Passenger conveyor and passenger conveyor control method

Abstract

The present invention provides a passenger conveyor and a passenger conveyor control method that perform appropriate operation according to the passenger's condition. [Solution] The passenger conveyor comprises a plurality of steps that are connected in an endless manner and move in a circulating manner, and an endless moving handrail that moves in synchronization with the plurality of steps. Furthermore, the passenger conveyor comprises a first detection unit that detects the degree of passenger congestion at the exit, a second detection unit that detects numerical values ​​related to the moving handrail, and a control unit that controls operation based on the degree of passenger congestion and the detection results of the second detection unit.

Description

Technical Field

[0001] The present invention relates to a passenger conveyor and a passenger conveyor control method.

Background Art

[0002] A passenger conveyor includes a plurality of steps that move in a cycle and a moving handrail that moves in synchronization with the plurality of steps. Patent Document 1 discloses a passenger conveyor that controls the speeds of the plurality of steps according to the congestion level at the boarding and alighting openings. The passenger conveyor disclosed in Patent Document 1 includes a stay detection means for detecting the stay of passengers at the alighting opening and a control means for switching the moving speed of the plurality of steps to the low-speed side when a stay is detected by the stay detection means.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, it has been difficult to detect a state in which a passenger's clothing is caught on a device such as a handrail in the passenger conveyor described in Patent Document 1. Further, it has been impossible to perform an appropriate operation according to the state in which a passenger's clothing is caught on a device.

[0005] An object of the present invention is to provide a passenger conveyor and a passenger conveyor control method that perform an appropriate operation according to the state of a passenger in consideration of the above problems.

Means for Solving the Problems

[0006] To solve the above problems and achieve the objective, a passenger conveyor reflecting one aspect of the present invention comprises a plurality of steps that are connected in an endless manner and move in a circulating manner, and an endless moving handrail that moves in synchronization with the plurality of steps. Furthermore, the passenger conveyor comprises a first detection unit that detects the degree of passenger congestion at the exit, a second detection unit that detects numerical values ​​related to the moving handrail, and a control unit that controls operation based on the degree of passenger congestion and the detection results of the second detection unit.

[0007] A passenger conveyor control method reflecting one aspect of the present invention involves a first detection unit detecting the degree of passenger congestion at the exit. Next, a second detection unit detects numerical values ​​related to the moving handrail. Then, a control unit controls the operation based on the passenger congestion level and the detection result of the second detection unit. [Effects of the Invention]

[0008] According to the passenger conveyor and passenger conveyor control method configured as described above, appropriate operation can be performed according to the passenger's condition. Furthermore, issues, configurations, and effects other than those mentioned above will be clarified by the following description of the embodiments. [Brief explanation of the drawing]

[0009] [Figure 1] This is a schematic diagram showing an example of the configuration of a passenger conveyor according to the first embodiment. [Figure 2] This is a block diagram showing an example of the configuration of a control system in a passenger conveyor according to the first embodiment. [Figure 3] This figure illustrates the snagging control based on the degree of congestion at the exit and the rate of change of motor torque according to the first embodiment. [Figure 4] This is an example flowchart showing the jamming control process according to the first embodiment. [Figure 5] This is a block diagram showing an example of the configuration of a control system in a passenger conveyor according to the second embodiment. [Figure 6] This figure illustrates the control for preventing snagging based on the degree of congestion at the exit and the coefficient of friction according to the second embodiment. [Figure 7]This is an example flowchart showing the catch control process according to the second embodiment. [Modes for carrying out the invention]

[0010] 1. First Embodiment The passenger conveyor according to the first embodiment will be described below with reference to Figures 1 to 4. Note that common components in each figure are denoted by the same reference numerals.

[0011] [Example of passenger conveyor configuration] First, the configuration of the passenger conveyor according to the first embodiment will be described with reference to Figure 1. Figure 1 is a schematic diagram showing an example of the configuration of the passenger conveyor.

[0012] The passenger conveyor 1 shown in Figure 1 is an inclined passenger conveyor installed on the upper and lower floors of a building structure. As shown in Figure 1, the passenger conveyor 1 comprises a frame 2 installed on the building structure, a control panel 3, a railing section 4, multiple steps 5, a handrail 6, and a drive mechanism 7. The passenger conveyor 1 also comprises a transmission chain 8, a drive sprocket 9, a driven sprocket 10, a driving chain 11, and a passenger detection sensor 16.

[0013] On the upper floor side of the frame 2, the drive mechanism 7, the control panel 3, and the drive sprocket 9 are located. On the lower floor side of the frame 2, the driven sprocket 10 is located.

[0014] The drive mechanism 7 includes a motor 14 (see Figure 2), an electromagnetic brake 15 (see Figure 2), and a reduction gear. A belt is wrapped around the rotating shaft of the motor 14. This belt is also wrapped around the driven pulley of the reduction gear. As a result, the rotational force of the motor 14 is transmitted to the reduction gear via the belt.

[0015] The speed reducer has a transmission sprocket to which the rotational force of the driven pulley is transmitted. A transmission chain 8 is wound around the transmission sprocket of the speed reducer. The transmission chain 8 is wound around a drive sprocket 9. Thus, the rotational force of the motor 14 is transmitted to the drive sprocket 9 via the speed reducer and the transmission chain 8. Thereby, the drive sprocket 9 rotates.

[0016] A driving chain 11 is wound around the drive sprocket 9 and the driven sprocket 10. And when the drive sprocket 9 rotates, the driven sprocket 10 and the driving chain 11 rotate. The electromagnetic brake 15 brakes the motor 14.

[0017] Also, a guide member (not shown) is provided on the frame body 2. The plurality of steps 5 are movably supported by a guide member (not shown). Also, the plurality of steps 5 are connected endlessly via the driving chain 11. The plurality of steps 5 are guided by a guide member attached to the frame body 2 and circulate between the forward path side and the return path side between the boarding and alighting openings on the upper and lower floors. The passenger rides on the step 5 moving on the forward path side and is conveyed.

[0018] The railing parts 4 are arranged on both sides in the width direction of the frame body 2. The railing parts 4 are supported on the upper part of the frame body 2. An endless handrail 6 is attached to the railing parts 4. The handrail 6 corresponds to the moving handrail according to the present invention. The handrail 6 is movably supported by the railing parts 4. The handrail 6 is driven by a handrail drive part (not shown) and circulates between the forward path side and the return path side in the same direction as and in synchronization with the plurality of steps 5. The passenger grasps the handrail 6 moving on the forward path side.

[0019] The handrail drive part has a handrail drive sprocket (not shown), a handrail drive chain (not shown), a driven sprocket (not shown), and a pulley (not shown). The handrail drive sprocket is fixed to the rotation shaft of the drive sprocket 9. The handrail drive sprocket rotates together with the drive sprocket 9.

[0020] The handrail drive chain is wound around the handrail drive sprocket and the driven sprocket. The rotation of the handrail drive sprocket is transmitted to the driven sprocket (not shown) by the handrail drive chain (not shown). The pulley is fixed to the rotation axis of the driven sprocket. The handrail 6 is wound around the pulley.

[0021] In this way, the handrail 6 is driven by utilizing the rotational force of the drive sprocket 9. Therefore, when a load is applied to the handrail 6, the torque of the motor 14 that rotates the drive sprocket 9 will increase. For example, when a passenger's clothing gets caught on the handrail 6, a load is applied to the handrail 6. Thus, in this embodiment, based on the torque value of the motor 14, it is estimated that a passenger's clothing is caught on the handrail 6.

[0022] The passenger detection sensor 16 corresponds to the first detection unit according to the present invention. The passenger detection sensor 16 is disposed below the handrail 6 at the exit of the passenger conveyor 1. Note that the exit in this embodiment is the lower floor, but the exit according to the present invention may be the upper floor. For example, when changing the exit according to the operating time zone, the passenger detection sensor 16 may be disposed at both the upper and lower exits.

[0023] The passenger detection sensor 16 is a non-contact sensor and detects passengers at the exit. As the passenger detection sensor 16, for example, a photoelectric sensor can be applied. The first detection unit according to the present invention is not limited to a photoelectric sensor, and other non-contact sensors such as an ultrasonic sensor or a capacitance sensor may be employed.

[0024] Note that the first detection unit according to the present invention may be a camera that images the exit. Furthermore, the first detection unit according to the present invention is not limited to being disposed below the handrail 6, and may be disposed at any location such as a guiding fence installed at the exit or the ceiling of the building.

[0025] [Example of control system configuration] The configuration of the control system for the passenger conveyor according to the first embodiment will be described with reference to Figure 2. Figure 2 is a block diagram showing an example of the configuration of the control system for the passenger conveyor.

[0026] As shown in Figure 2, the control panel 3 is equipped with a control unit 31. The control unit 31 consists of, for example, a CPU (Central Processing Unit), ROM (Read Only Memory), RAM (Random Access Memory), etc. The CPU reads various processing programs stored in ROM and loads them into RAM. Then, the CPU performs the jamming control processing described later according to the loaded programs.

[0027] The control unit 31 is electrically connected to the inverter 13, the electromagnetic brake 15, the passenger detection sensor 16, and the notification unit 17.

[0028] The inverter 13 is located inside the control panel 3. The inverter 13 is electrically connected to the motor 14. The control unit 31 controls the drive of the motor 14 via the inverter 13. The inverter 13 calculates the torque value of the motor 14 and outputs it to the control unit 31.

[0029] As described above, the torque value of the motor 14 changes when a load is applied to the handrail 6. Therefore, the torque value of the motor 14 is a value related to the handrail 6 (movable handrail). Accordingly, the inverter 13 corresponds to the second detection unit according to the present invention.

[0030] The electromagnetic brake 15 comprises a brake disc, brake shoes, a compression spring, and an electromagnet. The brake disc rotates with the rotation axis of the motor 14. The compression spring presses the brake shoes against the brake disc. The electromagnet generates an electromagnetic force that attracts the brake shoes away from the brake disc.

[0031] When the control unit 31 generates braking force in the electromagnetic brake 15, it cuts off the current flowing to the electromagnet of the electromagnetic brake 15. As a result, the compression spring of the electromagnetic brake 15 presses the brake shoe against the brake disc. This creates a frictional force between the brake shoe and the brake disc, stopping the rotation of the brake disc and the rotating shaft of the motor 14.

[0032] The passenger detection sensor 16 detects passengers at the exit. The passenger detection sensor 16 outputs the detection result to the control unit 31. The control unit 31 calculates the congestion level at the exit based on the detection result of the passenger detection sensor 16. The congestion level is expressed, for example, as the amount of time the passenger detection sensor 16 detects passengers per predetermined period of time. The longer the time the passenger detection sensor 16 detects passengers, the higher the congestion level at the exit.

[0033] The notification unit 17 is, for example, attached to the railing 4. The notification unit 17 is a device that notifies passengers that an abnormality has occurred in the passenger conveyor 1. The notification unit 17 can be, for example, a speaker that outputs sound, lighting that outputs light, a display device that displays video or images, etc. The notification unit 17 is not limited to being placed on the railing 4, and its placement can be appropriately set depending on the device used.

[0034] The notification unit 17 is electrically connected to the control unit 31. When an abnormality occurs in the passenger conveyor 1, the control unit 31 controls the notification unit 17 to notify the passenger conveyor 1 of the abnormality and issue a warning. Examples of abnormalities that may occur in the passenger conveyor 1 include abnormal speed of the handrail 6, abnormal speed of multiple steps 5, and abnormal noise. An example of a warning could be an incident where a passenger's clothing gets caught in the equipment.

[0035] [Operation method to prevent snagging] Next, the jamming operation method performed by the control unit 31 will be explained with reference to Figure 3. Figure 3 is a diagram illustrating the jamming operation method based on the degree of congestion at the exit and the rate of change of motor torque.

[0036] In the first embodiment, the operation method of the passenger conveyor is changed based on the degree of congestion at the exit and the rate of change of the torque of the motor 14. As shown in Figure 3, the control unit 31 determines one of four operation methods: normal operation, warning operation, deceleration operation, and emergency stop.

[0037] The control unit 31 determines normal operation as the operating mode when the congestion level at the exit is less than a predetermined threshold A (low congestion level). Threshold A corresponds to the first threshold according to the present invention. When normal operation is determined, the control unit 31 controls the motor 14 via the inverter 13 to move the multiple steps 5 and handrails 6 in a circulating manner at a normal speed.

[0038] If a passenger's clothing gets caught on the equipment of the passenger conveyor 1 (such as the entrances to the steps 5 or the handrails 6), the passenger will remain at the exit, increasing congestion at the exit. On the other hand, if the congestion at the exit is low, no passengers will remain there. Therefore, the control unit 31 determines that the passenger's clothing is not caught on the equipment of the passenger conveyor 1 and selects normal operation.

[0039] The control unit 31 decides to perform an emergency stop as the operating method if the congestion level at the exit is greater than or equal to threshold A, and the rate of change of the torque of the motor 14 is greater than or equal to a predetermined threshold B. Threshold B corresponds to the second predetermined threshold according to the present invention. When an emergency stop is decided, the control unit 31 controls the electromagnetic brake 15 to stop the rotation of the rotating shaft of the motor 14.

[0040] The torque of motor 14 changes (increases) when a passenger's clothing gets caught on the equipment of the passenger conveyor 1. The torque of motor 14 also changes when a passenger steps on the steps 5 or grasps the handrail 6. However, the rate of change in torque is different when a passenger's clothing gets caught on the equipment of the passenger conveyor 1 compared to when a passenger steps on the steps 5 or grasps the handrail 6. Therefore, in this embodiment, the occurrence of a passenger's clothing getting caught on the equipment of the passenger conveyor 1 is estimated from the detected rate of change in torque.

[0041] Furthermore, when a passenger's clothing gets caught in the equipment of the passenger conveyor 1, the rate of change in torque increases as time passes, as the amount of clothing being pulled in increases. When the rate of change in torque is greater than or equal to threshold B, the control unit 31 determines that a predetermined amount of time has elapsed since the passenger's clothing got caught and stops the circulating movement of the multiple steps 5 and handrails 6. This prevents the passenger's clothing from being pulled in.

[0042] The control unit 31 determines deceleration operation as the operating mode when the congestion level at the exit is greater than or equal to threshold A, and the rate of change of the motor 14's torque is greater than or equal to a predetermined threshold C and less than threshold B. Threshold C corresponds to the third predetermined threshold according to the present invention. When deceleration operation is determined, the control unit 31 controls the motor 14 via the inverter 13 to move the multiple steps 5 and handrails 6 in a circulating motion at a speed slower than the normal speed.

[0043] In this embodiment, when the rate of change of torque is greater than or equal to threshold C and less than threshold B, it is determined that a specific time has elapsed since the passenger's clothing became entangled, but the predetermined time has not yet been reached, and the multiple steps 5 and handrails 6 are moved at a low speed. This makes it easier for the passenger conveyor 1 to resolve clothing entanglement.

[0044] The control unit 31 decides to issue a warning as the operating mode when the congestion level at the exit is above threshold A and the rate of change of the motor 14's torque is below threshold C. When a warning is selected, the control unit 31 controls the notification unit 17 to issue a warning indicating that a passenger's clothing may be caught on the equipment. At this time, the control unit 31 controls the motor 14 via the inverter 13 to move the multiple steps 5 and handrails 6 in a circulating motion at a normal speed.

[0045] In this embodiment, when the rate of change of torque is less than a threshold C, it is determined that it is an early stage in which a specific amount of time has not yet passed since the passenger's clothing got caught, and a warning is issued. This allows the passenger conveyor 1 to inform people around the passenger conveyor 1 that there is a possibility that clothing has gotten caught.

[0046] As a way to warn passengers, the system will output messages such as, "There may be clothing caught in the conveyor belt (escalator). Please stop the passenger conveyor belt (escalator)," or "There has been a problem at the exit. Please stop the passenger conveyor belt (escalator)."

[0047] In addition, along with a warning, a sign prohibiting boarding the passenger conveyor belt 1 may be displayed at the entrance. In this case, the passenger conveyor belt may be equipped with an audio notification unit and a notification unit that displays text or symbols. This will ensure that when the passenger conveyor belt 1 is stopped, there are no passengers on multiple steps 5, or the number of passengers on multiple steps 5 is reduced. As a result, when the passenger conveyor belt 1 is stopped, it is possible to prevent or reduce the chances of passengers losing their balance and falling.

[0048] [Control process for preventing snagging] Next, the jamming control process performed by the control unit 31 will be described with reference to Figure 4. Figure 4 is an example of a flowchart showing the jamming control process according to the first embodiment.

[0049] First, the control unit 31 determines whether the congestion level at the exit is less than threshold A (S1). If it is determined in step S1 that the congestion level is less than threshold A (if S1 is a YES determination), the control unit 31 decides on normal operation as the operating mode (S2). After processing in step S2, the control unit 31 returns to processing in step S1.

[0050] In step S1, if it is determined that the threshold is not less than A (if S1 is determined to be NO), the control unit 31 determines whether the rate of change of the motor 14's torque is greater than or equal to threshold B (S3). In step S3, if it is determined that the rate of change is greater than or equal to threshold B (if S3 is determined to be YES), the control unit 31 decides to use emergency stop as the operating method (S4). After processing in step S4, the control unit 31 terminates the jamming control process.

[0051] In step S3, if it is determined that the threshold B is not greater than or equal to the threshold (S3 is a NO determination), the control unit 31 determines whether the rate of change of the motor 14's torque is greater than or equal to the threshold C (S5). In step S5, if it is determined that the threshold C is greater than or equal to the threshold (S5 is a YES determination), the control unit 31 decides to operate in a reduced speed mode (S6). After processing in step S6, the control unit 31 returns to processing in step S1.

[0052] In step S5, if it is determined that the threshold C is not greater than or equal to the threshold (if S5 is determined to be NO), the control unit 31 decides to issue a warning as the operating method (S7). After processing in step S7, the control unit 31 returns to processing in step S1.

[0053] Thus, in this embodiment, the passenger conveyor 1 can change its operating mode in stages according to the rate of change of the torque of the motor 14 when the congestion level at the exit is above threshold A. As a result, the passenger conveyor 1 can operate appropriately according to the passengers' condition.

[0054] 2. Second Embodiment The passenger conveyor according to the second embodiment will be described below with reference to Figures 5 to 7. Note that common components in each figure are denoted by the same reference numerals. The difference between the configuration of the passenger conveyor according to the second embodiment and the configuration of the passenger conveyor according to the first embodiment is the inclusion of a friction coefficient measuring device 18.

[0055] [Example of control system configuration] The configuration of the control system for the passenger conveyor according to the second embodiment will be described with reference to Figure 5. Figure 5 is a block diagram showing an example of the configuration of the control system for the passenger conveyor according to the second embodiment.

[0056] As shown in Figure 2, the control panel 3 includes a control unit 31. The control unit 31 is electrically connected to the inverter 13, electromagnetic brake 15, passenger detection sensor 16, notification unit 17, and friction coefficient measuring device 18.

[0057] The friction coefficient measuring device 18 is attached to the frame 2 (see Figure 1). The friction coefficient measuring device 18 measures the dynamic friction coefficient of the surface of the handrail 6 as it moves on the return path. The friction coefficient measuring device 18 outputs the measurement result to the control unit 31. The dynamic friction coefficient is a numerical value relating to the handrail 6 (moving handrail). Therefore, the friction coefficient measuring device 18 corresponds to the second detection unit according to the present invention.

[0058] [Operation method to prevent snagging] Next, the snagging operation method performed by the control unit 31 according to the second embodiment will be described with reference to Figure 6. Figure 6 is a diagram illustrating the snagging operation method based on the degree of congestion at the exit and the coefficient of dynamic friction.

[0059] In the second embodiment, the operation method of the passenger conveyor is changed based on the degree of congestion at the exit and the coefficient of dynamic friction on the surface of the handrail 6. As shown in Figure 6, the control unit 31 determines one of four operation methods: normal operation, warning operation, deceleration operation, and emergency stop.

[0060] The control unit 31 determines normal operation as the operating mode when the congestion level at the exit is less than a predetermined threshold A (low congestion level). Normal operation is the same as in the first embodiment.

[0061] The control unit 31 decides to perform an emergency stop as the operating method when the congestion level at the exit is equal to or greater than threshold A, and the dynamic friction coefficient of the handrail 6 is equal to or greater than a predetermined threshold D. Threshold D corresponds to the second specific threshold according to the present invention. The emergency stop is the same as in the first embodiment.

[0062] The higher the coefficient of dynamic friction of the handrail 6, the more likely passengers' clothing is to get caught. The coefficient of dynamic friction of the handrail 6 increases due to aging, dirt, and the accumulation of foreign matter. Conversely, the coefficient of dynamic friction of the handrail 6 decreases to some extent when the surface of the handrail 6 is cleaned.

[0063] In this embodiment, the likelihood of a passenger's clothing getting caught on the handrail 6 is estimated from the measured coefficient of dynamic friction. The control unit 31 determines that there is a high probability that a passenger's clothing is caught on the handrail 6 when the congestion level at the exit is above threshold A and the coefficient of dynamic friction of the handrail 6 is above threshold D, and stops the cyclical movement of the multiple steps 5 and the handrail 6. This prevents the passenger's clothing from getting caught.

[0064] The control unit 31 determines deceleration operation as the driving method when the congestion level at the exit is greater than or equal to threshold A, and the dynamic friction coefficient of the handrail 6 is greater than or equal to a predetermined threshold E and less than threshold D. Threshold E corresponds to the third specific threshold according to the present invention. The deceleration operation is the same as in the first embodiment.

[0065] In this embodiment, when the rate of change of torque is greater than or equal to threshold E and less than threshold D, it is determined that there is a slightly higher probability that the passenger's clothing is caught on the handrail 6, and the multiple steps 5 and handrail 6 are moved at a low speed. This makes it easier for the passenger conveyor 1 to resolve clothing snags.

[0066] The control unit 31 decides to issue a warning as the operating mode if the congestion level at the exit is above threshold A and the dynamic friction coefficient of the handrail 6 is below threshold E. If a warning is selected, the control unit 31 controls the notification unit 17 to issue a warning suggesting that a passenger's clothing may be caught on the equipment. At this time, the control unit 31 controls the motor 14 via the inverter 13 to move the multiple steps 5 and handrail 6 in a circulating motion at a normal speed.

[0067] In this embodiment, if the coefficient of dynamic friction of the handrail 6 is less than the threshold E, it is determined that there is a possibility that a passenger's clothing is caught, and a warning is issued. This allows the passenger conveyor 1 to inform people around it that there is a possibility of clothing getting caught. The content of the warning is the same as in the first embodiment.

[0068] [Control process for preventing snagging] Next, the jamming control process performed by the control unit 31 according to the second embodiment will be described with reference to Figure 7. Figure 7 is an example of a flowchart showing the jamming control process according to the second embodiment.

[0069] First, the control unit 31 determines whether the congestion level at the exit is less than threshold A (S11). If it is determined in step S11 that the congestion level is less than threshold A (if S11 is a YES determination), the control unit 31 decides on normal operation as the operating mode (S12). After processing in step S12, the control unit 31 returns to processing in step S11.

[0070] In step S11, if it is determined that the coefficient of dynamic friction of the handrail 6 is not less than threshold A (if S11 is determined to be NO), the control unit 31 determines whether the coefficient of dynamic friction of the handrail 6 is greater than or equal to threshold D (S13). In step S13, if it is determined that the coefficient of dynamic friction is greater than or equal to threshold D (if S13 is determined to be YES), the control unit 31 decides to perform an emergency stop as the operating method (S14). After the processing in step S14, the control unit 31 terminates the catch control processing.

[0071] In step S13, if it is determined that the coefficient of dynamic friction of the handrail 6 is not greater than or equal to the threshold D (if S13 is determined to be NO), the control unit 31 determines whether the coefficient of dynamic friction of the handrail 6 is greater than or equal to the threshold E (S15). In step S15, if it is determined that the coefficient of dynamic friction is greater than or equal to the threshold E (if S15 is determined to be YES), the control unit 31 decides to operate in a reduced speed mode (S16). After processing in step S16, the control unit 31 returns to processing in step S11.

[0072] In step S15, if it is determined that the threshold is not greater than or equal to E (i.e., if S15 is determined to be NO), the control unit 31 decides to issue a warning as the operating mode (S17). After processing in step S17, the control unit 31 returns to processing in step S11.

[0073] Thus, the passenger conveyor according to the second embodiment can change its operating method in stages according to the coefficient of dynamic friction of the handrail 6 when the congestion level at the exit is above threshold A. As a result, the passenger conveyor 1 can be operated appropriately according to the condition of the passengers (how easily the passengers' clothes get caught on the handrail 6).

[0074] The passenger conveyor and passenger conveyor control method of the present invention have been described above, including their effects. However, the passenger conveyor and passenger conveyor control method of the present invention are not limited to the embodiments described above, and various modifications can be made without departing from the gist of the invention as described in the claims.

[0075] In the first embodiment described above, jamming control was performed based on the degree of congestion at the exit and the rate of change of the torque of the motor 14. However, in the passenger conveyor according to the present invention, for example, instead of the rate of change of the torque of the motor 14, the difference between the detected torque of the motor 14 and the torque increase according to the number of passengers may be used.

[0076] Furthermore, the friction coefficient measuring device 18 according to the second embodiment described above measures the dynamic friction coefficient of the surface of the handrail 6 moving on the return path. However, the friction coefficient measuring device according to the present invention may be placed in a position opposite the forward path of the handrail 6, as long as it does not obstruct passengers. In this case, the friction coefficient measuring device measures the dynamic friction coefficient of the surface of the handrail 6 moving on the forward path.

[0077] In the embodiments described above, an escalator with steps between multiple steps was used as an example of an inclined passenger conveyor. However, the passenger conveyor according to the present invention can also be applied to electric roads, so-called moving walkways, where there are no steps between multiple steps.

[0078] Furthermore, the present invention can also be applied to passenger conveyors having a frame in which at least a portion of the inclined section is provided with a section parallel to the upper horizontal section and the lower horizontal section. Moreover, the present invention can also be applied to passenger conveyors having a frame in which the extension direction of the upper horizontal section and the lower horizontal section differs as the extension direction of the inclined section curves and changes.

[0079] In this specification, although terms such as "parallel" and "orthogonal" are used, these do not mean only strictly "parallel" and "orthogonal," but may also refer to states that are "approximately parallel" or "approximately orthogonal," which include "parallel" and "orthogonal" and are within a range in which they can perform their functions. [Explanation of Symbols]

[0080] 1...Passenger conveyor, 2...Frame, 3...Control panel, 4...Balustrade, 5...Steps, 6...Handrail (movable handrail), 7...Drive mechanism, 8...Transmission chain, 9...Drive sprocket, 10...Driven sprocket, 11...Driving chain, 13...Inverter (second detection unit), 14...Motor, 15...Electromagnetic brake, 16...Passenger detection sensor (first detection unit), 17...Notification unit, 18...Friction coefficient measuring device (second detection unit), 31...Control unit

Claims

1. A passenger conveyor comprising a plurality of steps connected in an endless manner and moving in a circulating manner, and an endless movable handrail that moves in synchronization with the plurality of steps, A first detection unit that detects the degree of passenger congestion at the exit, A second detection unit for detecting numerical values ​​related to the aforementioned movable handrail, The system includes a control unit that controls the operation based on the passenger congestion level and the detection result of the second detection unit. Passenger conveyor belt.

2. The second detection unit is a torque detection unit that detects the torque of the motors that drive the plurality of steps and the movable handrail, The detection result of the second detection unit is the rate of change of the torque. The passenger conveyor according to claim 1.

3. If the passenger congestion level is above a predetermined first threshold and the torque change rate is above a predetermined second threshold, the control unit performs an emergency stop by stopping the motor with the brake. The passenger conveyor according to claim 2.

4. If the passenger congestion level is above the first threshold, and the rate of change of the torque is above a predetermined third threshold and below the second predetermined threshold, the control unit performs low-speed operation, causing the multiple steps and the movable handrail to circulate at a slower speed than normal. The passenger conveyor according to claim 3.

5. It is further equipped with a notification unit capable of alerting passengers to important information. If the passenger congestion level is equal to or greater than the first threshold, and the rate of change of the torque is less than the third predetermined threshold, the control unit causes the notification unit to issue a warning. The passenger conveyor according to claim 4.

6. The second detection unit is a friction coefficient measuring unit that measures the friction coefficient of the surface of the movable handrail, The detection result of the second detection unit is the coefficient of friction of the surface of the movable handrail. The passenger conveyor according to claim 1.

7. If the passenger congestion level is above a predetermined first threshold and the friction coefficient is above a predetermined second specific threshold, the control unit performs an emergency stop by braking the motors that drive the multiple steps and the movable handrails. The passenger conveyor according to claim 6.

8. If the passenger congestion level is above the first threshold, and the friction coefficient is above a predetermined third specific threshold and below the second specific threshold, the control unit performs low-speed operation, causing the multiple steps and the movable handrail to circulate at a slower speed than normal. The passenger conveyor according to claim 7.

9. It is further equipped with a notification unit capable of alerting passengers to important information. If the passenger congestion level is equal to or greater than the first threshold and the friction coefficient is less than the third specific threshold, the control unit causes the notification unit to issue a warning. The passenger conveyor according to claim 8.

10. A control method for a passenger conveyor comprising a plurality of steps connected in an endless manner and moving in a circulating manner, and an endless movable handrail that moves in synchronization with the plurality of steps, The first detection unit detects the degree of passenger congestion at the exit, The second detection unit detects numerical values ​​related to the movable handrail, The control unit controls the operation based on the passenger congestion level and the detection result of the second detection unit. A method for controlling a passenger conveyor.

Images