200817220 九、發明說明 【發明所屬之技術領域】 本發明爲：用來防止乘客跌落於月台與停靠車輛之間 的月台用踏板裝置。 【先前技術】 傳統上，爲了防止乘客跌落於月台與停靠車輛之間的 間隙，則採用一種用來驅動作爲乘客踩踏部的踏板從月台 側朝該間隙推進的月台用踏板裝置。在該種月台用踏板裝 置中，當乘客位於踏板上時爲了避免踏板的不當拉回動作 產生，故必須確認踏板上是否有乘客。 而偵設乘客存在於否的方法，譬如採用光感應器等來 偵測乘客的方法，但由於組裝位置受限於車輛限界及建築 限界之限制等的理由，因此很難精確地偵測。 爲了解決上述的問題，專利文獻1中揭示一種月台用 踏板裝置，該月台用踏板裝置是以挾持緩衝材1 3的方式 將印刷電路板1 1、1 2配置成相對狀。該月台用踏板裝置 在上、下車乘客存在於踏板上的場合中，由於將緩衝材被 壓潰而使印刷電路板1 1、1 2的導電部相互接觸，故形成 可偵測上、下車乘客的存在。 〔專利文獻1〕日本特開2002— 264799號公報 【發明內容】 〔發明所欲解決之課題〕 -4- 200817220 但是，專利文獻1所記載的月台用踏板裝置，有時將 由於踏板對車輛側形成推進或者退避時所產生之踏板的彎 曲或扭曲等因素，致使踏板内呈相對狀的導電部接觸而有 可能引發錯誤動作。此外，由於長年的使用導致緩衝材產 生塑性變形，有可能使導電部形成緊密接著狀態而引發錯 誤動作。 有鑒於上述實際使用上的問題，本發明的目的是提供 一種：經過長時間的使用，也能精確地偵測踏板上是否存 有乘客的月台用踏板裝置。 〔解決課題之手段〕 本發明爲：防止乘客跌落於月台與停靠車輛之間的月 台用踏板裝置。 而本發明的月台用踏板裝置，爲了達成上述目的而具 有以下所述的幾項特徵。換言之，本發明的月台用踏板裝 置，可單獨地、或者藉由適當地組合而具備以下的特徵。 用來達成上述目的之本發明月台用踏板裝置的第1個 特徵，是用來防止乘客跌落於月台與停靠車輛之間的月台 用踏板裝置，其具備：殼體，該殼體可埋設於月台；和踏 板，該踏板由前述殼體所支承；和驅動手段，該驅動手段 是用來使前述踏板對前述殼體相對移動，進而朝車輛側推 進或退避；及測力計，該測力計配設成可偵測：對已推進 至車輛側之前述踏板的朝垂直方向下方作用的荷重。 根據上述的構造，可藉由測力計來偵測乘客對形成已 -5- 200817220 推進至車輛側狀態之踏板所作用的荷重。如此一來，由於 是可由測力計來偵測荷重的構造，故不同於需要緩衝材變 形的傳統構造，可減少偵測機構的變形。因此，不易受到 經年劣化的影響，可長時間準確地偵測踏板上是否存有乘 客。 此外，本發明之月台用踏板裝置的第2特徵，更進一 步具備由前述殼體所支承的框體狀框架，前述踏板是由前 述框架所支承，前述驅動手段是透過前述框架來促使前述 踏板進退移動，前述測力計是配設在前述踏板與前述框架 之間，而在對前述踏板作用朝向垂直方向下方的荷重時可 被前述踏板與前述框架所夾入。 根據上述的構造，踏板不會在對框架進退方向的方向 上形成相對性的移動。因此，藉由將測力計配置於踏板與 框架之間，使測力計不會對踏板及框架形成相對性的移動 。藉此，藉由使踏板朝進退方向移動，將不會有偵測上參 差不齊的情形發生，可形成更穩定的偵測。此外，由於是 將測力計夾入踏板與框架之間的簡單構造，因此製造容易 〇 此外，本發明之月台用踏板裝置的第3特徵爲：前述 踏板，是將車輛側的端部附近作爲組裝部而安裝於前述框 架，前述測力計是配設在從該組裝部遠離車輛側的位置。 根據上述構造，由於踏板是安裝於框架，故踏板相對 於框架的位置可受到固定。此時，在從組裝部遠離車輛側 的位置，一旦乘客踏入踏板上，將使設置於踏板與框架間 -6- 的測 。如 礙的 引部 方向 ，因 步具 述的 據由 是否 於前 制前 決定 測得 上， 架具 等的 定基 也能 客時 200817220 力計授到挾持而偵測荷重’因此可偵測踏板上 此一來，可在不會對偵測是否存有乘客的功會g 狀態下，確實地執行踏板與框架的固定。 此外，本發明之月台用踏板裝置的第4特徵是 ，該導引部可限制前述踏板朝相對於前述框架 的移動，並容許朝垂直方向的移動。 根據上述構造，由於可限制力量作用於測力計 此測力計不易故障’可更長時間精確地偵測乘 此外，本發明之月台用踏板裝置的第5特徵， 備用來控制前述驅動手段之驅動的驅動控制手 驅動控制手段，是在前述踏板上沒有乘客的狀 前述測力計所測得的荷重，來決定作爲判定該 有乘客的基準荷重，並在前述踏板經推進的狀 述測力計所測得的荷重大於該基準荷重的場合 述驅動控制手段使前述踏板不會進退移動。 根據上述的構造，是根據踏板上沒有乘客時的 用來判斷踏板上是否有乘客的基準荷重。在測 的荷重大於基準荷重的場合中，可判斷乘客位 並停止踏板的進退移動。在該場合中，即使踏 有彎曲或扭曲等時，也能以該狀態（具有彎曲 狀態）中踏板上沒有乘客時的荷重作爲基準， 準荷重。因此，即使踏板或框架具有彎曲或扭 確實地判斷踏板上是否有乘客。藉此，當踏板 可確實地防止踏板移動。 的乘客 造成妨 具備導 之水平 的方向 客。 更進一 段，前 態下根 踏板上 態下， 中，控 荷重， 力計所 於踏板 板或框 或扭曲 進而決 曲等， 上有乘 200817220 【實施方式】 以下’針對用來實施本發明的最佳形態，參考圖面進 行説明。 第1圖，是設置有本發明實施形態之月台用踏板裝置 (以下稱爲踏板裝置）之月台的整體槪略圖。第1圖，是 顯示一起採用可自動開閉柵201的可動柵式月台門裝置 2 0 0 ( AP G )及踏板裝置1的狀態。如第1圖所示，設置 於月台1 〇 〇的踏板裝置1，可促使踏板7朝車輛側進退。 如此一來，可防止乘客跌落於月台1 0 0與停靠車輛之間。 第2圖及第3圖，是第1圖所示之踏板裝置1的俯視 圖。第2圖是顯示踏板7對車輛形成退避狀態（以下稱爲 退避狀態）的圖，第3圖是顯示踏板7對車輛形成推進狀 態（以下稱爲推進狀態）的圖。 此外，第4圖，爲第2圖及第3圖中踏板裝置1之 A-A剖面方向圖的示意圖。第4圖（a)是顯示退避狀態的圖 ，第4圖（b)是顯示推進狀態的圖。而第5圖爲第4圖（b )中踏板附近部分的擴大槪略圖。 踏板裝置1是具備以下構件所構成：殼體2，該殻體 2可埋設於月台1 〇 〇 ;和踏板7，該踏板7被支承於該殻體 2而可朝車輛側進退移動；及驅動手段1 7、1 8、1 9 ’該驅 動手段17、18、19被設置於殼體2内，並具有可促使踏 板7朝車輛側進退移動的齒條小齒輪機構（請參考第2圖 。詳細將於稍後說明）。不僅如此，還具備稍後所述的測 -8 - 200817220 力計3 0，該測力計3 0是配設成可偵測：朝垂直於 至車輛側之踏板7的方向下方作用的荷重（請參考 、第5圖）。 該踏板裝置1構成可設於凹部100a，而該凹ΐ 是形成於月台1 〇〇面向車輛的端部（請參考第4圖 凹部l〇〇a是對譬如由混凝土所形成的月台1〇〇切 方形狀後形成。凹部l〇〇a的底面是作爲用來設置 置1的設置面，且構成開放上表面及車輛側。 構成踏板裝置1的殼體2具備：複數個平板狀 3 ;和側板4，該側板4形成除了面向車輛的那個面 三邊的側面；和底板5，該底板5是由地錨等固定 l〇〇a ;及頂板6，該頂板6成爲上、下車乘客的踩 在第2圖、第3圖中省略）。在第2圖及第3圖中 兩點虛線來表示頂板6之導引溝6 a的位置。 複數個座板3，是利用螺絲等的組裝構件或熔 的方式與底板5形成固著。此外，底板5的四邊中 輛側的那一邊，在其他的三個邊的部分則利用熔接 有剖面呈「C」字狀的側板4 (請參考第4圖）。 在側板4的上側利用螺栓固定著頂板6。該頂板6 體2設於凹部100a之際，形成月台100之上表面 〇 此外，在頂板6形成有：與沿著月台的方向平 的導引溝6a。導引溝6a爲貫通頂板6的開口部’ 口縁部，頂板是形成朝垂直方向的下方彎折的形狀 已推進 第4圖 ^ 10 0a )。該 割出長 踏板裝 的座板 以外之 於凹部 踏面（ ，是以 接之類 除了車 而固著 甚至， 在將殼 的局部 行延伸 且在開 (請參 -9- 200817220 考第4圖），而形成：設置於月台門裝置200之柵201 ( 請參考第1圖）下部的防振扣件等，可沿著該導引溝6a 移動。 如以上所述，構成了在車輛側具有開口的箱狀殼體2 。該殼體2可藉由設置於凹部100a的方式，而埋設於月 台 100。 接著，水平的平板狀踏板7被殼體2所支承（在第2 圖及第3圖中以兩點虛線表示）。如第5圖所示，該踏板 7，是以車輛側之端部附近的下面作爲組裝部7 a而安裝於 框架8。具體地說，是利用螺栓等組裝構件1 5 a，將彎曲 90度後形成之支承構件1 4的其中一端固定於踏板7的組 裝部7 a，而另一端則利用螺栓等組裝構件1 5 b而固定於框 架8的車輛側端部。 此時，踏板7是根據上、下車乘客容易步行的觀點， 而設置成其上面位於與頂板6略水平的位置。此外，並固 定成在踏板7的下面與框架8之間的垂直方向上具有特定 的間隙。該特定的間隙，最好是形成具有相當於後述測力 計3 0的高度之間隔的間隙。再者，踏板7與框架8，是採 用支承構件1 4及組裝構件1 5 a、1 5 b而安裝在沿著月台之 方向上的複數個位置。 在形成於踏板7與框架8間的間隙內配設有測力計3 〇 。測力計3 0是配設在：位於從踏板7的組裝部7 a遠離車 輛側的框架8上。此外，在框架8上，於該測力計3 0之 進退方向的前後設有導引部3 1、32，該導引部3 1、32可 -10- 200817220 限制踏板7朝框架8之水平方向的移動，並容許朝垂直方 向的移動。導引部3 1、3 2是由：在踏板7的下面朝框架 側突出的圓柱狀突出部3 1 a、3 2 a ;及在框架8的上面，形 成可供突出部31a、32a滑動於垂直方的筒狀導引框31b、 32b所形成。 當對踏板7作用朝垂直方向下方的力時，測力計3 0 將受到踏板7與框架8的挾持而承受壓縮的荷重。換言之 ，測力計3 0是配設成：可偵測作用於已推進至車輛側之 踏板7的垂直方向下方的荷重。因此，在乘客站立踏板7 的狀態下，可由測力計3 0測得特定的荷重，而判斷踏板7 上是否存有乘客。 如此一來，由於是可利用測力計3 0來偵測荷重的構 造，故可減少爲了偵測荷重而所需要之踏板7等的變形。 因此，不易受到經年劣化的影響，而可長時間準確地偵測 踏板7上是否存有乘客。 此外，由於踏板7是在車輛側之端部的組裝部7a固 定於框架8，故可防止踏板7從框架8脫離。此時，在從 7a朝車側之相反側遠離的位置，當乘客踏上踏板7時，由 於設置在踏板7與框架8之間的測力計3 0受到挾持而偵 測荷重，故可偵測踏板7上的乘客。由於組裝部7a是踏 板7之車輛側的端部，故可在踏板7上的廣大範圍內，偵 測朝垂直方向下方作用的荷重。如此一來，藉由在踏板7 之車輛側的端部安裝於框架8的方式，將不會妨礙偵測是 否存有乘客的功能，並可確實地執行踏板7與框架8的固 -11 - 、32， 200817220 定。 此外’當踏板7承接荷重時，可藉由導引部3 1 將位於該導引部31與導引部32間之測力計30附 板7的移動限制於垂直方向上。換言之，由於可將 測力計3 0之力量的方向限制於垂直方向上，故可 垂直方向傾斜的荷重作用於測力計3 0。如此一來， 3 〇不易受損，且能更長期間且精確地偵測乘客。 框架8,是藉由面向底板5的面並配置成平行 支角棒狀構件互相熔接等的方式，而構成經固著的 。具體地說，如第2圖及第3圖所示，框架8是由 件所構成：平行支承構件81a〜81e，該平行支承構 〜8 1 e是延伸成平行於踏板7朝車輛進退的方向； 支承構件 82a〜82f，該垂直支承構件 82a〜82f是 垂直於該平行支承構件（與沿著月台的方向平行） 在第2圖及第3圖中，位於踏板裝置1之左側 的平行支承構件8 1 a與8 1 b，是在長度方向的中央 垂直支承構件82a所連結支承，且在遠離車輛側的 垂直支承構件82b所連結支承。同樣地，位在踏板 之右側面區域的平行支承構件8 1 c與8 1 d，則是由 承構件82e與82f所連結支承。接下來，平行支 81b與81c，是在長度方向的中央附近被垂直支承構 所連結支承。在該垂直支承構件82c連結有平行支 8 1 e，而在長度方向的中央附近朝向遠離車輛側的 伸。此外，平行支承構件8 1 e之遠離車輛側的端部 近的踏 作用於 防止從 測力計 的複數 框體狀 以下構 件 8 1a 及垂直 延伸成 〇 面區域 附近由 端部被 裝置1 垂直支 承構件 :件 8 2 C 承構件 方向延 與平行 -12- 200817220 支承部8 1 b之遠離車輛側的端部是由垂直支承構件8 2 d所 連結支承。 在殼體2的底板5固定有：與上述平行支承構件平行 延伸的4支滑動軌道8 3 a、8 3 b、8 3 c、8 3 d。平行支承構件 8 1 a、8 1 b、8 1 c、8 1 d是分別對應於滑動軌道8 3 a、8 3 b、 8 3 c、8 3 d，而支承成可沿著該滑動軌道滑動。具體地說， 滑動軌道8 3 a〜8 3 d，在側面形成有延伸於長度方向的溝， 且構成：形成於平行支承構件8 1 a〜8 1 d之側面的凸部可 一邊受到該溝的支承並一邊沿著該滑動軌道移動。再者， 可在平行支承構件8 1 a〜8 1 d的側面組裝凸輪從動件等的 導件滾子，並促使其沿著溝移動。其結果形成：踏板7及 框架8可藉由後述馬達單元1 7的驅動，而從月台1 〇〇側 朝車輛側進退。 此外，在殼體2内靠近車輛側之相反側端部的位置， 可限制框架8之進退移動的鎖定機構2 0是設置於座板3。 該鎖定機構20，是藉由譬如以電磁方式來執行卡合扣件的 突出、縮回，進而與一體形成於框架8的卡合部分8a卡 合，而可限制：在推進狀態下框架8朝退避方向的移動； 及在退避狀態下框架8朝推進方向的移動。 此外，在殻體2的座板3設置有頂板支承體9，該頂 板支承體9可透過頂板6而支承朝垂直方向下方作用的荷 重。如第4圖所示，頂板支承體9是配置在殼體2内遠離 車輛側之端部附近的位置，並配置成：以平行於踏板7之 進退方向的方向做爲長度方向。該頂板支承體9是以：兩 -13- 200817220 端是利用螺栓等固定於座板3，而中央部是從座板 並抵接於頂板6後加以支承的方式，形成彎曲成「 狀的板狀構件。框架8的垂直支承構件8 2 b，8 2 d， 位於頂板支承體9與座板3之間，而可在進退方向 〇 接下來，說明用來使踏板7朝車輛側進退的構 第2圖及第3圖所示，在構成殼體2的座板3之遠 側的端部附近，固定有馬達單元1 7 (驅動手段）。 單元1 7是由：電動馬達；及可對該馬達軸的旋轉 增強扭矩的減速機所一體構成，該驅動輸出軸（驅 是配置成面向垂直方向。在該驅動輸出軸固定有小 (驅動手段）。另外，在固定有踏板7之框架8的 承構件8 1 e，固定有齒條1 9 (驅動手段）以便於與 1 8嚙合，藉由驅動電動馬達來促使小齒輪1 8旋轉 踏板7朝車輛推進或者退避而對殼體2形成相對移 言之，馬達單元1 7等的驅動手段可透過框架8而 板7朝車輛進退移動。 此外，該電動馬達可構成：在驅動停止時，可 對驅動輸出軸所造成的旋轉予以制動之具有制動器 ，當停電、異常時，可將踏板7保持在停止位置。 可防止踏板7意外地產生突出、縮回的動作，並可 客的安全性。 再者，驅動手段並不侷限於由上述齒條與小齒 所構成的手段，也可以是：藉由採用電動馬達使滑 3上浮 C」字 82f是 上移動 造。如 離車輛 該馬達 減速並 動軸） 齒輪1 8 平行支 小齒輪 ，可使 動。換 促使踏 將外力 的馬達 藉此， 提高乘 輪機構 輪旋轉 -14- 200817220 ，並促使捲繞於滑輪的皮帶行走，而使固定於皮帶的框架 進退移動的構造。 如此一來，由於踏板7可透過框架8而進退移動，故 踏板7不會對框架8在進退方向上產生相對性移動。因此 ，由於測力計3 0配置於踏板7與框架8之間，故測力計 3 0不會對踏板7及框架8形成相對性的移動。據此，即使 踏板7朝進退方向移動，踏板7、框架8、測力計3 0在進 退方向上的位置關係也不會改變，可使偵測上參差不齊的 情形減少。因此，可形成更穩定的荷重偵測。此外，由於 是測力計3 0夾入踏板7與框架8間的簡易構造，因此製 造容易 ° 在構成殼體2的座板3設置有：退避位置停止器11a 、12a ;及推進位置停止器1 lb、12b。此外，在座板3設 置有：退避位置偵測感應器1 3 a及推進位置偵測感應器 13b。上述的感應器譬如可採用接近開關（proximity switch)，可藉由垂直支承構件82b靠近至特定位置爲止 而發出偵測訊號，並停止電氣馬達的旋轉而停止框架8的 移動。藉由退避位置停止器1 1 a、1 2a及推進位置停止器 1 lb、12b來限制垂直支承構件82b、82f之進退方向的移 動，可防止因錯誤的動作而導致朝推進方向及退避方向的 過量移動。 舉例來說，在踏板7移動至退避方向的場合中，如第 2圖及第4圖（a)所示，是在垂直支承構件82b、82f抵接 於退避位置停止器1 la、12a的狀態下停止。此外，在踏 -15- 200817220 板7移動至推進方向的場合中，是如第3圖及第4圖（b)所 示，在垂直支承構件82b、82f抵接於推進位置停止器1 lb 、12b的狀態下停止。 接著，針對上述踏板7的驅動控制進行說明。 第6圖，是顯示本發明實施形態之月台用踏板裝置1 的槪略塊狀圖。 設置於踏板7的測力計3 0是由應變計（s t r a i n g a g e ) 及增幅器等所構成，並由測力計3 0將對應於踏板7所負 荷之荷重的電氣訊號發送至控制盤40 (驅動控制手段）。 此外，由推進位置偵測感應器1 3 b及退避位置偵測感應器 1 3a，將表示踏板7到達推進位置或者退避位置的電氣訊 號發送至控制盤40。 此外，控制盤40，可與用來控制設於月台上的可動柵 之開閉的AP G個別控制盤5 0和車輛的控制系統互相通信 〇 控制盤40，可根據上述的訊號來驅動電動馬達1 7a ( 驅動手段），並藉由小齒輪1 8與齒條1 9的機構來促使踏 板7進退移動。此外，可在踏板7的推進狀態或者退避狀 態下促使鎖定機構20作動，而形成限制踏板7之進退移 動的鎖定狀態。 針對具體的控制，採用第7圖、第8圖的流程圖進行 說明。 第7圖，是顯示當開啓月台用踏板裝置1之電源時的 控制流程圖。如稍後所述，爲了在車輛抵達時判斷踏板7 -16- 200817220 上是否有乘客，必須設定做爲該判斷基準的基準荷重wo 。因此，當開啓電源時，是在沒有乘客的狀態下偵測測力 計30所承受的荷重，並根據該荷重來決定基準荷重W0。 如第7圖所示，首先，當在步驟1〇1(以下稱爲S101 ，其他的步驟依此類推）開啓電源時，將由控制盤40驅 動電動馬達17a而促使踏板7朝推進方向移動（S102 )。 控制盤40將驅動電動馬達1 7a直到踏板7移動至推 進位置爲止（S 1 03 )。在此，如以上所述，推進位置偵測 感應器1 3b是設定成：當與踏板7 —起移動的框架8 (垂 直支承構件 82b )到達推進位置時發出偵測訊號（形成 ON )。控制盤40是執行以下的控制：倘偌推進位置偵測 感應器13b爲OFF，則保持現狀繼續驅動電動馬達17a ( S1 03 : NO— S 102 );倘偌推進位置偵測感應器13b形成 ON時，則停止電動馬達 17a的驅動（S103 : YES— S104 )° 當踏板7到達推進位置時，便計測該狀態下測力計3 0 所承載的荷重（S 1 05 )，並將該實測値記憶於控制盤40 的記憶裝置（S 1 06 )。而如稍後所述，跟據該實測値，來 重新決定用來判斷踏板7上是否有乘客的基準荷重W0。 在此之後，由控制盤40驅動電動馬達1 7a而使踏板7 朝退避方向移動（S107 )。 控制盤40是驅動電動馬達1 7a直到踏板7移動至退 避位置爲止（S 1 0 8 )。在此，如以上所述地，退避位置偵 測感應器1 3 a是設定成：當與踏板7 —起移動框架8 (垂 -17- 200817220 直支承構件82b )到達退避位置時’便發出偵測訊號（形 成ON )。控制盤40是執行以下的控制··倘偌退避位置偵 測感應器13a爲OFF，便保持現狀持續驅動電動馬達17a (S108 ： NO- S107 );倘偌退避位置偵測感應器13a形 成 ON時，則停止電動馬達 17a的驅動（S108 : YES — S109 ) 〇 如此一來，藉由在開啓電源時更新基準荷重W0的方 式，舉例來說，即使在前一次的驅動時踏板7或框架8產 生彎曲，而導致在沒有乘客的狀態下測力計3 0所負荷的 荷重產生變化的場合中，由於是考慮到上述負荷荷重的變 化來執行踏板7上是否有乘客的判斷，故可抑制判斷錯誤 的情形。 再者，對第7圖中踏板上沒有乘客時測力計所負荷之 荷重的測量，不一定侷限於開啓電源時執行，也可時設置 用來執行測量該荷重的測量開關等。在該場合中，可視需 要由操作者按壓該測量開關來實施荷重測量，而重新決定 基準荷重W0。 第8圖，是顯示當車輛抵達時之踏板7的驅動控制流 程圖。 如第8圖所示，一旦車輛抵達月台（S201 )，譬如是 由APG個別控制盤50或車輛側的控制系統等，將踏板推 進指令的訊號發送至控制盤4 0 ( S 2 0 2 )。控制盤4 0則接 收該訊號，並驅動電動馬達i 7a而促使踏板7朝推進方向 移動。具體來說，與第7圖中S102〜S104的踏板相同， -18- 200817220 控制盤40將驅動電動馬達1 7a直到踏板7移動至推 置爲止（S203〜S205 )。亦即，控制盤40將執行以 控制：倘若推進位置偵測感應器1 3b爲OFF，則保持 持續驅動電動馬達17a ( S2 04 : NO— S 203 );當推進 偵測感應器13b形成ON時，則停止電動馬達17a的 (S204 ： YES— S205 )。 當踏板7到達進位置而停止電動馬達1 7a的驅動 將從控制盤40譬如對APG個別控制盤50發送踏板 訊號（S206 ) 。APG個別控制盤50可根據該訊號來 可動柵的開閉動作等。此外，該訊號也能透過APG 控制盤5 0，或者直接發送至車輛的控制系統，而可根 訊號來執行車輛之門的開閉動作等。 當APG及車輛側的一系列動作結束時，譬如從 個別控制盤5 0或車輛側的控制系統等對控制盤40發 板退避指令的訊號（S207 )。接收了退避指令訊號的 盤4 0，將對於接收該訊號後由測力計3 0所測得的荷 、與根據開啓電源時所預先測得的實測値所決定的基 重W0進行比較（S208)。該荷重的比較，是利用電 的測量値（譬如電壓値等）的比較來進行。接下來， 力計3 0所測得的荷重W大於基準荷重W0時，判定 7上存有乘客，並控制電動馬達1 7a維持在停止狀 S 20 8 : YES )。當測力計30所測得的荷重W低於基 重W0時（S208 : NO )，則判定踏板7上沒有乘客， 動電動馬達17a使踏板7朝退避方向移動（S209 )。 :進位 下的 現狀 位置 驅動 時， 推進 執行 個別 據該 APG 送踏 控制 重W 準荷 氣性 當測 踏板 態（ 準荷 並驅 -19- 200817220 而S 2 0 8中由測力計3 0所執行的荷重偵測’並不侷限 於根據瞬間所測得的荷重來判斷是否有乘客的方式’也可 以根據連續一段時間偵測荷重的結果’並僅在當所測得的 荷重低於基準荷重w 0的場合中’進行控制以驅動電動馬 達 1 7a。 該基準荷重W0譬如是設定成：較踏板7上沒有乘客 時所測得的實測値，僅大特定量^的値。在踏板7上沒有 乘客的場合中，由於雨風等測定時之環境的影響等導致測 定値的參差不齊，而增加作用於測力計3 0的負荷，因此 最好設定前述的特定量α以避免誤判爲有乘客’而前述特 定量α是設定成大於該參差不齊的量。 控制盤40，在驅動電動馬達1 7a使踏板7朝退避方向 移動後，與第7圖中S107〜S109的踏板相同，驅動電動 馬達17a直到踏板7移動至退避位置爲止（S209〜S211) 。亦即，控制盤40執行以下的控制：倘若退避位置偵測 感應器13a爲OFF，則保持現狀持續驅動電動馬達17a ( S210 : NO— S209 );當退避位置偵測感應器13a形成ON 時，則停止電動馬達17a的驅動（S210 : YES— S21 1 )。 當踏板7到達進位置而停止電動馬達1 7a的驅動時， 將從控制盤40譬如對APG個別控制盤50發送踏板推進 訊號（S2 12 ) 。APG個別控制盤50可根據該訊號來執行 可動柵的開閉動作等。此外，該訊號也能透過APG個別 控制盤5 0，或者直接發送至車輛的控制系統，而可根據該 訊號來執行車輛之門的開閉動作等。 -20- 200817220 如此一來，控制盤40是根據在踏板7上 狀態下由測力計3 0所側得的荷重（開啓電源 荷重），來決定用來判斷踏板7上是否有乘客 W0，當在踏板7已推進的狀態下由測力計3 〇 重W大於該基準荷重W0時，控制電動馬達】 不會進退移動。 因此，即使是在譬如：受到經年劣化所引 或框架8的彎曲或者扭曲等影響，而導致在踏 乘客的狀態下仍然有荷重作用於測力計3 0的 能將該狀態（測力計3 0承受著荷重，但踏板 乘客的狀態）作爲基準來決定基準荷重W0。 因此，即使受到踏板7或框架8的彎曲或 響，也能確實地判斷踏板7上是否有乘客。藉 當踏板7上有乘客時踏板7的移動、或者踏板 而踏板可以退避的狀態，均可確實地防止因爲 退避移動而導致踏板維持推進的情形產生。 以上，雖然是針對本發明的實施形態所進 但本發明並不侷限於上述的實施形態，可以在 圍所記載的範圍內，實施各式各樣的變更。 (1 )並不侷限在將測力計3 0分別設置於 行支承構件8 1 a〜8 1 d )之4個部位的場合。舉 可在沿著月台的方向上，設置於兩端之平行支 與8 1 d的2個位置。在該場合中，可藉由減少 置數而更具經濟性，且由於設置成左右對稱， .沒有乘客的 時所測量的 :的基準荷重 所測得的荷 7a使踏板7 發之踏板7 板7上沒有 場合中，也 7上卻沒有 者扭曲等影 此，無論是 上沒有乘客 沒有執行該 行的說明， 申請專利範 框架8 (平 例來說，亦 承構件8 1 a 測力計的設 可更穩定地 -21 - 200817220 偵測由踏板所作用的荷重。 (2 )測力計並不拘限於設g在S沓丨反胃框架之間的場 合，也可以設置成將測力計埋A踏板內部’以便於承受朝 垂直於踏板上表面之方向下方作用的荷重。 【圖式簡單說明】 第1圖：爲設置有本發明實施形態之月台用踏板裝置 的月台的整體槪略圖。 第2圖：爲第1圖所顯示之踏板裝置的俯視圖，是顯 示踏板對車輛形成退避狀態的圖。 第3圖：爲第1圖所顯示之踏板裝置的俯視圖，是顯 示踏板對車輛形成推進狀態的圖。 第4圖：爲第2圖及第3圖中踏板裝置之A 一 A剖面 方向圖的示意圖。 第5圖：爲第4圖（b )中踏板附近部位的擴大槪略 圖。 第6圖··是槪略顯示本發明實施形態之月台用踏板裝 置的塊狀圖。 第7圖：是顯示當月台用踏板裝置的電源開啓時之控 制的流程圖。 第8圖：是顯示當車輛抵達時之踏板的驅動控制流程 圖。 【主要元件符號說明】 -22- 200817220 1 =月台用踏板裝置 2 :殼體 7 :踏板 8、81 a〜81e、82a〜82f :框架 1 1 a、1 2 a :退避位置停止器 1 lb、12b :推進位置停止器 1 3 a :退避位置偵測感應器 1 3 b :推進位置偵測感應器 1 7 :馬達單元（驅動手段） 1 8 :小齒輪（驅動手段） 1 9 :齒條（驅動手段） 20 :鎖定機構 3 0 :測力計 31、32 :導引部 40 :控制盤（驅動控制手段） 100 :月台 -23-200817220 IX. Description of the Invention [Technical Field] The present invention is a pedal device for preventing a passenger from falling between a platform and a parked vehicle. [Prior Art] Conventionally, in order to prevent passengers from falling into the gap between the platform and the parked vehicle, a pedal device for driving the platform that pushes the pedal as a passenger's pedal portion from the platform side toward the gap is employed. In this type of platform pedal device, in order to avoid improper pulling of the pedal when the passenger is on the pedal, it is necessary to confirm whether there is a passenger on the pedal. The method of detecting the presence of passengers, such as the use of light sensors to detect passengers, is difficult to accurately detect because the assembly position is limited by the limits of the vehicle and the limits of the building limits. In order to solve the above problem, Patent Document 1 discloses a pedal device for a platform which is disposed such that the printed circuit boards 1 1 and 1 2 are opposed to each other so as to hold the cushioning material 13 . In the case where the upper and lower passengers are present on the pedal, the pedal device of the platform causes the conductive portions of the printed circuit boards 1 1 and 1 2 to contact each other by crushing the cushioning material, thereby forming a detectable upper and lower vehicle. The presence of passengers. [Patent Document 1] JP-A-2002-264799 [Summary of the Invention] [Problems to be Solved by the Invention] -4- 200817220 However, the pedal device for a platform described in Patent Document 1 may be due to a pedal-to-vehicle Factors such as bending or twisting of the pedal generated when the side is propelled or retracted cause contact between the opposite conductive portions in the pedal to cause an erroneous action. Further, since the cushioning material is plastically deformed due to the use for many years, it is possible to cause the conductive portion to be in a close state to cause an erroneous action. In view of the above problems in practical use, it is an object of the present invention to provide a pedal apparatus for a dock that can accurately detect whether or not a passenger is present on a pedal after a long period of use. [Means for Solving the Problem] The present invention is a platform pedal device for preventing passengers from falling between a platform and a parked vehicle. Further, the pedal device for a platform of the present invention has several features as described below in order to achieve the above object. In other words, the pedal device for a platform of the present invention can have the following features either individually or by appropriate combination. A first feature of the platform pedal device of the present invention for achieving the above object is a platform pedal device for preventing a passenger from falling between a platform and a parking vehicle, and is provided with a casing, and the casing can be Embedded on the platform; and a pedal supported by the housing; and a driving means for moving the pedal relative to the housing to advance or retreat toward the vehicle side; and a load cell, The dynamometer is configured to detect a load applied to the lower side of the aforementioned pedal that has been advanced to the vehicle side. According to the above configuration, the dynamometer can be used to detect the load applied by the passenger to the pedal that has been pushed to the vehicle side state. In this way, since the structure can be detected by the dynamometer, unlike the conventional structure requiring the deformation of the cushioning material, the deformation of the detecting mechanism can be reduced. Therefore, it is not easy to be affected by deterioration over the years, and it is possible to accurately detect whether there is a passenger on the pedal for a long time. Further, a second feature of the platform pedal device according to the present invention further includes a frame-shaped frame supported by the casing, wherein the pedal is supported by the frame, and the driving means transmits the pedal through the frame In the forward and backward movement, the dynamometer is disposed between the pedal and the frame, and is sandwiched by the pedal and the frame when the pedal is applied to the load below the vertical direction. According to the above configuration, the pedal does not form a relative movement in the direction in which the frame advances and retracts. Therefore, by arranging the dynamometer between the pedal and the frame, the dynamometer does not move relative to the pedal and the frame. Thereby, by moving the pedal in the forward and backward direction, there will be no detection of unevenness in the detection, and a more stable detection can be formed. Further, since it is a simple structure in which the dynamometer is sandwiched between the pedal and the frame, it is easy to manufacture. Further, the third feature of the pedal device for a platform according to the present invention is that the pedal is near the end on the vehicle side. The assembly is attached to the frame as an assembly portion, and the load cell is disposed at a position away from the vehicle side from the assembly portion. According to the above configuration, since the pedal is mounted to the frame, the position of the pedal relative to the frame can be fixed. At this time, at the position away from the vehicle side from the assembly portion, once the passenger steps on the pedal, the measurement is set between the pedal and the frame -6-. If the direction of the lead is affected, whether the basis of the step is determined before the pre-production system, the base of the rack can also be used to detect the load and the load can be detected on the pedals. In this way, the fixing of the pedal and the frame can be surely performed without detecting the presence or absence of the passenger. Further, a fourth feature of the pedal device for a platform according to the present invention is that the guide portion can restrict the movement of the pedal toward the frame and allow the movement in the vertical direction. According to the above configuration, since the force can be restricted to the dynamometer, the dynamometer is not easy to malfunction, and the passenger can be accurately detected for a longer period of time. In addition, the fifth feature of the pedal device of the platform of the present invention is used to control the aforementioned driving means. The driving control hand drive control means for driving is a load measured by the dynamometer in the absence of a passenger on the pedal, and determines a reference load for determining the passenger, and the pedal is advanced. When the load measured by the force gauge is greater than the reference load, the drive control means prevents the pedal from moving forward and backward. According to the above configuration, it is based on the reference load for judging whether or not there is a passenger on the pedal when there is no passenger on the pedal. In the case where the measured charge is greater than the reference load, the passenger position can be judged and the advance and retreat movement of the pedal can be stopped. In this case, even if the curve is bent or twisted, the load can be used as a reference in the state (with a curved state) when there is no passenger on the pedal. Therefore, even if the pedal or the frame has a curve or a twist, it is judged whether or not there is a passenger on the pedal. Thereby, the pedal can surely prevent the pedal from moving. The passengers are in the direction of the guide. Further, for the first stage, the upper pedal is in the upper state, the middle is controlled, the load is applied, the pedal is placed on the pedal plate or the frame or twisted and then the music is broken, and the above is multiplied by 200817220. [Embodiment] The following is directed to the implementation of the present invention. The best form is described with reference to the drawing. Fig. 1 is a schematic overall view of a platform on which a pedal device for a platform (hereinafter referred to as a pedal device) according to an embodiment of the present invention is installed. Fig. 1 is a view showing a state in which the movable gate type dock door device 200 (AP G ) and the pedal device 1 which can automatically open and close the grid 201 are used together. As shown in Fig. 1, the pedal device 1 provided on the platform 1 促使 促使 can cause the pedal 7 to advance and retreat toward the vehicle side. In this way, passengers can be prevented from falling between the platform 100 and the parked vehicle. Figs. 2 and 3 are plan views of the pedal device 1 shown in Fig. 1. Fig. 2 is a view showing a state in which the pedal 7 forms a retracted state (hereinafter referred to as a retracted state), and Fig. 3 is a view showing a state in which the pedal 7 forms a propulsion state (hereinafter referred to as a propulsion state). Further, Fig. 4 is a schematic view showing the A-A cross-sectional view of the pedal device 1 in Figs. 2 and 3. Fig. 4(a) is a view showing a retracted state, and Fig. 4(b) is a view showing a propelled state. And Fig. 5 is an enlarged schematic view of a portion near the pedal in Fig. 4(b). The pedal device 1 is configured to include a casing 2 that can be embedded in the platform 1 and a pedal 7 that is supported by the casing 2 to move forward and backward toward the vehicle side; Drive means 1 7 , 18 , 1 9 ' The drive means 17, 18, 19 are arranged in the housing 2 and have a rack and pinion mechanism that can cause the pedal 7 to move forward and backward toward the vehicle side (please refer to Fig. 2) The details will be explained later). Not only that, but also with the test -8 - 200817220 force meter 30 described later, the dynamometer 30 is configured to detect: a load acting downward in a direction perpendicular to the pedal 7 to the vehicle side ( Please refer to, figure 5). The pedal device 1 is configured to be disposed in the recess 100a, and the recess is formed at the end of the platform 1 facing the vehicle (please refer to FIG. 4, the recess l〇〇a is a platform formed by concrete, for example) The bottom surface of the recessed portion l〇〇a is provided as an installation surface for providing the first surface, and constitutes an open upper surface and a vehicle side. The casing 2 constituting the pedal device 1 is provided with a plurality of flat plates 3 And a side panel 4 which forms a side of the three sides of the face facing the vehicle; and a bottom plate 5 which is fixed by a ground anchor or the like; and a top plate 6, which becomes an upper and lower passenger The step is omitted in Fig. 2 and Fig. 3). In the second and third figures, the dotted line of two dots indicates the position of the guide groove 6a of the top plate 6. The plurality of seat plates 3 are fixed to the bottom plate 5 by means of an assembly member such as a screw or a fusion method. Further, the side on the middle side of the four sides of the bottom plate 5 is welded to the side plate 4 having a "C" shape in cross section on the other three sides (please refer to Fig. 4). The top plate 6 is fixed to the upper side of the side plate 4 by bolts. When the top plate 6 body 2 is provided in the recessed portion 100a, the upper surface of the platform 100 is formed. Further, the top plate 6 is formed with a guide groove 6a which is flat with the direction of the platform. The guide groove 6a is an opening portion "portion portion penetrating through the top plate 6, and the top plate is formed to be bent downward in the vertical direction. The shape is advanced. Fig. 4 Fig. 10 10a). The seat plate of the long pedal is cut out of the recessed tread (which is fixed in addition to the car, and even extends and partially opens the partial row of the casing (refer to Figure 4 - 200817220) And formed: an anti-vibration fastener or the like provided at a lower portion of the gate 201 (refer to FIG. 1) of the dock door device 200, and movable along the guide groove 6a. As described above, it is formed on the vehicle side. The open box-shaped casing 2. The casing 2 can be embedded in the platform 100 by being disposed in the recess 100a. Next, the horizontal flat pedal 7 is supported by the casing 2 (in the second figure and the 3 is indicated by a two-dotted line. As shown in Fig. 5, the pedal 7 is attached to the frame 8 as an assembly portion 7a in the vicinity of the end portion on the vehicle side. Specifically, a bolt or the like is used. The assembly member 15a has one end of the support member 14 formed by bending 90 degrees, and is fixed to the assembly portion 7a of the pedal 7, and the other end is fixed to the vehicle side of the frame 8 by the assembly member 15b such as a bolt. At this time, the pedal 7 is based on the viewpoint that the upper and lower passengers are easy to walk. The upper surface is located at a position slightly horizontal to the top plate 6. Further, it is fixed to have a specific gap in the vertical direction between the lower surface of the pedal 7 and the frame 8. The specific gap is preferably formed to have the equivalent of the latter description. The gap between the heights of the force gauges 30. Further, the pedals 7 and the frame 8 are mounted at a plurality of positions along the direction of the platform by using the support member 14 and the assembly members 15a, 15b. A dynamometer 3 配 is disposed in a gap formed between the pedal 7 and the frame 8. The dynamometer 30 is disposed on the frame 8 that is away from the vehicle side from the assembly portion 7a of the pedal 7. On the frame 8, guide portions 3 1 and 32 are provided before and after the direction of advancement and retreat of the load cell 30, and the guide portions 3 1 and 32 can be used to limit the horizontal direction of the pedal 7 toward the frame 8 Movement and allowing movement in the vertical direction. The guide portions 3 1 , 3 2 are: cylindrical projections 3 1 a, 3 2 a protruding toward the frame side under the pedal 7; and on the upper surface of the frame 8 Formed by cylindrical guide frames 31b, 32b for allowing the protruding portions 31a, 32a to slide in the vertical direction. 7 When the force acts below the vertical direction, the dynamometer 30 will be subjected to the compression of the pedal 7 and the frame 8. In other words, the dynamometer 30 is configured such that the detectable action has been advanced to The load in the vertical direction of the pedal 7 on the vehicle side. Therefore, in a state where the passenger stands on the pedal 7, the specific load can be measured by the load cell 30, and it is judged whether or not there is a passenger on the pedal 7. Thus, It is a structure that can detect the load by using the dynamometer 30, so that the deformation of the pedal 7 and the like required for detecting the load can be reduced. Therefore, it is not easily affected by the deterioration of the year, and can be accurately detected for a long time. Whether there is a passenger on the pedal 7. Further, since the pedal 7 is fixed to the frame 8 at the end portion of the vehicle side, the pedal 7 can be prevented from being detached from the frame 8. At this time, at a position away from the opposite side of the vehicle side from 7a, when the passenger steps on the pedal 7, since the load cell 30 provided between the pedal 7 and the frame 8 is gripped and the load is detected, it is detectable. The passenger on the pedal 7 is measured. Since the assembling portion 7a is the end portion of the pedal 7 on the vehicle side, the load acting in the vertical direction can be detected over a wide range on the pedal 7. In this way, by attaching the end portion of the pedal 7 to the frame 8 on the vehicle side, the function of detecting whether or not the passenger is present will not be hindered, and the solidification of the pedal 7 and the frame 8 can be surely performed. , 32, 200817220. Further, when the pedal 7 receives the load, the movement of the dynamometer 30 attached plate 7 between the guiding portion 31 and the guiding portion 32 can be restricted to the vertical direction by the guiding portion 3 1 . In other words, since the direction of the force of the dynamometer 30 can be restricted to the vertical direction, the load which can be tilted in the vertical direction acts on the dynamometer 30. As a result, 3 3 is not easily damaged and can detect passengers more accurately and for a longer period of time. The frame 8 is fixed to the surface of the bottom plate 5 and arranged such that the parallel gusset members are welded to each other. Specifically, as shown in Figs. 2 and 3, the frame 8 is composed of members: parallel support members 81a to 81e which extend in a direction parallel to the pedal 7 toward the vehicle. Support members 82a to 82f which are perpendicular to the parallel support members (parallel to the direction along the platform). In FIGS. 2 and 3, the parallel support on the left side of the pedal device 1 The members 8 1 a and 8 1 b are connected and supported by the center vertical support member 82a in the longitudinal direction, and are supported and supported by the vertical support member 82b away from the vehicle side. Similarly, the parallel supporting members 8 1 c and 81 1 d located in the right side region of the pedal are supported by the supporting members 82e and 82f. Next, the parallel branches 81b and 81c are supported by the vertical support structure in the vicinity of the center in the longitudinal direction. The vertical support member 82c is coupled to the parallel branch 8 1 e, and extends toward the vehicle side away from the center in the longitudinal direction. Further, the step of the parallel support member 8 1 e close to the end portion on the vehicle side acts to prevent vertical support from the lower frame member 8 1a of the dynamometer and the vertical extension to the vicinity of the kneading region by the end portion by the device 1 Member: member 8 2 C bearing member direction extension and parallel -12- 200817220 The end portion of the support portion 8 1 b away from the vehicle side is supported by the vertical support member 8 2 d. The bottom plate 5 of the casing 2 is fixed with four sliding rails 8 3 a, 8 3 b, 8 3 c, and 8 3 d extending in parallel with the parallel supporting members. The parallel supporting members 8 1 a, 8 1 b, 8 1 c, 8 1 d are respectively corresponding to the sliding rails 8 3 a, 8 3 b, 8 3 c, 8 3 d, and are supported to be slidable along the sliding rail . Specifically, the sliding rails 8 3 a to 8 3 d are formed with grooves extending in the longitudinal direction on the side surfaces, and the convex portions formed on the side surfaces of the parallel supporting members 8 1 a to 8 1 d can receive the grooves while receiving the grooves. The support moves along one side of the sliding track. Further, guide rollers such as cam followers can be assembled on the side faces of the parallel supporting members 8 1 a to 8 1 d and urged to move along the grooves. As a result, the pedal 7 and the frame 8 can be moved forward and backward from the side of the platform 1 toward the vehicle side by the driving of the motor unit 17 described later. Further, at a position in the casing 2 close to the opposite side end portion of the vehicle side, the locking mechanism 20 that can restrict the advancement and retreat movement of the frame 8 is provided to the seat plate 3. The locking mechanism 20 is configured to perform engagement and retraction of the snap fastener by electromagnetic means, for example, and is engaged with the engaging portion 8a integrally formed on the frame 8, thereby limiting the frame 8 toward being advanced in the advancing state. Movement in the retracting direction; and movement of the frame 8 in the advancing direction in the retracted state. Further, a seat support 3 is provided on the seat plate 3 of the casing 2, and the top plate support body 9 can support the load acting downward in the vertical direction through the top plate 6. As shown in Fig. 4, the top plate support body 9 is disposed at a position in the vicinity of the end portion of the casing 2 away from the vehicle side, and is disposed such that the direction parallel to the advancing and retracting direction of the pedal 7 is the longitudinal direction. The top plate support body 9 is such that the ends of the two-13-200817220 are fixed to the seat plate 3 by bolts or the like, and the central portion is supported by the seat plate and abutting against the top plate 6, and the plate is bent into a shape. The vertical support members 8 2 b, 8 2 d of the frame 8 are located between the top plate support body 9 and the seat plate 3, and can be placed in the advancing and retracting direction. Next, the structure for advancing and retracting the pedal 7 toward the vehicle side will be described. 2 and 3, a motor unit 17 (driving means) is fixed in the vicinity of the distal end portion of the seat plate 3 constituting the casing 2. The unit 17 is composed of an electric motor; The rotation-enhancing torque reduction mechanism of the motor shaft is integrally formed, and the drive output shaft is disposed to face in a vertical direction. The drive output shaft is fixed to be small (driving means). In addition, the frame 8 to which the pedal 7 is fixed is fixed. The bearing member 8 1 e is fixed with a rack 1 9 (driving means) for facilitating engagement with the 18, and the housing 2 is formed by driving the electric motor to cause the pinion gear 18 to rotate or retract the pedal 7 toward the vehicle. In other words, the driving means of the motor unit 17 and the like can pass through the frame. 8 and the plate 7 moves forward and backward toward the vehicle. In addition, the electric motor can be configured to brake the rotation caused by the drive output shaft when the drive is stopped, and to keep the pedal 7 stopped when the power is off or abnormal. The position of the pedal 7 can be prevented from being accidentally caused to protrude and retract, and the safety of the pedal can be prevented. Further, the driving means is not limited to the means formed by the rack and the small teeth, and may be: The electric motor is used to make the sliding 3 float C" word 82f is the upper movement. If the motor is decelerated from the vehicle and the moving shaft) the gear 1 8 parallel pinion gear can be moved. In response to the stepping of the external force motor, the wheel mechanism is rotated by -14-200817220, and the belt wound around the pulley is caused to travel, and the frame fixed to the belt is moved forward and backward. As a result, since the pedal 7 can move forward and backward through the frame 8, the pedal 7 does not relatively move the frame 8 in the advancing and retracting direction. Therefore, since the dynamometer 30 is disposed between the pedal 7 and the frame 8, the dynamometer 30 does not move relative to the pedal 7 and the frame 8. According to this, even if the pedal 7 moves in the forward and backward direction, the positional relationship of the pedal 7, the frame 8, and the dynamometer 30 in the advancing and retracting direction does not change, and the situation in which the unevenness in detection is reduced can be reduced. Therefore, a more stable load detection can be formed. Further, since the dynamometer 30 is sandwiched between the pedal 7 and the frame 8, it is easy to manufacture. The seat plate 3 constituting the casing 2 is provided with: retracted position stoppers 11a and 12a; and a propulsion position stop. 1 lb, 12b. Further, the seat plate 3 is provided with a retracted position detecting sensor 13a and a propulsion position detecting sensor 13b. For the above-mentioned sensor, for example, a proximity switch can be used, and the detection signal can be emitted by the vertical support member 82b approaching a specific position, and the rotation of the electric motor can be stopped to stop the movement of the frame 8. The movement of the vertical support members 82b and 82f in the advancing and retracting direction is restricted by the retreat position stoppers 1 1 a and 1 2a and the propulsion position stoppers 1 lb and 12b, thereby preventing the advancing direction and the retracting direction from being caused by an erroneous operation. Excessive movement. For example, when the pedal 7 is moved to the retracting direction, as shown in Fig. 2 and Fig. 4(a), the vertical supporting members 82b and 82f are in contact with the retracted position stoppers 1a and 12a. Stop below. Further, when the step -15-200817220 is moved to the advancing direction, as shown in FIG. 3 and FIG. 4(b), the vertical supporting members 82b and 82f abut against the propulsion position stopper 1 lb , Stop in the state of 12b. Next, the drive control of the above-described pedal 7 will be described. Fig. 6 is a schematic block diagram showing the pedal device 1 for a platform according to the embodiment of the present invention. The dynamometer 30 disposed on the pedal 7 is composed of a strain gauge and an amplifier, and an electric signal corresponding to the load applied by the pedal 7 is sent to the control panel 40 by the dynamometer 30 (drive Control means). Further, an electric signal indicating that the pedal 7 reaches the propulsion position or the retracted position is transmitted to the control panel 40 by the propulsion position detecting sensor 13b and the retracted position detecting sensor 13a. In addition, the control panel 40 can communicate with the AP G individual control panel 50 for controlling the opening and closing of the movable grille provided on the platform and the control system of the vehicle, and the control panel 40 can drive the electric motor according to the above signal. 1 7a (drive means), and the pedal 7 is moved forward and backward by the mechanism of the pinion gear 18 and the rack 19. Further, the lock mechanism 20 can be actuated in the advanced state or the retracted state of the pedal 7, and a locked state in which the advancement and retreat movement of the pedal 7 is restricted can be formed. For specific control, the flowcharts of Figs. 7 and 8 will be used for explanation. Fig. 7 is a flow chart showing the control when the power of the pedal unit 1 for the platform is turned on. As will be described later, in order to judge whether or not there is a passenger on the pedal 7-16-200817220 when the vehicle arrives, it is necessary to set the reference load wo as the criterion for judgment. Therefore, when the power is turned on, the load applied to the dynamometer 30 is detected without the passenger, and the reference load W0 is determined based on the load. As shown in FIG. 7, first, when the power is turned on in step 1 (hereinafter referred to as S101, other steps and the like), the electric motor 17a is driven by the control panel 40 to cause the pedal 7 to move in the advancing direction (S102). ). The control panel 40 will drive the electric motor 17a until the pedal 7 is moved to the push position (S1 03). Here, as described above, the thrust position detecting sensor 13b is set to emit a detection signal (formed ON) when the frame 8 (the vertical supporting member 82b) moving together with the pedal 7 reaches the push position. The control panel 40 is controlled to continue to drive the electric motor 17a (S1 03: NO-S 102) if the urging position detecting sensor 13b is OFF; if the urging position detecting sensor 13b is turned ON When the electric motor 17a is stopped (S103: YES - S104) ° When the pedal 7 reaches the propulsion position, the load (S 1 05 ) carried by the dynamometer 30 in this state is measured, and the actual measurement is performed. The memory device (S 1 06 ) is stored in the control panel 40. As will be described later, based on the actual measurement, the reference load W0 for judging whether or not there is a passenger on the pedal 7 is re-determined. After that, the electric motor 17a is driven by the control panel 40 to move the pedal 7 in the retracting direction (S107). The control panel 40 drives the electric motor 17a until the pedal 7 moves to the retracted position (S1 0 8 ). Here, as described above, the retracted position detecting sensor 13a is set to: when the moving frame 8 (the vertical -17-200817220 straight supporting member 82b) is moved to the retracted position together with the pedal 7, The test signal (forms ON). The control panel 40 performs the following control: If the retracted position detecting sensor 13a is OFF, the electric motor 17a is continuously driven continuously (S108: NO-S107); if the retracted position detecting sensor 13a is turned ON Then, the driving of the electric motor 17a is stopped (S108: YES - S109). In this way, by updating the reference load W0 when the power is turned on, for example, the pedal 7 or the frame 8 is generated even in the previous driving. In the case where the load of the dynamometer 30 is changed in a state where there is no passenger, the judgment of whether or not there is a passenger on the pedal 7 is performed in consideration of the change in the load load described above, so that the judgment error can be suppressed. The situation. Further, the measurement of the load applied by the dynamometer when there is no passenger on the pedal in Fig. 7 is not necessarily limited to being performed when the power is turned on, and may be set to perform a measurement switch for measuring the load. In this case, it is possible to perform the load measurement by pressing the measurement switch by the operator, and to redetermine the reference load W0. Fig. 8 is a flow chart showing the drive control of the pedal 7 when the vehicle arrives. As shown in Fig. 8, once the vehicle arrives at the platform (S201), for example, the signal of the pedal advance command is sent to the control panel 40 by the APG individual control panel 50 or the control system on the vehicle side, etc. (S 2 0 2 ) . The control panel 40 receives the signal and drives the electric motor i 7a to cause the pedal 7 to move in the advancement direction. Specifically, similarly to the pedals of S102 to S104 in Fig. 7, the -18-200817220 control panel 40 drives the electric motor 17a until the pedal 7 is moved to the push (S203 to S205). That is, the control panel 40 will be executed to control: if the advance position detecting sensor 13b is OFF, the driving of the electric motor 17a is continued (S2 04: NO-S 203); when the propulsion detecting sensor 13b is turned ON Then, the electric motor 17a is stopped (S204: YES - S205). When the pedal 7 reaches the advanced position and the driving of the electric motor 1 7a is stopped, the pedal signal is transmitted from the control panel 40, for example, to the APG individual control panel 50 (S206). The APG individual control panel 50 can open and close the movable grid based on the signal. In addition, the signal can also be transmitted to the control system of the vehicle through the APG control panel 50, and the opening and closing operations of the vehicle door can be performed by the root signal. When the APG and the series of operations on the vehicle side are completed, for example, a signal of the retraction command is issued to the control panel 40 from the individual control panel 50 or the control system on the vehicle side (S207). The disc 40 that has received the retraction command signal compares the load measured by the dynamometer 30 after receiving the signal with the basis weight W0 determined according to the measured 値 measured in advance when the power is turned on (S208). ). The comparison of the loads is performed by comparison of electrical measurements (such as voltage 値, etc.). Next, when the load W measured by the force gauge 30 is greater than the reference load W0, it is determined that there is a passenger on the seventh, and the electric motor 17a is controlled to remain in the stop state S 20 8 : YES ). When the load W measured by the dynamometer 30 is lower than the basis weight W0 (S208: NO), it is determined that there is no passenger on the pedal 7, and the electric motor 17a moves the pedal 7 in the retracting direction (S209). : When the current position under the carry position is driven, the advancement is performed according to the APG. The pedaling control is performed on the weight of the pedal. (The load is driven by the -19-200817220 and the S 2 0 8 is measured by the dynamometer. The executed load detection 'is not limited to the method of judging whether there is a passenger based on the measured load at the moment 'can also detect the load according to the continuous period of time' and only when the measured load is lower than the reference load In the case of w 0 'control is performed to drive the electric motor 17a. The reference load W0 is set to be a measured amount of 较 measured only when there is no passenger on the pedal 7, only a certain amount of 値. In the case where there is no passenger, the measurement of the enthalpy is caused by the influence of the environment such as rain or the like, and the load acting on the dynamometer 30 is increased. Therefore, it is preferable to set the aforementioned specific amount α to avoid erroneously determining that there is The passenger's specific amount α is set to be larger than the unevenness. The control panel 40, after driving the electric motor 17a to move the pedal 7 in the retracting direction, is the same as the pedals of S107 to S109 in Fig. 7, and is driven. The motor 17a is moved until the pedal 7 is moved to the retracted position (S209 to S211). That is, the control panel 40 performs the following control: if the retracted position detecting sensor 13a is OFF, the electric motor 17a is continuously driven to maintain the current state (S210: NO-S209); when the retracted position detecting sensor 13a is turned ON, the driving of the electric motor 17a is stopped (S210: YES - S21 1). When the pedal 7 reaches the advanced position and stops the driving of the electric motor 17a, The pedal advancement signal (S2 12) is transmitted from the control panel 40, for example, to the APG individual control panel 50. The APG individual control panel 50 can perform the opening and closing operation of the movable grid according to the signal, etc. Further, the signal can also be transmitted through the APG individual control panel 5. 0, or directly sent to the vehicle's control system, according to the signal to perform the opening and closing of the vehicle door, etc. -20- 200817220 As such, the control panel 40 is based on the dynamometer 3 in the state of the pedal 7 The load on the side of 0 (turning on the power load) is used to determine whether there is a passenger W0 on the pedal 7, when the dynamometer 3 is greater than the reference load W0 when the pedal 7 has been advanced. , control electric motor] does not move forward and backward. Therefore, even if it is affected by the deterioration of the year or the bending or distortion of the frame 8, it still causes the load to act on the dynamometer 3 when the passenger is stepping on the passenger. 0 can determine the reference load W0 based on this state (the load cell 30 is subjected to the load but the state of the pedal passenger). Therefore, even if the pedal 7 or the frame 8 is bent or ringed, the pedal can be surely judged. Whether there is a passenger on the 7 or not, the state in which the pedal 7 can be retracted due to the retreat movement can be reliably prevented by the movement of the pedal 7 when the passenger is on the pedal 7 or the pedal can be retracted. As described above, the present invention is not limited to the above-described embodiments, and various modifications can be made within the scope of the invention. (1) It is not limited to the case where the dynamometers 30 are respectively disposed at four locations of the row supporting members 8 1 a to 8 1 d ). It can be placed in the direction along the platform, at the two ends of the parallel branch and 8 1 d. In this case, it is more economical by reducing the number of sets, and since it is set to be bilaterally symmetrical, the load 7a measured by the reference load measured without the passenger causes the pedal 7 to be sent to the pedal 7 plate. There are no occasions on the 7th, but there are no distortions on the 7th, etc., whether there is no passengers who have not executed the bank's instructions, apply for the patent framework 8 (usually, also the members of the 8 1 a dynamometer It can be more stable - 21 - 200817220 to detect the load applied by the pedal. (2) The dynamometer is not limited to the case where g is placed between the S 沓丨 nausea frames, and can also be set to bury the dynamometer The inside of the pedal is adapted to receive a load acting downward in a direction perpendicular to the upper surface of the pedal. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is an overall schematic view of a platform on which a pedal device for a platform according to an embodiment of the present invention is installed. Fig. 2 is a plan view showing the pedal device shown in Fig. 1 showing a state in which the pedal is retracted from the vehicle. Fig. 3 is a plan view of the pedal device shown in Fig. 1 showing the pedal forming a propulsion for the vehicle. State diagram Fig. 4 is a schematic view showing the A-A cross-sectional view of the pedal device in Fig. 2 and Fig. 3. Fig. 5 is an enlarged schematic view of the vicinity of the pedal in Fig. 4(b). Fig. 6 A block diagram showing a pedal device for a platform according to an embodiment of the present invention. Fig. 7 is a flow chart showing control when the power of the pedal device for the platform is turned on. Fig. 8 is a view showing when the vehicle arrives Driving control flow chart of the pedal. [Main component symbol description] -22- 200817220 1 = pedal device for platform 2: housing 7: pedal 8, 81 a~81e, 82a to 82f: frame 1 1 a, 1 2 a : Retraction position stop 1 lb, 12b : Propulsion position stop 1 3 a : Retraction position detection sensor 1 3 b : Propulsion position detection sensor 1 7 : Motor unit (drive means) 1 8 : Pinion (Drive means) 1 9 : Rack (drive means) 20 : Locking mechanism 3 0 : Dynamometer 31, 32: Guide 40: Control panel (drive control means) 100: Platform-23-