Passenger conveyor

Abstract

Provided is a passenger conveyor that can smoothly enter a step. 【Solution means】The escalator 10 includes a detection unit 40 that detects a boarding area 12 and people around the boarding area 12, a calculation unit 56 that calculates the moving speed of people using the detection result of the detection unit 40, a normal operation mode in which an endless conveyor 20 (see FIG. 1) is driven at a predetermined speed, and a stop mode in which the endless conveyor 20 is stopped, and an operation control unit 54 that controls the operation of the endless conveyor 20. When a person is detected via the detection unit 40 during the execution of the stop mode, the operation control unit 54 controls the timing of changing from the stop mode to the normal operation mode based on the moving speed of the person calculated by the calculation unit 56.

Description

Technical Field

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

Background Art

[0002] Among passenger conveyors, there are those equipped with a function of temporarily stopping or temporarily decelerating an endless conveyor formed by connecting a plurality of steps when the state where passengers approaching the boarding area are not detected continues for a preset time, so as to suppress the power consumption of the passenger conveyor. In such a passenger conveyor, when a passenger approaching the boarding area is detected while the endless conveyor is stopped or decelerated, the endless conveyor is configured to accelerate to the rated speed.

[0003] For example, Patent Document 1 discloses a passenger conveyor in which when a passenger is detected within a first detection range of the boarding area via an area sensor, a detection signal including the detection distance is sent to a control unit, and when the detection signal is input, the control unit accelerates the endless conveyor from a stopped state to a low speed, and when the detection distance included in the detection signal becomes shorter than a set distance, the endless conveyor is accelerated from the low speed to the rated speed.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] In the passenger conveyor described in Patent Document 1 above, when the detection distance becomes shorter than the set distance, the endless conveyor is configured to accelerate to the rated speed (predetermined operating speed), but the walking speeds of passengers (persons) approaching the boarding area vary individually.

[0006] Therefore, when the walking speed of a person approaching the boarding area is relatively fast, it may occur that the operating speed of the escalator has not reached the preset operating speed when boarding the escalator from the boarding area. And in such a case, there is a problem that the difference between the walking speed of the person and the moving speed of the escalator is large and it is difficult to board the escalator.

[0007] An object of the present invention is to provide a passenger conveyor that enables smooth boarding of an escalator.

Means for Solving the Problems

[0008] A passenger conveyor according to an aspect of the present invention is a passenger conveyor including an endless conveyor provided to circulate between a boarding area and a disembarking area, a detection unit that detects a person in the boarding area and around the boarding area, a calculation unit that calculates the position, moving direction, and moving speed of the person using the detection result of the detection unit, a normal operation mode in which the endless conveyor is driven at a predetermined operating speed, and a stop mode in which the endless conveyor is stopped, and includes an operation control unit that controls the operation of the endless conveyor. When a person is detected via the detection unit during the execution of the stop mode, if the position of the person calculated by the calculation unit is relatively approaching the boarding area, the operation control unit will change from the stop mode to the normal operation mode when the moving speed of the person calculated by the calculation unit is equal to or higher than a threshold value set relatively low, and when the position of the person calculated by the calculation unit is relatively away from the boarding area and the moving speed of the person calculated by the calculation unit is equal to or higher than a threshold value set relatively high and the moving direction of the person is in the direction towards the boarding area, it will change from the stop mode to the normal operation mode. and and the moving direction of the person is in the direction towards the boarding area when change from the stop mode to the normal operation mode further and if the position of the person calculated by the calculation unit is relatively away from the boarding area when when the moving speed of the person calculated by the calculation unit is equal to or higher than a threshold value set relatively high and and the moving direction of the person is in the direction towards the boarding area when change from the stop mode to the normal operation mode do is such.

[0009] The passenger conveyor according to another aspect of the present invention is a passenger conveyor including an endless conveyor provided to circulate between a boarding area and a disembarking area, a detection unit that detects people in the boarding area and the periphery of the boarding area, a calculation unit that calculates the position, moving direction, and moving speed of a person using the detection result of the detection unit, a normal operation mode in which the endless conveyor is driven at a predetermined driving speed, and a deceleration mode in which the endless conveyor is driven at a speed lower than the predetermined driving speed, and includes a driving control unit that controls the driving of the endless conveyor. When a person is detected via the detection unit during the execution of the deceleration mode, if the position of the person calculated by the calculation unit is relatively approaching the boarding area, the driving control unit changes from the deceleration mode to the normal operation mode when the moving speed of the person calculated by the calculation unit is equal to or higher than a threshold value set relatively low and the moving direction of the person is the direction toward the boarding area when change from the deceleration mode to the normal operation mode further and the position of the person calculated by the calculation unit is relatively away from the boarding area when the moving speed of the person calculated by the calculation unit is equal to or higher than a threshold value set relatively high and the moving direction of the person is the direction toward the boarding area when change from the deceleration mode to the normal operation mode do is the case.

[0010] In the passenger conveyor according to the present invention, The detection unit detects the position of an object by scanning a horizontal plane at a height near the feet of a person in the boarding area and the vicinity of the boarding area with laser light it may be.

[0011] In the passenger conveyor according to one aspect of the present invention , operation the driving control unit may execute the normal operation mode instead of the stop mode when the position of the person calculated by the calculation unit is within a preset area including the boarding area during the execution of the stop mode.

[0012] In the passenger conveyor according to another aspect of the present invention , operation the driving control unit may execute the normal operation mode instead of the deceleration mode when the position of the person calculated by the calculation unit is within a preset area including the boarding area during the execution of the deceleration mode.

Effects of the Invention

[0013] According to the passenger conveyor according to one aspect of the present invention, it is possible to control the timing of changing from the stop mode to the normal operation mode based on the moving speed of people detected at the boarding area and around the boarding area. As a result, it is possible to switch to the normal operation mode so that a predetermined operation speed is reached when a person boards the escalator from the boarding area. As a result, it is possible to smoothly board the escalator.

[0014] According to the passenger conveyor according to another aspect of the present invention, it is possible to control the timing of changing from the deceleration mode to the normal operation mode based on the moving speed of people detected at the boarding area and around the boarding area. As a result, it is possible to switch to the normal operation mode so that a predetermined operation speed is reached when a person boards the escalator from the boarding area. As a result, it is possible to smoothly board the escalator.

Brief Description of the Drawings

[0015]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Figure 10

MODE FOR CARRYING OUT THE INVENTION

[0016] Hereinafter, the escalator 10 according to the first embodiment of the present invention will be described with reference to the respective drawings. In each drawing, "X" shown in the drawing indicates a horizontal direction X that is substantially parallel to the longitudinal direction in the top view of the escalator 10, "Y" indicates a horizontal direction Y that is orthogonal to the horizontal direction X, and "Z" indicates a vertical direction Z.

[0017] FIG. 1 is a diagram schematically showing the configuration of an escalator (passenger conveyor) 10 according to the first embodiment of the present invention. As shown in FIG. 1, the escalator 10 includes a passenger passage SW extending from the lower floor landing 12 to the upper floor landing 14, and an endless conveyor 20 having a function of conveying passengers from the landing 12 toward the landing 14, and a control device 50 for controlling the operation of the endless conveyor 20.

[0018] The endless conveyor 20 is configured by connecting a plurality of steps 22A, 22B, 22C,... (hereinafter, referred to as "steps 22" as appropriate when there is no need for particular distinction) in an endless manner via a step chain 21.

[0019] A rotatably supported step sprocket 14P is provided in an upper floor machine room 14M provided immediately below the landing 14. Meanwhile, a rotatably supported step sprocket 12P is provided in a lower floor machine room 12M provided immediately below the landing 12. A step chain 21 constituting a part of the endless conveyor 20 described above is wound around each of the step sprockets 12P, 14P, and as the step chain 21 is rotationally driven via a driven sprocket 14Q described later, the steps 22 move cyclically along the passenger passage SW from the landing 12 to the landing 14, i.e., along the conveying direction A.

[0020] An electric motor 24 is installed in the upper floor machine room 14M, and the driving force of the electric motor 24 is transmitted to the driving sprocket 24P, which rotates and drives it. The rotational power of the driving sprocket 24P is transmitted to the driven sprocket 14Q via a roller chain 24C. The driven sprocket 14Q is attached to the shaft 14X together with the step sprocket 14P, so that the step sprocket 14P also rotates in conjunction with the driven sprocket 14Q.

[0021] As a result, the step chain 21 described above travels in a circular motion along a guide rail (not shown), and the steps 22 each connected endlessly to the step chain 21 travel in a circular motion accordingly.

[0022] As shown in Fig. 1, balustrades 31, 32 (see Fig. 3) are provided along the passenger passage SW. The balustrades 31 and 32 (see Fig. 3) are symmetrical with respect to the passenger passage SW and are made of similar components. In the following explanation, the balustrade 31 will be mainly explained, and the explanation of the balustrade 32 will be omitted as appropriate.

[0023] FIG. 2 is a diagram showing a partial side configuration around the landing 12 and functional blocks centered on the control device 50. As shown in FIGS. 1 and 2, the railing unit 31 includes a support portion 34 provided along the passenger passage SW and a railing panel 35 supported by the support portion 34. A movable handrail 36 is movably attached to the outer peripheral portion of the railing panel 35. This movable handrail 36 is configured to circulate in conjunction with the movement of the endless conveyor 20 described above. Further, as shown in FIG. 2, a detection unit 40 for detecting the approach of a person is provided at the end of the railing unit 31 on the landing 12 side.

[0024] This detection unit 40 is installed on the lower surface of the deck board 34D that forms a part of the end of the railing unit 32 on the landing 12 side, and has the role of detecting passengers located in the first area R1 to the fourth area R4 shown in FIG. 3 and their surroundings. The detection unit 40 is a ranging sensor configured by a ToF (Time of Flight) sensor or the like, incorporates a main body 40A composed of a light source and a light receiving element, and outputs the distance to an object as an output value for each rotation angle of the main body 40A based on the time required for the laser light emitted from the light source to be reflected by the object and detected through the light receiving element while rotating the main body 40A. Thereby, it is possible to scan (scan) the horizontal plane at the height near the feet of passengers in the landing 12 and the vicinity of the landing 12 to detect the distance and direction to an object such as a passenger. Note that the detection unit 40 is not limited to a ToF sensor.

[0025] Note that the installation position of the detection unit 40 is not limited to this, and it may be installed on other parts such as a skirt guard, or a column may be provided separately near the landing 12 and the detection unit 40 may be installed on the column. Note that the detection unit 40 may be provided only on either the left or right railing unit 31, 2, or may be provided on each of the left and right railing units 31, 32.

[0026] FIG. 3 is a diagram schematically showing the landing 12, its surrounding configuration, and detection areas (first to fourth areas) described later. In FIG. 3, the boundaries between the first area R1 and the fourth area R4 are each indicated by a dashed line, and the first area R1 is shown with hatching. Also, in FIG. 3, the illustration of the floor plate 12F is omitted to avoid complicated illustration.

[0027] As shown in FIG. 3, the control device 50 is arranged in the upper floor machine room 14M (see FIG. 1) and has a function of comprehensively controlling the operation of the escalator 10. More specifically, as shown in FIG. 2, the control device 50 includes a storage unit 52 composed of a ROM, a RAM, an HDD, etc. in which various control programs are stored, and an arithmetic processing device (not shown) such as a CPU.

[0028] Then, the control device 50 functions as an operation control unit 54 that controls the drive of the motor 24 by the arithmetic processing device reading the control program from the storage unit 52 and performing arithmetic processing, and a determination unit 56 that determines the position, movement speed, and movement direction of a person based on the detection result of the detection unit. The operation control unit 54 circulates and moves the endless carrier 20 so that the step 22 moves in the conveyance direction A (see FIG. 1) in the passenger passage SW at a predetermined speed (for example, 30 m per minute) by controlling the drive of the motor 24 in a normal operation mode, and when a state where no person is detected via the detection unit 40 during the execution of the normal operation mode has elapsed for a certain period of time, the endless carrier 20 is temporarily stopped in a stop mode.

[0029] The operation control unit 54 is configured to determine whether to switch the operation mode to the normal operation mode based on the position, movement speed, and movement direction of the person determined by the determination unit 56 during the execution of the stop mode.

[0030] More specifically, the operation control unit 54 determines whether it is possible to switch the operation mode based on whether the predetermined conditions set for each of the areas R1 to R4 are satisfied when the passenger position determined by the determination unit 56 is located within any of the areas R1 to R4 shown in FIG. 3.

[0031] As shown in FIG. 3, the first area (predetermined area) R1 is installed so as to cover the landing plate 12L that constitutes the floor surface of the landing 12 and the floor plate 12F (see FIG. 6) that is installed on the front side of the plate 12L and constitutes a part of the floor surface. This first area R1 is a region that is substantially rectangular in plan view and is closest to the position of boarding the staircase 22. The second area R2 is a peripheral area of the landing 12 excluding the first area R1 from a substantially semi-circular area centered on the central part of the first area R1. The third area R3 is an area excluding the first area R1 and the second area R2 from a substantially semi-circular area centered on the central part of the first area R1 and wider than the second area R2. The fourth area R4 is set in an area excluding the first area to the third area from a substantially semi-circular area centered on the central part of the first area R1 and wider than the third area R3.

[0032] The determination unit 56 determines in which of the areas of the first area R1 to the fourth area R4 the position of the person determined based on the detection result of the detection unit 40 is located. Then, the operation control unit 54 determines whether the operation mode can be switched based on the result determined by the determination unit 56. Specifically, when a person is present in the first area R1, the operation control unit 54 switches from the standby mode to the normal operation mode. Thereby, passengers existing at the landing 12 and positions close to the landing 12 can smoothly board the staircase 22.

[0033] On the other hand, when a person is present in any of the areas of the second area R2 to the fourth area R4, the driving control unit 54 switches the driving mode from the stop mode to the normal driving mode when the moving speed of the person is equal to or higher than the speed thresholds α1 to α3 set in each area and the moving direction of the person satisfies a predetermined condition. Here, the predetermined condition includes the condition that the person is moving in the direction toward the boarding area 12. More specifically, the predetermined condition includes that the angle formed by the moving direction of the person with respect to the Y direction (hereinafter, appropriately referred to as the "entry angle") is within a predetermined range. Thereby, it is possible to switch from the stop mode to the normal driving mode so that the driving speed of the tread 22 reaches a predetermined speed in accordance with the timing when the passenger boards the tread 22 from the boarding area 12.

[0034] In addition, in the present embodiment, an example is given in which the driving control unit 54 switches the driving mode to the normal driving mode based on the position, moving speed, and moving direction of the person detected by the detection unit 56 during the execution of the stop mode. However, the driving control unit 54 may determine whether or not to switch based only on the detected position and moving speed of the person.

[0035] In the present embodiment, the speed thresholds α1 to α3 in the second area R2 to the fourth area R4 are set so as to satisfy the relationship of α1 < α2 < α3. By setting the speed threshold smaller in the area closer to the boarding area 12 in this way, when the moving speed of the person is slow, the normal driving mode will be executed at a timing relatively close to the boarding area 12. Therefore, it is possible to prevent the execution time of the normal driving mode from becoming unnecessarily long.

[0036] Conversely, when the moving speed of the person is fast, the normal driving mode is executed at a timing when the person is located at a position relatively far from the boarding area 12. Thereby, even when the walking speed of the passenger is relatively fast, it is possible to drive the endless conveyor 20 so that the tread 22 reaches a predetermined speed at the timing when the passenger boards the tread 22 from the boarding area 12. Therefore, it is possible to smoothly board from the boarding area 12 to the tread 22.

[0037] Next, a method for detecting the position of a passenger based on the detection result of the detection unit 40 in the determination unit 56, and a method for calculating the moving speed and the approach angle of the passenger will be described with reference to FIG. 4. FIG. 4 is a diagram schematically showing the trajectory of light irradiated toward the above-described detection area while the main body 40A included in the detection unit 40 rotates. In FIG. 4, in order to avoid complicated illustration, the trajectory of the light irradiated at the rotation angle in the direction blocked by the feet FP1 and FP2 of the pedestrian is mainly shown, and the trajectories of the light irradiated at other rotation angles are appropriately omitted. Further, in FIG. 4, only the trajectory of the light extracted as the passenger position is shown by a solid line, while other light trajectories are shown by a broken line.

[0038] As shown in FIG. 4, the irradiated light blocked by an object such as the passenger's foot among the light irradiated from the main body 40A of the detection unit 40 at each predetermined rotation angle is reflected, and the distance to the above object is detected when the reflected light reaches the light receiving element included in the detection unit 40. At this time, the distances to the passenger's feet FP1 and FP2 are obtained as a plurality of output values (distances) (hereinafter referred to as an output value group) corresponding to the reflected light of the light irradiated at each predetermined rotation angle. In the present embodiment, the determination unit 56 extracts the output value corresponding to the light indicated by the solid line arrow having the minimum distance to the boarding area 12 from the output value group, and calculates the passenger position using the extracted output value.

[0039] The determination unit 56 calculates the moving speed V of the passenger based on the change over time of the passenger position detected by the above-described method. As an example, the moving speed of the passenger may be calculated based on the change over time of the passenger position in 2 seconds. More specifically, when the passenger position P0 is detected via the detection unit 40, and the passenger position detected 2 seconds after the timing when the passenger position P0 is detected is defined as the passenger position P2, it may be calculated based on the distance DS between the passenger position P0 and the passenger position P2.

[0040] In this case, it may be determined whether the passenger position P2 indicates a position related to the same passenger as the passenger position P0 based on whether the distance DS is within the maximum moving distance that a passenger is normally assumed to move with respect to the passenger position P0, that is, within the maximum moving (walking) distance that a passenger can move within 2 seconds (for example, 1.5 m).

[0041] In the present embodiment, the moving speed of the passenger is calculated using the change in the passenger position within 2 seconds. However, the moving speed may be calculated based on the change in the passenger position at a time interval shorter than 2 seconds, or the moving speed may be calculated based on the change in the passenger position at a time interval longer than 2 seconds.

[0042] By the way, when a person walks, it is necessary to alternately move the left and right feet in the direction of travel. Therefore, the left and right feet perform a walking motion by alternately repeating a state of moving in the direction of travel and a state of being stationary.

[0043] For this reason, depending on the timing at which the detection unit 40 detects the passenger's foot and the walking speed of the passenger, there may be a case where no change is observed at the same position as the position detected immediately before. Since the direction of travel of the passenger cannot be determined even by comparing the passenger positions that are the same as the position detected immediately before, the determination unit 56 is set to determine the change over time of the passenger position after excluding in advance the passenger positions that are the same as the immediately preceding passenger position based on the detection result of the detection unit 40.

[0044] FIG. 5 is a diagram schematically showing the change over time of the position of a passenger approaching the boarding area determined by the determination unit 56 and also showing an enlarged view of a portion around the position of the passenger. In FIG. 5, a virtual line parallel to the Y direction is indicated by a dashed line. Further, in FIG. 5, the illustration of the floor plate 12F is omitted in order to avoid complicated illustration.

[0045] When the passenger positions from passenger position P0 to passenger position P2 shown in FIG. 5 change with time in the order of P0, … Pt0, Pt1, Pt2, Pt3, …, P2, the angle formed by the virtual line connecting passenger position Pt0 and passenger position Pt1 with the Y direction is defined as the entry angle θt0, the angle formed by the virtual line connecting passenger position Pt1 and passenger position Pt2 with the Y direction is defined as the entry angle θt1, and the angle formed by the virtual line connecting passenger position Pt2 and passenger position Pt3 with the Y direction is defined as the entry angle θt2, respectively. Hereinafter, when there is no particular need for distinction, the entry angles θt0, θt1, θt2, … are appropriately denoted as the entry angle “θt”, and the passenger positions Pt0, Pt1, Pt2, … are appropriately denoted as the passenger position “P”.

[0046] As shown in FIG. 5, the calculation unit 56 calculates the average value θave of the entry angle θt between the passenger position P0 and the passenger position P2, and determines the moving direction of the passenger based on whether the average value θave is within a predetermined range. Also, a virtual line horizontal to the Y direction is indicated by a dashed line.

[0047] Here, the method for setting the above-mentioned predetermined range will be described with reference to FIGS. 6 to 8. FIG. 6 is a diagram showing the passenger position P of a passenger approaching the boarding area 12 from the front side. FIG. 7 is a diagram showing the passenger position P of a passenger approaching the boarding area 12 from the right side. FIG. 8 is a diagram showing the passenger position P of a passenger approaching the boarding area 12 from the left side.

[0048] In FIGS. 6 to 8, the virtual line L1 is a virtual line connecting the passenger position P and the landing side end 32P of the moving handrail 37 in the railing part 32, and the virtual line L2 is a virtual line connecting the passenger position P and the landing side end 31P of the moving handrail 36 in the railing part 31. The virtual line L3 is a virtual line connecting the passenger position P and the left corner LP on the side opposite to the step 22 on the floor plate 12F, and the virtual line L4 is a virtual line connecting the passenger position P and the right corner RP on the side opposite to the step 22 on the floor plate 12F. Also, the boundary line 32L is a virtual line passing through the landing side end 32P and parallel to the X direction, and the boundary line 31L is a virtual line passing through the landing side end 31P and parallel to the X direction. Also, a virtual line horizontal in the Y direction is indicated by a dashed line. θL1 is the angle formed by the virtual line L1 with respect to the Y direction, θL2 indicates the angle formed by the virtual line L2 with respect to the Y direction, θL3 is the angle formed by the virtual line L3 with respect to the Y direction, and θL4 is the angle formed by the virtual line L4 with respect to the Y direction.

[0049] As shown in FIG. 6, when the passenger position P is located on the front side of the landing 12, that is, within the region sandwiched between the boundary line 32L and the boundary line 31L, the determination unit 56 calculates the angles θL1 and θL2 from the relationship between the passenger position P and the landing side ends 32P and 31P. Then, when θL1 ≤ θL2, the determination unit 56 determines that it is within a predetermined range when the average value θave satisfies the relationship of the following formula (1). θL1 ≤ θave ≤ θL2 ··· (1)

[0050] Since a predetermined range is set one by one based on the passenger position P in this way, it is possible to accurately determine whether a person is about to head towards the landing 12, that is, whether they have the intention to use the escalator 10.

[0051] Subsequently, as shown in FIG. 7, when the passenger position P is located on the right side of the landing 12, that is, in the region on the right side of the boundary line 31L, the determination unit 56 calculates the angles θL3 and θL2 from the relationship between the passenger position P, the left corner LP of the floor plate 12F, and the landing side end 31P. Then, the determination unit 56 determines that it is within a predetermined range when the average value θave satisfies the relationship of the following formula (2). θL3 ≤ θave ≤ θL2 ··· (2)

[0052] Thus, by using θL3, whose value is smaller than θL1, instead of θL1 described above to widen the angular range, not only passengers moving linearly from the right side toward the landing 12 but also passengers trying to move while slightly turning in from the right side toward the front side can be captured within a predetermined range.

[0053] Next, as shown in FIG. 8, when the passenger position P is located in the left region of the landing 12, that is, in the region to the left of the boundary line 32L, the determination unit 56 calculates the angles θL1 and θL4 from the relationship between the passenger position P, the right corner RP of the floor plate 12F, and the landing side end 32P. Then, when the average value θave satisfies the relationship of the following formula (3), the determination unit 56 determines that it is within a predetermined range. θL1 ≤ θave ≤ θL4 ··· (3)

[0054] Thus, by using θL4, whose value is larger than θL2, instead of θL2 described above to widen the angular range, not only passengers moving linearly from the left side toward the landing 12 but also passengers trying to move while slightly turning in from the left side toward the front side can be captured within a predetermined range.

[0055] In the present embodiment, θL3 and θL4, which are the angles formed by the virtual lines L3 and L4 connecting the left and right corner portions LP and RP of the floor plate 12F and the passenger position P with respect to the Y direction, respectively, are used to detect passengers approaching the landing 12 from both the left and right sides. However, the present invention is not limited to this. For example, a correction coefficient less than 1 may be multiplied by θL1 and used instead of θL3. Similarly, a correction coefficient greater than 1 may be multiplied by θL2 and used instead of θL4.

[0056] Also, in the present embodiment, the above formula (1) is used at the front side of the landing 12, the above formula (2) is used on the right side, and the above formula (3) is used on the left side to calculate a predetermined range. However, depending on the surrounding environment and the like, the above formula (1) may be used to calculate a predetermined range on both the right and left sides as well.

[0057] In this embodiment, the determination unit 56 determines the moving direction of the passenger using the average value θave of the approach angles θt0, θt1, θt2, …, but the present invention is not limited to this. For example, the angle θse formed by the line segment connecting the above-described passenger positions P0 and P2 and the Y direction may be used instead of the average value θave to determine the moving direction of the passenger.

[0058] FIG. 9 is a flowchart showing the flow of control processing for determining whether to switch the operation mode to the normal operation mode during the execution of the stop mode in the control device 50. As shown in FIG. 9, when the determination unit 56 detects the presence of an object approaching the boarding area 12 via the detection unit 40 during the execution of the stop mode, the determination unit 56 calculates the position of the object (hereinafter referred to as “passenger position”) (step S1: YES, step S2: YES, step S3). When the passenger position determined by the determination unit 56 in step S3 is within the first area R1, the operation control unit 54 executes the normal operation mode (step S4: YES, step S20). Thereby, when a passenger is located in the boarding area 12 and the area adjacent to the boarding area 12, the operation mode is quickly switched to the normal operation mode so that the passenger can smoothly board the step 22.

[0059] Also, when the passenger position detected in step S3 by the determination unit 56 is within the second area R2 (step S4: NO, step S5: YES), the determination unit 56 calculates the moving speed V of the passenger (step S6). Then, when the moving speed V calculated in step S6 is equal to or higher than the speed threshold value α1 (step S7: YES), the determination unit 56 calculates the average value θave, and when the average value θave is an angle within a predetermined range, the operation control unit 54 switches the operation mode to the normal operation mode and executes it (step S8, step S9: YES, step S20).

[0060] When the passenger position detected in step S5 is not within the second area R2 (step S5: NO), the determination unit 56 determines whether the passenger position is within the third area R3 (step S10). When the passenger position is within the third area in step S10 (step S10: YES), the determination unit 56 calculates the moving speed V of the passenger (step S11), and determines whether the calculated moving speed V is equal to or greater than the threshold value α2 (step S12). When the moving speed V is equal to or greater than the threshold value α2 in step S12 (step S12: YES), the determination unit 56 calculates the average value θave (step S13). When the average value θave is an angle within a predetermined range, the driving control unit 54 switches the driving mode to the normal driving mode and executes it (step S14: YES, step S20).

[0061] When the passenger position detected in step S10 is not within the third area R3 (step S10: NO), the determination unit 56 determines whether the passenger position is within the fourth area R4 (step S15). When the passenger position is within the fourth area R4 in step S15 (step S15: YES), the moving speed V of the passenger is calculated (step S16), and it is determined whether the calculated moving speed V is equal to or greater than the threshold value α3 (step S17). When the moving speed V is equal to or greater than the threshold value α3 in step S17 (step S17: YES), the driving control unit 54 causes the average value θave to be calculated via the determination unit 56 (step S18). When the average value θave is an angle within a predetermined range, the driving mode is switched to the normal driving mode and executed (step S19: YES, step S20).

[0062] According to the escalator 10 of the first embodiment, the timing for changing the driving mode from the stop mode to the normal driving mode is controlled based on the moving speed of the person detected via the detection unit 40 at the boarding area 12 and around the boarding area 12. As a result, when a person boards the step 22 from the boarding area 12, the endless conveyor 20 can be switched from the stop mode to the normal driving mode so that the moving speed of the step 22 reaches a predetermined speed. As a result, the passenger can smoothly board the step 22.

[0063] Also, according to the escalator 10, it is determined whether the moving direction of a person is toward the landing 12 based on whether the entry angle is within a predetermined range. Therefore, it is possible to determine whether the person detected by the detection unit 40 has the intention of using the escalator 10 based on the entry angle, and then determine whether it is possible to switch to the normal operation mode. As a result, it is possible to suppress the operation mode from being switched unnecessarily from the stop mode to the normal operation mode when a person who does not intend to use the escalator 10 happens to pass by the periphery of the landing 12 or the like.

[0064] In the above first embodiment, the operation control unit 54 has been described by taking as an example the case where the operation mode is switched to the normal operation mode based on the position, moving speed, and moving direction of the person determined by the determination unit 56 during the execution of the stop mode. However, the present invention is not limited to this. For example, in the escalator 10, the operation control unit 54 may be provided with a deceleration mode in which the endless carrier 20 is circulated and moved so that the step 22 moves at a speed lower than that in the normal operation mode instead of the stop mode. And the operation control unit 54 may control the timing at which the operation mode is switched from the deceleration mode to the normal operation mode based on the position, moving speed, and moving direction of the person determined by the determination unit 56 during the execution of the deceleration mode. The configuration of the escalator 10 according to the second embodiment in this case will be described below. In the following description, the same reference numerals will be appropriately assigned to the same components as those in the first embodiment, and the description will be appropriately omitted, and mainly the different components will be described with reference to FIG. 10.

[0065] FIG. 10 is a flowchart showing the flow of control processing in the control device 50 when determining whether to switch the operation mode to the normal operation mode during the execution of the deceleration mode according to the second embodiment.

[0066] As shown in FIG. 10, step S31 is a step of performing substantially the same control process as the process of step S1 in the first embodiment, except that the determination unit 56 determines whether or not the deceleration mode is being executed. Further, steps S32 to S50 each have substantially the same configuration as the control processes of steps S2 to S20 in the first embodiment.

[0067] According to the escalator 10 of the second embodiment, it is possible to control the timing of changing the operation mode from the deceleration mode to the normal operation mode based on the moving speed of the people detected via the detection unit 40 at the boarding area 12 and around the boarding area 12. As a result, when a person gets on the step 22 from the boarding area 12, it becomes possible to switch the endless conveyor 20 from the deceleration mode to the normal operation mode so that the moving speed of the step 22 reaches a predetermined speed. As a result, passengers can smoothly get on the step 22.

[0068] In the first embodiment, an example has been described in which when a person is present in the first area R1, the operation control unit 54 unconditionally switches from the standby mode to the normal operation mode. However, the present invention is not limited to this. For example, it may be switched to the normal operation mode when a predetermined condition is satisfied, as in the case of other areas (the second area R2 to the fourth area R4).

[0069] In the first and second embodiments, the escalator 10 has been described as an example of a passenger conveyor, but the present invention may be applied to a moving walkway.

[0070] The present invention can also be implemented in various modified, corrected, or deformed forms based on the knowledge of those skilled in the art without departing from the gist thereof. Further, within the range where the same operation or effect is produced, it may be implemented in a form in which any of the invention-specific matters is replaced with another technique.

Explanation of Reference Numerals

[0071] 10 Escalator (passenger conveyor) 12 Boarding area 14 Disembarking area 20 Endless conveyor 22, 22A, 22B, 22C Steps 24 Electric motor 31, 32 Rail parts 34 Support part 40 Detection part 50 Control device 52 Memory part 54 Operation control part 56 Calculation part AR1 Front side area AR2 Left side area AR3 Right side area R1 First area (predetermined area) R2 Second area R3 Third area R4 Fourth area S1~S50 Steps X, Y Horizontal direction Z Vertical direction

Claims

1. A passenger conveyor including an endless conveyor provided to circulate between a boarding area and a disembarking area, a detection unit that detects people in the boarding area and around the boarding area, a calculation unit that calculates the position, movement direction, and movement speed of a person using the detection result of the detection unit, and an operation control unit that controls the operation of the endless conveyor, including a normal operation mode in which the endless conveyor is driven at a predetermined operation speed and a stop mode in which the endless conveyor is stopped. The passenger conveyor is provided with: When a person is detected via the detection unit during the execution of the stop mode, if the position of the person calculated by the calculation unit is relatively approaching the boarding area, and the movement speed of the person calculated by the calculation unit is equal to or higher than a threshold value set to a relatively low speed and the movement direction of the person is toward the boarding area, the operation control unit changes from the stop mode to the normal operation mode. When the position of the person calculated by the calculation unit is relatively away from the boarding area, and the movement speed of the person calculated by the calculation unit is equal to or higher than a threshold value set to a relatively high speed and the movement direction of the person is toward the boarding area, the operation control unit changes from the stop mode to the normal operation mode. Passenger conveyor.

2. A passenger conveyor including an endless conveyor provided to circulate between a boarding area and a disembarking area, a detection unit that detects people in the boarding area and around the boarding area, a calculation unit that calculates the position, movement direction, and movement speed of a person using the detection result of the detection unit, and an operation control unit that controls the operation of the endless conveyor, including a normal operation mode in which the endless conveyor is driven at a predetermined operation speed and a deceleration mode in which the endless conveyor is driven at a speed lower than the predetermined operation speed. The passenger conveyor is provided with: When a person is detected via the detection unit during the execution of the deceleration mode, if the position of the person calculated by the calculation unit is relatively approaching the boarding area, and the movement speed of the person calculated by the calculation unit is equal to or higher than a threshold value set to a relatively low speed and the movement direction of the person is toward the boarding area, the operation control unit changes from the deceleration mode to the normal operation mode. When the position of the person calculated by the calculation unit is relatively away from the boarding area, and the movement speed of the person calculated by the calculation unit is equal to or higher than a threshold value set to a relatively high speed and the movement direction of the person is toward the boarding area, the operation control unit changes from the deceleration mode to the normal operation mode. Passenger conveyor.

3. The detection unit detects the position of an object by scanning a horizontal plane at a height near the feet of a person in the boarding area and the vicinity of the boarding area with laser light. The passenger conveyor according to claim 1 or 2.

4. When the position of the person determined by the determination unit during the execution of the stop mode is within a preset area including the boarding area, the operation control unit executes the normal operation mode instead of the stop mode. The passenger conveyor according to claim 1.

5. When the position of the person determined by the determination unit during the execution of the deceleration mode is within a preset area including the boarding area, the operation control unit executes the normal operation mode instead of the deceleration mode. The passenger conveyor according to claim 2.

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