Background Art Conventionally, an automatic operation type man conveyor which automatically operates by sensing the presence/absence of a passenger by a sensor is known.

In this automatic operation type man conveyor, a sensor for sensing passengers is usually attached to a photo- electric pole (strut) installed at the entrance/exit.

If no passenger is sensed by this sensor, the man conveyor does not operate and stands by. If a passenger is sensed by the sensor, the man conveyor operates at a rated speed.

Unfortunately, a man conveyor of this type requires the installation of the photoelectric pole at the entrance/exit. Since the installation space must be ensured, man conveyors cannot be used in some places, or problems of design arise.

Recently, therefore, a poleless automatic operation type man conveyor using no photoelectric

pole is provided, and various technical improvements are being attempted to generalize this man conveyor (Jpn. Pat. Appln. KOKAI Publication Nos. 2003-104680 and 10-182050). Generally, this poleless automatic operation type man conveyor has built-in passenger sensors in inner decks or front skirts of the man conveyor. When a passenger is sensed by these sensors, the man conveyor operates at a rated speed.

However, the sensing range of the sensors is too wide in the direction in which passengers enter, so the sensors respond even if a person who does not use the man conveyor passes nearby, resulting in an unnecessary operation. Also, if a plurality of man conveyors are juxtaposed, adjacent sensors interfere with each other to cause operation errors.

Disclosure of Invention The present invention has been made in considera- tion of the above situation, and has as its object to provide a conveyor which can automatically operate by accurately sensing only a person who uses the conveyor by a sensor.

A conveyor according to an aspect of the present invention is characterized by comprising a plurality of steps which a passenger can step on and off, a pair of balustrades formed on both ends of the steps, passenger sensing means installed near an entrance/exit of the pair of balustrades, and having a sensing range whose

width is substantially equal to a distance between the pair of balustrades, and whose length falls within a predetermined distance-from the entrance/exit, and driving controller which controls driving of the steps in accordance with an operation of sensing a passenger by the passenger sensing means.

A conveyor according to another aspect of the present invention is characterized by comprising a plurality of steps which a passenger can step on and off, a pair of balustrades formed on both ends of the steps, primary passenger sensing means installed near an entrance/exit of the pair of balustrades, and having a sensing range whose width is substantially equal to a distance between the pair of balustrades, and whose length falls within a predetermined distance from the entrance/exit, secondary passenger sensing means installed before a starting position of each step of the pair of balustrades, and driving controller which controls driving of the steps in accordance with an operation of sensing a passenger by the primary passenger sensing means and secondary passenger sensing means.

Additional objects and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. The objects and advantages of the invention may be realized and

obtained by means of the instrumentalities and combinations particularly pointed out hereinafter.

Brief Description of Drawings The accompanying drawings, which are incorporated in and constitute a part of the specification, illustrate presently preferred embodiments of the invention and, together with the general description given above and the detailed description of the preferred embodiments given below, serve to explain the principles of the invention.

FIG. 1 is a perspective view showing the outer appearance of a poleless automatic operation type man conveyor according to the first embodiment of the present invention; FIG. 2 is a plan view schematically showing an arrangement when the man conveyor of the first embodiment is viewed from above ; FIG. 3 is a side view schematically showing an arrangement when the man conveyor of the first embodiment is viewed sideways; FIG. 4 is a block diagram showing the arrangement of a controller for controlling the operation of the man conveyor of the first embodiment; FIG. 5 is a flowchart for explaining the flow of operation control of the man conveyor of the first embodiment; FIG. 6 is a view schematically showing an

arrangement in which two man conveyors are juxtaposed according to the second embodiment of the present invention; FIG. 7 is a plan view schematically showing an arrangement when the two man conveyors of the second embodiment are viewed from above ; FIG. 8 is a block diagram showing the arrangement of a controller for controlling the operation of the man conveyor of the second embodiment ; and FIG. 9 is a flowchart for explaining the flow of operation control of the man conveyor of the second embodiment.

Best Mode for Carrying Out the Invention Embodiments of the present invention will be described below with reference to the accompanying drawing.

(First Embodiment) FIG. 1 is a perspective view showing the outer appearance of a poleless automatic operation type man conveyor according to the first embodiment of the present invention. FIG. 1 shows an arrangement as a so-called"escalator"having an inclination angle.

FIG. 2 is a plan view schematically showing an arrangement when this man conveyor is viewed from above. FIG. 3 is a side view schematically showing an arrangement when the man conveyor is viewed sideways.

As shown in FIG. 1, a man conveyor 11 of this

embodiment has a plurality of steps 12 for conveying passengers, and a pair of balustrades 13 standing upright on the two sides of the steps 12. The steps 12 are tread boards made of, e. g. , aluminum diecast, and endlessly connected between a pair of upper and lower entrances/exits. The steps 12 circularly run between the entrances/exits as they are supported at a predetermined angle by trusses (not shown).

Below the pair of balustrades 13, outer decks 14 and inner decks 15 are arranged on the two sides so as to sandwich balustrade panels 16. The balustrade panels 16 are made of, e. g. , transparent glass or acryl. Moving handrails 17 covered with rubber or the like are formed on the peripheries of the balustrade panels 16. The moving handrails 17 move in synchronism with the steps 12.

At the entrance/exit, a comb 18 having the same width as the steps 12 is formed at a step draw-in/draw- out hole. At the step draw-in/draw-out hole, the comb 18 is in contact with the steps 12 to prevent dust and the like on the steps 12 from entering an internal machine house.

On the floor surface before the entrance/exit, an entrance/exit plate 19 is placed within a predetermined range. The surface of the entrance/exit plate 19 is, e. g. , roughened to protect passengers from slipping when they enter or leave. Note that a machine house

(not shown) is present below the entrance/exit plate 19. A worker lifts up the entrance/exit plate 19 and enters the machine house to perform maintenance.

As shown in FIG. 2, the man conveyor 11 includes primary passenger sensors 21 and 22 and a secondary passenger sensor 23 as passenger sensors for realizing an automatic operation.

The primary passenger sensors 21 and 22 sense passengers near the entrance/exit. Of these sensors, the primary passenger sensors (A) 21 are installed near the entrance/exit at the end portions of the outer decks 14 such that sensor output surfaces point in the direction in which passengers enter. Reference numerals 24 denote the sensing ranges of the primary passenger sensors (A) 21 (more specifically, the output ranges of sensor signals emitted from the primary passenger sensors (A) 21). The two sensing ranges 24 extend substantially parallel to each other from the two sides of the entrance/exit to a predetermined distance.

The primary passenger sensors (B) 22 are installed near the entrance/exit on the sides opposite to the primary passenger sensors (A) 21, i. e. , at the end portions of the inner decks 15. The primary passenger sensors (B) 22 are rotated inward to make a predetermined angle with the direction in which passengers enter. Reference numerals 25 denote the

sensing ranges of the primary passenger sensors (B) 22 (more specifically, the output ranges of sensor signals emitted from the primary passenger sensors (B) 22).

The two sensing ranges 25 extend from the two sides of the entrance/exit to a predetermined distance so as to cross each other near the end portion of the entrance/exit plate 19.

The primary passenger sensors 21 and 22 sense the presence/absence of a passenger within a sensing range 26. The width of the sensing range 26 formed by the primary passenger sensors 21 and 22 is larger than at least the width of the steps 12, and substantially equal to a spacing W between the pair of balustrades 13 standing upright on the two sides of the steps 12.

The length (the direction in which passengers enter) of the sensing range 26 falls within the range of a predetermined distance L from the front end portion of the comb 18 at the step draw-in/draw-out hole.

The predetermined distance L is a minimum distance necessary to sense a passenger entering front ways.

More specifically, the predetermined distance L is 1.7 to 1.9 m.

As shown in FIG. 3, the sensing ranges 24 and 25 of the primary passenger sensors 21 and 22 rise from the floor surface 20 as the distance from the entrance/exit increases. Note that the primary passenger sensors 21 and 22 are installed, e. g.,

near the feet of passengers (with standard heights).

The sensing ranges 24 and 25 of the primary passenger sensors 21 and 22 gradually rise from these installa- tion positions to, e. g. , about the positions of the waists of passengers at the back ends of these ranges.

The secondary passenger sensor 23 senses the presence/absence of a passenger before the starting position of each step 12. As shown in FIG. 2, the secondary passenger sensor 23 is installed near the comb 18 of the inner deck 15 below one of the pair of balustrades 13 described above, such that the sensor output surface opposes the inner deck 15 of the other balustrade 13. Reference numeral 27 in FIG. 2 indicates the sensing range of the secondary passenger sensor 23 (more specifically, the output range of a sensor signal emitted from the secondary passenger sensor 23). The sensing range 27 extends from one balustrade 13 to the other balustrade 13 while maintaining a predetermined height.

Note that the secondary passenger sensor 23 is installed, e. g. , near the feet of passengers (with standard heights) in order to reliably sense a passenger who steps on the step 12 or a passenger who steps off the step 12 at the entrance/exit.

As the passenger sensors 21,22, and 23, it is possible to use, e. g. , reflecting optical sensors in which a light emitting portion and light receiving

portion are integrated. It is also possible to use sensors in which a light emitting portion and light receiving portion are separated, or ultrasonic sensors.

That is, in the present invention, the types of sensors are not limited.

In this arrangement, when a passenger who uses the man conveyor 11 enters the entrance/exit front ways or sideways, and enters the sensing range 26 including the sensing ranges 24 of the primary passenger sensors (A) 21 installed in the outer decks 14 and the sensing ranges 25 of the primary passenger sensors (B) 22 installed in the inner decks 14, the presence of the passenger is sensed, and the man conveyor 11 starts operating.

When this passenger crosses the sensing range 27 of the secondary passenger sensor 23 installed in the inner deck 15 before stepping on the step 12 drawn out from the position of the comb 18, the presence of the passenger is sensed, and the timing at which the operation of the man conveyor 11 is to be stopped is measured.

FIG. 4 shows a controller 31 for controlling the operation of the man conveyor 11 as described above.

The controller 31 is installed in, e. g. , the machine house below the floor surface.

As shown in FIG. 4, the controller 31 is a computer, and controls the operation of the man

conveyor 11 on the basis of a predetermined program.

The controller 31 is connected to the primary passenger sensors (A) 21, primary passenger sensors (B) 22, and secondary passenger sensor 23, and also connected to a timer 32 for determining the operation time of the man conveyor 11.

Reference numeral 33 denotes a man conveyor driving mechanism which includes, e. g. , a motor for driving the steps 12. Driving of the man conveyor driving mechanism 33 is controlled in accordance with an output control signal from the controller 31.

The operation of the first embodiment will be described below.

FIG. 5 is a flowchart showing the operation control of the man conveyor 11 according to the first embodiment of the present invention. The processing shown in this flowchart is executed following the procedure described in a program loaded by the controller 31 shown in FIG. 4.

When there is no passenger, the operation of the man conveyor 11 is stopped, i. e. , the driving of each step 12 is stopped. In this state, the primary passenger sensors (A) 21 installed in the outer decks 14 and the primary passenger sensors (B) 22 installed in the inner decks 15 sense the presence/absence of a passenger.

If the primary passenger sensor (A) 21 or primary

passenger sensor (B) 22 is turned on (Yes in step All), the controller 31 determines on the basis of the sensor signal that a passenger enters the sensing range 26 shown in FIG. 2, and drives the steps 12 via the man conveyor driving mechanism 33, thereby starting the operation of the man conveyor 11 (step A12). If the primary passenger sensors (A) 21 or primary passenger sensors (B) 22 are kept off (No in step All), the controller 31 waits until a passenger is sensed.

When the operation of the man conveyor 11 is started, the presence of the passenger is then sensed by the secondary passenger sensor 23 installed in the inner deck 15. If the secondary passenger sensor 23 is turned on (Yes in step A13), the controller 31 determines on the basis of the sensor signal that the passenger steps on the step 12 across the sensing range 27 shown in FIG. 2, and starts the timer 32 (step A14).

If the secondary passenger timer 23 is kept off (No in step A13), the controller 31 keeps operating the man conveyor 11.

The timer 32 measures the stop timing of the operation. If the controller 31 confirms via the timer 32 that a predetermined time T has elapsed (Yes in step A15), the controller 31 stops driving the steps 12 via the man conveyor mechanism 33, thereby stopping the operation of the man conveyor 11 (step A16). If the predetermined time T has not been elapsed (No in step

A15), the controller 31 keeps measuring the time by the timer 32.

The predetermined time T is slightly longer than a time during which a passenger is conveyed from one entrance/exit to the other at a rated speed. If the predetermined time T has elapsed after the secondary passenger sensor 23 is turned on, the controller 31 stops the operation of the man conveyor 11, clears the timer 32, and waits. If the secondary passenger sensor 23 is turned on again because, e. g. , another passenger enters, the controller 31 resets the timer 32 to measure the stop timing from that point.

As described above, in the poleless automatic operation type man conveyor 11, the primary passenger sensors 21 and 22 are installed in the outer decks 14 and inner decks 15 to sense the presence/absence of a passenger within the minimum necessary sensing range 26 regulated in the widthwise direction and longitudinal direction. With this arrangement, it is possible to avoid sensing pedestrians who walk past the sides of the man conveyor 11, and also avoid sensing persons in front of the man conveyor 11 except those who use the man conveyor 11.

Accordingly, unlike in the conventional man conveyors, almost no unnecessary operations are caused by sensing errors by sensors. In addition, since the start and stop of the operation are not repeated by

those unnecessary operations, the life of the automatic operation type man conveyor can be prolonged.

Also, as shown in FIG. 3, the sensing ranges 24 and 25 rise from the floor surface 20 as the distance from the primary passenger sensors (A) 21 and primary passenger sensors (B) 22 increases. This allows reliable sensing of passengers who use the man conveyor 11.

The operation of the man conveyor 11 is started at the timing at which a passenger is sensed by the primary passenger sensors 21 and 22. Therefore, when this passenger steps on the step 12 across the sensing range 27 of the secondary passenger sensor 23, the man conveyor 11 is stably operating at a defined speed.

Consequently, the passenger can be safely conveyed without any acceleration while he or she is standing on the step 12. The length L in the longitudinal direction (the direction in which passengers enter) of the sensing range 26 is determined such that passengers are sensed within a minimum necessary range, and that the man conveyor is stably operating when a passenger actually steps on.

(Second Embodiment) The second embodiment of the present invention will be described below.

As shown in FIG. 6, the second embodiment assumes two juxtaposed man conveyors 41 and 42 which connect

upper and lower floors in a station or the like.

The man conveyors 41 and 42 are poleless automatic operation type man conveyors. The man conveyor 41 is dedicated to an upward operation only. Reference numeral 43 denotes a passenger entrance; and 44, a passenger exit. The man conveyor 42 is dedicated to a downward operation only. Reference numeral 45 denotes a passenger entrance ; and 46, a passenger exit.

Passenger sensors for realizing an automatic operation are installed in the entrance 43 and exit 44 of the man conveyor 41, and the entrance 45 and exit 46 of the man conveyor 42. The arrangement of these sensors will be explained with reference to FIG. 7.

FIG. 7 is a plan view schematically showing an arrangement when the man conveyors 41 and 42 are viewed from above.

That is, the man conveyor 41 includes a plurality of steps 51, and outer decks 52 and inner decks 53 sandwich balustrade panels 54 on the both ends of the steps 51. The steps 51 are endlessly connected, and circularly run between the entrance 43 and exit 44.

A moving handrail 54a is formed on the periphery of each balustrade panel, and moves in synchronism with the steps 51. Combs 55 and 56 are formed at the entrance 43 and exit 44, respectively. The combs 55 and 56 are in contact with the steps 51 in step draw-in/draw-out holes, and prevent dust and the like

from entering a machine house.

The man conveyor 42 has the same arrangement.

That is, the man conveyor 42 includes a plurality of steps 71, and outer decks 72 and inner decks 73 sandwich balustrade panels 74 on the both ends of the steps 71. The steps 71 are endlessly connected, and circularly run between the entrance 45 and exit 46.

A moving handrail 74a is formed on the periphery of each balustrade panel, and moves in synchronism with the steps 71. Combs 75 and 76 are formed at the entrance 45 and exit 46, respectively. The combs 75 and 76 are in contact with the steps 71 in step draw- in/draw-out holes, and prevent dust and the like from entering a machine house.

The entrance 43 of the man conveyor 41 has a primary passenger sensor (A) 61a, primary passenger sensor (B) 62a, and secondary passenger sensor 63a as sensors for realizing an automatic operation.

The primary passenger sensors 61a and 62a sense passengers near the entrance 43. Of these sensors, the primary passenger sensor (A) 61a is installed near the entrance 43 at the end of the outer deck 52 such that the sensor output surface points in the direction in which passengers enter. The primary passenger sensor (B) 62a is installed near the entrance 43 on the side opposite to the primary passenger sensor (A) 61a, i. e., at the end of the inner deck 52. The primary passenger

sensor (B) 62a is rotated inward to make a predeter- mined angle with the direction in which passengers enter.

The arrangement of each of the sensors 61a, 62a, and 63a is the same as that of each of the sensors 21, 22, and 23 in the first embodiment, so a detailed explanation thereof will be omitted. Reference numeral 64a denotes a sensing range formed by the primary passenger sensors 61a and 62a ; and 65a, a sensing range of the secondary passenger sensor 63a.

Likewise, the exit 44 of the man conveyor 41 has a primary passenger sensor (A) 61b, primary passenger sensor (B) 62b, and secondary passenger sensor 63b.

Reference numeral 64b denotes a sensing range formed by the primary passenger sensors 61b and 62b; and 65b, a sensing range of the secondary passenger sensor 63b.

The entrance 45 and exit 46 of the man conveyor 42 also have the same arrangement. That is, the entrance 45 of the man conveyors 42 has a primary passenger sensor (A) 81a, primary passenger sensor (B) 82a, and secondary passenger sensor 83a. Reference numeral 84a denotes a sensing range formed by the primary passenger sensors 81a and 82a ; and 85a, a sensing range of the secondary passenger sensor 83a.

Likewise, the exit 46 of the man conveyor 42 has a primary passenger sensor (A) 81b, primary passenger sensor (B) 82b, and secondary passenger sensor 83b.

Reference numeral 84b denotes a sensing range formed by the primary passenger sensors 81b and 82b; and 85b, a sensing range of the secondary passenger sensor 83b.

As in the first embodiment, in order to sense passengers within a minimum necessary range, the sensing range 64a at the entrance 43 and the sensing range 64b at the exit 44 of the man conveyor 41 are regulated in the widthwise direction and longitudinal direction. Similarly, in order to sense passengers within a minimum necessary range, the sensing range 84a at the entrance 45 and the sensing range 84b at the exit 46 of the man conveyor 42 are also regulated in the widthwise direction and longitudinal direction.

In addition, the sensing range 64a at the entrance 43 of the man conveyor 41 and the sensing range 84b at the exit 46 of the man conveyor 42 do not interfere with each other. Likewise, the sensing range 64b at the exit 44 of the man conveyor 41 and the sensing range 84a at the entrance 45 of the man conveyor 42 do not interfere with each other.

In this arrangement, when a passenger on the lower floor who wants to go upstairs by using the man conveyor 41 dedicated to an upward operation only enters the sensing range 64a formed by the primary passenger sensor (A) 61a and primary passenger sensor (B) 62a installed at the entrance 43, an upward operation of the man conveyor 41 starts. This upward

operation of the man conveyor 41 stops when a predeter- mined time has elapsed from the timing at which the passenger steps on the step 51 through the sensing range 65a of the secondary passenger sensor 63a.

On the other hand, when a passenger on the upper floor who wants to go downstairs by using the man conveyor 42 dedicated to a downward operation only enters the sensing range 84a formed by the primary passenger sensor (A) 81a and primary passenger sensor (B) 82a installed at the entrance 45, a downward operation of the man conveyor 42 starts. This downward operation of the man conveyor 42 stops when a predeter- mined time has elapsed from the timing at which the passenger steps on the step 71 through the sensing range 85a of the secondary passenger sensor 83a.

If a passenger enters the exit 44 of the man conveyor 41 by mistake, the primary passenger sensors 61b and 62b and secondary passenger sensor 63b installed at the exit 44 perform an operation for preventing this entrance mistake. The same applies to the exit 46 of the man conveyor 42. That is, if a passenger enters the exit 46 of the man conveyor 42 by mistake, the primary passenger sensors 81b and 82b and secondary passenger sensor 83b installed at the exit 46 perform an operation for preventing this entrance mistake.

The arrangement of a controller for realizing

the above operation control will be explained below.

Although the arrangement of a controller used for the man conveyor 41 will be explained for the sake of convenience, the man conveyor 42 has an identical controller.

FIG. 8 is a block diagram showing the arrangement of a controller 91 for controlling the operation of the man conveyor 41. The controller 91 is installed in, e. g. , the machine house below the floor surface together with the controller used for the man conveyor 42.

As shown in FIG. 8, the controller 91 is a computer, and controls the operation of the man conveyor 41 on the basis of a predetermined program.

The controller 91 is connected to the primary passenger sensor (A) 61a, primary passenger sensor (B) 62a, and secondary passenger sensor 63a installed at the entrance 43, connected to the primary passenger sensor (A) 61b, primary passenger sensor (B) 62b, and secondary passenger sensor 63b installed at the exit 44, and also connected to a timer 92 for determining the operation time of the man conveyor 41.

Reference numeral 93 denotes a man conveyor driving mechanism which includes, e. g. , a motor for driving the steps 51. Driving of the man conveyor driving mechanism 93 is controlled in accordance with an output control signal from the controller 91.

Reference numeral 94 denotes a warning device.

The warning device 94 is installed near each of the entrance 43 and exit 44 of the man conveyor 41. If a passenger enters from the exit 44 by mistake, the warning device 94 provides a warning by generating a buzzer sound.

The operation of the second embodiment will be described below.

FIG. 9 is a flowchart showing the operation control of the man conveyor 41 according to the second embodiment of the present invention. The processing shown in this flowchart is executed following the procedure described in a program loaded by the controller 91 shown in FIG. 8.

When there is no passenger, the operation of the man conveyor 41 is stopped, i. e. , the driving of each step 51 is stopped. In this state, if the primary passenger sensor (A) 61a or primary passenger sensor (B) 62a installed at the entrance 43 is turned on (Yes in step Bll), the controller 91 starts the upward operation of the man conveyor 41 as a"normal operation". The procedure of this operation process is the same as the flowchart shown in FIG. 5, so a detailed explanation thereof will be omitted.

On the other hand, if the primary passenger sensor (A) 61b or primary passenger sensor (B) 62b installed at the exit 44 is turned on (Yes in step B12) while

the man conveyor 41 is not operating (No in step Bll), the controller 91 determines that a passenger enters the exit 44 by mistake. Therefore, the controller 91 notifies the passenger that he or she enters in the reverse direction by operating the man conveyor 41 upward for only a predetermined period as a"reverse entrance preventing operation" (step B13).

If the passenger notices at this point, the controller 91 stops the man conveyor 41 and returns to the waiting state again (No in step B12). If the passenger keeps entering the exit 44 and the secondary passenger sensor 63b is turned on (Yes in step B14), the controller 91 generates a warning buzzer sound via the warning device 94, thereby warning the passenger (step B15). This warning continues as long as the passenger is sensed by the secondary passenger sensor 63b.

If a passenger is sensed by the primary passenger sensor 61b or 62b but is not sensed by the secondary passenger sensor 63b, the controller 91 stops the man conveyor 41 and returns to the waiting state again (No in step B14).

As the method of warning, it is also possible to output a voice message such as"You are entering the exit. Please stop, it's dangerous", instead of the warning buzzer as described above. Furthermore, a warning message may also be displayed on a display

device.

The same applies to the man conveyor 42. That is, if a passenger entering the exit 46 is sensed by the primary passenger sensor 81b or 82b installed near the exit 46, the controller performs a reverse entrance preventing operation. If the passenger is sensed by the secondary passenger sensor 83b, the controller generates a warning.

As described above, in the poleless automatic operation type man conveyors 41 and 42 installed adjacent to each other, the primary passenger sensors 61a and 62a and primary passenger sensors 81a and 82a are installed in the outer decks 52 and 72 and inner decks 53 and 73, and the presence/absence of a passenger is sensed in the minimum necessary sensing ranges 64a and 84a regulated in the widthwise direction and longitudinal direction. With this arrangement, an automatic operation free of operation errors can be realized by sensing only persons who use the man conveyors 41 and 42.

Also, since the exits 44 and 46 have the same arrangement as the entrances, the entrance of a passenger by mistake can be prevented.

Furthermore, the primary sensors adjacent to each other do not interfere with each other. Therefore, no operation errors occur, and a safe operation of man conveyors can be provided.

Note that each embodiment is explained by taking an"escalator"as an example of the man conveyor.

However, the present invention is also applicable to a poleless automatic operation type"moving sidewalk".

In this case, an automatic operation can be performed by preventing sensing errors by installing passenger sensors at the entrances/exits as described above.

The man conveyor may also be driven at a predeter- mined speed before a passenger is sensed by the primary passenger sensor. This predetermined speed is lower than the defined speed of a normal operation.

When a passenger is sensed by the primary passenger sensor, the operating speed of the man conveyor is increased to the defined speed of a normal operation. After that, if the passenger is sensed by the secondary passenger sensor, the timer is turned on, and the defined speed is maintained for a predetermined time. If the passenger is not sensed by the secondary passenger sensor, the operating speed of the man conveyor is decreased to a lower speed from the defined speed. When a predetermined time has elapsed after that, the operating speed of the man conveyor is decreased from the defined speed, and the man conveyor is kept operated at a lower speed.

This operation makes it possible to shorten the driving start time of the man conveyor, and always notify a passenger of the direction in which the steps

advance.

Also, a method of stopping the man conveyor which has conveyed a passenger need not be the method which starts the operation when a passenger is sensed by the primary passenger sensor at the entrance, and stops the operation when a predetermined time has elapsed since the passenger is sensed by the secondary passenger sensor at the entrance. That is, it is also possible to stop the operation after the passenger who steps off the man conveyor is sensed by the primary or secondary passenger sensor at the exit.

In this case, if the above-mentioned method which raises the operating speed of the man conveyor when a passenger is sensed by the primary passenger sensor in the state (the idling state) in which the man conveyor is already driven at a predetermined speed is used, the man conveyor decelerates after the passenger who steps off the man conveyor is sensed by the primary or secondary passenger sensor at the exit, thereby returning to the idling state.

Since this control stops or decelerates the operation after confirming that the passenger has stepped off, passengers can be conveyed more reliably and safely.

A plurality of secondary passenger sensors may also be installed in the inner deck along the direction in which the steps move. With this arrangement, it is

possible to sense the position of a passenger in the man conveyor, and eliminate the inconvenience that a passenger is still standing on a step when the man conveyor stops after a predetermined time has elapsed since the passenger is sensed by the secondary passenger sensor.

Additional advantages and modifications will readily occur to those skilled in the art. Therefore, the invention in its broader aspects is not limited to the specific details and representative embodiments shown and described herein. Accordingly, various modifications may be made without departing from the spirit and scope of the general inventive concept as defined by the appended claims and their equivalents.