JP2021050073A - elevator - Google Patents

Abstract

To provide an elevator capable of discriminating passenger types of various passengers with simple processing, by utilizing a sensor generally provided in an elevator.SOLUTION: Based on signals output from a sensor control device 60 when passengers get on/off, an elevator control device 10 measures: a first shading time TP from a point in time when an optical receiver 52a positioned at a first height H1 stops receiving sensor light, until an optical receiver 52a positioned at a second height H2 lower than the first height H1 returns to a state of receiving sensor light; and a second shading time TA from a point in time when an optical receiver 52a positioned at a third height H3 lower than the second height H2 stops receiving sensor light, until an optical receiver 52a positioned at a fourth height H4 lower than the third height H3 returns to a state of receiving sensor light. Then, the elevator control device discriminates a passenger type of a passenger who has gotten on/off, on the basis of: the first shading time TP; the second shading time TA; and a change amount Wc of a load detected by a load detector 35 when the passenger gets on/off.SELECTED DRAWING: Figure 10

Description

The present invention relates to an elevator.

Patent Document 1 describes an object that crosses a photoelectric device by performing image processing such as scale adjustment and wheel extraction on image information output from a photoelectric device having a plurality of photoelectric elements arranged side by side in the height direction. It discloses an elevator that determines the type of passenger).

Japanese Patent No. 6305178

In the determination processing of Patent Document 1, it is necessary to perform processing with a relatively high load such as image processing.

The present invention provides an elevator capable of discriminating passenger types of various passengers by a simple process by utilizing a sensor generally provided in the elevator.

The elevator of the present invention
A car with a boarding gate for passengers to get on and off,
A plurality of floodlights arranged side by side in the vertical direction of the entrance / exit and a plurality of receivers arranged side by side in the vertical direction of the entrance / exit are provided. A multi-beam sensor in which the receivers of the above face each other across the entrance to the left and right,
A signal output unit that outputs a signal indicating the height position of the receiver at the highest position among the receivers that did not receive the sensor light projected from the floodlight.
A load detector that detects the load of an object on the floor of the car,
With a control unit,
The control unit
Based on the signal output from the signal output unit when passengers get on and off, the light receiver located at the first height receives the sensor light after it stops receiving the sensor light, and then receives the light received at the second height lower than the first height. The first shading time until the device returns to the state of receiving the sensor light, and the fourth, which is lower than the third height after the photodetector located at the third height lower than the second height stops receiving the sensor light. Measure the second shading time until the photodetector located at the height returns to the state of receiving the sensor light, and measure it.
The passenger type of the passengers who got on and off is determined based on the first light-shielding time, the second light-shielding time, and the amount of change in the load detected by the load detection unit when the passengers get on and off.

According to the present invention, it is possible to discriminate various passenger types of passengers by simple processing without performing image processing or the like by using a sensor generally provided in an elevator.

The figure which showed the structure of the elevator in Embodiment 1. Diagram showing the appearance of the elevator landing Diagram showing the appearance of the inside of the car A diagram schematically showing the horizontal cross section of the entrance / exit of the car Block diagram showing the system configuration of the elevator control system The figure which showed the structure of the multi-beam sensor The figure explaining the example of the light projection / light reception control of a multi-beam sensor by a sensor control device. The figure which schematically explained the example of shading by a multi-beam sensor The figure which schematically explained the example of shading by a multi-beam sensor Diagram explaining passenger type judgment processing Diagram explaining passenger type judgment processing Diagram explaining passenger type judgment processing Diagram explaining passenger type judgment processing A flowchart explaining the congestion status display process based on the passenger type determination in the elevator control device. Flow chart explaining passenger parameter acquisition processing in the elevator control device Flow chart explaining passenger type determination processing in the elevator control device The figure which showed an example of the storage table used for the occupied area calculation process A diagram explaining the basic concept of the method of calculating the occupied area based on the amount of change in load. Flow chart explaining the boarding / alighting direction determination process in the elevator control device Flow chart explaining the calculation process of the total occupied area in the elevator control device Flow chart explaining the optimization correction processing of the total occupied area in the elevator control device Flow chart explaining the calculation process of the difference area for correcting the occupied area of the passenger immediately before in the elevator control device The figure which showed the appearance of the inside of the elevator car in another embodiment. The figure which showed typically the horizontal cross section of the entrance part of the elevator car in another embodiment. The figure which showed typically the horizontal cross section of the entrance part of the elevator car in another embodiment. The figure which showed the structure of the elevator in another embodiment

The elevator according to the embodiment of the present invention will be described with reference to the drawings.

(Embodiment 1)
1. 1. Configuration FIG. 1 is a diagram showing an outline of the configuration of the elevator system according to the first embodiment.

The elevator system has a plurality of elevators 30 and a group management control device 5.

Each elevator 30 has a car 20, an elevating mechanism 39 for raising and lowering the car 20, a balance weight 38, and an elevator control device 10 for controlling the operation of the elevating mechanism 39 and the like. The elevator control device 10 is arranged, for example, in a tower where the car 20 moves up and down, or in a machine room where the lifting mechanism 39 is arranged, is connected to the group management control device 5, and sends and receives various signals to and from the group management control device 5. To do.

The group management control device 5 controls the operation of a plurality of elevators 30 in an integrated manner.

FIG. 2 is a diagram showing the appearance of the elevator landing.

The wall 100 of the elevator landing is provided with a landing opening 100a that is opened and closed by the landing door 101. Further, a hall lantern 102, an operation panel 110, and a display panel 120 are provided on the wall 100 of the elevator landing.

The hall lantern 102 is a lighting device that notifies that the car 20 has arrived at the current floor. The hall lantern 102 blinks, for example, a predetermined number of times based on the signal output from the elevator control device 10 when the car 20 arrives at the current floor, and notifies that the car 20 has arrived at the current floor.

The operation panel 110 is provided with an upward call button 111 that accepts an upward call registration operation and a downward call button 112 that accepts a downward call registration operation. The operation panel 110 outputs a signal corresponding to the operated button of the upward call button 111 or the downward call button 112 to the elevator control device 10.

The display panel 120 is provided with a car position display unit 121 and a congestion status display unit 122.

Based on the signal output from the elevator control device 10, the car position display unit 121 displays a number indicating the floor on which the car 20 is currently located and an arrow indicating the traveling direction of the car 20. The car position display unit 121 can be configured by, for example, a liquid crystal display device or an organic EL display device.

The congestion status display unit 122 displays the current congestion status in the car 20 based on the signal output from the elevator control device 10. The congestion status display unit 122 can be configured by, for example, a liquid crystal display device or an organic EL display device. The congestion status display unit 122 displays a numerical value indicating the car floor occupancy rate Rc (described in detail later) indicating the occupancy status of the car floor by the passengers on board as the current congestion status. The congestion status display unit 122 may generate and display a graphical image of the current congestion status in a mode in which passengers can recognize the current congestion status based on the car floor occupancy rate Rc. For example, an image including a display symbol that increases or decreases according to a congestion situation, a display symbol whose color changes according to a congestion situation, or the like may be displayed. Further, the congestion status display unit 122 may be composed of a plurality of lamps whose lighting state changes according to the congestion status. By providing such a congestion status display unit 122, the passenger can recognize the congestion status before boarding the car 20 and determine whether or not to board the car.

FIG. 3 is a diagram showing the appearance of the inside of the car.

A car door 21 and an entrance / exit 20a opened / closed by the car door 21 are provided on the front portion inside the car 20. Further, an operation panel 31, a speaker 36, and a car position display unit 37 are provided on the inner surface of the front portion. FIG. 3 shows an example in which the car door 21 is composed of two doors, a left car door 21L and a right car door 21R that open to the left and right, but as will be described later in another embodiment, the car door 21 is shown. The configuration of 21 is not limited to this.

The operation panel 31 is provided with a plurality of floor buttons, a door open button, a door close button, and the like. The operation panel 31 outputs a signal corresponding to the operated button among the plurality of floor buttons, the door open button, and the door close button to the elevator control device 10.

Based on the signal output from the elevator control device 10, the car position display unit 37 displays a number indicating the floor on which the car 20 is currently located and an arrow indicating the traveling direction of the car 20. The car position display unit 37 can be configured by, for example, a liquid crystal display device or an organic EL display device.

The speaker 36 gives voice guidance and caution regarding the use of the elevator based on the voice signal output from the elevator control device 10.

FIG. 4 is a diagram schematically showing a horizontal cross section of the entrance / exit portion of the car. FIG. 4A is shown with the car door 21 closed, and FIG. 4B is shown with the car door 21 open.

As shown in FIGS. 3 and 4, the car door 21 of the car 20 is provided with a multi-beam sensor 50. Specifically, the light emitting portion 51 of the multi-beam sensor 50 is arranged at the door stop portion of the left car door 21L, and the light receiving portion 52 of the multi-beam sensor 50 is arranged at the door stop portion of the right car door 21R. ing. The light receiving portion 52 of the multi-beam sensor 50 may be arranged at the door stop portion of the left car door 21L, and the light projecting portion 51 of the multi-beam sensor 50 may be arranged at the door stop portion of the right car door 21R. Further, as will be described later in other embodiments, the arrangement of the multi-beam sensor 50 is not limited to this.

The light projecting unit 51 has a plurality of floodlights 51a arranged side by side at predetermined intervals in the vertical direction. The light receiving unit 52 has a plurality of light receivers 52a arranged side by side at predetermined intervals in the vertical direction. The plurality of floodlights 51a and the plurality of receivers 52a face each other across the entrance / exit 20a on the left and right with the entrance / exit 20a open. The floodlight 51a is composed of, for example, an LED. The receiver 52a is composed of, for example, a photodiode.

FIG. 5 is a block diagram showing a system configuration of an elevator control system.

The elevator control device 10 includes a group management control device 5, an operation panel 31, an elevating motor 32, a door motor 33, a load detection unit 35, a speaker 36, a car position display unit 37, a sensor control device 60, an operation panel 110, and a car position display. The unit 121 and the congestion status display unit 122 are electrically connected. A multi-beam sensor 50 is electrically connected to the sensor control device 60.

The elevator control device 10 includes a processor 11, a storage unit 12, and an input / output interface 13. The elevator control device 10 can be configured by using a computer or the like.

The processor 11 executes arithmetic processing based on the program and realizes various functions described later in the elevator control device 10. The processor 11 is configured by using, for example, a CPU, an MPU, an ASIC, an FPGA, and a GPU.

The storage unit 12 stores programs and various types of data. The program includes a program that is executed by the processor 11 to realize various functions described later in the elevator control device 10. In addition, various data include data and the like referred to by the above program. Further, the various data include various display screen data displayed on the car position display unit 37, the car position display unit 121, and the congestion status display unit 122, audio data output from the speaker 36, and the like. .. The storage unit 12 is configured by using, for example, an HDD, an SSD, a RAM, or a ROM.

The input / output interface 13 is an interface for inputting / outputting various electric signals to / from an external device. The input / output interface 13 is, for example, a LAN interface, a serial communication interface such as USB or RS-232C / 422/485, an audio signal input / output terminal, a video signal input / output terminal, an analog signal input / output terminal, and a contact signal. It is equipped with input / output terminals and a dedicated standard interface.

The input / output interface 13 includes the group management control device 5, the operation panel 31, the elevating motor 32, the door motor 33, the load detection unit 35, the speaker 36, the car position display unit 37, the sensor control device 60, the operation panel 110, and the car. The position display unit 121 and the congestion status display unit 122 are connected.

The elevating motor 32 drives the elevating mechanism 39 to elevate and elevate the car 20. The elevating motor 32 is driven by a drive signal output from the elevator control device 10.

The door motor 33 drives a door opening / closing mechanism (not shown) to open / close the car door 21. The door motor 33 is driven by a drive signal input from the elevator control device 10. When the car door 21 is opened and closed, the landing door 101 of the landing is mechanically interlocked to open and close.

The load detection unit 35 detects the load of an object existing on the floor of the car 20, and outputs a signal indicating the magnitude of the detected load to the elevator control device 10. Specifically, as shown in FIG. 1, the car 20 is attached to the car frame 25 via an elastic body 26 such as rubber, and the load detection unit 35 is compressed by the floor of the car 20 that sinks due to the load of an object. By detecting the compressed state of the elastic body 26 (for example, the thickness of the compressed elastic body), the load of an object existing on the floor of the car 20 is detected. The load detection unit 35 can be configured by using, for example, a distance sensor. In this case, the compressed elastic body is measured by measuring the vertical distance between the lower surface of the floor of the car 20 and the lower side of the car frame 25. The thickness of 26 can be detected.

The sensor control device 60 controls the light emitting (light emitting) operation and the light receiving operation of the plurality of floodlights 51a and the plurality of receivers 52a included in the multi-beam sensor 50. The sensor control device 60 is an example of a signal output unit. Like the elevator control device 10, the sensor control device 60 has a processor, a storage unit, and an input / output interface. In the storage unit of the sensor control device 60, there is a program for controlling the light emitting (light emitting) operation and the light receiving operation of the plurality of floodlights 51a and the plurality of light receiving receivers 52a of the multi-beam sensor 50, and between the elevator control device 10. Contains a program for sending and receiving signals. The sensor control device 60 can be configured by using a computer or the like.

The elevator control device 10 controls the drive of the elevating motor 32 and the door motor 33 based on various signals input from the operation panel 31, the load detection unit 35, the sensor control device 60, the operation panel 110, and the like, and the speaker 36. The audio signal is output to the car position display unit 37, the car position display unit 121, and the congestion status display unit 122.

FIG. 6 is a diagram showing the configuration of the multi-beam sensor 50.

The light projecting unit 51 of the multi-beam sensor 50 has N (i _{1 to} i _N ) floodlights 51a arranged side by side at predetermined intervals Dh in the vertical direction. _{Further, the light receiving unit 52 has N (j 1 to j N} ) light receivers 52a arranged side by side at predetermined intervals Dh in the vertical direction. Hereinafter, to distinguish the N emitter 51a, are denoted by the serial number from the top _i 1 through i _N, as appropriate, referred to as projector _i 1 through i _N. Further, in order to distinguish the N receivers 52a _{, serial numbers j 1 to j N} are assigned in order from the top, and the receivers j _{1 to j N} are appropriately described. The floodlight 51a and the receiver 52a having the same serial number are arranged at the same height position. N is arbitrary but is, for example, 40, and the predetermined interval Dh is arbitrary but is, for example, 5 cm.

Receiving timing of the light projector _i 1 through i light emitting timing of the _N and the light receiver _j 1 to j _N is the sensor control unit 60, it is individually controlled.

The sensor control unit 60, the projector i ₁ through i _N, one by one from the projector of top to bottom, thereby projecting a sensor beam. The sensor control unit 60, when _(the k an integer of 1 to N) projector i _k was projecting sensor light, and a light receiving unit j _k arranged at the same height, a predetermined number of upper photodetector j _k a light receiver _{j k-1 ~j k-m} of m, the optical receiver for each of the light receivers _{j k +} 1 _{~j k} + _m of a predetermined number m of the lower _{j k,} the upper light receiver whether the sensor light has been received Judge in order from. That is, the sensor controller 60, when brought into projecting sensor light projector i _k, a total of 2m + 1 or around the light receiver j _k arranged at the same height and receivers j _k-m ~j _k + _m For each, it is determined in order from the upper receiver whether or not the sensor light is received. The photoreceiver _{j k-m ~j k + m,} hereinafter referred to simply photodetector _{j k-m ~j k + m} in a predetermined positional relationship with the light projector _{i k.} In addition, the upper end side and the lower end side may not have a total of 2 m + 1 due to the positional relationship.

FIG. 7 is a diagram illustrating an example of light emission / reception control of a multi-beam sensor by a sensor control device.

7 shows an example predetermined number m is 2, the sensor control unit 60, when _(the k an integer of 1 to N) projector i _k was projecting sensor light, at the same height a photodetector _{j k} that arranged, and the light receiver two photodetectors of the upper _{j k j k-1 ~j k} -2, and the light receiver two photodetectors beneath _{j k j k + 1 ~j k} + 2 For each of the above, it is determined in order from the upper receiver whether or not the sensor light is received. In FIG. 7 (a), shows the time obtained by projecting sensor light most projector i ₁ above, this time, the sensor controller 60, and the light receiver j ₁ arranged at the same height, the light receiving For each of the two photodetectors j _{2 to j 3} below the device j ₁ , it is determined in order from the upper photodetector whether or not the sensor light is received. In FIG. 7 (b), shows the time obtained by projecting the sensor beam to the projector i _2, this time, the sensor control unit 60, and receiver j ₂ arranged at the same height, the light receiver j ₂ For each of the receiver j ₁ above the receiver j 1 and the two receivers j _{3 to j 4} below the receiver j ₂ , it is determined in order from the upper receiver whether or not the sensor light is received. In FIG. 7 (c), the shows the time obtained by projecting the sensor beam to the projector i _3, this time, the sensor control unit 60, and receiver j ₃ arranged at the same height, the light receiver j ₃ From the upper receiver, whether or not the sensor light is received for each of the _{two receivers j 1 to} j 2 above the receiver j 1 to j 2 and the two receivers j _{4 to j 5} below the receiver j ₃ Judge in order. In FIG. 7 (d), the shows the time obtained by projecting the sensor beam to the projector i _N, this time, the sensor control unit 60 includes a light receiver j _N disposed at the same height, the light receiver j _N the two respective photodetectors _{j N-1} ~j _N-2 of the upper, the sensor light is determined in order whether or not received from the upper receiver.

Thus, the projector i ₁ through i _N, while projecting sensor light one by one from the projector of top to bottom, the plurality of light receivers having a predetermined positional relationship with respect to the projector which has projected respectively sensors Determine if light has been received. Then, when the receiver that cannot receive the sensor light is encountered for the first time, the sensor number of the receiver that cannot receive the sensor light is stored. When the confirmation of the light receiving status of each of the above-mentioned light receivers having a predetermined positional relationship is completed for all of the floodlights i _{1 to} i _{N, a signal indicating the youngest (smallest) sensor number among the stored sensor numbers,} That is, a signal indicating the height position of the receiver of the stored sensor number (hereinafter, appropriately referred to as “height signal”) is output. When the sensor number is not stored (when all the receivers can receive the sensor light), a height signal indicating that all the receivers have received the sensor light is output. The sensor control device 60 repeats the above operation every predetermined time cycle (for example, 33 ms). It should be noted that after the first encounter with a photodetector that cannot receive the sensor light, it may be omitted to project the sensor light to the projector. Even if such omission of light projection is performed, the height signal is output in the predetermined time period (for example, 33 ms). The height signal may be any type of signal, such as a digital type signal or an analog type signal.

8 and 9 are diagrams schematically illustrating an example of shading by the multi-beam sensor.

As shown in FIG. 8, it is assumed that the passenger has passed through the entrance / exit 20a (multi-beam sensor 50). At the time of this passage, as shown in FIG. 9, when the _{sensor lights are projected one by one in order from the one in which the floodlights i 1 to} i _N of the multi-beam sensor 50 are in the highest position, the sensor light is emitted by the passenger at any height. It is blocked and cannot be received by the photoreceiver. In FIG. 9, the blocked sensor light is shown by a broken line. Then, a height signal indicating the height position of the receiver at the highest position among the receivers that did not receive the sensor light projected from the floodlight is transmitted from the sensor control device 60 in a predetermined time cycle (for example, 33 ms cycle). It is output.

2. Operation 2-1. Basic operation of the elevator When the passenger presses the upward call button 111 or the downward call button 112 of the operation panel 110 of the landing on any floor, the fact that the button is pressed is transmitted to the group management control device 5. Will be done. The group management control device 5 assigns a call to any one of the plurality of elevators 30, and the elevator control device 10 of the assigned elevator 30 is operated by the upward call button 111 or the downward call button 112. Outputs a call response command to command the user to go to the existing floor (destination floor). When the floor button of the operation panel 31 in the car 20 is pressed by the passenger, a signal indicating the floor corresponding to the pressed floor button is transmitted to the elevator control device 10. When the elevator control device 10 receives a call response command from the group management control device 5 or a signal indicating the pressed floor from the operation panel 31, the elevator control device 10 controls the elevating motor 32 of the corresponding car 20. Then, raise and lower the car 20. Further, in the elevator control device 10, the car 20 is placed on the target floor of the call response command or the floor pressed by the operation panel 31 when the door open button or door close button of the operation panel 31 in the car 20 is pressed. Upon arrival, the door motor 33 of the car 20 is controlled to open and close the car door 21.

Further, the elevator control device 10 of each elevator 30 controls the door motor 33 of the corresponding car 20 based on the signal output from the sensor control device 60 of the multi-beam sensor 50, and opens and closes the car door 21. For example, when the height signal received during the operation of closing the car door 21 indicates that the sensor light is shielded by a predetermined time (for example, 5 times) continuously, the elevator control device 10 allows passengers to get on and off. It is determined that the car door 21 exists in the vicinity of the mouth 20a, and the movement direction of the car door 21 is reversed to open the car door 21. On the other hand, the height signal received while closing the car door 21 indicates that the sensor light is shielded only once or twice, and then the sensor light is not shielded. When the state returns to the state indicating, the operation of closing the car door 21 is continued without reversing the direction of the car door 21. This is because, for example, it is considered that floating dust near the entrance / exit 20a has been detected.

Further, the elevator control device 10 of each elevator 30 is based on the height signal output from the sensor control device 60 of the multi-beam sensor 50 and the load signal output from the load detection unit 35. The passenger type of the passengers getting on and off the 20 is determined. The elevator control device 10 obtains the occupied area S for each passenger based on the determination result of the passenger type and the load for each passenger, estimates the congestion status in the car based on the obtained occupied area S, and provides information indicating the congestion status. Is displayed on the congestion status display unit 122 of the landing. Here, the passenger type is a type of passenger classified based on the height (height) of the passenger, the weight (change amount of load), the usage status of a moving vehicle such as a wheelchair or a shopping cart, and the like. In the present embodiment, passengers are referred to as "first-class children", "second-class children", "wheelchair users", "adults (without mobile vehicles)", "adults with first-class mobile vehicles", It is classified into one of seven passenger types, "adults with a second-class mobile vehicle" and "multiple adults". Details of these passenger types will be described later. Hereinafter, the passenger type determination process and the like will be described in detail.

2-2. Passenger Type Judgment Processing, etc. FIGS. 10 to 13 are diagrams illustrating the passenger type determination processing.

FIG. 10 shows an example in which adult passengers P1 and P2 sequentially pass through the entrance / exit 20a. While the passengers P1 and P2 pass through the entrance / exit 20a, the sensor control device 60 outputs a height signal indicating that the receiver 52a is not receiving the sensor light at a predetermined time (for example, 33 ms) cycle. .. The height position indicated by the height signal varies depending on the shape of the upper edge of the passenger in the front-rear direction (passing direction). Since none of the sensor lights is blocked from the time when the passenger P1 has passed until the time when the passenger P2 has started to pass, the sensor control device 60 has a height signal indicating that all the light receivers 52a are receiving the sensor light. Is output.

FIG. 14 is a flowchart illustrating the congestion status display process based on the passenger type determination in the elevator control device.

The process based on the flowchart of FIG. 14 is started for each elevator 30 when the car 20 arrives at any floor and the car door 21 is opened.

The elevator control device 10 determines whether or not the car door 21 that has been opened is closed (S1). The car door 21 that has been opened closes when, for example, the car 20 departs for the next destination floor.

When the car door 21 is not closed (NO in S1), the elevator control device 10 determines whether or not the photodetector 52a having the third height H3 has received the sensor light (S2). This determination process described with reference to FIG 7, i.e., while projecting projector i ₁ through i _N from the projector of the above one by one in sequence, the light receiver 52a of the highest position of the light receiver 52a that was not received It is done based on the result of the search. More specifically, the elevator control device 10 is based on the height signal output from the sensor control device 60 at a cycle of 33 ms, and the height of the photodetector 52a at the highest position among the photodetectors 52a that did not receive the sensor light. When the height of the obtained receiver 52a is higher than the third height H3, it is determined that the receiver 52a of the third height H3 is not receiving the sensor light, and the result is obtained. When the height of the photodetector 52a is lower than the third height H3, it is determined that the photodetector 52a of the third height H3 has received the sensor light. Here, the third height H3 is set to a height lower than the height of the upper end of the moving vehicle so that the moving vehicle moving on the floor surface with the passengers can be appropriately detected. Further, the third height H3 is set to a height that is less affected by the kicking of the legs of passengers getting on and off. Specifically, when a person walks, the lower part of the leg is kicked back and forth more, but when the kicked leg is detected, it is affected by the amount of the leg kicked when passing through the entrance 20a. , The second shading time TA (see FIG. 10, which will be described in detail later) used for determining the passenger type for determining a walking adult, etc. becomes longer or shorter, and becomes the second shading time TA. There will be variation. As a result, there is a risk that the passenger type determination based on the second shading time TA or the like cannot be appropriately performed. In order to suppress this, in the present embodiment, the third height H3 is set to a height as high as possible within a limit in which a moving vehicle can be appropriately detected. For example, the third height H is set to 40 cm, which makes it possible to appropriately detect passengers with moving vehicles such as silver cars, suitcases, and wheelchairs by minimizing the influence of kicking.

When the photodetector 52a having the third height H3 receives the sensor light (YES in S2), the elevator control device 10 returns to the process of step S1.

When the receiver 52a at the third height H3 no longer receives the sensor light (NO in S2), it is presumed that the passengers have started getting on and off through the entrance 20a, so that the elevator control device 10 gets on and off. Passenger parameter acquisition processing for passengers (acquisition processing of second shading time TA, first shading time TP, load W1, load W2, load W3, load change amount Wc, peak number CP, etc.) is executed (S3). In the example of FIG. 10, for example, regarding the passenger P1, it is determined that the photodetector 52a at the third height H3 is not receiving the sensor light at the time T1, and the passenger parameter acquisition process is started. The passenger parameter acquisition process will be specifically described with reference to FIGS. 15 and 10 above.

FIG. 15 is a flowchart illustrating a passenger parameter acquisition process in the elevator control device.

The elevator control device 10 initializes data such as a second light-shielding time TA, a first light-shielding time TP, a load W1, a load W2, a load W3, a load change amount Wc, a peak number CP, and a flag C (S101). .. Specifically, these are set to 0 (zero) respectively.

The elevator control device 10 has a load W measured by the load detection unit 35 at a time T1 (first time point) when it is determined in step S2 that the receiver 52a at the third height H3 no longer receives the sensor light. Is stored as the load W1 (S102).

The elevator control device 10 starts timing of the second shading time TA (S103).

The elevator control device 10 determines whether or not the photodetector 52a having the fourth height H4 has received the sensor light (S104). Specifically, the elevator control device 10 is based on the height signal output from the sensor control device 60 at a cycle of 33 ms, and the height of the photodetector 52a at the highest position among the photodetectors 52a that did not receive the sensor light. When the height of the obtained light receiver 52a is higher than the fourth height H4, it is determined that the light receiver 52a of the fourth height H4 is not receiving the sensor light, and the obtained light reception is performed. When the height of the device 52a is lower than the fourth height H4, it is determined that the photodetector 52a of the fourth height H4 has received the sensor light. Here, the fourth height H4 is set based on the predetermined number m and the predetermined interval Dh with the third height H3 as a reference. The setting of the fourth height H4 will be described in detail with reference to FIG.

As shown in FIG. 9, in the multi-beam sensor 50 of the present embodiment, the sensor light is projected in a mesh shape. The sensor light is blocked when passengers pass by. In FIG. 9, the shaded sensor light is indicated by a broken line, and the unshielded sensor light is indicated by a solid line. The sensor light i _3- j ₅ , the sensor light i _4- j ₄ , and the sensor light i _5- j ₃ intersect at the same height position near the top of the human head and are shielded from light. These sensor lights i _3- j ₅ , sensor light i _4- j ₄ , and sensor light i _5- j ₃ are not projected at the same time, but individually from the above floodlight, as described in Floodlight Control. It is flooded in order. Then, among these sensor light i _3- j ₅ , sensor light i _4- j ₄ , and sensor light i _5- j ₃ , the receiver corresponding to the sensor light that is first shielded by the moving person is the sensor light. Is determined to be the highest position receiver among the receivers that did not receive light, and a height signal corresponding to the height of the receiver is output from the sensor control device 60. That is, the same even as high as human, by passing timing, or a sensor light i ₃ -j ₅ that is first shielding, or a sensor light i ₄ -j _4, sensor light i ₅ - or a j _3. Therefore, even a person of the same height, the first light receiver is determined to no longer receive the sensor light, or a light receiver j _5, or a light receiver j _4, a light receiver j ₃ Or something. Then, after 33ms the same person is assumed to be passing, projector _{i 3,} projector _{i 4,} out of projector _{i 5,} initially projected from the projector _{i 3} which is projected a sensor light _{i 3} - photoreceiver j ₅ should receive j ₅ is likely to be determined that the light receiver of the highest position of the light receiver did not receive the sensor light. In this way, even when a person of the same height passes by, the determination of the height of the receiver that did not receive light is fluctuated. If no countermeasure is taken against this fluctuation, after it is determined that the receiver of the third height H3 has not received the sensor light, 33 ms after the next determination timing, the receiver of the third height H3 will be used. It may be determined that the sensor light has been received. That is, there is a risk that the height determination will flutter. In consideration of this, the fourth height H4 is provided, and the height interval between the third height H3 and the fourth height H4 is set based on the predetermined number m and the predetermined interval Dh. If the predetermined number m as in this example is two, variation in detection height difference in height between the light receiver j ₃ as described above and the light receiver j _5, i.e. a 2 × Dh. Therefore, the height of the receiver, which is larger than 2 × Dh and is lower by, for example, 3 × Dh, is defined as the fourth height H4 with reference to the third height H3. Assuming that the predetermined interval Dh is, for example, 5 cm, the vertical interval between the third height H3 and the fourth height H4 is 15 cm. It should be noted that, by configuring as in the present embodiment, the fluttering that the receiver of the third height H3 receives or does not receive the sensor light in response to the minute unevenness of the passenger's head. Can also be suppressed.

When the photodetector 52a having the fourth height H4 does not receive the sensor light (NO in S104), the elevator control device 10 determines whether or not the value of the flag C is 0 (S105).

When the value of the flag C is 0 (YES in S105), the elevator control device 10 determines whether or not the photodetector 52a having the first height H1 has received the sensor light (S106). Specifically, the elevator control device 10 is based on the height signal output from the sensor control device 60 at a cycle of 33 ms, and the height of the photodetector 52a at the highest position among the photodetectors 52a that did not receive the sensor light. When the height of the obtained light receiver 52a is equal to or higher than the first height H1, it is determined that the light receiver 52a of the first height H1 is not receiving the sensor light, and the obtained light reception is performed. When the height of the device 52a is lower than the first height H1, it is determined that the photodetector 52a of the first height H1 has received the sensor light. Here, the first height H1 is as shown in FIG. 11 (c) so that an adult passenger pushing a wheelchair on which a person is riding (an adult accompanied by a first-class mobile vehicle described later) can be appropriately detected. In addition, the height is set higher than the height of the head of a person in a wheelchair (P3) and lower than the height of the top of an adult (P4) in a standing state. This is because when the first height H1 is lower than the height of the head of the person who rides the wheelchair (P3), the person who rides the wheelchair (P3) and the person who pushes it (P4) during the second shading time TA. For each of the above, the first shading time TP is detected, that is, it is detected twice, and it becomes impossible to distinguish between a plurality of adults who continuously get on and off. Therefore, in the present embodiment, the first height H1 is set to the state of being in the wheelchair so that the adult passenger pushing the wheelchair on which the person is riding (adult with the type 1 mobile vehicle) can be appropriately detected. The height is set higher than the height of the head of a person with a first predetermined height higher than the average height of an adult, and lower than the height of the head of a person with a second predetermined height lower than the average height of an adult while standing. ing. The first predetermined height is, for example, 180 cm. The second predetermined height is, for example, 150 cm. More specifically, for example, the first height H1 is the seat height (for example, 45 cm) of the wheelchair and the sitting height (for example, 180 cm × 0.54) of a person of the first predetermined height (for example, a person with a height of 180 cm). It is set to 145 cm, which is higher than the added height (about 140 cm) but lower than the second predetermined height of 150 cm.

When the photodetector 52a having the first height H1 receives the sensor light (YES in S106), the elevator control device 10 returns to the process of step S104.

When the photodetector 52a having the first height H1 does not receive the sensor light (NO in S106), the elevator control device 10 starts timing the first shading time TP (S107), and sets the value of the flag C to 1. Is set (S108). In the case of FIG. 10, for example, with respect to the passenger P1, it is determined that the photodetector 52a at the first height H1 is not receiving the sensor light at the time T2, and the time counting of the first shading time TP is started. It becomes.

If the value of the flag C is non-zero (NO in S105), the elevator controller 10 bypasses steps S106-S108.

The elevator control device 10 determines whether or not the photodetector 52a having the second height H2 has received the sensor light (S109). Specifically, the elevator control device 10 is based on the height signal output from the sensor control device 60 at a cycle of 33 ms, and the height of the photodetector 52a at the highest position among the photodetectors 52a that did not receive the sensor light. When the height of the obtained light receiver 52a is higher than the second height H2, it is determined that the light receiver 52a of the second height H2 is not receiving the sensor light, and the obtained light reception is obtained. When the height of the device 52a is lower than the second height H2, it is determined that the photodetector 52a of the second height H2 has received the sensor light. Here, the second height H2 is set based on the predetermined number m and the predetermined interval Dh in the same height relationship as the third height H3 and the fourth height H4 with the first height H1 as a reference. Has been done.

Returning to FIG. 15, when the photodetector 52a having the second height H2 does not receive the sensor light (NO in S109), the elevator control device 10 returns to the process of step S104.

When the photodetector 52a having the second height H2 receives the sensor light (YES in S109), the elevator control device 10 stops the time counting of the first shading time TP (S110). In the case of FIG. 10, for example, with respect to the passenger P1, it is determined that the photodetector 52a at the second height H2 is receiving the sensor light at the time T3, and the time counting of the first shading time TP is stopped. It becomes.

The elevator control device 10 adds 1 to the peak number CP (S111), and returns to the process of step S104.

In step S104, when the photodetector 52a having the fourth height H4 receives the sensor light (YES in S104), the elevator control device 10 stops the timing of the second shading time TA (S112). In the case of FIG. 10, for example, with respect to the passenger P1, it is determined that the photodetector 52a at the fourth height H4 is not receiving the sensor light at the time T4, and the timing of the second shading time TA is stopped. It becomes.

The elevator control device 10 obtains a differential value of the load indicated by the load signal output from the load detection unit 35, and determines whether or not the obtained differential value is 0 (zero) (S113).

If the derivative value of the load is not 0 (zero) (NO in S113), the elevator controller 10 determines in step S113 until it is determined that the derivative value of the load is 0 (zero) (YES in S113). repeat.

When the differential value of the load is 0 (zero) (YES in S113), the elevator control device 10 stores the load W currently measured by the load detection unit 35 as the load W2 (S114). In the case of FIG. 10, for example, for the passenger P1, the time point (second) at the time T5 when the extreme value point as shown by the arrow Pc first occurs in the load waveform after the time T4 when the measurement of the second shading time TA is completed. At the time point), it is determined that the differential value of the load becomes 0 (zero), and the load W measured at the time point T5 (second time point) is stored as the load W2.

The elevator control device 10 obtains the amount of change Wc of the load measured when passengers get on and off. Specifically, the elevator control device 10 sets the absolute value | W2-W1 | of the value obtained by subtracting the load W1 from the load W2 as the amount of change in the load Wc (see FIG. 10) by the passengers getting on and off (S115).

Here, as shown in FIG. 10, the time when the measurement of the amount of change Wc of the load by the passengers getting on and off is completed is shown by the arrow Pc on the load waveform after the time T4 when the measurement of the second shading time TA is completed. The reason for setting the time point (second time point) at time T5 when the extreme point occurs for the first time (the differential value of the load becomes 0 (zero) for the first time) will be described. As described above, the floor of the car 20 is attached to the car frame 25 via an elastic body 26 (spring element) such as rubber, and the load detection unit 35 is compressed by the floor of the car 20 which sinks due to the load of an object, for example. By detecting the compressed state of the elastic body 26 (for example, the thickness of the compressed elastic body 26), the load of an object existing on the floor of the car 20 is detected. In this case, when passengers get on and off, vibration (fluctuation) occurs in the measured value until there is no change in the load. In order to obtain (measure) an accurate load for passengers getting on and off, after the time T5 (second time point), when there is no vibration (fluctuation) in the measured value (when the load W3 stabilizes), Alternatively, it is conceivable that the time point T11 (hereinafter, appropriately referred to as "third time point T11") when the receiver of the third height H3 stops receiving light for the next passenger P2 is set as the measurement end time. In this case, the measurement end time of the load change amount is later than the time T5, the determination of the passenger type, the calculation of the occupied area based on the passenger type, and the update of the congestion status display based on the occupied area are also delayed. Further, in FIG. 10, passenger P1 and passenger P2 pass at timings that are separated in time, but if the passing timings of passenger P1 and passenger P2 are not so far apart in time, the load change (vibration) due to passenger P1. ) Disappears, a load change (vibration) by the passenger P2 occurs, and the load change amount by the passenger P1 and the load change amount by the passenger P2 cannot be appropriately acquired. In order to avoid this, in the present embodiment, the time point (second time point) at time T5 is set as the measurement end time of the load change amount Wc. Further, the occupied area is corrected and the congestion status display based on the corrected occupied area is updated based on the load change amount Wa in the stable state after the time T5.

When the elevator control device 10 completes the process of the flowchart of FIG. 15, the elevator control device 10 executes the process of step S4 of the flowchart of FIG.

Specifically, the elevator control device 10 determines whether or not the photodetector 52a having the third height H3 does not receive the sensor light for the first time after the door is opened (S4).

When the receiver 52a of the third height H3 stops receiving the sensor light for the first time after the door is opened (YES in S4), the elevator control device 10 has the passenger parameter (second) acquired in step S3. Based on the light-shielding time TA, the first light-shielding time TP, the load W1, the load W2, the load W3, the amount of change in the load Wc, the number of peaks CP, etc.), the passenger type of the passengers who got on and off is determined (S5). The passenger type determination process will be described with reference to FIG.

FIG. 16 is a flowchart illustrating the passenger type determination process in the elevator control device.

The elevator control device 10 determines whether or not the first shading time TP is 0 (zero) (S201). The first shading time TP becomes 0 (zero) when the height of the passenger is lower than the first height H1 as shown in FIGS. 11 (a) and 11 (b). FIG. 11A shows an example of a height waveform when the passenger is a child, and FIG. 11B shows an example of a height waveform when the passenger is, for example, a person in a wheelchair. ..

When the first shading time TP is 0 (zero) (YES in S201), the elevator control device 10 determines whether or not the load change amount Wc is 45 [kg] or less (S202). 45 [kg] is an example of the first change amount of the load.

When the load change amount Wc is 45 [kg] or less (YES in S202), the elevator control device 10 determines whether or not the load change amount Wc is 31 [kg] or less (S203). 31 [kg] is an example of the second change amount of the load as a threshold value for determining that the child is a second-class child smaller than the first-class child.

When the load change amount Wc is not 31 [kg] or less (NO in S203), the elevator control device 10 determines that the passenger type of the passengers getting on and off is "Type 1 child" (S205), and the load change. When the amount Wc is 31 [kg] or less (YES in S203), it is determined that the passenger type of the passengers getting on and off is "Type 2 child" (S204).

When the load change amount Wc is not 45 [kg] or less (NO in S202), the elevator control device 10 determines that the passenger type of the passengers getting on and off is "wheelchair user" (S206). A "wheelchair user" is a person in a wheelchair. It doesn't matter if the person in the wheelchair is an adult or a child.

When the first shading time TP is not 0 (zero) (NO in S201), the elevator control device 10 determines whether or not a plurality of adult passengers have continuously boarded and disembarked during the second shading time TA (S207). ). For example, the elevator control device 10 determines whether or not the peak number CP is 2 or more. The peak number CP is 2 or more when, for example, as shown in FIG. 12, the first shading time TP is measured twice or more during the second shading time TA. FIG. 12 shows an example of the height waveform when the peak number CP becomes 3 by getting on and off the three adults P11, P12, and P13. When multiple adults get on and off continuously, the legs kicked back and forth while these passengers are walking may overlap, and the second shading time TA may not be separated for each passenger. In such a case, the peak number CP By counting, it is possible to appropriately determine that a plurality of adult passengers have boarded and disembarked in succession.

The determination that a plurality of adults have continuously boarded and disembarked may be made by a method other than the determination based on the peak number CP. For example, as shown in FIG. 13, the first shading time TP is measured only once during the second shading time TA, but the measured height fluctuates up and down at a position higher than the first height H1. When the amount of descent Δy1 and the amount of ascent Δy2 are equal to or greater than a predetermined amount (for example, a length of about the average head length of an adult), passengers P21 and P22 are present before and after the position of the valley V. You may judge that. That is, after the peak is formed at a position higher than the first height H1 during the second shading time TA, the measured height becomes lower than the predetermined amount, and then the measured height further becomes the predetermined amount or more. When it occurs, it may be determined that the number of valley V + 1 (plural) adult passengers have boarded and disembarked.

Alternatively, the elevator control device 10 divides the amount of change in the load detected by the load detection unit 35 during the second shading time TA by a predetermined load (for example, 50 [kg]) corresponding to the body weight of a small adult to obtain a decimal point. A value N obtained by rounding down the following is obtained, and when the value N is 2 or more, it may be determined that a plurality of adults have continuously boarded and disembarked. In this method, the load W4 is detected at the time when the photodetector 52a having the fourth height H4 receives the sensor light (YES in S104). Then, the difference between the load W1 and the load W4 is taken as the amount of change in the load detected by the load detection unit 35 during the second light-shielding time TA. The value obtained by adding half the value of the predetermined load (for example, 25 [kg]) to the amount of change in the load detected by the load detection unit 35 during the second shading time TA is divided by the predetermined load. The value N rounded down to the nearest whole number is obtained, and when the value N is 2 or more, it may be determined that a plurality of adults have continuously boarded and disembarked. According to this method, the number of passengers can be appropriately obtained even when the plurality of adult passengers include passengers lighter than the predetermined load.

When it is determined that a plurality of adults have continuously boarded and disembarked (YES in S207), the elevator control device 10 determines that the passenger type of the passengers who boarded and disembarked is "plurality of adults" (S213).

When it is not determined that a plurality of adults have continuously boarded and disembarked (NO in S207), the elevator control device 10 sets the first light-shielding time TP as the ratio of the first light-shielding time TP to the second light-shielding time TA. It is determined whether or not the value divided by the shading time TA is 0.55 or more (S208). The value obtained by dividing the first shading time TP by the second shading time TA is whether or not the passenger is accompanied by a moving vehicle (a first-class moving vehicle or a second-class moving vehicle described later) that is moved on the floor surface. It changes greatly depending on. For example, for an adult passenger without a moving vehicle moving on the floor, the second shading time TA is slightly longer than the first shading time TP, as illustrated in passenger P1 of FIG. 10, for example. It is time, and the divided value often takes a value larger than 0.55. On the other hand, for an adult passenger with a moving vehicle moved on the floor, the second shading time TA has a second shading time TA, as illustrated in the adult passenger with a wheelchair (pushing) in FIG. 11 (c). 1 Shading time It is many times longer than TP, and the divided value takes a value smaller than 0.55.

Based on the determination in step S208, when the divided value is 0.55 or more (YES in S208), the elevator control device 10 determines that the passenger type of the passengers getting on and off is "adult without a moving vehicle". (S209). In the following, an "adult without a moving vehicle" may be simply referred to as an "adult". The moving vehicle is a vehicle that is pushed or guided by passengers on the floor surface, and includes a first moving vehicle and a second moving vehicle, which will be described later.

On the other hand, when the divided value is not 0.55 or more (NO in S208), the elevator control device 10 determines whether or not the load change amount Wc is 200 [kg] or less (S210). 200 [kg] is an example of the amount of change in the load for distinguishing whether the moving vehicle is a type 1 moving vehicle or a type 2 moving vehicle. The amount of change in this load may be, for example, 150 [kg].

When the amount of change in load Wc is 200 [kg] or less (YES in S210), the elevator control device 10 determines that the passenger type of the passengers getting on and off is "adult with a type 1 mobile vehicle" (YES). S211). The first-class mobile vehicle is a mobile vehicle that is pushed or guided on the floor by passengers, and is, for example, a wheelchair, a trolley, a shopping cart, a stroller, a carry bag, or the like.

When the amount of change in load Wc is not 200 [kg] or less (NO in S210), the elevator control device 10 determines that the passenger type of the passengers getting on and off is "adult with a type 2 mobile vehicle" (S212). ). The type 2 mobile vehicle is a mobile vehicle that is pushed or guided by passengers on the floor surface, and is, for example, a trolley loaded with a heavy object.

When the elevator control device 10 completes the passenger type determination process according to the flowchart of FIG. 16, the elevator control device 10 executes the occupied area calculation process of step S6 of the flowchart of FIG.

Specifically, the elevator control device 10 includes a load change amount Wc, a peak number CP, and a passenger type determined by the passenger type determination process (S5) among the passenger parameters acquired by the passenger parameter acquisition process (S3). ^{The occupied area S [m 2} ] of the passengers who got on and off is obtained based on. For example, the occupied area S is obtained by appropriately substituting the load change amount Wc and the peak number CP into the following formulas 1 to 6 according to the passenger type. Formulas 1 to 6 are examples of predetermined calculation formulas according to the determination result of the passenger type.

(A) Adult or first-class child S = Wc × 0.0026 + 0.07 ・ ・ ・ (1)
(B) Type 2 child S = 0.15 ... (2)
(C) Wheelchair users in wheelchairs S = 0.76 ・ ・ ・ (3)
(D) Adult with a first-class mobile vehicle S = Wc x 0.007 + 0.027 ... (4)
(E) Adult with a second-class mobile vehicle S = 0.76 ... (5)
(F) Multiple adults S = Wc × 0.0026 + 0.07 × CP ・ ・ ・ (6)

Here, the inventor of the present application has a different correlation between the load change amount Wc and the occupied area S depending on whether the passenger is male or female, and the female has a larger occupied area S corresponding to the change amount Wc. I got the knowledge that it will be. However, the difference between men and women is small, and image recognition is also required to distinguish between men and women. Therefore, in the present embodiment, a calculation formula based on the correlation for women is used as the formula (1) for adults or first-class children. If a means for easily distinguishing between males and females is separately implemented, mathematical formulas for adults or first-class children may be set for each of males and females. The formula for men when distinguishing between men and women is the formula (1').

S = Wc × 0.0022 + 0.09 ・ ・ ・ (1')

It should be noted that calculating the occupied area S using the mathematical formula 1 is an example of a method for calculating the occupied area S, and the occupied area S may be calculated by a method other than this. For example, as shown in FIG. 17, a storage table in which the load change amount Wc and the passenger's occupied area S are recorded in association with each other is stored in the storage unit 12, and corresponds to the detected load change amount Wc. The occupied area S may be obtained by referring to the storage table. In FIG. 17, the amount of change in load Wc [kg] is set in units of 1 kg, but it may be set in units of 0.5 kg or 2 kg, for example. Further, when distinguishing the occupied area S between men and women, the occupied area S may be recorded for each man and woman in the storage table.

Here, the mathematical formula 1 is a mathematical formula created by the inventor so that the occupied area S can be easily and approximately obtained based on the change amount Wc of the load. Will be described with reference to FIG.

FIG. 18 is a diagram illustrating a basic concept of a method of calculating an occupied area based on a load change amount Wc.

First, based on the amount of change in load Wc [kg] detected when passengers get on and off, that is, the amount equivalent to the weight of passengers, the human body area Sb [m ² ] obtained by projecting the passengers getting on and off onto the floor of the car is mathematically expressed ( 7) (S301). Here, W0 is the average body weight of an adult [kg], and S0 is the average human body area of an adult [m ² ]. The average body weight W0 of a Japanese adult male is 65 [kg], and the average human body area is 0.1 [m ² ]. It is assumed that the average body weight W0 of a Japanese adult female is 52 [kg] and the average human body area is 0.08 [m ² ]. In this calculation method, the human body area Sb is assumed to be proportional to the body weight.

Sb = Wc / W0 × S0 ・ ・ ・ (7)

Next, based on the human body area Sb [m ² ], the chest thickness Lb [m] and shoulder width Ls [m] of the passengers who got on and off are calculated by the formulas 8 and 9 (S302). Here, it is assumed that the shape of the human body seen from above is a rectangle having a relationship of chest thickness Lb: shoulder width Ls = 1: 2. According to these formulas, the average body weight of a Japanese adult male has a chest thickness Lb0 of 0.22 [m] and a shoulder width Ls0 of 0.44 [m]. Further, the chest thickness Lb0 of a Japanese adult female having an average body weight is 0.21 [m], and the shoulder width Ls0 is 0.41 [m].

Lb = √ (Sb / 2) ・ ・ ・ (8)
Ls = Lb × 2 ・ ・ ・ (9)

Next, based on the passenger's chest thickness Lb [m] and shoulder width Ls [m], the anteroposterior length L1 [m] and the width direction length L2 [m] of the occupied area of the passengers who got on and off are calculated by equations 10 and 11. Calculated by (S303). Lbp [m] in the mathematical formula (10) is a separation distance secured as a personal space between passengers adjacent to each other in the front-rear direction, and is, for example, 0.2 [m]. Lsp [m] in the mathematical formula (11) is a separation distance secured as a personal space between passengers adjacent to each other in the width direction, and is, for example, 0.1 [m]. The values of 0.2 [m] and 0.1 [m] are examples, and if they are set to larger values, the feeling of oppression while riding in the elevator can be further reduced.

L1 = Lb + Lbp ... (10)
L2 = Ls + Lsp ・ ・ ・ (11)

^{Next, the occupied area S [m 2} ] of the passenger is calculated by the mathematical formula 12 based on the length L1 [m] in the front-rear direction and the length L2 [m] in the width direction of the occupied area (S304).

S = L1 × L2 ・ ・ ・ (12)

When the elevator control device 10 completes the calculation of the occupied area S in step S6 of FIG. 14, the elevator control device 10 executes the determination process of the boarding / alighting direction in step S7 (S7). The process of determining the boarding / alighting direction in step S7 will be described in detail with reference to FIG.

FIG. 19 is a flowchart illustrating the boarding / alighting direction determination process in the elevator control device.

The elevator control device 10 determines whether or not the value obtained by subtracting the load W1 from the load W2 acquired in the passenger parameter acquisition process in step S3 of FIG. 14 is 0 or more (S401).

When the subtracted value is 0 or more (YES in S401), that is, when the load in the car increases due to the passenger getting on and off, the elevator control device 10 determines that the passenger has boarded the car 20 (S402).

When the subtracted value is not 0 or more (NO in S401), that is, when the load in the car is reduced by getting on and off the passenger, the elevator control device 10 determines that the passenger has disembarked from the car 20 (S403).

When the elevator control device 10 completes the determination of the passenger boarding / alighting direction, the elevator control device 10 executes the calculation process of the total occupied area ΣS in step S8 of FIG. Specifically, the elevator control device 10 calculates the total occupied area ΣS, which is the total occupied area S for all passengers in the car (S8). The calculation process of the total occupied area ΣS in step S8 will be described in detail with reference to FIG.

FIG. 20 is a flowchart illustrating a calculation process of the total occupied area ΣS in the elevator control device.

The elevator control device 10 determines whether or not the boarding / alighting direction of the passengers getting on / off is the boarding direction (S501).

When the boarding / alighting direction is the boarding direction (YES in S501), the elevator control device 10 calculates the total occupied area ΣS in consideration of the passengers who got on / off this time by the mathematical formula 13 (S502).

ΣS = total occupied area of the previous control cycle ΣS + occupied area of passengers this time S ... (13)

When the boarding / alighting direction is not the boarding direction (NO in S501), that is, when the boarding / alighting direction is, the elevator control device 10 obtains the total occupied area ΣS by the mathematical formula 14 (S503).

ΣS = total occupied area of the pre-control cycle ΣS-occupied area of the passenger this time S ... (14)

When the elevator control device 10 completes the calculation process of the total occupied area ΣS, the elevator control device 10 executes the calculation process of the total number of passengers for each passenger type in step S9 of FIG. 14 (S9).

Specifically, in step S9, the elevator control device 10 calculates the total number of passengers in the car for each type (S9). For example, when the boarding / alighting direction determination result in step S7 is the boarding direction, 1 is added to the total number of passenger types determined in the passenger type determination in step S5, and the boarding / alighting direction determination result is the boarding direction. To obtain the total number of passengers for each passenger type by subtracting 1 from the total number of passengers for each passenger type determined in the passenger type determination in step S5. In this step S9, only the total number of wheelchair users, adults with a first-class mobile vehicle, and adults with a second-class mobile vehicle required for the process of step S10 may be obtained. If the adult with the first-class mobile vehicle is an adult pushing a wheelchair, the number of people is counted as one even if a person is in the wheelchair.

When the elevator control device 10 completes the calculation process of the total number of passengers for each passenger type in step S9, the elevator control device 10 executes the optimization correction process of the total occupied area ΣS in step S10 of FIG. 14 (S10). The optimization correction process for the total occupied area ΣS in step S10 will be described in detail with reference to FIG.

FIG. 21 is a flowchart illustrating an optimization correction process for the total occupied area ΣS in the elevator control device.

The elevator control device 10 determines whether or not the currently measured load (current load) is less than the first load corresponding to the load value measured when the car is empty (S601). The first load corresponding to the load in the empty car is a load value obtained by adding a predetermined load of, for example, about 20 [kg] to the load measured by the load detection unit 35 when the number of passengers is 0 (zero).

When the current load is less than the first load (YES in S601), the elevator control device 10 resets the total occupied area ΣS and the car floor occupancy Rc to 0 (S602).

If the current load is not less than the first load (NO in S601), is the elevator control device 10 less than the second load equivalent to the load measured when only one adult is on board? It is determined whether or not (S603). The second load is, for example, 70 [kg].

If the current load is not less than the second load (NO in S603), the elevator control device 10 does not correct the total occupied area ΣS and the car floor occupancy Rc.

When the current load is less than the second load (YES in S603), the elevator control device 10 is classified into a wheelchair user, an adult with a first-class mobile vehicle, and an adult with a second-class mobile vehicle3. It is determined whether or not passengers belonging to one passenger type (passengers of these passenger types are collectively referred to hereinafter as "moving vehicle passengers") are on board (S604). Specifically, when the total number of passengers belonging to the passenger types classified as wheelchair users, adults with type 1 mobile vehicles, and adults with type 2 mobile vehicles is 0, these passengers. Is not on board, and when at least one total number of passengers is not 0, it is determined that a moving vehicle passenger is on board.

When the moving vehicle passenger is on board (YES in S604), the elevator control device 10 does not correct the total occupied area ΣS and the car floor occupancy rate Rc. As a result, it is possible to prevent the total occupied area ΣS from being undercorrected when a moving vehicle passenger is on board, in which the occupied area S with respect to the load change amount Wc is relatively large as compared with other passenger types. ..

When the moving vehicle passenger is not on board (NO in S604), the elevator control device 10 determines the total occupied area ΣS and the car floor occupancy rate Rc when the passenger is an adult (without a moving vehicle) based on the current load. It is calculated and corrected to the calculated value (S605).

When the elevator control device 10 completes the optimization correction process for the total occupied area ΣS, the elevator control device 10 executes the car floor occupancy rate calculation process in step S11 of FIG.

Specifically, the elevator control device 10 calculates the car floor occupancy rate Rc of the passengers in the car by the mathematical formula 14 (S11). That is, the total occupied area ΣS is divided by the car floor area Sf to calculate the car floor occupancy rate Rc.

Rc = ΣS / car floor area Sf ・ ・ ・ (14)

The elevator control device 10 causes the congestion status display unit 122 of the landing to display the congestion status (S12). At this time, the congestion status display unit 122 displays, for example, the car floor occupancy rate Rc as the current congestion status. The displayed contents are continuously displayed until steps S12 or S20 are executed and updated in the next control cycle.

The elevator control device 10 stores the occupied area S, the total occupied area ΣS, the total number of passengers for each passenger type, and the car floor occupancy rate Rc obtained as described above in the storage unit 12 (S13), and returns to step S1. .. When the data of the occupied area S, the total occupied area ΣS, the total number of people for each passenger type, and the car floor occupancy rate Rc are already stored in the storage unit 12, the stored data was obtained most recently. Performs the process of updating with data.

In step S4 described above, when it is not the first time after the door is opened that the receiver 52a having the third height H3 does not receive the sensor light (NO in S4), the elevator control device 10 is occupied by the passenger's area immediately before. The difference area ΔS, which is the correction amount of S, is calculated (S14). For example, after the door is opened, as shown in FIG. 10, the passenger P2 starts getting on and off following the passenger P1, and the receiver 52a at the third height H3 stops receiving the sensor light due to the passenger P2 getting on and off. (At the time point T11 (third time point)), the difference area ΔS is calculated for the passenger immediately before. The calculation process of the difference area ΔS in step S14 will be described in detail with reference to FIG.

FIG. 22 is a flowchart illustrating a calculation process of the difference area ΔS for correcting the occupied area S of the passenger immediately before in the elevator control device 10.

The elevator control device 10 has a load W3 measured by the load detection unit 35 at the time T11 (third time point) for the passenger this time and a load measured at the time T1 (first time point) for the immediately preceding passenger. Based on W1, the correction load change amount Wa for the immediately preceding passenger is obtained by the mathematical formula 15 (S701).

Wa = | W3-W1 | ... (15)

The elevator control device 10 calculates the corrected occupied area Sa for the immediately preceding passenger based on the passenger type determined for the immediately preceding passenger and the correction load change amount Wa obtained by the equation 15 for the immediately preceding passenger. (S702). The occupied area Sa after correction is calculated by using equations 1 to 6 and the like in the same manner as the occupied area S before correction.

The elevator control device 10 calculates the difference area ΔS between the occupied area S initially obtained for the immediately preceding passenger and the corrected occupied area Sa by the mathematical formula 16 (S703).

ΔS = Sa-S ... (16)

When the elevator control device 10 completes the calculation of the difference area ΔS, the elevator control device 10 executes the correction process of the total occupied area ΣS in step S15 of FIG.

Specifically, the elevator control device 10 corrects the total occupied area ΣS based on the difference area ΔS (S15). That is, as in Equation 17, the difference area ΔS is added to the current total occupied area ΣS to obtain the corrected total occupied area ΣS.

Corrected ΣS = current ΣS + ΔS ・ ・ ・ (17)

When the elevator control device 10 completes the correction processing of the total occupied area ΣS in step S15, the elevator control device 10 executes the processing after step S5 described above based on the corrected total occupied area ΣS.

When it is determined in step S1 of FIG. 14 that the car door 21 is closed (YES in S1), the elevator control device 10 executes the processes of steps S16 to S20 at the time of determination (fourth time point). The processes of steps S16 and S17 are the same as those of steps S14 and S15 described above. The processes of steps S18, S19, and S20 are the same as those of steps S10, S11, and S12 described above. By these processes, the display of the congestion status in the congestion status display unit 122 of the landing is updated (S20).

When the process up to step S20 is executed, the elevator control device 10 stores the total occupied area ΣS and the car floor occupancy rate Rc in the storage unit 12 (S21). If the storage unit 12 already stores the data of the total occupied area ΣS and the car floor occupancy rate Rc, the stored data is updated with the most recently obtained data.

The elevator control device 10 determines whether or not the car door 21 that is closed is opened (S22). The car door 21 that is closed opens when, for example, the car 20 that has been raised and lowered arrives at the destination floor.

When the car door 21 is opened (YES in S22), the elevator control device 10 returns to step S1.

If the car door 21 is not open (NO in S22), the elevator control device 10 re-executes the process of step S22.

(Summary of embodiments)
1. 1. Passenger type judgment based on the first shading time, the second shading time, and the amount of change in load (1)
The elevator 30 of this embodiment is
A car 20 having a boarding / alighting port 20a for passengers to get on and off,
It has a plurality of floodlights 51a arranged side by side in the vertical direction of the boarding / alighting port 20a, and a plurality of receivers 52a arranged side by side in the vertical direction of the boarding / alighting port 20a. A multi-beam sensor 50 in which the floodlights 51a and the plurality of receivers 52a face each other across the entrance / exit 20a on the left and right, and
A sensor control device 60 (an example of a signal output unit) that outputs a signal indicating the height position of the receiver 52a at the highest position among the receivers 52a that did not receive the sensor light projected from the floodlight 51a.
A load detection unit 35 that detects the load of an object existing on the floor of the car 20 and
It includes an elevator control device 10 (an example of a control unit).
The elevator control device 10 is
Based on the signal output from the sensor control device 60 when passengers get on and off, the second height lower than the first height H1 after the photodetector 52a located at the first height H1 stops receiving the sensor light. The first shading time TP until the photodetector 52a located at H2 returns to the state of receiving the sensor light, and the photodetector 52a located at the third height H3 lower than the second height H2 receives the sensor light. The second shading time TA from when the photodetector 52a located at the fourth height H4, which is lower than the third height H3, returns to the state of receiving the sensor light is measured.
The passenger type of the passengers who got on and off is determined based on the first light-shielding time TP, the second light-shielding time TA, and the amount of change Wc of the load detected by the load detection unit 35 when the passengers get on and off.

According to this configuration, the passenger types of various passengers can be discriminated by a simple process without performing image processing or the like by using a sensor (multi-beam sensor 50 or load detection unit 35) generally provided in the elevator.

(2)
The first height H1 is higher than the head height of a person having a first predetermined height higher than the average adult height in a wheelchair, and is lower than the average adult height in a standing state. It is set to a height lower than the height of a person's head,

As a result, the first shading time TP is measured for adults who walk and get on and off the car 20, but the first shading time TP is not measured for adults who get on and off the car 20 in a wheelchair. It becomes zero. Therefore, it is possible to distinguish between an adult who walks and gets on and off the car 20 and an adult who gets on and off the car 20 on a wheelchair based on the length or presence or absence of the first shading time TP.

(3)
The plurality of floodlights 51a and receivers 52a are arranged side by side at predetermined intervals Dh in the vertical direction.
The elevator control device 10 is the same as the photodetectors 52a arranged at the same height and the predetermined photodetectors 52a above the photodetectors 52a when the sensor light is projected onto one photodetector 51a. For each of the predetermined number of photodetectors 52a below the photodetectors 52a arranged at the height, it is determined whether or not the projected sensor light is received.
The second height H2 is set based on a predetermined number m and a predetermined interval Dh with reference to the first height H1.

As a result, the first shading time TP can be measured accurately.

(4)
The third height H3 is set to a height lower than the height of the upper end of the moving vehicle that is moved on the floor surface with the passengers.

As a result, when a passenger gets on and off the car 20 with a moving vehicle moving on the floor surface, the moving vehicle can be appropriately detected.

(5)
The plurality of floodlights 51a and receivers 52a are arranged side by side at predetermined intervals Dh in the vertical direction.
The elevator control device 10 is the same as the photodetectors 52a arranged at the same height and the predetermined photodetectors 52a above the photodetectors 52a when the sensor light is projected onto one photodetector 51a. For each of the predetermined number of photodetectors 52a below the photodetectors 52a arranged at the height, it is determined whether or not the projected sensor light is received.
The fourth height H4 is set based on a predetermined number of m and a predetermined interval Dh with reference to the third height H3.

As a result, the second shading time TA can be measured accurately.

(6)
In the elevator control device 10, the first light-shielding time TP is not measured during the second light-shielding time TA and is zero, and the amount of change Wc of the load detected by the load detection unit 35 when passengers get on and off is the first. When the amount of change (for example, 45 [kg]) or less, it is determined that the passenger type of the passenger who got on and off is a first-class child.

Thereby, the first kind child can be discriminated.

(7)
In the elevator control device 10, the first light-shielding time TP is not measured during the second light-shielding time TA and is zero, and the amount of change Wc of the load detected by the load detection unit 35 when passengers get on and off is the first. When it is less than or equal to the second change amount (for example, 31 [kg]), which is smaller than the change amount, it is determined that the passenger type of the passenger who got on and off is the second type child.

Thereby, the second kind child can be discriminated.

(8)
In the elevator control device 10, the first light-shielding time TP is not measured during the second light-shielding time TA and is zero, and the amount of change Wc of the load detected by the load detection unit 35 when passengers get on and off is the first. If it is not less than or equal to the amount of change, it is determined that the passenger type of the passenger who got on and off is a wheelchair user who is in a wheelchair.

This makes it possible to identify a wheelchair user who is in a wheelchair.

(9)
The elevator control device 10 measures the first light-shielding time TP during the second light-shielding time TA, and sets the first light-shielding time TP as the ratio of the first light-shielding time TP and the second light-shielding time TA to the second light-shielding time. When the value divided by TA is equal to or greater than a predetermined value (for example, 0.55), the passenger type of the passengers getting on and off is a moving vehicle (for example, a wheelchair, a trolley, a shopping cart) that is pushed or guided on the floor. , Stroller, carry bag, etc.) Judged as an adult.

This makes it possible to identify an adult who is not accompanied by a moving vehicle that is moved on the floor surface.

(10)
The elevator control device 10 measures the first light-shielding time TP during the second light-shielding time TA, and sets the first light-shielding time TP as the ratio of the first light-shielding time TP and the second light-shielding time TA to the second light-shielding time. When the value divided by TA is not equal to or more than a predetermined value (for example, 0.55), it is determined that the passenger type of the passengers getting on and off is an adult accompanied by a moving vehicle that is pushed or guided on the floor.

This makes it possible to identify an adult with a moving vehicle that is moved on the floor.

(11)
When the first shading time TP is measured a plurality of times during the second shading time TA, the elevator control device 10 determines that the passenger type of the passengers getting on and off is the same as the plurality of adults.

Thereby, a plurality of adults can be discriminated.

(12)
The elevator control device 10 is an adult average after the height position indicated by the signal output from the sensor control device 60 forms a peak at a position higher than the first height position during the second shading time TA. When it becomes lower than the predetermined length of about the head length and then becomes higher than the predetermined length, it is determined that the passenger type of the passengers getting on and off is a plurality of adults.

Thereby, a plurality of adults can be discriminated.

(13)
The elevator control device 10 rounds down the value obtained by dividing the amount of change Wc of the load detected by the load detection unit 35 during the second shading time TA by a predetermined load smaller than the average weight of an adult and rounding down to the nearest whole number. When the value N is an integer of 2 or more, it is determined that the passenger type of the passengers getting on and off is a plurality of adults.

Thereby, a plurality of adults can be discriminated.

(14)
The elevator control device 10 obtains the occupied area S of the passengers getting on and off based on the determination result of the passenger type and the amount of change Wc of the load detected by the load detecting unit 35 when the passengers get on and off.

Thereby, the occupied area S can be accurately obtained for each passenger based on the amount of change Wc of the load when the passenger gets on and off the car 20, that is, the approximate value of the weight of the passenger.

(15)
The elevator control device 10 uses a predetermined calculation formula (for example, mathematical formulas (1) to (6)) according to the determination result of the passenger type for the amount of change Wc of the load detected by the load detection unit 35 when the passenger gets on and off. By substituting, the occupied area S of the passengers who got on and off is obtained.

As a result, the occupied area S of the passengers who got on and off can be easily obtained by a predetermined calculation formula according to the determination result of the passenger type.

(16)
The elevator control device 10 is
Based on the change direction of the load detected by the load detection unit 35 when the passengers get on and off, the getting on and off direction of the passengers who got on and off is determined.
Based on the occupied area S obtained for each passenger getting on and off and the boarding / alighting direction of the passengers, the total occupied area ΣS, which is the sum of the occupied areas of all the passengers in the car 20, is obtained.
Based on the obtained total occupied area ΣS and the car floor area Sf, the car floor occupancy rate Rc indicating the congestion status in the car 20 is obtained.

As a result, the car floor occupancy rate Rc indicating the congestion status in the car 20 can be obtained.

(17)
Further equipped with a congestion status display unit 122 (an example of a display unit) arranged at the landing,
The elevator control device 10 causes the congestion status display unit 122 to display the congestion status in the car 20 based on the car floor occupancy rate Rc.

As a result, the passenger can know the congestion status in the car 20 at the landing before getting on the car 20.

2. Passenger type judgment based on the ratio of the first shading time and the second shading time (1)
A car 20 having a boarding / alighting port 20a for passengers to get on and off,
It has a plurality of floodlights 51a arranged side by side in the vertical direction of the boarding / alighting port 20a, and a plurality of receivers 52a arranged side by side in the vertical direction of the boarding / alighting port 20a. A multi-beam sensor 50 in which the floodlights 51a and the plurality of receivers 52a face each other across the entrance / exit 20a on the left and right, and
A sensor control device 60 (an example of a signal output unit) that outputs a signal indicating the height position of the receiver 52a at the highest position among the receivers 52a that did not receive the sensor light projected from the floodlight 51a.
Elevator control device 10 (an example of a control unit)
The elevator control device 10 is
Based on the signal output from the sensor control device 60 when passengers get on and off, the second height lower than the first height H1 after the photodetector 52a located at the first height H1 stops receiving the sensor light. The first shading time TP until the photodetector 52a located at H2 returns to the state of receiving the sensor light, and the photodetector 52a located at the third height H3 lower than the second height H2 receives the sensor light. The second shading time TA from when the photodetector 52a located at the fourth height H4, which is lower than the third height H3, returns to the state of receiving the sensor light is measured.
Based on the ratio of the first light-shielding time TP and the second light-shielding time TA, the passenger type of the passengers who got on and off is determined.

Thereby, the multi-beam sensor 50 can be used to discriminate the passenger types of various passengers.

(2)
The first height H1 is higher than the head height of a person having a first predetermined height higher than the average adult height in a wheelchair, and is lower than the average adult height in a standing state. It is set to a height lower than the height of the human head.

As a result, the first shading time TP is measured for adults who walk and get on and off the car 20, but the first shading time TP is not measured for adults who get on and off the car 20 in a wheelchair. It becomes zero. Therefore, based on the length of the first shading time TP, it is possible to distinguish between an adult who walks and gets on and off the car 20 and an adult who gets on and off the wheelchair 20 and gets on and off the car 20.

(3)
The plurality of floodlights 51a and receivers 52a are arranged side by side at predetermined intervals Dh in the vertical direction.
The elevator control device 10 is the same as the photodetectors 52a arranged at the same height and the predetermined photodetectors 52a above the photodetectors 52a when the sensor light is projected onto one photodetector 51a. For each of the predetermined number of photodetectors 52a below the photodetectors 52a arranged at the height, it is determined whether or not the projected sensor light is received.
The second height H2 is set based on a predetermined number m and a predetermined interval Dh with reference to the first height H1.

As a result, the first shading time TP can be measured accurately.

(4)
The third height H3 is set to a height lower than the height of the upper end of the moving vehicle that is moved on the floor surface with the passengers.

As a result, when a passenger gets on and off the car 20 with a moving vehicle moving on the floor surface, the moving vehicle can be appropriately detected.

(5)
The plurality of floodlights 51a and receivers 52a are arranged side by side at predetermined intervals Dh in the vertical direction.
The elevator control device 10 is the same as the photodetectors 52a arranged at the same height and the predetermined photodetectors 52a above the photodetectors 52a when the sensor light is projected onto one photodetector 51a. For each of the predetermined number of photodetectors 52a below the photodetectors 52a arranged at the height, it is determined whether or not the projected sensor light is received.
The fourth height H4 is set based on a predetermined number of m and a predetermined interval Dh with reference to the third height H3.

As a result, the second shading time TA can be measured accurately.

(6)
The elevator control device 10 measures the first light-shielding time TP during the second light-shielding time TA, and sets the first light-shielding time TP as the ratio of the first light-shielding time TP and the second light-shielding time TA to the second light-shielding time. When the value divided by TA is equal to or greater than a predetermined value (for example, 0.55), it is determined that the passenger type of the passengers getting on and off is an adult without a moving vehicle moved on the floor surface.

This makes it possible to identify an adult who is not accompanied by a moving vehicle that is moved on the floor surface.

(7)
The elevator control device 10 measures the first light-shielding time TP during the second light-shielding time TA, and sets the first light-shielding time TP as the ratio of the first light-shielding time TP and the second light-shielding time TA to the second light-shielding time. When the value divided by TA is greater than zero but not greater than or equal to a predetermined value (for example, 0.55), it is determined that the passenger type of the passengers getting on and off is an adult with a moving vehicle moved on the floor.

This makes it possible to identify an adult with a moving vehicle that is moved on the floor.

(8)
When the first light-shielding time TP is not measured and is zero during the second light-shielding time TA, the elevator control device 10 determines that the passenger type of the passengers getting on and off is a child or a passenger in a wheelchair.

This makes it possible to identify children and passengers in wheelchairs.

3. 3. Estimating passenger occupied area based on load (1)
Car 20 and
A load detection unit 35 that detects the load of an object existing on the floor of the car 20 and
Elevator control device 10 (an example of a control unit)
The elevator control device 10 estimates the occupied area S of the passengers getting on and off based on the amount of change Wc of the load detected by the load detecting unit 35 when the passengers get on and off the car 20.

Thereby, the occupied area S can be accurately obtained for each passenger based on the change amount Wc of the load when the passengers get on and off the car 20, that is, the weight equivalent amount of each passenger getting on and off the car 20. Therefore, it is possible to accurately estimate the congestion status in the car.

(2)
The elevator control device 10 is
Based on the amount of change in load Wc, the shoulder width and chest thickness of passengers getting on and off are estimated.
The lateral length of the occupied area is obtained by adding the predetermined lateral separation distance to the estimated shoulder width.
The length of the occupied area in the anteroposterior direction is obtained by adding a predetermined distance in the anterior-posterior direction to the estimated chest thickness.
By multiplying the lateral length and the front-rear length, the occupied area S of passengers getting on and off is obtained.

As a result, the occupied area S can be accurately obtained for each passenger who gets on and off based on the amount of change Wc of the load.

(3)
The elevator control device 10 obtains the occupied area S of passengers getting on and off by substituting the amount of change Wc of the load into a predetermined calculation formula (for example, the formula (1)).

Thereby, the occupied area S of the passengers who got on and off can be easily obtained by a predetermined calculation formula.

(4)
It is provided with a storage table that records the amount of change in load Wc and the occupied area S of passengers in association with each other.
The elevator control device 10 obtains the occupied area S of the passengers who got on and off by referring to the storage table based on the detected load change amount Wc.

Thereby, the occupied area S of the passengers who got on and off can be easily obtained by referring to the storage table.

(5)
The elevator control device 10 is
Based on the change direction of the load detected by the load detection unit 35 when the passengers get on and off, the boarding / alighting direction of the passengers who got on and off is determined.
By adding or subtracting the occupied area S obtained for each passenger getting on and off according to the boarding / alighting direction of the passengers, the total occupied area ΣS of all passengers in the car 20 is obtained.
Based on the obtained total occupied area ΣS and the car floor area Sf, the car floor occupancy rate Rc indicating the congestion status in the car 20 is obtained.

As a result, the car floor occupancy rate Rc indicating the congestion status in the car 20 can be obtained.

(6)
Further equipped with a congestion status display unit 122 (an example of a display unit) arranged at the landing,
The elevator control device 10 causes the congestion status display unit 122 to display the congestion status in the car 20 based on the car floor occupancy rate Rc.

As a result, the passenger can know the congestion status in the car 20 at the landing before getting on the car 20.

4. Setting the end time of load measurement based on the differential value of the load (1)
A car 20 having a boarding / alighting port 20a for passengers to get on and off,
A multi-beam sensor 50 (an example of a photoelectric sensor) having a floodlight 51a and a receiver 52a arranged so as to face each other across the entrance / exit 20a in a state where the entrance / exit 20a is open.
A sensor control device 60 (an example of a signal output unit) that outputs a signal indicating a light receiving state of the sensor light projected from the floodlight 51a at the receiver 52a, and
A load detection unit 35 that detects the load of an object existing on the floor of the car 20 and
Elevator control device 10 (an example of a control unit)
The elevator control device 10 determines the passenger type of the passengers who got on and off based on the light receiving state and the amount of change Wc of the load detected by the load detecting unit 35 when the passengers got on and off the car 20.
The amount of change in load Wc is the third height H3 from the first time point T1 when the receiver 52a (first receiver) at the third height H3 stops receiving the sensor light due to passengers getting on and off the car 20. After the receiver 52a (second receiver) of the fourth height H4, which has a predetermined height relationship with the receiver 52a (first receiver) of the above, returns to the state of receiving light, the load detection unit 35 detects it. It is the amount of change Wc of the load up to the second time point T5 when the differential value of the applied load becomes zero.

As a result, not only the detection result of the multi-beam sensor 50 but also the load detected by the load detection unit 35 can be used to more accurately determine the passenger type of the passengers who got on and off. In addition, the passenger type of the passengers who got on and off can be determined at the earliest possible timing.

(2)
The elevator control device 10 obtains the occupied area S of the passengers who got on and off based on the amount of change Wc of the load from the first time point T1 to the second time point T5 and the passenger type determination result.

As a result, the occupied area S of the passengers who got on and off can be accurately obtained for each passenger.

(3)
The elevator control device 10 is a third time point T11 at which the receiver 52a (first receiver) at the third height H3 stops receiving sensor light due to the next passenger getting on and off the car 20, and the first time point T1. The occupied area S of the passenger who got on and off immediately before is corrected based on the amount of change Wa of the load from to the third time point T11 and the passenger type determination result for the passenger immediately before.

As a result, the accuracy of the occupied area S of the passengers who got on and off immediately before the third time point T11 when the next passenger got on and off can be further improved.

(4)
The elevator control device 10 is about the amount of change Wc of the load from the first time point T1 to the fourth time point and the immediately preceding passenger at the fourth time point when the door is closed without the next passenger getting on and off the car 20. Based on the passenger type determination result, the occupied area S of the passenger who got on and off immediately before is corrected.

As a result, it is possible to further improve the accuracy of the occupied area of the passenger who got on and off immediately before the fourth time point when the door was closed without getting on and off the next passenger.

(5)
The elevator control device 10 is
Based on the change direction of the load detected by the load detection unit 35 when the passengers get on and off, the boarding / alighting direction of the passengers who got on and off is determined.
Based on the occupied area S obtained for each passenger getting on and off and the boarding / alighting direction of the passengers, the total occupied area ΣS, which is the sum of the occupied areas of all the passengers in the car 20, is obtained.

As a result, the total occupied area ΣS of all passengers in the car 20 can be accurately obtained.

(6)
When the load detected by the load detection unit 35 is less than the first load corresponding to the load detected in the empty car, the elevator control device 10 resets the total occupied area ΣS to zero.

As a result, even if an error accumulates in the total occupied area ΣS due to the error of the occupied area S obtained for each passenger getting on and off, the load detected by the load detecting unit 35 is the first load equivalent to the load detected when the car is empty. When it is less than, the total occupied area ΣS is reset to zero. Therefore, the accumulation of errors can be appropriately eliminated, and a decrease in the accuracy of the total occupied area ΣS can be suppressed.

(7)
In the elevator control device 10, only one passenger belongs to the adult passenger type in which the load detected by the load detection unit 35 is equal to or greater than the first load and is not accompanied by a moving vehicle moved on the floor surface. If it is less than the second load equivalent to the load detected while driving, it is assumed that only one passenger belonging to the adult passenger type without a moving vehicle is on board based on the detected load. The occupied area S is obtained, and the total occupied area ΣS is corrected to the value of the obtained occupied area S.

As a result, even if an error accumulates in the total occupied area ΣS due to the error of the occupied area S obtained for each passenger getting on and off, when it is estimated that there is only one passenger, the total occupied area ΣS is one passenger. It is corrected to the occupied area S when only. Therefore, the accumulation of errors can be reduced, and a decrease in the accuracy of the total occupied area ΣS can be suppressed.

(8)
The elevator control device 10 counts the number of passengers in a mobile vehicle (predetermined passengers with a mobile vehicle (wheelchair users, adults with a first-class mobile vehicle, and adults with a second-class mobile vehicle)), and counts the number of passengers.
The elevator control device 10 does not correct the total occupied area ΣS when the number of passengers on the moving vehicle is not zero even when the load detected by the load detecting unit 35 is equal to or more than the first load and less than the second load. ..

As a result, while the moving vehicle passengers are on board, the correction to the total occupied area ΣS corresponding to the case where there are no or only one passenger is not performed. Therefore, the total occupied area ΣS is undercorrected when a wheelchair user or an adult with a moving vehicle is on board, in which the occupied area S with respect to the load change amount Wc is relatively large as compared with other passenger types. Is suppressed.

(9)
The elevator control device 10 obtains a car floor occupancy rate Rc indicating a congestion state in the car 20 based on the obtained total occupancy area ΣS and the car floor area Sf.

As a result, the car floor occupancy rate Rc indicating the congestion status in the car 20 can be obtained.

(10)
Further equipped with a congestion status display unit 122 (an example of a display unit) arranged at the landing,
The elevator control device 10 causes the congestion status display unit 122 to display the congestion status in the car 20 based on the car floor occupancy rate Rc.

As a result, it is possible to know the congestion status in the car 20 at the landing before the passenger gets in the car 20.

(Other embodiments)
In the above-described embodiment, a plurality of aspects of the present invention have been described. However, the specific embodiment of the present invention is not limited to the above-described embodiments, and these embodiments may be combined.

In the above embodiment, an elevator system having a plurality of elevators has been illustrated, but the present invention can also be applied to an elevator system having one elevator.

In the above embodiment, the occupied area S for each passenger is obtained based on the determination result of the passenger type, the congestion status in the car is estimated based on the obtained occupied area S, and the information indicating the congestion status is provided as the congestion at the landing. The elevator to be displayed on the status display unit 122 has been described. However, the passenger type determination result in the present invention can also be used for other controls related to the elevator. For example, the operation of various facilities of the elevator 30 may be controlled according to the determination result of the passenger type. For example, based on the determination result of the passenger type, the air conditioning equipment in the car may be turned on / off, the wind direction may be adjusted, the temperature may be adjusted, and the like. Further, based on the determination result of the passenger type, (suitable) voice or music corresponding to the passenger type may be output from the speaker. Further, based on the determination result of the passenger type, door control suitable for the passenger type and vehicle allocation control in group management may be performed. Further, when it is determined that the passenger on board is only one of the first-class children and the second-class children, the elevator control device 10 may notify the manager's room or the like.

In the above-described embodiment, the multi-beam sensor 50 includes N sets of floodlights and receivers in total at heights other than the first height H1, the second height H2, the third height H3, and the fourth height H4. have. However, in the present invention, the multi-beam sensor does not have to have all of the N sets of floodlights and receivers, for example, first height, second height, third height, fourth height. In addition, it may only have four sets of floodlights and receivers.

In the above-described embodiment, as an example of the multi-beam sensor in the present invention, a multi-beam sensor 50 having the same number of floodlights 51a and receivers 52a has been illustrated. However, the multi-beam sensor in the present invention may have a different number of floodlights and receivers as long as it does not interfere with the detection of the height position. For example, there may be several or fewer floodlights than receivers.

In the above embodiment, the configuration in which the member on which the multi-beam sensor 50 is arranged is the car door 21 of the car 20 is illustrated. However, in the present invention, the member on which the multi-beam sensor 50 is arranged is not limited to the car door 21. For example, as shown in FIGS. 23 and 24, multi-beam sensors 50 may be provided on the left and right sides of the entrance 20a of the car 20. For example, the light emitting portion 51 of the multi-beam sensor 50 may be arranged on the left side of the entrance / exit 20a, and the light receiving portion 52 of the multi-beam sensor 50 may be arranged on the right side. Although not particularly shown, the light emitting portion 51 of the multi-beam sensor 50 may be arranged on the right side of the entrance / exit 20a, and the light receiving portion 52 of the multi-beam sensor 50 may be arranged on the left side. .. Further, as shown in FIG. 25, when the car door 21 is composed of one door, the light emitting part 51 of the multi-beam sensor 50 is arranged at the door stop portion of the car door 21, and the entrance / exit 20a is provided. The light receiving portion 52 of the multi-beam sensor 50 may be arranged on the right side portion (door stop portion) of the multi-beam sensor 50. Alternatively, contrary to FIG. 25, the light receiving portion 52 of the multi-beam sensor 50 is arranged at the door stop portion of the car door 21, and the multi-beam sensor 50 is arranged at the right side portion (door stop portion) of the entrance 20a. The light projecting unit 51 may be arranged. Further, although not particularly shown, even when the car door 21 is a single door, the light emitting portion 51 of the multi-beam sensor 50 is arranged on one of the left and right side portions of the entrance 20a as in the case of the two doors. The light receiving portion 52 of the multi-beam sensor 50 may be arranged on the other side portion.

In the above-described embodiment, as the load detection unit in the present invention, the load detection unit 35 that detects the compressed state (for example, the thickness of the compressed elastic body) of the elastic body 26 compressed on the floor of the car 20 is exemplified. However, the load detection unit in the present invention is not limited to this. Depending on the specifications of the elevator, as shown in FIG. 26, one end of the main rope 27 for suspending the car 20 is fixed to a structure such as a building floor with a fixture 28, and the other end is an elastic body 131 such as a coil spring. It may be fixed by the fixture 29 via the fixture 29. In an elevator having such a configuration, the load of an object existing on the floor of the car 20 can be detected by detecting the compressed state of the elastic body 131 with the load detecting unit 135. As the load detection unit 135, for example, a distance sensor that measures the vertical distance between the load detection unit 135 and the building floor can be used.

In the above-described embodiment, the elevator control device 10 is exemplified as the control device in the present invention. However, the control device in the present invention may be composed of a plurality of physically separated control devices. For example, in the above-described embodiment, the calculation of the occupied area is performed by the elevator control device 10, but the portion for calculating the occupied area is physically separated as the occupied area calculation device and arranged on the upper part of the car 20, for example. May be good.

5 Group management control device 10 Elevator control device 11 Processor 12 Storage unit 13 Input / output interface 20 Car 20a Entrance / exit 21 Car door 21L Left car door 21R Right car door 25 Car frame 26 Elastic body 27 Main rope 28 Fixture 29 Fixture 30 Elevator 31 Operation panel 32 Elevator motor 33 Door motor 35 Load detection unit 36 Speaker 37 Car position display unit 38 Balance weight 39 Elevator mechanism 50 Multi-beam sensor 51 Floodlight 51a Floodlight 52 Light receiver 52a Receiver 60 Sensor control device 100 Wall 101 Landing door 110 Operation panel 120 Display panel 121 Car position display unit 122 Congestion status display unit 131 Elastic body 135 Load detection unit

Claims (17)

A car with a boarding gate for passengers to get on and off,
A plurality of floodlights arranged side by side in the vertical direction of the entrance / exit port and a plurality of light receivers arranged side by side in the vertical direction of the entrance / exit port are provided, and the plurality of light receivers are provided in a state where the entrance / exit port is open. A multi-beam sensor in which the floodlight and the plurality of receivers face each other across the entrance / exit on the left and right.
A signal output unit that outputs a signal indicating the height position of the receiver at the highest position among the receivers that did not receive the sensor light projected from the floodlight.
A load detection unit that detects the load of an object existing on the floor of the car, and
With a control unit,
The control unit
Based on the signal output from the signal output unit when passengers get on and off, the photodetector located at the first height is located at the second height lower than the first height after the sensor light is no longer received. From the first shading time until the photodetector returns to the state of receiving the sensor light, and from the third height after the photodetector located at the third height lower than the second height stops receiving the sensor light. Measure the second shading time until the photodetector located at the lower fourth height returns to the state of receiving the sensor light.
Based on the first light-shielding time, the second light-shielding time, and the amount of change in load detected by the load detection unit when passengers get on and off, the passenger type of the passengers who got on and off is determined.
elevator. The first height is higher than the head height of a person having a first predetermined height higher than the average adult height in a wheelchair, and is lower than the average adult height in a standing state. It is set to a height lower than the height of a person's head,
The elevator according to claim 1. The plurality of floodlights and receivers are arranged side by side at predetermined intervals in the vertical direction.
The control unit is arranged at the same height as a receiver arranged at the same height and a predetermined number of receivers above the receiver when the sensor light is projected onto one projector. For each of the predetermined receivers below the receiver, it is determined whether or not the projected sensor light is received.
The second height is set based on the predetermined number and the predetermined interval with respect to the first height.
The elevator according to claim 1. The third height is set to be lower than the height of the upper end of the moving vehicle that is moved on the floor with the passengers.
The elevator according to claim 1. The plurality of floodlights and receivers are arranged side by side at predetermined intervals in the vertical direction.
The control unit is arranged at the same height as a receiver arranged at the same height and a predetermined number of receivers above the receiver when the sensor light is projected onto one projector. For each of the predetermined receivers below the receiver, it is determined whether or not the projected sensor light is received.
The fourth height is set based on the predetermined number and the predetermined interval with the third height as a reference.
The elevator according to claim 1. In the control unit, the first light-shielding time is not measured during the second light-shielding time and is zero, and the amount of change in the load detected by the load detection unit when a passenger gets on and off is the first change amount. When the following, it is determined that the passenger type of the passenger who got on and off is a first-class child.
The elevator according to claim 1. In the control unit, the first light-shielding time is not measured during the second light-shielding time and is zero, and the amount of change in the load detected by the load detection unit when a passenger gets on and off is the first change. When it is less than or equal to the second change amount, which is smaller than the amount, it is determined that the passenger type of the passenger who got on and off is the second type child.
The elevator according to claim 6. In the control unit, the first light-shielding time is not measured during the second light-shielding time and is zero, and the amount of change in the load detected by the load detection unit when a passenger gets on and off is the first change. If it is not less than the amount, it is determined that the passenger type of the passenger who got on and off is a wheelchair user who gets on a wheelchair.
The elevator according to claim 6. The control unit measures the first light-shielding time during the second light-shielding time, and sets the first light-shielding time as a ratio of the first light-shielding time to the second light-shielding time as the second light-shielding time. When the value divided by is greater than or equal to the predetermined value, it is determined that the passenger type of the passengers getting on and off is an adult without a moving vehicle that is pushed or guided on the floor.
The elevator according to claim 1. The control unit measures the first light-shielding time during the second light-shielding time, and sets the first light-shielding time as a ratio of the first light-shielding time to the second light-shielding time as the second light-shielding time. If the value divided by is not greater than or equal to the predetermined value, it is determined that the passenger type of the passengers getting on and off is an adult with a moving vehicle that is pushed or guided on the floor.
The elevator according to claim 1. When the first shading time is measured a plurality of times during the second shading time, the control unit determines that the passenger type of the passengers getting on and off is a plurality of adults.
The elevator according to claim 1. The control unit has an adult head after forming a peak at a height position indicated by a signal output from the signal output unit during the second shading time at a position higher than the first height position. When the length becomes lower than the predetermined length and then becomes higher than the predetermined length, it is determined that the passenger type of the passengers getting on and off is a plurality of adults.
The elevator according to claim 1. The control unit divides the amount of change in the load detected by the load detection unit during the second shading time by a predetermined load smaller than the average weight of an adult, and rounds down the value obtained by dividing the value after the decimal point. When is an integer of 2 or more, it is determined that the passenger type of the passengers getting on and off is multiple adults.
The elevator according to claim 1. The control unit obtains the occupied area of the passengers who get on and off based on the determination result of the passenger type and the amount of change in the load detected by the load detection unit when the passengers get on and off.
The elevator according to claim 1. The control unit obtains the occupied area of the passengers who get on and off by substituting the amount of change in the load detected by the load detection unit when the passengers get on and off into a predetermined calculation formula according to the determination result of the passenger type. ,
The elevator according to claim 14. The control unit
Based on the change direction of the load detected by the load detection unit when the passengers get on and off, the boarding / alighting direction of the passengers who got on and off is determined.
Based on the occupied area obtained for each passenger getting on and off and the boarding / alighting direction of the passengers, the total occupied area, which is the sum of the occupied areas of all passengers in the car, is obtained.
Based on the calculated total occupied area and the car floor area, the car floor occupancy rate, which indicates the congestion status in the car, is calculated.
The elevator according to claim 15. It also has a display unit that is placed at the landing.
Based on the car floor occupancy rate, the control unit causes the display unit to display a congestion status in the car.
The elevator according to claim 16.

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