CN111433148B - Operation control system and passenger conveyor - Google Patents
Operation control system and passenger conveyor Download PDFInfo
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- CN111433148B CN111433148B CN201880079287.8A CN201880079287A CN111433148B CN 111433148 B CN111433148 B CN 111433148B CN 201880079287 A CN201880079287 A CN 201880079287A CN 111433148 B CN111433148 B CN 111433148B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B66—HOISTING; LIFTING; HAULING
- B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
- B66B25/00—Control of escalators or moving walkways
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B66—HOISTING; LIFTING; HAULING
- B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
- B66B29/00—Safety devices of escalators or moving walkways
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Abstract
According to one aspect of the present invention, a control unit includes: a speed detection unit that detects a moving speed of the passenger based on the image pickup data; a density detection unit that detects a passenger density based on the imaging data; and a boarding rate detection unit that detects a boarding rate of the passenger, wherein the control unit compares the moving speed detected by the speed detection unit, the passenger density detected by the density detection unit, and the boarding rate detected by the boarding rate detection unit with respective corresponding threshold values, and controls the drive device to control the moving speeds of the plurality of steps based on the comparison result.
Description
Technical Field
The present invention relates to an operation control system and a passenger conveyor, and more particularly to an operation control system that controls the moving speed of a passenger conveyor according to the situation of a passenger, and a passenger conveyor including the operation control system.
Background
As an operation control system for controlling the operation of a passenger conveyor, for example, patent document 1 discloses an escalator system which detects the presence of passengers near a lower portion of an escalator and around the lower portion based on image data of a television camera provided near a ceiling of the lower portion on an upper floor of the escalator. In the escalator system, the operation of the escalator is decelerated or stopped according to the detected condition of the passenger.
Prior art documents
Patent document
Patent document 1: JP 4850258A
However, the technique described in patent document 1 can only detect the presence of a passenger near or around the lower part of an escalator (passenger conveyor). Therefore, there is a possibility that appropriate operation control according to the congestion situation cannot be performed.
Disclosure of Invention
The present invention has been made in view of the above circumstances, and an object thereof is to provide an operation control system capable of appropriately controlling the operation of a passenger conveyor according to a congestion situation, and a passenger conveyor provided with the operation control system.
An operation control system according to an aspect of the present invention is an operation control system that controls an operation of a passenger conveyor including a plurality of steps and a drive device for circulating the plurality of steps, the operation control system including a control unit that controls the drive device. The control unit includes: a camera data receiving unit for receiving first camera data obtained by taking a picture of the landing entrance of the passenger conveyor and the vicinity thereof; a speed detection unit that detects a moving speed of the passenger based on the first image pickup data; a density detection unit that detects a passenger density based on the first image pickup data; and a boarding rate detection unit that detects the boarding rate of the passenger. The control unit compares the moving speed detected by the speed detection unit, the passenger density detected by the density detection unit, and the boarding rate detected by the boarding rate detection unit with respective corresponding threshold values. The control unit controls the drive device based on the comparison result to control the moving speed of the plurality of steps.
Effects of the invention
According to at least one aspect of the present invention, the congestion state is detected by using information of the used guests (passengers) who have not reached the boarding gate and the passenger conveyor in the vicinity thereof, and the operation of the passenger conveyor is controlled based on the detected congestion state. Therefore, the operation of the passenger conveyor can be appropriately controlled according to the congestion status.
Problems, structures, and effects other than those described above will be apparent from the following description of the embodiments.
Drawings
Fig. 1 is a diagram illustrating a passenger conveyor according to an embodiment of the present invention.
Fig. 2 is a diagram for explaining a hardware configuration of a control unit according to an embodiment of the present invention.
Fig. 3 is a block diagram illustrating an operation control system according to an embodiment of the present invention.
Fig. 4 is a diagram for explaining image pickup data according to an embodiment of the present invention.
Fig. 5 is a diagram showing a determination table according to an embodiment of the present invention.
Fig. 6A, 6B, and 6C are diagrams illustrating examples of detection of passenger density, passenger speed, and riding ratio by the operation control system according to the embodiment of the present invention.
Fig. 7 is a flowchart showing an operation control process according to an embodiment of the present invention.
Detailed Description
Hereinafter, examples of embodiments of the present invention will be described with reference to the drawings. In each of the drawings, components having substantially the same function or configuration are denoted by the same reference numerals, and redundant description thereof is omitted.
[ Structure of passenger conveyor ]
First, the structure of a passenger conveyor 1 according to an embodiment of the present invention will be described with reference to fig. 1. Fig. 1 is a diagram showing a passenger conveyor 1 according to an embodiment of the present invention.
As shown in fig. 1, the passenger conveyor 1 includes: a frame 4 erected between the upper floor 2 and the lower floor 3; a plurality of steps 5 are disposed in the frame 4, and are connected in an endless manner by a step chain not shown, thereby circulating between the upper and lower elevator hoists. In the present embodiment, the passenger of the passenger conveyor 1 moves in the direction indicated by the outlined arrow in fig. 1. In the following description, an elevator entrance disposed on the upper floor 2 side is referred to as an entrance 6, and an elevator entrance disposed on the lower floor 3 side is referred to as an exit 7.
Further, the passenger conveyor 1 includes: a handrail 8 that is vertically provided along the traveling direction of the steps 5; a moving handrail 9 supported by the balustrade 8 and circulating in synchronization with the steps 5; and a driving device (motor) 10 for circulating the steps 5.
The passenger conveyor 1 includes a control unit 11 that controls the drive device 10, a speaker device 12, an entrance side camera (entrance side imaging unit) 13, and an exit side camera (exit side imaging unit) 14. The speaker device 12 outputs a sound under the control of the control unit 11, and outputs a sound indicating that the passenger conveyor 1 is crowded, for example, as described later.
The entrance-side camera 13 continuously captures images of the entrance 6 and its vicinity and transmits image data (second image data) to the control unit 11. The landing entrance side camera 14 continuously captures images of the landing entrance 7 and its vicinity, and transmits image data (first image data) to the control unit 11. The upper-doorway-side camera 13 and the lower-doorway-side camera 14 are fixed to the balustrade 8 via fixing members 15, respectively.
[ hardware configuration of control section ]
Next, a hardware configuration of the control unit 11 will be described with reference to fig. 2. Fig. 2 is a diagram for explaining a hardware configuration of the control unit 11 according to the embodiment of the present invention.
As shown in fig. 2, the control Unit 11 includes a CPU (Central Processing Unit) 21, a ROM (Read Only Memory) 22, a RAM (Random Access Memory) 23, and an input/output interface 24, which are connected to a bus line 25.
The CPU21 reads out and executes program codes of software for controlling the passenger conveyor 1 from the ROM 22. Variables, parameters, and the like generated during the arithmetic processing are temporarily written into the RAM 23. The drive device 10, the speaker device 12, the entrance-side camera 13, and the exit-side camera 14 are connected to an input/output interface 24. The control Unit 11 may include a Processing device such as an MPU (Micro-Processing Unit) instead of the CPU 21.
[ Structure of operation control System ]
Next, the configuration of the operation control system 100 according to the present embodiment will be described with reference to fig. 3. Fig. 3 is a block diagram showing the operation control system 100 according to the embodiment of the present invention.
As shown in fig. 3, the operation control system 100 according to the present embodiment is configured by a control unit 11 to which a drive device 10, a speaker device 12, an entrance-side camera 13, and an exit-side camera 14 are connected.
The CPU21 (see fig. 2) of the control unit 11 functions as the signal unit 31, the arithmetic unit 32, and the detection unit 34 by executing programs stored in the ROM 22. The storage unit 33 shown in fig. 3 is composed of a ROM22 and a RAM23 of the control unit 11. The ROM22 of the storage unit 33 stores data, parameters, and the like used for various processes executed by the signal unit 31, the arithmetic unit 32, and the detection unit 34. The RAM23 of the storage unit 33 functions as a work area when the signal unit 31, the arithmetic unit 32, and the detection unit 34 execute various processes.
The signal unit 31 functions as an imaging data receiving unit that receives imaging data transmitted from the entrance-side camera 13 and the exit-side camera 14.
The arithmetic unit 32 executes the operation control processing at a predetermined cycle, and at every 40msec in the present embodiment. The computing unit 32 causes the signal unit 31 to execute the passenger density detection process and the passenger speed detection process in the operation control process. The signal section 31 detects the passenger density based on the received image data in the passenger density detection process. That is, the signal unit 31 functions as a density detection unit that detects the passenger density based on the image data.
Here, the image pickup data transmitted from the entrance side camera 14 will be described with reference to fig. 4. Fig. 4 is a diagram for explaining image pickup data according to an embodiment of the present invention.
As shown in fig. 4, the image pickup data transmitted from the landing entrance side camera 14 is composed of images of the landing entrance 7 and its vicinity, and may include images of passengers who have landed from the passenger conveyor 1.
The signal unit 31 performs pattern matching using the passenger pattern image stored in advance in the storage unit 33, and extracts the passenger image from the received image data. When the image of the passenger can be extracted from the captured image data, the signal unit 31 detects the passenger density at the landing (the landing entrance 7 and the vicinity thereof) based on a predetermined reference, and stores the detected passenger density in the RAM23 constituting the storage unit 33. Here, the passenger density at the alighting (the alighting opening 7 and the vicinity thereof) means the density of passengers alighting from the passenger conveyor 1 at the alighting.
The predetermined reference for detecting the passenger density can be set as appropriate in accordance with the performance of the passenger conveyor 1, the installation place, the required safety performance, and the like. For example, in the present embodiment, when two passengers can be estimated to be present on each of the consecutive steps 5 from the extracted images of the passengers, that is, when images of four passengers can be extracted from the image pickup data (the angle of view) as shown in fig. 4, the passenger density is detected as 100%. Similarly, when images of three passengers can be extracted from the image pickup data (the angle of view) as shown in fig. 4, the passenger density is detected to be 75%, when two passengers are detected to be 50%, when one passenger is detected to be 25%.
In the passenger speed detection process, the signal unit 31 detects the passenger moving speed of the passenger getting off the passenger conveyor 1 at the landing (the landing entrance 7 and the vicinity thereof) based on the received image data. Specifically, the signal unit 31 performs pattern matching using the pattern image of the passenger stored in advance in the storage unit 33 for each of the continuously received image data, and extracts the image of the passenger from the received image data. Then, the moving distance of the passenger is calculated from the change of the image of the passenger in the continuously received image data, and the passenger speed, which is the moving speed of the passenger, is detected based on the calculated moving distance and the frame rate of the image data. Therefore, the signal unit 31 functions as a speed detection unit that detects the moving speed of the passenger (passenger speed) based on the image data.
Here, in a case where images of a plurality of persons, for example, four passengers can be extracted for each of the continuously received image sensing data, there is a case where four passenger speeds are detected, but in this case, the average value of them is taken as the passenger speed. Then, the signal section 31 stores the detected passenger speed in the RAM23 constituting the storage section 33.
In the operation control process, the calculation unit 32 causes the detection unit 34 to detect the boarding rate of the passenger in the passenger conveyor 1 (so-called "passenger load"). The riding rate in the present embodiment is detected based on inverter load information (for example, supply power information indicating the magnitude of supply power) from the inverter device 17 that supplies power to the drive device 10. Specifically, the measurement result is represented by a value obtained by multiplying a value obtained by dividing the supply power information transmitted from the inverter device 17 to the drive device 10 at the time of measurement by the supply power information in the designed maximum load amount by 100 [% ]. The detection unit 34 stores the detected boarding rate in the RAM23 constituting the storage unit 33. That is, the detection unit 34 functions as a boarding rate detection unit that detects the boarding rate of the passenger.
In the operation control process, the calculation unit 32 compares the detected passenger density, the detected passenger speed, and the detected boarding rate with the respective corresponding threshold values. The calculation unit 32 refers to the determination table stored in the storage unit 33, and determines the congestion state based on the comparison result. The arithmetic unit 32 controls the drive device 10 based on the determined congestion state, and controls the moving speed of the plurality of steps 5.
Next, referring to fig. 5, a determination table referred to by the arithmetic unit 32 in the operation control process will be described with reference to fig. 5. Fig. 5 is a diagram showing a determination table according to an embodiment of the present invention.
As shown in fig. 5, two kinds of thresholds corresponding to the degree of congestion are set as the thresholds corresponding to each of the passenger density, the passenger speed, and the boarding rate.
Specifically, as the threshold value corresponding to the passenger density, a threshold value a and a threshold value B are set. In the present embodiment, the threshold a is set to 25 (%) and the threshold B is set to 75 (%). When the detected passenger density is less than the threshold a, it can be determined that the passenger density is low. When the detected passenger density is equal to or higher than the threshold a and less than the threshold B, it can be determined that the passenger density is medium. When the detected passenger density is equal to or higher than the threshold B, it can be determined that the passenger density is high. Generally, in the case of congestion, the passenger density tends to increase.
As the threshold value corresponding to the passenger speed, a threshold value C and a threshold value D are set. In the present embodiment, the threshold value C is set to 2 (km/hr) and the threshold value D is set to 4 (km/hr). When the detected passenger speed is less than the threshold C, it can be determined that the passenger speed is slow. When the detected passenger speed is equal to or higher than the threshold C and less than the threshold D, it can be determined that the passenger speed is normal. When the detected passenger speed is equal to or higher than the threshold value D, it can be determined that the passenger speed is fast. Generally, when the passenger is crowded, the speed of the passenger tends to be slow.
As the threshold value corresponding to the boarding rate, a threshold value E and a threshold value F are set. In the present embodiment, the threshold E is set to 25 (%) and the threshold F is set to 75 (%). When the detected boarding rate is less than the threshold E, it can be determined that the boarding rate is low. When the detected boarding rate is equal to or higher than the threshold E and is less than the threshold F, it can be determined that the boarding rate is medium. When the detected boarding rate is equal to or greater than the threshold value F, it can be determined that the boarding rate is high. Generally, the riding rate tends to be high in the case of congestion.
The values of these thresholds a to F can be set as appropriate according to the performance of the passenger conveyor 1, the installation location, the required safety performance, and the like.
The calculation unit 32 can determine the congestion status as any one of the abnormality (congestion: second congestion status) indicated by "G2", the light abnormality (slight congestion: first congestion status) indicated by "G1", and the non-congestion indicated by "-" based on the detected passenger density, passenger speed, and riding rate by referring to the determination table shown in fig. 5.
In the determination table, the congestion status when the detected passenger density is equal to or higher than the threshold B, the passenger speed is lower than the threshold C, and the riding ratio is equal to or higher than the threshold F is defined as abnormal (congestion) G2. In the determination table, the congestion status when the detected passenger density is equal to or higher than the threshold B, the passenger speed is less than the threshold C, and the boarding rate is less than the threshold E or equal to or higher than the threshold E and less than the threshold F is defined as G1, i.e., slight abnormality (slight congestion).
In addition, in the determination table, as a case where the congestion status is defined as G1, that is, a light abnormality (slight congestion), there are cases where the detected passenger density is equal to or more than the threshold B, the passenger speed is equal to or more than the threshold C and less than the threshold D, and the riding rate is equal to or more than the threshold E and less than the threshold F or equal to or more than the threshold F. Further, there are cases where the detected passenger density is equal to or higher than the threshold B, the passenger speed is equal to or higher than the threshold D, and the riding ratio is equal to or higher than the threshold F. Further, there are cases where the detected passenger density is equal to or higher than the threshold a and lower than the threshold B, the passenger speed is equal to or higher than the threshold C and lower than the threshold D, and the riding ratio is equal to or higher than the threshold F. Further, there are cases where the detected passenger density is equal to or higher than the threshold a and lower than the threshold B, the passenger speed is lower than the threshold C, and the riding ratio is equal to or higher than the threshold E and lower than the threshold F, or equal to or higher than the threshold F. Further, the detected passenger density is less than the threshold a, the passenger speed is less than the threshold C, and the riding ratio is equal to or more than the threshold F in some cases.
Further, it is possible to determine that the situation of congestion is not congested (indicated as "-" in the determination table) when the detected passenger density, passenger speed, and riding ratio are not any of the above, for example, when the detected passenger density is less than the threshold a, passenger speed is less than the threshold C, and the riding ratio is equal to or more than the threshold E and less than the threshold F.
When the determined congestion state is a slight abnormality (slight congestion) of G1, the arithmetic unit 32 outputs a sound indicating the congestion and the deceleration of the passenger conveyor 1, for example, "congestion", from the speaker device 12. Decelerating the passenger conveyor. "such sound. In the same case, the arithmetic unit 32 controls the drive device 10 to decelerate the movement speed of the steps 5, which is normally set to 30 m/min, to 20 m/min, for example.
When the determined congestion state is the abnormality (congestion) of G2, the arithmetic unit 32 outputs a sound indicating the congestion and stopping the passenger conveyor, for example, "congestion", from the speaker device 12. The passenger conveyor is stopped. "such sound. In the same case, the arithmetic unit 32 controls the drive device 1 to stop the movement of the steps 5.
When the moving speed of the step 5 is reduced to 20 m/min, the calculation unit 32 outputs a sound to the effect that the moving speed of the step 5 is returned to the normal speed, to the speaker device 12 when a predetermined condition is satisfied. The computing unit 32 controls the drive device 10 to accelerate the movement speed of the steps 5 to 30 m/min in a normal state. In the present embodiment, the predetermined condition is that the riding rate less than the threshold E is continuously detected for a certain period of time after the moving speed of the steps 5 is reduced to 20 m/min. In the present embodiment, 1 minute is set as the fixed time.
The predetermined condition can be set as appropriate according to the performance of the passenger conveyor 1, the installation location, the required safety performance, and the like.
Next, examples of detection of the passenger density, the passenger speed, and the riding rate by the operation control system 100 of the present embodiment will be described with reference to fig. 6A, 6B, and 6C. Fig. 6A, 6B, and 6C are diagrams illustrating examples of detection of passenger density, passenger speed, and riding ratio by the operation control system according to the embodiment of the present invention.
Fig. 6A shows the relationship among the passenger density, the passenger speed, the riding rate, and the output time detected at normal times. In the example shown in fig. 6A, even if time has elapsed since the start of detection, the detected passenger density does not become equal to or greater than the threshold B. Further, the detected passenger speed does not become less than the threshold C. Further, the detected ride rate does not become equal to or greater than the threshold F. Therefore, the calculation unit 32 determines that the congestion state is not congested at any time shown in fig. 6A (see fig. 5). Therefore, the computing unit 32 keeps the operation of the passenger conveyor 1 by setting the moving speed of the steps 5 to 30 m/min as usual.
Fig. 6B shows the relationship between the passenger density, the passenger speed, the riding rate, and the output time, which are detected when the congestion state is a slight abnormality (slight congestion). In the example shown in fig. 6B, at time T1, the detected passenger density is equal to or higher than the threshold B, and the detected boarding ratio is equal to or higher than the threshold E and less than the threshold F. Further, at time point T1, the detected passenger speed becomes equal to or higher than threshold C and less than threshold D. Therefore, the calculation unit 32 determines that the congestion state is a slight abnormality (slight congestion) at time T1 (see fig. 5). The computing unit 32 outputs a sound indicating congestion and a sound indicating deceleration of the passenger conveyor 1 from the speaker device 12, and controls the driving device 10 to decelerate the moving speed of the steps 5 to 20 m/min. In the example shown in fig. 6B, the arithmetic unit 32 determines that the congestion status continues to be slightly abnormal (slightly congested) in the operation control process executed at time T1 or later.
Fig. 6C shows the relationship among the passenger density, the passenger speed, the riding rate, and the output time detected when the congestion state is abnormal (congestion). In the example shown in fig. 6C, at time T2, the detected passenger density is equal to or higher than the threshold B, and the detected passenger speed becomes lower than the threshold C. Further, at the time point of T2, the detected passenger density becomes the threshold value F or more. Therefore, the calculation unit 32 determines that the congestion state is abnormal (congestion) at time T2 (see fig. 5). The computing unit 32 outputs a sound indicating congestion and stopping of the passenger conveyor 1 from the speaker device 12, and controls the driving device 10 to stop the movement of the steps 5. In the example shown in fig. 6C, the arithmetic unit 32 determines that the congestion status continues to be abnormal (congestion) in the operation control process executed after time T2.
[ procedure of operation control treatment ]
Next, the procedure of the operation control process executed by the arithmetic unit 32 will be described with reference to fig. 7. Fig. 7 is a flowchart showing an operation control process according to an embodiment of the present invention. As described above, the operation unit 32 executes the operation control process at a predetermined cycle, and every 40msec in the present embodiment.
First, the computing unit 32 determines whether the passenger conveyor 1 is in operation (S1). When it is determined that the passenger conveyor 1 is not in operation (no at S1), the arithmetic unit 32 ends the operation control process. On the other hand, when it is determined that the passenger conveyor 1 is in operation (yes at S1), the calculation unit 32 causes the detection unit 34 to detect the riding rate, and calculates (compares) the riding amount detected by the detection unit 34 with the threshold E and the threshold F (S2).
Next, the calculation unit 32 causes the signal unit 31 to detect the passenger density and the passenger speed, and calculates (compares) with the respective corresponding threshold values (S3). Specifically, the passenger density detected by the signal section 31 is compared with the threshold value a and the threshold value B. Further, the passenger speed detected by the signal section 31 is compared with the threshold value C and the threshold value D.
Next, the arithmetic unit 32 determines whether the congestion status is G1, that is, whether it is a slight abnormality (slight congestion) based on the comparison results of step S2 and step S3 and the determination table shown in fig. 5 (S4). When it is determined that the congestion state is a light abnormality (slight congestion) of G1 (yes at S4), the arithmetic unit 32 broadcasts the congestion of the passenger conveyor (S5). Specifically, the calculation unit 32 causes the speaker device 12 to output a sound indicating congestion and a sound indicating deceleration of the passenger conveyor 1.
Next, the arithmetic unit 32 controls the drive device 10 to decelerate the movement speed of the step 5 (S6). Specifically, the arithmetic unit 32 decelerates the moving speed of the step 5 to 20 m/min. After the process of step S6, the arithmetic unit 32 ends the operation control process. When the step 5 is in the decelerated state at the transition to step S6, the arithmetic unit 32 omits the processing of step S6 and ends the operation control processing (in this case, the moving speed of the step 5 is kept unchanged at the deceleration, that is, at 20 m/min).
In step S4, when it is determined that the congestion status is not a light abnormality (slight congestion) of G1 (when it is determined as no in S4), the arithmetic unit 32 determines whether or not the congestion status is G2, that is, whether or not the congestion is abnormal (congestion) based on the comparison results of step S2 and step S3 and the determination table shown in fig. 5 (S7). When it is determined that the congestion state is an abnormality (congestion) of G2 (yes at S7), the arithmetic unit 32 broadcasts the congestion of the passenger conveyor (S8). Specifically, the arithmetic unit 32 causes the speaker device 12 to output a sound indicating congestion and stopping of the passenger conveyor 1.
Subsequently, the computing unit 32 stops the passenger conveyor 1 (S9). Specifically, the arithmetic unit 32 controls the drive device 10 to stop the movement of the steps 5. After the process of step S9, the arithmetic unit 32 ends the operation control process. When the step 5 is in the stopped state at the time of the transition to step S9, the arithmetic unit 32 omits the process of step S9 and ends the operation control process (in this case, the step 5 remains stopped).
In step S7, when it is determined that the congestion status is not the abnormality (congestion) of G2 (no in S7), the arithmetic unit 32 determines whether the passenger conveyor 1 is decelerating, that is, whether the moving speed of the steps 5 is kept decelerating (S10). When it is determined that the passenger conveyor 1 is not decelerating (no at S10), the arithmetic unit 32 ends the operation control process. On the other hand, when it is determined that the passenger conveyor 1 is decelerating (yes at S10), the arithmetic unit 32 shifts the process to step S11.
In step S11, the arithmetic unit 32 determines whether or not a predetermined time has elapsed in a state where the riding ratio is less than the threshold E (S11). Specifically, the calculation unit 32 determines whether or not the riding rate less than the threshold E is continuously detected for a certain period of time after the moving speed of the steps 5 is reduced. In order to realize this processing, the control unit 11 is provided with a timer circuit for determining whether or not a fixed time has elapsed while the boarding rate is in a state of being less than the threshold E after deceleration and maintaining the state. Alternatively, the time when the post-deceleration boarding rate first becomes less than the threshold E may be stored in the storage unit 33, and the elapsed time may be calculated from the time and the current time.
When it is determined that the riding rate is less than the threshold E for a predetermined time period (no in S11), the calculation unit 32 ends the operation control process. On the other hand, when it is determined that the predetermined time has elapsed with the boarding rate being less than the threshold E (yes at S11), the arithmetic unit 32 broadcasts the speed return of the passenger conveyor 1 (S12). Specifically, the calculation unit 32 causes the speaker device 12 to output a sound to return the moving speed of the steps 5 to the normal speed.
Next, the computing unit 32 accelerates the passenger conveyor 1 (S13). Specifically, the arithmetic unit 32 controls the drive device 10 to accelerate the movement speed of the steps 5 to 30 m/min in a normal state. Then, the arithmetic unit 32 ends the operation control process.
[ Effect ]
In the passenger conveyor 1 and the operation control system 100 according to the present embodiment, the congestion status is determined using the passenger density and the passenger speed detected based on the image pickup data of the exit camera 14 and the boarding rate detected by the detection unit 34 based on the inverter load information. This makes it possible to detect a congestion state using information of a passenger conveyor around a boarding destination and to appropriately control the operation of the passenger conveyor 1 according to the detected congestion state.
Further, the congestion state is determined based on the image pickup data of the entrance side camera 14 attached to the balustrade 8 via the fixing member 15, and the operation of the passenger conveyor 1 is appropriately controlled according to the congestion state. Therefore, the operation of the passenger conveyor can be appropriately controlled based on the image pickup data without directly providing the image pickup device to the building.
In the present embodiment, the mode in which the camera is attached to the balustrade 8 has been described, but the structural members of the passenger conveyor 1 to which the camera is attached can be arbitrarily selected. For example, a column may be erected on the upper floor 2 and the lower floor 3, and a camera may be installed on the column. Further, if a camera is provided in the area S in which the passenger conveyor 1 shown in fig. 1 is provided, it is preferable because interference between the camera and other devices in the building can be suppressed.
Here, when a congestion situation is determined based on the image pickup data of the landing entrance 7 and the vicinity thereof, if the landing entrance 7 and a range farther from the landing entrance 7 can be picked up, the movement of the passenger getting off from the passenger conveyor 1 and the situation in the vicinity of the landing entrance 7 can be confirmed more accurately. In the region S (see fig. 1) where the passenger conveyor 1 is installed, when the passenger conveyor 1 is attached to a structural member, there is a possibility that the imaging range of the landing entrance 7 and the vicinity thereof is limited, that is, the imaging range farther from the landing entrance cannot be performed, as compared with the case where the camera is directly attached to the building. Therefore, in order to compensate for this drawback, the passenger conveyor 1 and the calculation unit 32 of the operation control system 100 according to the present embodiment determine the congestion state using the passenger density and the passenger speed detected based on the image data of the landing side camera 14 and the boarding rate detected by the detection unit 34 based on the inverter load information, as described above. Thus, the congestion status can be accurately determined without directly installing a camera in a building.
In the present embodiment, two kinds of thresholds corresponding to the degree of congestion are set as the thresholds corresponding to the passenger density, the passenger speed, and the boarding rate, and the control unit 11 can determine whether there is an abnormality (congestion) or a slight abnormality (slight congestion) as the status of the congestion. Further, the control unit 11 stops the passenger conveyor 1 when it is determined that the congestion situation is abnormal (congested), and decelerates the passenger conveyor 1 when it is determined that the congestion situation is slightly abnormal (slightly congested). As described above, the control unit 11 can appropriately control the operation of the passenger conveyor 1 according to the congestion state.
[ others ]
The present invention is not limited to the above embodiments, and it is needless to say that various other application examples and modifications can be adopted without departing from the gist of the present invention described in the claims.
For example, the above-described embodiment is an embodiment in which the configurations of the apparatus and the system are described in detail and specifically for easy understanding of the present invention, and is not limited to an embodiment having all the configurations described. In addition, a part of the configuration of one embodiment may be replaced with the configuration of another embodiment. Note that the configuration of another embodiment may be added to the configuration of one embodiment. Further, a part of the configuration of each embodiment may be added, deleted, or replaced with another configuration.
The above-described structures, functions, processing units, processing means, and the like may be realized by hardware by designing a part or all of them with, for example, an integrated circuit. The respective structures, functions, and the like described above may be realized by software by interpreting and executing a program for realizing the respective functions by a processor. Information such as programs, tables, and files for realizing the respective functions can be stored in a memory, a recording device such as a hard disk or an SSD (Solid State Drive), or a recording medium such as an IC card, an SD card, or a DVD.
The control lines and the information lines indicate portions that are considered necessary for the description, and not necessarily all the control lines and the information lines are shown in the product. In practice, it is also possible to consider almost all structures connected to one another.
In the present specification, the processing steps describing the time-series processing include not only processing performed in time series in the order described, but also processing executed in parallel or individually (for example, parallel processing or processing based on an object), although not necessarily performed in time series.
In the present embodiment, the passenger conveyor 1 has been described as a system for moving passengers in the direction indicated by the outlined arrow in fig. 1, that is, as a system for moving passengers from an upper floor to a lower floor. However, the present invention can also be applied to a passenger conveyor that moves passengers from a lower floor to an upper floor and an operation control system for the passenger conveyor. In this case, in the example shown in fig. 1, the signal section 31 detects the passenger density and the passenger speed based on the image data of the hoistway-side camera 13.
In the present embodiment, a description has been given of a mode in which the detection unit 34 detects the riding rate based on the inverter load information. Instead, the riding rate may be detected based on a load (load) measured by a load meter provided below the casing of the passenger conveyor 1 and a load allowed by the passenger conveyor 1 that is set in advance. The boarding rate may be detected based on the number of passengers and a preset maximum number of passengers by infrared sensors provided at the entrance 6 and the exit 7 (see fig. 1).
Further, the number of passengers who have taken the passenger conveyor 1 while the same passenger is moving from the entrance 6 to the exit 7 of the passenger conveyor 1 may be determined based on the image data of the entrance side camera 13 and the image data of the exit side camera 14, and the boarding rate may be detected based on the determined number of passengers and the preset maximum number of passengers. In this case, the image of the passenger is extracted from the image data of the upper-doorway-side camera 13 and the image data of the lower-doorway-side camera 14, and whether the passenger is the same passenger is determined based on the similarity of the extracted images. When the same passenger can be identified, the image of the passenger is extracted from the image data of the entrance side camera 13 from the time point when the image data of the entrance side camera 13 is acquired to the time point when the image data of the exit side camera 14 is acquired, and the number of passengers who have taken the passenger conveyor 1 during the period from the entrance 6 to the exit 7 of the passenger conveyor 1 by the same passenger is determined. By doing so, even in a passenger conveyor not provided with an inverter, appropriate operation control can be performed.
In the present embodiment, the description has been given of an embodiment in which the CPU21 of the control unit 11 functions as the signal unit 31, the arithmetic unit 32, and the detection unit 34 by executing programs stored in the ROM 22. Alternatively, a circuit having a separate function, for example, an ASIC (application specific integrated circuit) may be used for each of the signal unit 31, the arithmetic unit 32, and the detection unit 34.
In the present embodiment, a mode in which the entrance side camera 13 and the exit side camera 14 are attached to the structural members of the passenger conveyor 1 is described. However, two or any one of these cameras may be provided to the building.
Description of the reference numerals
1 … passenger conveyor, 2 … upper floor, 3 … lower floor, 4 … frame, 5 … steps, 6 … landing, 7 … landing, 8 … handrail, 9 … moving handrail, 10 … driving device, 11 … control part, 12 … loudspeaker device, 13 … landing side camera, 14 … landing side camera, 15 … fixing component, 17 … inverter device, 21 … CPU, 22 … ROM, 23 … RAM, 24 … input and output interface, 25 … bus line, 31 … signal part, 32 … arithmetic part, 33 … storage part, 34 … detection part, 100 … operation control system.
Claims (6)
1. An operation control system for controlling an operation of a passenger conveyor having a plurality of steps and a drive device for circulating the plurality of steps,
the operation control system includes a control unit for controlling the drive device,
the control unit includes:
a pickup data receiving unit that receives first pickup data obtained by picking up images of the entrance of the passenger conveyor and the vicinity thereof;
a speed detection unit that detects a moving speed of the passenger based on the first image pickup data;
a density detection unit that detects a passenger density based on the first image pickup data; and
a boarding rate detection unit for detecting the boarding rate of the passenger,
the control unit compares the moving speed of the passenger detected by the speed detection unit, the passenger density detected by the density detection unit, and the boarding rate detected by the boarding rate detection unit with respective corresponding threshold values,
controlling the driving device according to the comparison result, controlling the moving speed of the plurality of steps,
setting at least a first threshold value corresponding to a first congestion situation and a second threshold value corresponding to a second congestion situation having a higher congestion degree than the first congestion situation as threshold values corresponding to the moving speed of the passenger, the passenger density, and the riding ratio,
the control unit determines whether the congestion status is the first congestion status or the second congestion status by using the first threshold and the second threshold,
when it is determined that the situation is the second congestion situation, controlling the driving device to stop the movement of the steps,
when it is determined that the congestion situation is the first congestion situation, the driving device is controlled to decelerate movement of the plurality of steps.
2. The operation control system according to claim 1,
the image pickup data receiving section receives second image pickup data obtained by picking up images of the entrance and the vicinity thereof of the passenger conveyor,
the boarding rate detection unit detects the number of passengers in the passenger conveyor based on the first image pickup data and the second image pickup data, and detects the boarding rate based on the detected number of passengers.
3. The operation control system according to claim 1,
the operation control system includes an inverter device for supplying power to the drive device,
the riding rate detection unit detects the riding rate based on the magnitude of the supply power transmitted from the inverter device to the drive device.
4. The operation control system according to claim 1,
the operation control system includes a landing entrance imaging unit that images a landing entrance of the passenger conveyor and the vicinity thereof and generates first imaging data,
the lower landing image pickup unit is attached to a structural member of the passenger conveyor.
5. The operation control system according to claim 2,
the operation control system includes an entrance imaging unit that images an entrance and the vicinity thereof of the passenger conveyor and generates second imaging data,
the landing image pickup unit is attached to a structural member of the passenger conveyor.
6. A passenger conveyor comprising a plurality of steps, a drive device for circulating the steps, and a control unit for controlling the drive device,
the control unit includes:
a pickup data receiving unit that receives first pickup data obtained by picking up images of the entrance of the passenger conveyor and the vicinity thereof;
a speed detection unit that detects a moving speed of the passenger based on the first image pickup data;
a density detection unit that detects a passenger density based on the first image pickup data; and
a boarding rate detection unit for detecting the boarding rate of the passenger,
the control unit compares the moving speed of the passenger detected by the speed detection unit, the passenger density detected by the density detection unit, and the boarding rate detected by the boarding rate detection unit with respective corresponding threshold values,
controlling the driving device according to the comparison result, controlling the moving speed of the plurality of steps,
setting at least a first threshold value corresponding to a first congestion situation and a second threshold value corresponding to a second congestion situation having a higher congestion degree than the first congestion situation as threshold values corresponding to the moving speed of the passenger, the passenger density, and the riding ratio,
the control unit determines whether the congestion status is the first congestion status or the second congestion status by using the first threshold and the second threshold,
when it is determined that the situation is the second congestion situation, controlling the driving device to stop the movement of the steps,
when it is determined that the congestion situation is the first congestion situation, the driving device is controlled to decelerate movement of the plurality of steps.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| PCT/JP2018/001525 WO2019142309A1 (en) | 2018-01-19 | 2018-01-19 | Operation control system and passenger conveyor |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN111433148A CN111433148A (en) | 2020-07-17 |
| CN111433148B true CN111433148B (en) | 2021-11-30 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN201880079287.8A Active CN111433148B (en) | 2018-01-19 | 2018-01-19 | Operation control system and passenger conveyor |
Country Status (3)
| Country | Link |
|---|---|
| JP (1) | JP6951473B2 (en) |
| CN (1) | CN111433148B (en) |
| WO (1) | WO2019142309A1 (en) |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP7136164B2 (en) * | 2020-09-25 | 2022-09-13 | フジテック株式会社 | passenger conveyor |
| JP7455938B1 (en) | 2022-12-08 | 2024-03-26 | 東芝エレベータ株式会社 | Passenger conveyor control device |
Family Cites Families (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1013599A1 (en) * | 1998-12-21 | 2000-06-28 | Inventio Ag | Safety device for an escalator or a moving walkway |
| JP2004244183A (en) * | 2003-02-14 | 2004-09-02 | Toshiba Elevator Co Ltd | Escalator device |
| JP2007055727A (en) * | 2005-08-24 | 2007-03-08 | Dainippon Printing Co Ltd | Variable speed escalator |
| JP5154086B2 (en) * | 2007-01-30 | 2013-02-27 | 三菱電機株式会社 | Man conveyor |
| JP2010116247A (en) * | 2008-11-13 | 2010-05-27 | Hitachi Building Systems Co Ltd | Passenger conveyer |
| JP5323542B2 (en) * | 2009-03-12 | 2013-10-23 | 三菱電機ビルテクノサービス株式会社 | Escalator abnormality detection system and abnormality detection method |
| JP2011093624A (en) * | 2009-10-27 | 2011-05-12 | Nippon Otis Elevator Co | Safety device of passenger conveyor |
| JP6408958B2 (en) * | 2015-05-28 | 2018-10-17 | 三菱電機エンジニアリング株式会社 | Passenger conveyor boarding guidance apparatus and passenger conveyor boarding guidance method |
-
2018
- 2018-01-19 JP JP2019565645A patent/JP6951473B2/en active Active
- 2018-01-19 CN CN201880079287.8A patent/CN111433148B/en active Active
- 2018-01-19 WO PCT/JP2018/001525 patent/WO2019142309A1/en active Application Filing
Also Published As
| Publication number | Publication date |
|---|---|
| JP6951473B2 (en) | 2021-10-20 |
| WO2019142309A1 (en) | 2019-07-25 |
| JPWO2019142309A1 (en) | 2020-11-26 |
| CN111433148A (en) | 2020-07-17 |
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