JP2019123593A - Control device for elevator device - Google Patents

Abstract

To provide a control device of an elevator device capable of calculating the weight of a person getting on/off a car accurately.SOLUTION: A control device 60 includes a determination part 62A determining a state of a person by using a detection result of a sensor 80 by which a person getting on the car or a person getting off the car is detected at a landing hall side from a position of an edge of a car floor located at a doorway of the car in a depth direction of the car or at an inner side of the car and a calculation part 62B calculating the weight of a person based on a detection signal of a weight detection part 70. The determination part 62A determines that getting on/off of a person is completed based on a detection signal of the weight detection part 70 when the elapsed time after a first reference time point at which the sensor 80 is changed to a non detection state from a detection state reaches the predetermined time. The calculation part 62B determines whether a person will get on the car or get off the car based on the detection result of the weight detection part 70 and calculates the weight of the person.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a control device for an elevator apparatus.

  A control device for an elevator apparatus is known which calculates the weight of a person who gets on the car of the elevator apparatus. The control device described in Patent Document 1 which is an example thereof is a weight measurement unit (12c) that measures the weight of the passenger (19) based on the output signal of the balance device (6) that detects the load weight of the car cage (1). ). The weighing device (6) is provided under the floor of the car (1) and directly detects the increase and decrease of the load acting on the floor of the car (1). In this control device, the first passenger (19) who gets on the car (1) the multi-beam (20) emitted from the multi-beam sensor (4a, 4b) provided on the door (2) of the car (1) When blocking, the weight measuring unit (12c) starts measuring the weight of the first passenger (19) based on the fact that the camera (7) has photographed the face of the passenger (19). When the camera (7) captures the next passenger (19) who gets into the car (1), the weight measurement unit (12c) ends the measurement of the weight of the first passenger (19). The weight measurement unit (12c) increases the load weight of the car (1) from when the camera (7) photographed the first passenger (19) to when the camera (7) photographed the next passenger (19) Calculate the weight of the first passenger (19) based on the minutes.

JP, 2011-230862, A

  The detection position of the person by the multi-beam sensor (4a, 4b) is diverse. In Patent Document 1, the detection position of the person by the multi-beam sensor (4a, 4b) is the position of the edge of the floor located at the entrance of the car (1) in the depth direction of the car (1). In another example, the detection position of the person by the multi-beam sensor (4a, 4b) is inside the car (1) rather than the position of the edge of the car floor located at the entrance of the car. In this case, the position where the multibeam (20) is blocked by the passenger (19) is located inside the car (1) rather than the position of the car floor edge. When the first passenger (19) gets into the car (1), the multibeam (20) is blocked by the first passenger (19) after the increase of the payload of the car (1) starts. Therefore, the load weight of the car (1) when the camera (7) captures the first passenger (19) already reflects a part of the weight of the first passenger (19). The weight of the passenger (19) can not be measured accurately. As described above, in the related art, regarding the calculation of the weight of the person who gets on the car, when the detection position of the sensor and the position of the edge of the car floor are apart in the depth direction of the car (1) Not considered about. In addition, such a subject arises similarly, when the detection position of a sensor is located in the landing side rather than the position of the edge of a cage floor, and calculating the weight of the person who alights from a passenger car (1) similarly.

(1) A control device of an elevator apparatus according to the present invention is a person who gets in a car or a person who gets off the car in the depth direction of the car from the position of the edge of the car floor located at the entrance of the car Alternatively, the weight of the person is calculated based on detection signals of a determination unit that determines the state of the person using a detection result of a sensor detected inside the car and a weight detection unit that detects the load weight of the car. A calculation unit, wherein the determination unit extracts a first reference time point at which the sensor changes from a detection state in which the person is detected to a non-detection state in which the sensor is not detecting the person; When the time elapsed from the first reference time point reaches a predetermined time, it is determined that the getting-in or getting-off of the person is completed, and the calculating unit determines that the getting-in or getting-off of the person is If it is determined that the vehicle has ended, it is determined based on the detection result of the weight detection unit whether the person is a person who gets on the car or a person who gets off the car, and the weight of the person is calculated. calculate.
When the detection position of the sensor is located closer to the landing side than the position of the edge of the car floor in the depth direction of the car, at the first reference time, since the person who gets in has not finished getting in, that is, Since the detection result is changing, the calculation unit can not accurately calculate the weight of the person who gets on the vehicle using the detection result of the weight detection unit. On the other hand, when the predetermined time has elapsed from the first reference time, the calculation unit detects the weight because the person who is riding has completed the ride, that is, the detection result of the weight detection unit is not changing. The weight of the person who gets on the vehicle can be accurately calculated using the detection result of the part. If there is a person getting off, at the first reference time, getting off of the person getting off is completed. For this reason, regarding the calculation of the weight of the person getting off, even when the detection result of the weight detection unit when a predetermined time has elapsed from the first reference time point, the weight of the person getting off can be accurately calculated. As described above, when the detection position of the sensor is closer to the landing side than the position of the edge of the car floor in the depth direction of the car, calculation is performed by appropriately setting the predetermined time when there is a person who gets on the vehicle. The unit can accurately calculate the weight of the person who gets on the vehicle and the person who gets off the vehicle based on the detection result of the weight detection unit when a predetermined time has elapsed from the first reference time.
When the detection position of the sensor is located inside the car than the position of the edge of the car floor in the depth direction of the car, at the first reference time, since the getting-off of the person getting off is not completed, that is, the weight detection unit Since the detection result of is changing, the calculation unit can not accurately calculate the weight of the person getting off using the detection result of the weight detection unit. On the other hand, when the predetermined time has passed since the first reference time, the calculation unit detects the weight because the getting-off of the person getting off is completed, that is, the detection result of the weight detection unit is not changing. The weight of the person getting off can be accurately calculated using the detection result of the part. If there is a person to board, at the first reference time, boarding of the person to be boarded is completed. Therefore, with regard to the calculation of the weight of the person who is in the vehicle, even when the detection result of the weight detection unit when a predetermined time has elapsed from the first reference time point, the weight of the person who is in the vehicle can be accurately calculated. As described above, when the detection position of the sensor is located inside the car than the position of the edge of the car floor, the calculation unit can set the first reference by appropriately setting the predetermined time when there is a person getting off the vehicle. Based on the detection result of the weight detection unit when a predetermined time has elapsed from the point in time, the weight of the person who gets on and the person who gets off can be calculated accurately.
As described above, according to the control device described above, even when the detection position of the sensor and the position of the edge are apart in the depth direction of the car, the weights of the person who gets in and the person who gets off are accurately calculated. it can.

(2) In a preferred embodiment, in the control device of an elevator apparatus according to (1), the determination unit extracts a second reference time which is a time when the non-detection state changes to the detection state before the first reference time. The predetermined time is determined based on a detection time which is a time from the second reference time to the first reference time.
Thus, the predetermined time can be easily determined.

(3) In a control device of an elevator apparatus according to (2) in a preferable example, the determination unit determines the detection time, a distance between a detection position of the sensor in the depth direction and a position of a car floor edge; The predetermined time is determined based on the width in the front-rear direction of the person.
Since the predetermined time is determined based on various information, it is possible to more accurately determine that the person has finished getting in or out.

(4) In a preferred embodiment, in the control device of an elevator apparatus according to (3), the width includes a type 1 width used when the person does not include a car, and the person includes a car Includes the type 2 width used when
Since the type 1 width and the type 2 width can be used properly depending on the type of person, it is possible to more accurately determine that the person has finished getting on or off.

(5) In a control device of an elevator apparatus according to (3) or (4) in a preferable example, the determination unit may determine the width, the detection position of the sensor in the depth direction, and the position of the edge of the car floor The method of determining the predetermined time is changed based on the relationship of the distance.
Since the predetermined time is determined in consideration of the characteristics of the person and the characteristics of the elevator system, it is possible to more accurately determine that the person has finished getting on or off.

(6) In a preferred example of the control device for an elevator apparatus according to (5), the determination unit sets the detection time as the predetermined time when the distance is less than the width.
Thus, the predetermined time can be easily determined.

(7) In a preferable example, in the control device of an elevator apparatus according to (5), the determination unit is calculated by a product of the detection time and the ratio of the distance to the width when the distance is equal to or more than the width. Let time be the predetermined time.
Thus, the predetermined time can be easily determined.

(8) In a preferable example, in the control device for an elevator apparatus according to any one of (2) to (7), the determination unit determines whether the person includes a car based on the detection time. If the determination unit determines that the person does not include a car, the calculation unit calculates the occupied area of the person based on the weight of the person.
Therefore, the occupied area can be calculated accurately.

  According to the control device of the elevator apparatus according to the present invention, the weight of the person getting on and off the car can be accurately calculated.

The schematic diagram of the elevator apparatus of embodiment. 1 is a perspective view of a car including a first virtual plane. FIG. 5 is a perspective view of a car including a second virtual plane. FIG. 2 is a block diagram relating to the electrical configuration of the control device of FIG. 1; (a) is a timing chart showing the state of the sensor when the detection position of the sensor is the first type detection position, (b) shows the detection value of the weight detection unit when the detection position of the sensor is the first type detection position Timing chart. (a) is a timing chart showing the state of the sensor when the detection position of the sensor is the second type detection position, (b) shows the detection value of the weight detection unit when the detection position of the sensor is the second type detection position Timing chart. The timing chart regarding 1st predetermined time. The schematic diagram regarding the calculation method of 1st predetermined time. The timing chart regarding 2nd predetermined time. The schematic diagram regarding the calculation method of 2nd predetermined time. 7 is a flowchart showing a process of determining getting on and off. 7 is a flowchart showing a process of determining getting on and off. The flowchart which shows loading condition presumption processing. The flowchart which shows loading condition presumption processing.

  The following description of the embodiment is an example of a form that the control device of an elevator apparatus according to the present invention can take, and is not intended to limit the form. The control device of the elevator apparatus according to the present invention may take a form different from the embodiment, such as a modification of the embodiment and a combination of at least two modifications not inconsistent with each other.

<Configuration of elevator apparatus>
The configuration of the elevator apparatus 1 will be described with reference to FIG.
The elevator apparatus 1 is installed in a building. An example of a building is a commercial facility. On each floor of the building, a landing 100 for a person who is scheduled to get on the car 20 of the elevator apparatus 1 (hereinafter referred to as a "person planning to get in"), a hoistway 100 where the car 20 is installed A passenger door 110 is provided which opens and closes an opening connecting the landing 100 and the hoistway. Passengers are classified into type 1 planners, type 2 planners, and type 3 planners. The first-class scheduled person is a person waiting at the landing 100. The type 2 scheduled person is a set of people waiting at the landing 100 and a car on which the person is carried. The vehicles included in the Type 2 scheduled person are classified into Type 1 vehicles and Type 2 vehicles. Type 1 cars are cars with no people. An example of a first class car is a shopping cart. Type 2 cars are cars on which people are riding. An example of a second type vehicle is a stroller and a wheelchair. The third type scheduled person is a car on which a person is riding. An example of a car included in the Type 3 scheduled person is a wheelchair.

  The elevator apparatus 1 includes a transport device 10 that transports the car 20, and a control device 60 that controls the operation of the transport device 10 and the operation of the notification unit 200 that reports information on the car 20 to the prospective passenger. .

  The transport apparatus 10 includes a loadable car 20, a balance weight 12 connected to the car 20 by a rope 11, a deflecting wheel 13 disposed above the balance weight 12, and a sheave 50 for winding the rope 11. , An electric motor 31 for rotating the sheave 50, and an electromagnetic brake 40 for braking the electric motor 31. The loads are classified into type 1 loads, type 2 loads, and type 3 loads. The first type load is a person riding on the car 20. The second type of load is a set of persons who are in the car 20 and a car in which the persons are carried. An example of a car included in the second type load is a car exemplified by the second type scheduled person. Type 3 cargo is a car on which a person is riding. An example of a car included in the third type load is a car exemplified by the third type scheduled person.

  The rope 11 is wound around a diverter 13 and a sheave 50. An output shaft 31A of the electric motor 31 is connected to a sheave 50. In the conveyance control performed by the control device 60 with respect to the conveyance device 10, the electric motor 31 is driven by the control device 60 supplying electric power to the electric motor 31, and the sheave 50 is rotated accordingly.

  The car 20 includes an entrance 21 through which a person enters and exits, a car door 22 opening and closing the entrance 21, and a car floor 24. The car door 22 is provided on the edge 24A of the car floor 24 located at the entrance 21. When the car 20 lands on the landing 100, the car door 22 and the passenger door 110 are mechanically connected, and when the car door 22 is opened, the passenger door 110 is opened and when the car door 22 is closed, the passenger door 110 is opened. Is closed.

  The elevator apparatus 1 further includes a weight detection unit 70 and a sensor 80 (see FIGS. 2, 3 and 4). The weight detection unit 70 is electrically connected to the control device 60, and transmits to the control device 60 a detection signal in which the load weight of the car 20 is reflected. The weight detection unit 70 directly or indirectly detects an increase or decrease in load acting on the car floor 24 according to the installation location. The installation place of the weight detection unit 70 can be selected arbitrarily. In the first example shown in FIG. 1, the weight detection unit 70 is installed under the car floor 24 of the car 20. In the case of the first example, the weight detection unit 70 detects an increase or decrease in the load acting on the car floor 24. In the second example (not shown), the weight detection unit 70 is installed in the rope hitch portion 20A of the car 20. In the case of the second example, the weight detection unit 70 detects an increase or decrease of the load acting on the rope hitch portion 20A according to an increase or decrease of the load acting on the car floor 24. In the third example (not shown), the weight detection unit 70 is installed in a machine room (not shown) in which the control device 60 and the like are accommodated or a rope hitch part (not shown) provided in the hoistway. In the case of the third example, the weight detection unit 70 detects an increase or decrease of the load acting on the rope hitch portion along with an increase or decrease of the load acting on the car floor 24.

  The sensor 80 is electrically connected to the control device 60 and detects a person passing through the entrance 21 (hereinafter, “person getting on / off”). Types of persons getting on and off include a passenger, a set of passengers, a person getting off and a set of getting off. A passenger is a person who gets on the car 20 without getting in a car. The boarding group is a group of a person carrying a car and getting on the car 20 and the car. The set includes a set of a person who gets on the car 20 in the state of being in a car and the car. A passenger is a person who gets off the car 20 without getting in a car. The getting-off set includes a set of a person who gets the car off the car 20 and the car. The getting-off set includes a set of a person getting off the car 20 in the vehicle and the car.

  The type of sensor 80 can be arbitrarily selected as long as the sensor can detect a person getting on or off passing through the first virtual plane EA (see FIG. 2) or the second virtual plane EB (see FIG. 3). Virtual planes EA, EB are separated by a predetermined distance L in the depth direction of car 20 with respect to the virtual plane including edge 24A of car floor 24 among virtual planes perpendicular to the depth direction of car 20 It is a virtual plane existing at a position. The first virtual plane EA is located closer to the landing 100 than the rim 24A of the car floor 24 in the depth direction of the car 20. The second virtual plane EB is located on the inner side of the car 20 than the rim 24A of the car floor 24 in the depth direction of the car 20. When the person getting on / off exists in the first virtual plane EA or the second virtual plane EB, the sensor 80 is in a detection state for detecting the person getting on / off. If a person getting on or off does not exist in the first virtual plane EA and the second virtual plane EB, the sensor 80 is in a non-detection state in which a person getting on or off is not detected. When a person getting on / off passes through the first virtual plane EA or the second virtual plane EB, the state of the sensor 80 changes in the order of non-detection state, detection state, and non-detection state.

  In the example shown in FIG. 4, the sensor 80 is a photoelectric sensor. In another example, sensor 80 is an ultrasonic sensor. Below, the case where sensor 80 is a photoelectric sensor is explained. The sensor 80 includes one or more pairs of the light emitting unit 81 and the light receiving unit 82. The light emitting unit 81 outputs a beam to the corresponding light receiving unit 82 so as to pass through the first virtual plane EA or the second virtual plane EB. The light receiving unit 82 receives the beam output from the light emitting unit 81. When the number of pairs of the light emitting unit 81 and the light receiving unit 82 of the sensor 80 is one, the sensor 80 is a sensor of a single light axis. When the number of pairs of the light emitting unit 81 and the light receiving unit 82 of the sensor 80 is plural, the sensor 80 is a sensor with multiple optical axes.

  The type of sensor 80 as a photoelectric sensor can be arbitrarily selected. In the first example, the sensor 80 is a transmission sensor. In the case of the first example, the light emitting unit 81 and the light receiving unit 82 are disposed to face each other. In the first example, when there is no person getting on or off the first virtual plane EA or the second virtual plane EB, the light receiving unit 82 receives the beam output from the light emitting unit 81. Therefore, the state of the sensor 80 is a non-detection state in which a person getting on / off is not detected. On the other hand, when there is a person getting on or off the first virtual plane EA or the second virtual plane EB, the light output from the light emitting unit 81 is blocked by the person getting on or off, and the light receiving unit 82 does not receive the beam. Therefore, the state of the sensor 80 is a detection state in which a person getting on / off is detected. In the second example, the sensor 80 is a retroreflective sensor. In the case of the second example, the light emitting unit 81 and the light receiving unit 82 are integrally configured, and a reflecting plate that reflects a beam is provided at a position facing the pair of the light emitting unit 81 and the light receiving unit 82. In the second example, when there is no person getting on or off the first virtual plane EA or the second virtual plane EB, the light receiving unit 82 receives the beam reflected by the reflection plate among the beams output by the light emitting unit 81. Therefore, the state of the sensor 80 is a non-detection state in which a person getting on / off is not detected. On the other hand, when there is a person getting on or off the first virtual plane EA or the second virtual plane EB, the light output from the light emitting unit 81 is blocked by the person getting on or off, and the light receiving unit 82 does not receive the beam. Therefore, the state of the sensor 80 is a detection state in which a person getting on / off is detected. In the third example (not shown), the sensor 80 is a diffuse reflection type, narrow field of view reflection type, distance setting type, or reflection type discrimination sensor. In the case of the third example, the light emitting unit 81 and the light receiving unit 82 are integrally configured. In the third example, when there is no person getting on or off the first virtual plane EA or the second virtual plane EB, the light receiving unit 82 does not receive the beam output from the light emitting unit 81. Therefore, the state of the sensor 80 is a non-detection state in which a person getting on / off is not detected. On the other hand, when there is a person getting on or off the first virtual plane EA or the second virtual plane EB, the light output from the light emitting unit 81 is reflected by the person getting on or off, so the light receiving unit 82 receives the beam. Therefore, the state of the sensor 80 is a detection state in which a person getting on / off is detected. The output direction of the beam of the light emitting unit 81 can be arbitrarily selected. In the first example, the light emitter 81 outputs a beam in the horizontal direction to the car floor 24 of the car 20. In the second example, the light emitter 81 outputs a beam in a direction intersecting the horizontal direction with respect to the car floor 24 of the car 20.

  The position (hereinafter referred to as “detection position”) for detecting a person getting on / off the sensor 80 is the position of the edge 24A of the car floor 24 (hereinafter referred to as “edge position”) which is the position of start or end It can be classified into the first type detection position and the second type detection position according to the relationship of The first type detection position is a position for detecting a person getting on and off on the landing 100 side of the car 20 in the depth direction of the car 20, and detects a person getting on and off the first virtual plane EA (see FIG. 2) It is a position. At the first type detection position, the sensor 80 is installed such that the beam emitted by the light emitting unit 81 passes the landing 100 side more than the edge position.

  The second type detection position is a position for detecting a person who gets on and off inside the car 20 in the depth direction of the car 20 than the edge position, and detects a person getting on and off the second virtual plane EB (see FIG. 3) It is a position. At the second type detection position, the sensor 80 is installed so that the beam emitted by the light emitting portion 81 passes the inside of the cage 20 more than the edge position.

<Configuration of control device>
As shown in FIG. 4, the control unit 60 estimates the loading condition of the car 20 and the control unit 61 that executes the transport control on the transport unit 10 (see FIG. 1) and the notification control on the notification unit 200. A section 62 is provided.

  The control unit 61 executes notification control based on the loading condition of the car 20 estimated by the estimation unit 62. In the notification control, the control unit 61 causes the notification unit 200 to notify the information on the loading condition of the car 20 estimated by the estimating unit 62 (hereinafter referred to as “loading condition information”). The notification unit 200 displays, for example, loading condition information on a liquid crystal display. The loading status information is the ratio of the area of the load of the car 20 projected on the car floor 24 (see FIG. 1) to the total area of the car floor 24 (hereinafter referred to as "the total occupied area of the load") Including rates. From the loading status information displayed in the notification unit 200, the passenger can recognize the situation in the car 20 scheduled to be taken before the car 20 arrives at the landing 100.

  The estimation unit 62 includes a determination unit 62A and a calculation unit 62B as a plurality of blocks for estimating the loading condition of the car 20. Based on the detection result of the sensor 80, the determination unit 62A executes the getting on / off completion determination process. The boarding completion determination process determines whether the type of person getting on or off is either a passenger or a passenger, or a group of getting on or off, and whether or not the person getting on or off is complete. It includes the process of judging. The calculation unit 62B executes a loading condition estimation process of estimating the loading condition of the car 20 based on the detection result of the weight detection unit 70. If it is determined that the getting on / off of the person getting on / off has been completed based on the boarding completion determination process performed by the determining unit 62A, the calculating unit 62B acquires the weight of the load from the weight detection unit 70 in the loading condition estimation process. Do. The loading condition estimation processing determines whether the type of person getting on or off is a passenger or alighting off, determines whether it is a pair of getting on or off, and the occupancy area of the person getting on or off. A process of updating the total occupied area of the load based on the process is included. In the loading condition estimation process, the calculating unit 62B calculates estimated values of the occupied area corresponding to each of the passenger, the riding group, the getting-off person, and the getting-off group, and updates the total occupied area of the load each time. The loading situation estimation process and the getting on and off completion determination process are executed in parallel. The loading / unloading completion determination processing and the loading status estimation processing are started based on the start of the opening operation of the car door 22, and ended based on the closing of the car door 22.

  The determination unit 62A determines whether the type of person getting on or off is a passenger or a passenger, and a set of getting on or off, based on the detection time detected by the sensor 80 and the predetermined determination time in the getting on / off completion determination process. It is determined which of the The detection time is the time from the second reference time to the first reference time. The first reference time is a time when the state of the sensor 80 changes from the detection state to the second non-detection state. The second reference time is a time when the state of the sensor 80 changes from the first non-detection state to the detection state before the first reference time. The determination time is a time in which it can be determined whether the type of person getting on or off is a passenger or a getting-off and whether a set of getting on or off. Since a pair of passengers or a set of passengers includes a car, the detection time when the pair of passengers or a pair of passengers get off the first virtual plane EA or the second virtual plane EB is the detection time of the passenger or the passenger who is the first virtual plane EA or the second 2 Longer than the detection time when passing through the virtual plane EB. The determination time is a time determined in consideration of the difference between the detection time of the set of passengers and the set of disembarkings and the time of detection of the passengers and the alight of the passengers. When the detection time detected by the sensor 80 is equal to or longer than the determination time, it can be determined that the type of person getting on and off is a set of getting on or off.

  The calculation unit 62B updates the total occupied area of the load based on the occupied area of the person getting on and off. The occupied area of the person getting on and off is an area obtained by projecting each of the passenger, the set of passengers, the person getting off, and the set of getting off on the car floor 24. The calculation unit 62B is provided with conversion means for storing in advance information defining the relationship between the weight of the passenger and the weight of the passenger and the occupied area. The calculation unit 62B further includes conversion means for storing in advance information defining the relationship between the boarding group and the getting-off group and the occupied area. When at least one of a passenger, a set of passengers, a person getting off and a set of getting off is detected, the estimation unit 62 calculates the occupied area corresponding to each of the detected person and the set using conversion means.

  If the type of person getting on or off is a passenger or a disembarker, the calculation unit 62B calculates the weight WH of the passenger or alight off and calculates an estimated value of the occupancy area of the passenger or alight off according to the weight WH . The calculation method of the estimated value of the occupancy area of a passenger or a passenger by the calculation unit 62B can be arbitrarily selected. In the first example, the calculating unit 62B determines to which of a plurality of ranks the weight WH belongs, and calculates an estimated value defined for each rank as an estimated value of the occupied area of a passenger or a passenger. In the second example, the calculation unit 62B calculates an estimated value of the occupied area of a passenger or a passenger based on a function that defines the relationship between the weight WH and the estimated value of the occupied area.

  The plurality of ranks in the first example include, for example, a first rank, a second rank, and a third rank. The first rank is, for example, a rank indicating an average adult weight range. The second rank is a rank indicating a range of weight lighter than the first rank. The third rank is a rank indicating a weight range that is heavier than the first rank. The plurality of ranks may be two ranks different in weight range from one another or four or more ranks.

  The estimated value of the occupied area corresponding to the weight WH belonging to the second rank is smaller than the estimated value of the occupied area corresponding to the weight WH belonging to the first rank. The estimated value of the occupied area corresponding to the weight WH belonging to the third rank is larger than the estimated value of the occupied area corresponding to the weight WH belonging to the first rank. As described above, the calculating unit 62B calculates the estimated value of the occupied area corresponding to the passenger or the alighting person according to the rank to which the weight WH of the passenger or the alighting person belongs. When the type of person getting on and off is a set of passengers or a set of getting off, the calculating unit 62B calculates a predetermined estimated value as an estimated value of the occupied area of the set of getting on or off passengers.

  The determination unit 62A determines whether the getting on or off of the person getting on or off has been completed using the elapsed time in the getting on / off completion determination process. The elapsed time is the time elapsed from the first reference time when the state of the sensor 80 changes to the first non-detection state, the detection state, and the second non-detection state. When the elapsed time reaches a predetermined time TX defined in advance, the determination unit 62A determines that the getting on or off of the person getting on or off is completed. The calculation unit 62B calculates the weight of the person who gets on / off based on the detection result of the weight detection unit 70 when the determination unit 62A determines that the getting on / off of the person getting on / off has been completed.

<Completion of getting on or off and reason for considering the predetermined time TX>
The reason why the determination unit 62A determines the completion of getting on or off of the person getting on or off, and the reason why the determination unit 62A determines the completion of getting on or off of the person getting on or off taking into consideration the predetermined time TX.

  FIG. 5A is an example of a timing chart showing the state of the sensor 80 when the detection position of the sensor 80 is the first type detection position. FIG. 5B is an example of a timing chart showing the detection value of the weight detection unit 70 when the detection position of the sensor 80 is the first type detection position. In FIGS. 5A and 5B, after the first alighting person or alighting pair gets off the car 20 that has landed on a predetermined floor, the second alighting person or alighting pair awaits alighting in succession. doing. In the following, the weight of the rider and the passenger is the weight of the rider and the passenger. The weight of the boarding group and the getting-off group is the sum of the weight of the person included in the boarding group and the getting-off group and the weight of the vehicle included in the boarding group and the getting-off group.

  When the car 20 lands on the landing 100 on a predetermined floor, the car door 22 is opened at time t5A. When the first drop-off person or drop-off pair starts moving from the car 20 to the landing 100, if one foot of the first drop-off person or a drop-off vehicle gets on the floor 120 of the landing 100, the time At t5B, the weight detection unit 70 starts to detect the weight of the load reflecting the reduction of the weight of the first drop-off person or drop-off pair. When the first drop-off person or drop-off group further moves from the car 20 to the landing 100, the beam of the sensor 80 is cut off, and at time t5C, the state of the sensor 80 changes from the first non-detection state to the detection state. When alighting from the car 20 of the first getting-off person or getting-off set is completed, at time t5D, the weight detection unit 70 reflects the weight of the load reflecting the decrease in the total weight of the first getting-off person or getting-off pair Start to detect. When the first drop-off person or drop-off group finishes passing the beam, at time t5E, the state of the sensor 80 changes from the detection state to the second non-detection state.

  At time t5C, which is the second reference time, since the first getting-off person or getting-off of the getting-off group is not completed, that is, since the detection result of the weight detection unit 70 is changing, the calculation unit 62B can not accurately calculate the weight of the first getting-off person or getting-off set using the detection result of the weight detection unit 70. On the other hand, at time t5E, which is the first reference time, because the first getting-off person or getting-off of the getting-off group is completed, that is, because the detection result of the weight detection unit 70 is not changing. The calculation unit 62 </ b> B can accurately calculate the weight of the first drop-off person or set-up using the detection result of the weight detection unit 70. The weight of the first drop-off person or set-off is the difference between the weight WD of the load detected by the weight detection unit 70 at time t5A and the weight WE of the load detected by weight detection unit 70 at time t5E. It can be calculated by an absolute value.

  When the second alighter or the alighting pair starts moving from the car 20 to the landing 100, when one foot of the second alighting person or a dismounting vehicle gets on the floor 120 of the landing 100, the time At t5F, the weight detection unit 70 starts to detect the weight of the load reflecting the decrease in weight of the second drop-off person or drop-off pair. When the second drop-off person or drop-off group further moves from the car 20 to the landing 100, the beam of the sensor 80 is cut off, and at time t5G, the state of the sensor 80 changes from the first non-detection state to the detection state. When the second drop-off person or drop-off car is completed, at time t5H, the weight detection unit 70 reflects the weight of the load reflecting the decrease in the total weight of the second drop-off person or drop-off group. Start to detect. When the second drop-off person or drop-off group finishes passing the beam, the state of the sensor 80 changes from the detection state to the second non-detection state at time t51.

  At time t5G, which is the second reference time, because the second getting-off person or getting-off of the getting-off group is not completed, that is, since the detection result of the weight detection unit 70 is changing, the calculation unit 62B can not accurately calculate the weight of the second getting-off person or getting-off set using the detection result of the weight detection unit 70. On the other hand, at time t5I, which is the first reference time, because the second getting-off person or getting-off of the getting-off group is completed, that is, because the detection result of the weight detection unit 70 is not changing. The calculation unit 62B can accurately calculate the weight of the second getting-off person or getting-off group using the detection result of the weight detection unit 70. The weight of the second drop-off person or drop-off group is the difference between the weight WE of the load detected by the weight detection unit 70 at time t5E and the weight WF of the load detected by weight detection unit 70 at time t51. It can be calculated by an absolute value. If the detection result of the weight detection unit 70 at the second reference time is used when the detection position of the sensor 80 is the second type detection position for the same reason as the above idea, It can not be calculated accurately.

  As described above, when the detection position of the sensor 80 is the first type detection position, the weight of the getting-off person or getting-off set is determined by using the detection result of the weight detection unit 70 at time t5E, t5I which is the first reference time. It can be calculated accurately. Such a concept is verified as to whether or not it can be similarly applied to the case where the weight of a passenger or a pair of passengers is calculated when the detection position of the sensor 80 is a type 1 detection position.

  FIG. 6A is an example of a timing chart showing the state of the sensor 80 when the detection position of the sensor 80 is the first type detection position. FIG. 6B is an example of a timing chart showing detection values of the weight detection unit 70 when the detection position of the sensor 80 is the first type detection position. 6 (a) and 6 (b) illustrate a case where the first passenger or the set of passengers get on the car 20 seated on the predetermined floor and then the second passenger or the set of passengers get on. doing.

  When the car 20 lands on the landing 100 on a predetermined floor, the car door 22 is opened at time t6A. When the first passenger or set of passengers starts moving from the landing 100 into the car 20, the beam of the sensor 80 is cut off, and the state of the sensor 80 changes from the first non-detection state to the detection state at time t6B. . When one of the feet of the first passenger or the car of the set is placed on the car floor 24 of the car 20, at time t6C, the weight detection unit 70 determines a portion of the weight of the first passenger or set of passengers. Start to detect the weight of the load reflected by the increase of. When the first passenger or the set of passengers finishes passing the beam, at time t6D, the state of the sensor 80 changes from the detection state to the second non-detection state. When the boarding of the first passenger or set of cages 20 is completed, at time t6E, the weight detection unit 70 determines the weight WB of the load reflecting the increase in the total weight of the first passenger or set of passengers. To detect

  At time t6D, which is the first reference time, the boarding of the first passenger or the boarding group is not completed, that is, since the detection result of the weight detection unit 70 is in the middle, the calculation unit 62B can not accurately calculate the weight of the first passenger or the pair of passengers using the detection result of the weight detection unit 70. On the other hand, when the predetermined time TX has elapsed from the time t6D which is the first reference time, the boarding of the first passenger or the boarding group is completed, that is, the detection result of the weight detection unit 70 changes. Since it is not in the middle, the calculation unit 62B can accurately calculate the weight of the first passenger or the pair of passengers using the detection result of the weight detection unit 70. The weight of the first passenger or set is the weight WA of the load detected by the weight detection unit 70 at time t6A and the load detected by the weight detection unit 70 when a predetermined time TX has elapsed from time t6D. It can be calculated by the absolute value of the difference from the weight WB of

  When the second passenger or set of passengers starts moving from the landing 100 into the car 20, the beam of the sensor 80 is cut off, and the state of the sensor 80 changes from the first non-detection state to the detection state at time t6F. . When one of the feet of the second passenger or the car of the set is placed on the car floor 24 of the car 20, at time t6G, the weight detection unit 70 determines a part of the weight of the second passenger or the set Start to detect the weight of the load reflected by the increase of. When the second passenger or the set of passengers finishes passing the beam, the state of the sensor 80 changes from the detection state to the second non-detection state at time t6H. When the second passenger or the set of passengers in the car 20 is completed, at time t6I, the weight detection unit 70 determines whether or not the weight of the load reflected on the second passenger or the total number of the pair is WC. To detect

  At time t6H, which is the first reference time, because the second passenger or set of passengers has not completed boarding, that is, since the detection result of the weight detection unit 70 is in the middle, the weight detection is performed. The weight of the second passenger or the pair of passengers can not be accurately calculated using the detection result of the part 70. On the other hand, when the predetermined time TX has elapsed from the time t6H which is the first reference time, the second passenger or the set of passengers has completed the boarding, that is, the detection result of the weight detection unit 70 is changing. Since it is not in the middle, the weight of the second passenger or the pair of passengers can be accurately calculated using the detection result of the weight detection unit 70. The weight of the second passenger or set is the weight WB of the load detected by the weight detection unit 70 at time t6E and the load detected by the weight detection unit 70 when a predetermined time TX has elapsed from time t6H. It can be calculated by the absolute value of the difference from the weight WC.

  On the other hand, as shown in FIG. 5, at time t5E, t51, which is the first reference time for the getting-off person or getting-off set, getting-off of the getting-off person or getting-off set is completed as described above. Therefore, for the calculation of the weight of the getting-off person or getting-off set, even when using the detection result of the weight detection unit 70 when the predetermined time TX has elapsed from the first reference time points t5E and t5I, the getting-off person Alternatively, the weight of the set can be calculated accurately. Thus, when the detection position of the sensor 80 is a first type detection position, the predetermined time from the first reference time can be set by appropriately setting the predetermined time TX when the type of person getting on / off is a passenger or a pair of passengers. Based on the detection result of the weight detection unit 70 when the TX has elapsed, it is possible to accurately calculate the weight of the rider, the rider pair, the rider, and the rider pair. In the same manner, when the detection position of the sensor 80 is the second type detection position, the first reference time can be appropriately set by appropriately setting the predetermined time TX when the type of person getting on / off is the getting-off person or getting-off pair. Based on the detection result of the weight detection unit 70 when the predetermined time TX has elapsed since the time t1, it is possible to accurately calculate the weight of the passenger, the riding set, the getting-off person, and the getting-off set.

  The predetermined time TX includes a first predetermined time TXA and a second predetermined time TXB. In the following, with regard to the method of calculating the first predetermined time TXA and the second predetermined time TXB, the detection position of the sensor 80 is the second type detection position, and the person getting on or off is a getting off person or getting off group (hereinafter "off people etc. 300") The case of) will be described as an example. Even when the person getting on / off is a passenger or a pair of passengers, the first predetermined time TXA and the second predetermined time TXB can be calculated in the same manner as described below. Furthermore, in the case where the detection position of the sensor 80 is a type 1 detection position, and in the case where the person getting on and off is a passenger, a set of passengers, a person getting off, or a set of getting off, the first predetermined time TXA and the second predetermined time TXB can be calculated.

<Predetermined time TX>
The determination unit 62A detects the detection time TS, the distance L between the positions of the virtual planes EA and EB in the depth direction of the car 20 and the edge position (see FIGS. 8 and 10), and the width W in the front-rear direction of the person getting on / off. The predetermined time TX is determined on the basis of (8, see FIG. 10).

  The detection time TS is a time elapsed from the second reference time to the first reference time, and is a parameter measured for each person getting on / off based on the detection result of the sensor 80. The distance L is a parameter predetermined for each elevator apparatus 1.

  The width W is a parameter determined in advance according to the type of person getting on and off. In one example, the width W includes a first type width W1 and a second type width W2. The first type width W1 is used to calculate the predetermined time TX when the type of person getting on and off is a passenger or a person getting off. The first type width W1 is, for example, the maximum distance between the fingertip of the hand located forward in the front-rear direction and the fingertip of the hand located rearward in the case of a standard-sized adult walking. The second type width W2 is used to calculate the predetermined time TX when the type of person getting on and off is a set of getting on or off. The second type width W2 is, for example, the maximum distance between the tip of the car and the back of the person in the front-rear direction when a standard-sized adult pushes the car and gets on and off. In one example, the second type width W2 is longer than the first type width W1.

  The first predetermined time TXA is a predetermined time when the distance L is less than the width W. The second predetermined time TXB is a predetermined time when the distance L is the width W or more. 7 and 8 relate to a method of calculating the first predetermined time TXA. FIG. 7A is an example of a timing chart showing the state of the sensor 80. FIG. FIG. 7B is an example of a timing chart showing detected values of the weight detection unit 70. FIG. 8 is a view showing the relationship between the position of the passenger 300 and the like, the position of the second virtual plane EB, and the edge position.

  When the getting-off person 300 starts moving from the car 20 to the landing 100, the beam 80 of the sensor 80 is blocked by the front end of the getting-off person 300, and the state of the sensor 80 changes from the first non-detection state to the detection state at time t7A. Change. When one foot of a passenger or part of a set of vehicles get on the floor 120 of the landing 100, at time t7B, the weight detection unit 70 reflects a reduction in weight of the passenger 300, etc. Start detecting the weight of the load. When the passenger or the like 300 has completely passed the beam, the state of the sensor 80 changes from the detection state to the second non-detection state at time t7C. When the getting-off from the car 20 of the getting-off person 300 is completed, at time t7D, the weight detection unit 70 starts to detect the weight of the load reflecting the decrease in the total weight of the getting-off person 300.

  The determination unit 62A determines the first predetermined time TXA so that the first predetermined time TXA is equal to or longer than the time TA which is the time from the time t7B to the time t7D when the getting-off of the passenger 300 is completed. That is, determination unit 62A determines first predetermined time TXA starting at time t7C based on time TA starting at time t7B. The reason why the determination unit 62A defines the first predetermined time TXA in this manner will be described. The time when the first predetermined time TXA has elapsed from the time t7C, that is, the time at which the detection result of the weight detection unit 70 is obtained in order to calculate the weight of the passenger etc. 300 may be time t7D or later. When the time TA which is the time from the time t7B to the time t7D when the getting-off of the passenger etc. 300 is completed can be calculated, it is possible to grasp the time when the time TA has elapsed from the time t7C. The time when time TA has elapsed from time t7C is after time t7D, so it is possible to accurately calculate the weight of the passenger 300 or the like using the detection result of the weight detection unit 70 at that time. The time TA can be calculated, for example, by the following method.

  Assuming that the moving speed of the passenger and the like 300 is a velocity V, an expression for obtaining the time TA for the passenger and the like 300 having the width W to pass the lip position is “TA = W / V”. On the other hand, the equation for obtaining the detection time TS in which the getting-off person 300 having a width W passes the position of the second virtual plane EB is “TS = W / V”. Since the right sides of these two expressions coincide, the time TA and the detection time TS are equal. Therefore, the determination unit 62A uses the time greater than the time TA, that is, the time greater than the detection time TS, as the first predetermined time TXA. As described above, the first predetermined time TXA can be defined only on the basis of the detection time TS to be measured, and there is no need to measure the speed V of the passenger 300 or the like for setting the first predetermined time TXA. In one example, the determination unit 62A uses the detection time TS as the first predetermined time TXA. In this case, since the first predetermined time TXA is set to the shortest possible time, the calculation of the weight of the person getting on and off is unlikely to be affected by the person getting on and off next to the passenger 300 or the like.

  FIGS. 9 and 10 are diagrams related to a method of calculating the second predetermined time TXB, and FIG. 9A is an example of a timing chart showing the state of the sensor 80. FIG. 9B is an example of a timing chart showing the detection value of the weight detection unit 70. FIG. 10 is a view showing the relationship between the position of the passenger 300, the position of the beam, and the position of the edge.

  When a passenger or the like 300 starts moving from the car 20 to the landing 100, as shown in FIG. 9, the beam of the sensor 80 is blocked by the front end of the passenger or the like 300, and at time t9A, the state of the sensor 80 is 1 Change from undetected state to detected state. When the passenger or the like 300 has completely passed the beam, the state of the sensor 80 changes from the detection state to the second non-detection state at time t9B. When one foot of the getting-off person or a set of getting-off cars get on the floor 120 of the landing 100, at time t9C, the load detection unit 70 reflects the partial loss of the weight of the getting-off person 300 Start to detect the weight of When the getting-off from the car 20 of the getting-off person 300 is completed, at time t9D, the weight detection unit 70 starts to detect the weight of the load reflecting the decrease in the total weight of the getting-off person 300.

  The determination unit 62A determines the second predetermined time TXB so that the second predetermined time TXB is equal to or longer than the time TB from the time t9B at the first reference time to the time t9D when the getting-off of the passenger 300 is completed. In one example, the determination unit 62A determines the second predetermined time TXB so that the second predetermined time TXB becomes the time TB. In this case, since the second predetermined time TXB is set to the shortest possible time, the calculation of the weight of the person getting on and off is not easily affected by the person getting on and off next to the passenger 300 or the like. The time TB can be divided into a first required time TB1 and a second required time TB2. The first required time TB1 is the time elapsed from the time t9B at the first reference time point to the time t9C when the getting-off person 300 has reached the edge position. The second required time TB2 is the time elapsed from time t9C when the getting-off person 300 has reached the edge position to time t9D when getting-off of the getting-off person 300 is completed.

  The equation for obtaining the first required time TB1 is “TB1 = (L−W) / V”. The equation for obtaining the second required time TB2 is “TB2 = W / V”. Since the time TB is the sum of the first required time TB1 and the second required time TB2, the equation for obtaining the time TB is “TB = TB1 + TB2 = L / V”. If V is eliminated using “TS = W / V” which is an equation for obtaining the detection time TS regarding “TB = L / V”, “TB = TS · (L / W)” can be expressed. That is, the second predetermined time TXB can be defined as a time calculated by the product of the detection time TS and the ratio of the distance L to the width W. As described above, the second predetermined time TXB can also be defined based on the distance L, the width W, and the measured detection time TS, and the speed V of the driver etc. 300 for the setting of the second predetermined time TXB. There is no need to measure

<Driving completion determination processing>
11 and 12 are flowcharts showing an example of the getting on / off completion determination process.
In step S11, based on the output of the sensor 80, the determination unit 62A determines whether the state of the sensor 80 has changed from the first non-detection state to the detection state.

  If the determination in step S11 is affirmative, the determination unit 62A starts measuring the detection time in step S12. If the determination in step S11 is negative, the determination unit 62A repeatedly executes the determination process in step S11.

  In step S13, based on the output of the sensor 80, the determination unit 62A determines whether the state of the sensor 80 has changed from the detection state to the second non-detection state.

  If the determination in step S13 is affirmative, the determination unit 62A ends the measurement of the detection time in step S14, and starts the measurement of the elapsed time. The determination unit 62A stores the measured detection time. If the determination in step S13 is negative, the determination unit 62A repeatedly executes the determination process in step S13.

  In step S15, the determination unit 62A determines whether the measured detection time is equal to or longer than the determination time. If the determination in step S15 is affirmative, the determination unit 62A determines in step S16 that the type of person getting on and off is a boarding group or a getting off group, and sets the second type width W2 as the width W. If the determination in step S15 is negative, the determination unit 62A determines in step S17 that the type of person getting on / off is a passenger or a getting-off, and sets the first type width W2 as the width W.

  In step S18, the determination unit 62A determines whether the set width W is less than the distance L. If the determination in step S18 is affirmative, that is, if the first type width W1 or the second type width W2 is less than the distance L, in step S19, the determination unit 62A sets a first predetermined time TXA as the predetermined time TX. If the determination in step S18 is negative, that is, if the first type width W1 or the second type width W2 is greater than or equal to the distance L, the determination unit 62A sets a second predetermined time TXB as the predetermined time TX in step S20.

  In step S21, the determination unit 62A determines whether the elapsed time has reached the set predetermined time TX. If the determination in step S21 is affirmative, that is, if the elapsed time has reached the first predetermined time TXA or the second predetermined time TXB, measurement of the elapsed time is ended, and in step S22, getting on or off of the person getting on or off is completed. It is determined that In step S23, the determination unit 62A transmits an getting-on / off completion signal to the calculating unit 62B. If the determination in step S21 is negative, the determination unit 62A repeatedly executes the determination process in step S21.

<Loading situation estimation process>
The calculation unit 62B includes a reference set flag that is a flag related to the weight of the load and a set flag after change. The reference set flag is a flag for confirming whether or not the weight of the load before reflecting the weight of the person getting on / off (hereinafter referred to as “reference weight WX”) is acquired. The after-change set flag is a flag for confirming whether or not the weight of the load (hereinafter, “after-change weight WY”) when a predetermined time TX has elapsed from the first reference time is acquired. When the car door 22 of the car 20 landing on a predetermined floor is opened, the calculation unit 62B acquires the weight of the load based on the detection signal of the weight detection unit 70, and uses the acquired weight as a reference weight Set as WX. When the calculation unit 62B sets the reference weight WX, the calculation unit 62B sets the reference set flag to ON. When the car door 22 of the car 20 landing on the predetermined floor is closed, the calculation unit 62B sets the reference set flag and the after-change set flag to OFF. The calculation unit 62B performs part of the loading condition estimation process using the reference set flag and the post-change set flag.

13 and 14 are flowcharts showing an example of loading condition estimation processing.
In step S31, the calculation unit 62B determines whether the getting on / off completion signal has been received. When step S31 is affirmation determination, calculation part 62B acquires the weight of a load based on the detection signal of weight detection part 70 in step S32. If the determination in step S31 is negative, the calculation unit 62B repeatedly executes the determination process in step S31.

  In step S33, the calculation unit 62B determines whether the after-change set flag is off. If the determination in step S33 is affirmative, in step S34, the calculation unit 62B sets the weight of the load acquired in step S32 as the post-change weight WY, and sets the post-change set flag to ON. If the determination in step S33 is negative, that is, if the post-change set flag is on, the calculation unit 62B sets the post-change weight WY that has already been set to the reference weight WX in step S35, and the weight acquired in step S32 Set the weight WY after change.

  In step S36, the calculation unit 62B calculates a difference ΔW between the post-change weight WY and the reference weight WX. The difference ΔW is a value obtained by subtracting the reference weight WX from the post-change weight WY. The absolute value of the difference ΔW indicates the weight of a person getting on or off, or the sum of the weight of a person included in the person getting on or off and the weight of a car.

In step S37, the calculation unit 62B confirms the determination result of step S15 of the getting-in / termination completion determination process performed by the determination unit 62A.
In step S38, the calculation unit 62B determines whether the type of person getting on and off is a set of getting on or off. If the determination result in step S15 of the on / off completion determination process by the determination unit 62A confirmed in step S37 is affirmation determination, the calculation unit 62B determines in step S38 that the type of person getting on or off is a boarding group or alighting group. If the determination result in step S15 of the on / off completion determination process by the determination unit 62A confirmed in step S37 is negative, the calculation unit 62B determines in step S38 that the type of person to be on or off is a passenger or a passenger.

  When step S38 is affirmation determination, in step S39, the calculation unit 62B calculates an estimated value defined in advance using the conversion means as an estimated value of the occupied area of the boarding pair or the alighting group. In step S40, the calculation unit 62B determines, based on the difference ΔW calculated in step S36, whether the type of person getting on or off is a set of getting on or off. When the difference ΔW calculated in step S36 is positive, the calculation unit 62B determines that the type of person getting on and off is a boarding pair. When the difference ΔW calculated in step S36 is negative, the calculation unit 62B determines that the type of person getting on and off is the getting-off set.

  If the determination in step S38 is negative, in step S41, the calculation unit 62B calculates the weight WH of a passenger or a passenger on the basis of the absolute value of the difference ΔW, and calculates an estimated value of the occupied area using conversion means.

  In step S42, based on the difference ΔW calculated in step S36, the calculation unit 62B determines whether the type of person getting on or off is a passenger or a passenger. If the difference ΔW calculated in step S36 is positive, the calculation unit 62B determines that the type of person getting on and off is a passenger. When the difference ΔW calculated in step S36 is negative, the calculation unit 62B determines that the type of person getting on and off is the getting-off person.

  In step S43, the calculation unit 62B updates the number of loads present in the car 20 (hereinafter referred to as "load information"). The load number information includes the number of type 1 loads and the number of type 2 and type 3 loads. When the type of person getting on and off is a passenger, the calculation unit 62B adds 1 to the number of first-type loaded items included in the loading item number information. When the type of person getting on and off is a set of passengers, the calculation unit 62B adds 1 to the number of second and third type load items included in the load item number information. When the type of person getting on and off is a drop-off person, the calculation unit 62B subtracts 1 from the number of first type load items included in the load item number information. When the type of person getting on / off is the getting-off set, the calculating unit 62B subtracts 1 from the number of second-type and third-type loads included in the load number information.

In step S44, the calculation unit 62B updates the total occupied area of the load. When the number of the first type load and the number of the second type and third type load are 0, the calculation unit 62B resets the total occupied area of the load to 0 m ² . Therefore, even if the calculation error of the total occupied area is accumulated, it can be cleared. The calculation unit 62B has the number of first-type loads and at least one of the number of second-type and third-type loads is one or more, and the type of person getting on and off is a passenger or a pair of passengers. The total occupied area of the load is updated by adding the occupied area calculated in step S39 or step S41 to the total occupied area of the load. If the number of first type loads and / or at least one of the number of second and third type loads is 1 or more, and the type of person getting on and off is the getting-off person or getting-off group, the calculation unit 62B The total occupied area of the load is updated by subtracting the occupied area calculated in step S39 or step S41 from the total occupied area of the load.
In step S45, the calculation unit 62B calculates a car floor occupancy rate. The calculator 62B transmits the calculated car floor occupancy rate to the controller 61.

According to the control device 60, the following operation and effect can be obtained.
When the detection position of the sensor 80 is a type 1 detection position, the boarding of the passenger or the boarding group is not completed at the first reference time, that is, while the detection result of the weight detection unit 70 is changing. Therefore, the calculation unit 62B can not accurately calculate the weight of the passenger or the pair of passengers using the detection result of the weight detection unit 70. On the other hand, when the predetermined time TX has elapsed from the first reference time, calculation is performed because the boarding of the passenger or the boarding group is completed, that is, the detection result of the weight detection unit 70 is not changing. The unit 62B can accurately calculate the weight of the passenger or the pair of passengers using the detection result of the weight detection unit 70. If there is a passenger or set-up, at the first reference time, the getting-off or set-off has been completed. Therefore, with regard to the calculation of the weight of the getting-off person or getting-off set, even when using the detection result of the weight detection unit 70 when the predetermined time TX has elapsed from the first reference time, the weight of the getting-off person or getting-off set Can be calculated accurately. As described above, when the detection position of the sensor 80 is the first type detection position, the calculation unit 62B can set the predetermined time from the first reference time by appropriately setting the predetermined time TX when there is a passenger or a pair of passengers. Based on the detection result of the weight detection unit 70 when the time TX has elapsed, the weight of the person getting on and off can be accurately calculated.

  When the detection position of the sensor 80 is the second type detection position, at the first reference time point, the getting-off of the person or set-off is not completed, that is, the detection result of the weight detection unit 70 is changing. Therefore, the calculation unit 62B can not accurately calculate the weight of the getting-off person or the getting-off group using the detection result of the weight detection unit 70. On the other hand, when the predetermined time TX has elapsed from the first reference time, since the getting-off of the person or the getting-off group is completed, that is, since the detection result of the weight detection unit 70 is not changing, calculation is made. The part 62B can accurately calculate the weight of the getting-off person or the getting-off set using the detection result of the weight detection part 70. If there is a passenger or a set of passengers, then at the first reference point, the passengers or the set of passengers have completed the boarding. Therefore, with regard to the calculation of the weight of the passenger or the set of passengers, even when the detection result of the weight detection unit 70 when the predetermined time TX has elapsed from the first reference time point, the weight of the passenger or the set of passengers Can be calculated accurately. As described above, when the detection position of the sensor 80 is the second type detection position, the calculation unit 62B can set the predetermined time from the first reference time by appropriately setting the predetermined time TX in the case where the getting-off person or getting-off set exists. Based on the detection result of the weight detection unit 70 when the time TX has elapsed, the weight of the person getting on and off can be accurately calculated.

DESCRIPTION OF SYMBOLS 1: Elevator apparatus 20: Car 21: Entrance / exit 24: Car floor 24 A: Edge 60: Control device 62 A: Determination part 80: Sensor 81: Light emission part 82: Light reception part

Claims (8)

A detection result of a sensor for detecting a person who gets in a car or a person getting off from the car on the landing side or inside the car with respect to the position of the edge of the car floor located at the entrance of the car in the depth direction of the car A determination unit that determines the state of the person using
A calculation unit that calculates the weight of the person based on a detection signal of a weight detection unit that detects a load weight of the car;
The determination unit extracts a first reference time point at which the sensor changes to a non-detection state in which the person is not detected from the detection state in which the sensor is detecting the person, and from the first reference time point When the elapsed time reaches a predetermined time, it is determined that the person has finished getting in or out of the vehicle,
When the calculating unit determines that the determining unit has completed getting on or off the person, the person gets off the person who gets on the car or the car based on the detection result of the weight detecting unit. A control device of an elevator apparatus that determines which of a person is and calculates the weight of the person. The determination unit extracts a second reference time which is a time when the non-detection state changes to the detection state before the first reference time, and detects a time which is a time from the second reference time to the first reference time. The control apparatus of the elevator apparatus of Claim 1 which determines the said predetermined time based on time. The determination unit determines the predetermined time based on the detection time, the distance between the detection position of the sensor in the depth direction and the position of the edge of the car floor, and the width in the front-rear direction of the person. The control apparatus of the elevator apparatus as described in 2. The elevator apparatus according to claim 3, wherein the width includes a first type width used when the person does not include a car, and a second type width used when the person includes a car. Control device. The determination unit changes the method of determining the predetermined time based on the width and the relationship between the detection position of the sensor in the depth direction and the distance of the edge of the car floor. Control device for elevator installation. The control device according to claim 5, wherein the determination unit sets the detection time as the predetermined time when the distance is less than the width. The control device of an elevator apparatus according to claim 5, wherein the determination unit sets a time calculated by a product of the detection time and a ratio of the distance to the width when the distance is equal to or more than the width. The determination unit determines whether the person includes a car based on the detection time,
The said calculation part calculates the occupied area of the said person based on the weight of the said person, when the said determination part determines that the car is not contained in the said person. Control device for elevator installation.