² . In this embodiment, the path takes 6.32 seconds. The changed motion parameter is displayed by curve 112, along which the cab does not exceed the maximum change in acceleration and the maximum allowable speed (for example, more than 3 m / s), but the acceleration value reaches 2.17 m / s ² . This kind of motion parameter is mechanically permissible, although it gives an excess of the norm in terms of passenger comfort. The motion parameter represented by curve 112 may be useful, for example, for moving an empty cabin when it is desired to move it as quickly as possible. In this embodiment, the application of motion parameter 112 reduces the total time by approximately one second. Another variant of the motion parameter is shown by curve 114, according to which the cab does not first accelerate to its full speed, but accelerates later. In this embodiment, when driving for five seconds, the cabin travels about half the distance (for example, 4.24 m). With this parameter of movement, approximately two seconds are added to the time of movement, but it can be useful in situations when the subsequent cabin is directed to another cabin, since the additional travel time allows the other cabin to move, which maintains the necessary distance between the cabins.

The choice of the motion parameter in one of the specific options is determined by the current load. For example, with a large load, a motion parameter corresponding to shorter periods of time may be more preferable. On the other hand, with a low traffic intensity, a motion parameter with long periods of time can provide energy savings and improved ride quality and comfort.

At the same time, the advantage of changing the parameters of movement is to avoid the movement of the cabin with a nominal acceleration or speed and then make a forced stop during the movement in order to wait until the other cabin goes out of the way. Smoothing deviations from the nominal parameters of the movement improves the perception of the dynamics of movement, as passengers are more satisfied when they know that their cabin is moving to their chosen destination than when they wait, for some reason. For example, it is probably much better if the cabin moves slowly to the next stop than to wait a while and then move fast or move fast and then stop and wait before resuming movement until another cabin leaves the path. Other advantages of using the adjusted motion parameters include saving energy when the cab can be moved slower, since the load is quite small, and increased throughput and call speed due to faster cab movement when possible, for example, since the cab is empty.

A variety of control methods are disclosed above. Various combinations thereof can be used in a system designed in accordance with one embodiment of the present invention. With this description, those skilled in the art will understand which particular method or combination of methods best suits the requirements of a particular situation.

The foregoing description is given as an example rather than limiting the scope of the invention. For specialists in this field will become apparent various changes and modifications of the disclosed embodiments, which do not go beyond the merits of this invention. The scope of protection for this invention can only be determined by considering the following claims.

Claims (18)

1. The method of controlling the elevator system with a group of cabins in one shaft, each of which is assigned to move from the initial to the last assigned floor, including determining the presence of at least one section between the initial and last assigned floors, on which the elevator cabins are brought together when the cabs are moving at nominal speeds, the distance between the cabs is increased in at least one of the indicated sections by changing the time it takes to travel at least one different and controlling the operation of the door of at least one of the cabins, characterized in that they determine the required period of time to increase the distance between the cabins, divide it into a group of short intervals and use one of the intervals at each stop of at least one cab when at least one cabin in the specified area. 2. The method according to claim 1, characterized in that they increase the time spent on the next cabin at the designated stop when it passes through the specified section by controlling the operation of its door or reduce the time spent on the leading cabin at the appointed stop when it is on the specified section by controlling its operation the door. 3. The method according to claim 2, characterized in that they increase the time that the next cabin is at the designated stop by at least slowing down the door when the cab is at the stop or increasing the time that the door is kept open at the stop or increasing the time between closing doors and the acceleration of the cabin when it moves from a stop, or the increase in time between the cessation of movement of the cabin at a stop and the door is opened. 4. The method according to claim 2, characterized in that it reduces the time spent in the leading cab at the designated stop by at least increasing the speed of the door when the cab is at the stop, or decreasing the amount of time that the door is kept open while the cab is at the stop , or reducing the time between closing the door and accelerating the cab when it moves from a stop, or reducing the time between stopping the cab at the stop and opening the door, opening the cab door to the floor stopping the movement of the cab at a stop. 5. The method according to claim 1, characterized in that at least one cabin is moved at a speed or acceleration by another in comparison with the nominal one by adjusting the motion parameters. 6. The method according to claim 5, characterized in that at least once reduce at least the speed or acceleration of the subsequent cabin between the initial and last assigned floors or increase at least the speed or acceleration of the leading cabin between the initial and last assigned floors. 7. The method according to claim 6, characterized in that when determining that the leading cabin is empty, it is moved as quickly as possible at least on a part of the path between the initial and last assigned floors. 8. The method according to claim 1, characterized in that the load of the elevator system is determined, the total transit time of the subsequent cabin between the initial and last assigned floors is increased at the first load, and the total transit time of the leading cabin between the initial and last assigned floors at the second load is increased, another in comparison with the first. 9. The method according to claim 1, characterized in that at least one stop is added between the initial floor and the specified section of at least one subsequent cabin, regardless of the destination of the passenger at least one stop. 10. The elevator system, including the elevator shaft, a group of elevator cabs located in the shaft, each of which has at least one door and a controller, configured to determine the presence of at least one area of rapprochement of the cabins with each other when moving with a nominal the speed between the initial and last assigned floors and controlling the operation of the door of at least one cabin to change the travel time of at least one cabin of the indicated section to increase the distance between the cabins by the fact that the controller is further configured to determine a desired period of time to increase the distance between the cabins, dividing it into a group of short intervals, and using one of the intervals at each stop of at least the cab when the at least one car at a specified site. 11. The system of claim 10, characterized in that the controller is configured to control the door of the subsequent cab to increase the time spent at the appointed stop at the specified section or to control the door of the leading cab to reduce the time spent at the appointed stop at the specified section. 12. The system according to claim 11, characterized in that the controller is configured to increase the time that the next cab is at the designated stop by at least slowing down the door when the cab is at the stop, or keeping the door open for a longer time at the stop, or to increase the time between closing the door and accelerating the cab when it moves from a stop, or increasing the time between stopping the cab at a stop and opening the door. 13. The system according to p. 12, characterized in that the controller is configured to reduce the time spent in the leading cabin at the designated stop by at least increasing the speed of the door when the cab is at the stop, or decreasing the amount of time that the door is open while the cab at the stop, or reduce the time between closing the door and accelerating the cab when it moves from the stop, or reduce the time between stopping the cab at the stop and opening the door, and and opening the door to the cockpit complete cessation of movement of the car at the bus stop. 14. The system of claim 10, characterized in that the controller is configured to adjust the motion parameters of at least one cabin by changing the speed or accelerating the movement of the cabin in comparison with the nominal speed or acceleration. 15. The system according to 14, characterized in that the controller is configured to at least once reduce at least the speed or accelerate the subsequent cabin between the initial and last designated floors or increase at least the speed or acceleration of the leading cabin, between the starting and last assigned floors. 16. The system of clause 15, wherein the controller is configured to determine that the leading cabin is empty, to control the fastest possible movement on at least part of the path between the initial and last assigned floors. 17. The system of claim 10, wherein the controller is configured to determine its load, increase the total transit time of the subsequent cab between the initial and last assigned floors at the first boot, and reduce the total transit time of the leading cab between the initial floor and the last assigned floors when second boot, another compared to the first. 18. The system of claim 10, characterized in that the controller is configured to add at least one subsequent elevator car at least one stop between the initial floor and the specified area regardless of the destination passenger at least one stop.

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