EP3472085B1 - Personentransportanlage mit überwachungs- und markiereinrichtung zum kennzeichnen schadhafter tritteinheiten - Google Patents

Personentransportanlage mit überwachungs- und markiereinrichtung zum kennzeichnen schadhafter tritteinheiten Download PDF

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Publication number
EP3472085B1
EP3472085B1 EP17731579.3A EP17731579A EP3472085B1 EP 3472085 B1 EP3472085 B1 EP 3472085B1 EP 17731579 A EP17731579 A EP 17731579A EP 3472085 B1 EP3472085 B1 EP 3472085B1
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EP
European Patent Office
Prior art keywords
transport system
passenger transport
marking
step unit
designed
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP17731579.3A
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German (de)
English (en)
French (fr)
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EP3472085A1 (de
Inventor
Manfred Gartner
Thomas Novacek
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Inventio AG
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Inventio AG
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Priority to PL17731579T priority Critical patent/PL3472085T3/pl
Publication of EP3472085A1 publication Critical patent/EP3472085A1/de
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B25/00—Control of escalators or moving walkways
    • B66B25/006—Monitoring for maintenance or repair
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B23/00—Component parts of escalators or moving walkways
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B23/00—Component parts of escalators or moving walkways
    • B66B23/02—Driving gear
    • B66B23/024—Chains therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B23/00—Component parts of escalators or moving walkways
    • B66B23/08—Carrying surfaces
    • B66B23/12—Steps
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B23/00—Component parts of escalators or moving walkways
    • B66B23/14—Guiding means for carrying surfaces
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B29/00—Safety devices of escalators or moving walkways
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B29/00—Safety devices of escalators or moving walkways
    • B66B29/005—Applications of security monitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B29/00—Safety devices of escalators or moving walkways
    • B66B29/02—Safety devices of escalators or moving walkways responsive to, or preventing, jamming by foreign objects
    • B66B29/06—Combplates

Definitions

  • the present invention relates to a passenger transportation system such as an escalator or moving walk.
  • Passenger transport systems are used to transport people, for example, in buildings between different height levels or within a constant height level.
  • escalators which are sometimes also referred to as escalators, are used to transport people from one floor to another floor, for example in a building.
  • Moving walks can be used, for example, to transport people within a floor in a horizontal plane or only on a slightly inclined plane.
  • Passenger transport systems usually have a large number of step units on which e.g. People can stand and can be transported with the passenger transport system.
  • the steps on escalators are also called steps.
  • the step units On moving walks, the step units are usually referred to as pallets.
  • the pedal units are usually made of metal and can e.g. are manufactured as castings.
  • An upward-facing surface of a step unit is usually profiled with longitudinal ribs running in the direction of travel and longitudinal grooves lying between them.
  • the pedal units are generally arranged parallel to one another and one behind the other.
  • the kick units are regularly supported by means of funding such as a conveyor chain connected to each other and can be shifted continuously along a desired travel path in succession, for example by means of the conveyor, during normal operation of the passenger transport system.
  • the target travel path can e.g. be specified by a guide or a rail along which the tread units are moved, usually rolling or sliding on guide roller or guide sliding elements.
  • So-called comb plates are usually provided on the passenger transport system near the ends of the travel path.
  • the comb plates are relative to the travel path and thus also relative to the tread units shifting along the travel path arranged in a fixed position.
  • the comb plates are provided at the transition between the step units moving along the travel path and a stationary structure of the passenger transport system. Teeth of the comb plate engage in the longitudinal grooves between the longitudinal ribs of the kick units. During normal operation of the passenger transport system, the step units move one after the other mostly just below the comb plates.
  • a gap between an upper side of the respective step unit and an underside or the teeth of the comb plate should be as small as possible, for example less than 2 mm, so that, for example, no objects or body parts can get between the comb plate and the step unit and get caught in the gap.
  • the kick unit can tilt around a horizontally arranged axis, for example due to play, and then just shortly before driving underneath the comb plate is loaded, for example, by a passenger such that its front edge is shifted upwards and then with the Comb plate collides.
  • step units and comb plates can damage the passenger transport system.
  • the operation of the passenger transport system has to be interrupted and the passenger transport system has to be serviced, so that there may be longer downtimes.
  • the kick unit causing the collision must be identified, for example by Repair or replace worn or damaged components to be able to repair the passenger transport system.
  • a passenger transport system in which the risk of damage to the passenger transport system due to collisions between a kick unit and a comb plate is reduced and / or downtimes of the passenger transport system caused by such collisions can be avoided or at least reduced.
  • a passenger transport system which has a plurality of step units, a comb plate, a monitoring device and a marking device.
  • the pedal units are to be relocated in succession along a target travel path.
  • the comb plate is arranged in a fixed position relative to the desired travel path.
  • the monitoring device is set up to monitor an actual position of a currently monitored treadmill relative to the target travel path and to detect a deviation of the actual position from the target travel path by more than a permissible tolerance value and then to activate the marking device.
  • the marking device is set up to provide the marking of the currently monitored step unit and / or a step unit that is in a defined spatial correlation with the currently monitored step unit.
  • the marking device can also be set up to identify a clear marking already present on the step unit.
  • a method for modernizing an existing passenger transportation system is proposed.
  • the passenger transport system points thereby several step units and a comb plate.
  • the pedal units are to be relocated in succession along a target travel path.
  • the comb plate is arranged in a fixed position relative to the travel path.
  • the method has a retrofitting of the passenger transport system with a monitoring device and a marking device.
  • the monitoring device is set up to monitor an actual position of a currently monitored step unit relative to the target travel path and to detect a deviation of the actual position from the target travel path by more than a permissible tolerance value and then to activate the marking device.
  • the marking device is set up to provide the marking of the currently monitored step unit and / or a step unit that is in a defined spatial correlation with the currently monitored step unit.
  • the passenger transport system As noted in the introduction, there is a risk of collisions between moving kick units and stationary comb plates in passenger transport systems. In order to minimize this risk as much as possible or at least to be able to keep the cost of repairing or maintaining the passenger transport system low as a result of a collision, it is proposed to provide the passenger transport system with a special monitoring device.
  • the monitoring device is designed to detect kick units that are defective or worn out in such a way that they no longer move exactly along the desired travel path of the passenger transport system.
  • the monitoring device monitors an actual position or an actual travel path of each of the step units during a time period which is individual for each step unit or while this step unit is moving along a specific section of the travel path.
  • the monitoring device can recognize whether the actual position of a currently monitored treadmill is on the target travel path or whether the actual travel path coincides with the target travel path or whether there are significant deviations between these.
  • this can be recognized by the monitoring device and can be used as an indication that the currently monitored step unit is no longer guided with sufficient accuracy along the target travel path, but dangerously far from it can deviate, so that there is a risk of a collision with the comb plate.
  • Suitable measures can be taken on the basis of this information determined by the monitoring device. For example, the passenger transport system can then completely cease operation or at least modify it until suitable maintenance or repair of the collision-prone kick unit could take place.
  • markings can be attached to one or more step units and / or existing clear markings can be identified. These marks can then be recognized by maintenance or repair personnel.
  • the monitoring device and the marking device now interact in such a way that the monitoring device, as soon as it detects that a currently monitored treadmill deviates from the target travel distance by more than the permissible tolerance value, activates the marking device and the marking device then suitably uses a currently monitored treadmill unit Mark provides or identifies.
  • the marking device can also not only mark the step unit currently being monitored, but rather a step unit which is in a defined spatial correlation with it. For example, instead of or in addition for the currently monitored step unit, the following one, two or more step units are marked by the marking device.
  • the marking device is set up to form the marking as a visually perceptible marking.
  • a visually perceptible marking can be understood to mean a marking that can be recognized by service personnel with the naked eye, for example. This can have the advantage that a marked step unit without additional aids, i.e. especially without tools, and can therefore be recognized very easily.
  • markings could be attached to a step unit, which are not visible to the naked eye but can only be seen, for example, using suitable tools.
  • a label could only be visible under the UV light of a UV lamp.
  • the marking device is set up to apply the marking to the kick unit without contact.
  • contactless can be understood to mean that the marking device does not touch the treadle unit during marking. Accordingly, there is no friction and therefore no wear when marking.
  • it is preferably not necessary to make an accurate, in particular no, adjustment of the marking device relative to the travel unit of the step units, as is e.g. the case would be if the marking device marked the kick units with contact.
  • the marking device has a paint spray device.
  • a paint spraying device is a device by means of which paint can be sprayed onto the step unit to be marked.
  • the paint spray device does not need to touch the kick unit and needs with regard to its position and / or Orientation can only be roughly adjusted. Any substances can be used as the paint to be sprayed, as long as they adhere reliably to the step unit to be marked and are preferably also visually perceptible.
  • paint can also be applied with a differently designed marking device.
  • the activated marking device can lead a kind of pen to the step unit to be marked.
  • Colored adhesive strips can also be pressed onto the step unit to be marked.
  • the marking device is set up and arranged to provide the kick unit with the marking on an underside and / or a lateral flank.
  • the underside of the step unit is arranged opposite to a step surface of the step unit on which users of the passenger transport system can stand.
  • the side flanks extend between the underside and the step surface of the step unit.
  • Both the underside and the side flanks of the kick unit are generally not visible to a user of the passenger transport system, so that markings made there cannot be seen by him and therefore cannot irritate or disturb him.
  • the markings can be easily recognized by service personnel as part of a maintenance or repair process.
  • a marking device provided for marking from below or from the side can be installed in a space-saving and / or inconspicuous manner below the travel path of the treadle units or, for example, in a side panel.
  • the individual step units already have a clearly distinguishable marking due to the production process.
  • a marking can be, for example, a consecutive production number, a barcode, an integrated RFID tag and the like.
  • the marking device can be set up to detect and identify an existing marking that can be uniquely assigned to each step unit.
  • the marking device must be a detection device such as a camera, an RFID reader and the like.
  • the monitoring device has a mechanically actuated position detector which is set up and arranged to be mechanically actuated by more than the permissible tolerance value if the actual position of the step unit currently monitored deviates from the desired travel path.
  • a position detector can be provided for the monitoring device, for example in the form of a button, sensor, switch or some other type of mechanical sensor.
  • the position sensor can be arranged within the passenger transport system in such a way that it is only actuated when the step unit currently monitored deviates excessively from its desired travel path.
  • an "actuation of the position detector” can be interpreted broadly as a detectable change in the state of the position sensor.
  • a button forming the position sensor for example, cannot be depressed in the unactuated state and can be actuated by depressing it. Conversely, however, a button can also be depressed in the unactuated state and actuated by relieving it.
  • the position detector can be of the "normally open” or "normally closed” type.
  • the passenger transport system has a conveyor chain.
  • Each of the step units is mechanically connected to the conveyor chain at a defined position and has to be shifted by means of the conveyor chain.
  • the monitoring device is then set up to indirectly monitor the position of the currently monitored treadmill by monitoring a current position of the conveyor chain.
  • all the step units can be attached to a common conveyor chain at respective positions in order to be able to move the step units together along the travel path.
  • provision can be made to determine this position indirectly by monitoring the current position of the conveyor chain. Since the position of the conveyor chain correlates directly with that of a step unit attached to this conveyor chain, the exact position of the respective step unit can also be recognized become. It may be easier to determine the position of the conveyor chain than to determine the position of the respective step unit directly.
  • a position sensor in the form of a push button can be arranged in such a way that the conveyor chain either presses the push button continuously during normal operation or is guided past the push button in normal operation with a slight objection, so that the conveyor chain deviates from its normal travel path and, as a result, deviates from it attached step unit leads from the target travel path to a mechanical actuation of the position sensor.
  • the monitoring device is set up to monitor the actual position of the step unit currently being monitored without contact.
  • the step unit currently being monitored can be monitored using parameters which can be measured in a contactless manner and which depend on the position of the step unit. For example, optical, magnetic, capacitive, inductive or similar parameters can be monitored. If the position of the kick unit is monitored without contact, friction and the associated wear can be avoided. In addition, a positional adjustment of a detector or sensor used for monitoring can usually be carried out with less accuracy than e.g. is typically the case with monitoring methods based on mechanical actuation.
  • the monitoring device can be set up to optically monitor the actual position of the step unit currently being monitored.
  • the position of the kick unit can be determined easily, without contact and, as a rule, very precisely.
  • the monitoring device can have an optically operating position detector which is set up and arranged to be actuated by more than the permissible tolerance value if the actual position of the currently monitored treadmill deviates from the desired travel path.
  • an optically operating position detector can be designed, for example, in the form of a single-stage or multi-stage light barrier.
  • the position detector can depending on the design of the passenger transport system and / or the monitoring device, be arranged at different points and / or monitor different areas of a step unit currently to be monitored or monitor components connected to it with regard to their current position.
  • the monitoring device can be set up and arranged to monitor a position of an upward-facing tread of the currently monitored treadmill.
  • the monitoring device can have a position detector, which is arranged, for example, on the side next to the step units guided past it.
  • the position detector can be arranged on or in a side balustrade of the passenger transport system and from there monitor the position of the tread surfaces of the tread units guided past it.
  • the passenger transport system can furthermore have a guiding device which is set up and arranged to guide the kick units at a sufficient distance from the comb plate during their displacement.
  • a guide device which specifically guides the step units during operation of the passenger transport system in such a way that a collision between a step unit and a comb plate is avoided and instead the step unit is always spaced apart by a sufficient gap the comb plate is passed.
  • the monitoring device can also reliably detect when a treadmill, for example due to wear, moves excessively away from its target travel path and can then, for example, arrange for maintenance or repair. Even without immediate maintenance or repair, however, due to the suitable guidance by the guide device, there is no immediate collision between the step unit and the comb plate. However, the necessary maintenance or repair should still be done, for example to be able to minimize further wear on the foot unit and / or on other components of the passenger transport system, in particular the guide device.
  • the guide device does not permanently guide the kick units. Instead, it can be provided that the guide device is only activated when a risk of collision between a kick unit and the comb plate is actually recognized, i.e. if, for example, an activation signal is generated by the monitoring device. This can minimize wear on the guide device, for example.
  • the monitoring device is also designed to cause the passenger transport system to end its normal operation and / or to issue a warning signal when the marking device is activated.
  • the activation of the marking device initiated by the monitoring device should preferably not only result in, for example, the currently monitored step unit being marked.
  • the passenger transport system also converts an activation signal output by the monitoring device in such a way that it stops its normal operation. This can mean that the operation of the passenger transport system is completely stopped or the passenger transport system at least changes into a type of special operation in which the pedal units are moved more slowly, for example, and / or in which, for example, a guide device is activated.
  • a warning signal can be generated on the basis of the activation signal output by the monitoring device.
  • Such a warning signal can be perceptible to users of the passenger transport system, for example, and can be output in particular optically or acoustically.
  • a warning signal can be transmitted, for example, to a monitoring center or a maintenance center, for example as an electrical signal, in order to signal this that maintenance or repair of the passenger transport system should take place promptly.
  • the tolerance value is selected such that a distance between a downward-facing surface of a profile of the comb plate and one this surface opposite, upward-facing surface of the step unit currently being monitored is larger than 0.3 mm, preferably larger than 0.7 mm, and smaller than 3 mm, preferably smaller than 2 mm and more preferably smaller than 1.6 mm.
  • a distance i.e. a gap between the top of the tread units passed under the comb plate and the bottom of the comb plate, regularly between 1 and 2 mm, for example about 1.5 mm. In the case of, for example, wear-related deviations from the desired travel path, this distance can be reduced.
  • the tolerance value to be taken into account by the monitoring device should be selected such that the distance mentioned preferably does not decrease to less than 0.7 mm, but at least not to less than 0.3 mm.
  • the monitoring device should monitor the actual position of the step unit currently monitored relative to the desired travel path and assume a tolerance value that should not be exceeded such that the upward-facing surface of the step unit is no closer than the downward-facing surface of the profile of the comb plate 0.3 mm, preferably not closer than 0.7 mm, and activate the marking device when the tolerance value is exceeded.
  • the tolerance value is to be dimensioned in the specific application can depend heavily on the actual implementation of the monitoring device.
  • the tolerance value can be selected to be different in size, depending on whether the position of the step unit currently monitored is measured directly on the step unit or indirectly on components connected to this step unit.
  • Fig. 1 shows a passenger transport system 1 designed as an escalator 3.
  • the escalator 3 serves to transport people between two levels E1 and E2.
  • the escalator 3 has a lower access area 5 and an upper access area 7. Between the lower and the upper access areas 5, 7, which both extend horizontally, runs an area 9 inclined to the horizontal.
  • the escalator 3 has lateral balustrades 11 and base plates 13. Endless handrails 15 are provided along the balustrades 11.
  • the passenger transport system 1 has a plurality of step units 17, which in the case of the escalator 3 are designed as steps.
  • the kick units 17 are arranged one behind the other in relation to a travel direction 19 of the escalator 3 and essentially adjoin one another directly.
  • the step units 17 are each connected to a conveyor chain 21 (sometimes also referred to as a step chain), by means of which the step units 17 can be moved in the travel direction 19 along a travel path.
  • the kick units 17 are, for example, via guide rollers or guide sliding elements, which are guided by rails or similar guide elements, guided along a nominal travel path in normal operation.
  • the conveyor chain 21 and the step units 17 attached to it are deflected by an upper deflection unit 25 and a lower deflection unit 23.
  • the step units 17 moved by the conveyor chain 21 each pass under a comb plate 27.
  • Figure 2 shows an enlarged perspective view of this area. While the step units 17 move along the target travel path 29, the comb plate 27 is fixed in a stationary manner, for example on a comb plate receiver 31 in the access area 7, and is thus in a fixed position relative to the target travel path.
  • an upward-facing surface 33 of the step unit 17 is formed with ribs 35 and grooves in between, which are each aligned parallel to the direction of travel 19.
  • the comb plate 27 can be composed of a plurality of segments arranged next to one another.
  • FIG 3 a section of an escalator 3 is shown near the upper access area 7.
  • a single step unit 17 is shown, which is driven by the conveyor chain 21 in the direction of travel 19 under the comb plate 27.
  • the tread unit 17 has a connection to the conveyor chain 21 near its front end via an axis 40.
  • the conveyor chain 21 runs over guide rollers 41 along a guide rail 43.
  • the pedal units 17 move in normal operation along the target travel path 29, pulled through the conveyor chain 21 and guided by the on the Guide rail 43 running guide rollers 41 and possibly other guide rollers or guide sliding elements such as drag rollers (not shown).
  • the walking units 17 move with one when approaching the upper access area 7 predetermined distance of, for example, 1.5 mm, ie spaced above a gap 42, under the comb plate 27. Such a slight spacing can on the one hand ensure that the kick unit 17 does not collide with the comb plate 27. On the other hand, objects or even body parts of passengers can otherwise be prevented from getting caught in an excessive gap 42.
  • a single guide roller 41 ' may be reduced in diameter due to locally excessive wear or wear, or may be enlarged in diameter due to dirt accumulation in such a way that the step unit 17 attached to it via the axis 40 is no longer along the desired travel path 29, but is driven slightly lower or higher under the comb plate 27.
  • the kick unit 17 retracts higher, i.e. the gap 42 is reduced, this can result in a risk of a collision with the comb plate 27.
  • the step unit 17 were moved lower at its front end due to a reduced guide roller 41 'and thus with an enlarged gap 42 under the comb plate 27, there may be a risk of collision, since in this case the step unit 17 is no longer correctly along the target Traverse path 29 is guided, but can have a certain play and therefore can tip the front end of the kick unit 17 upward, for example when there is a correspondingly unfavorable load by a passenger, and then collide with the comb plate 27.
  • a monitoring device 49 is therefore provided for the passenger transport system 1.
  • This monitoring device 49 is designed to be able to determine the actual position of a currently monitored step unit 17 in order to then be able to detect a deviation of this actual position from the desired travel path 29.
  • the monitoring device 49 If deviations are found that are greater than a predetermined permissible tolerance value, the monitoring device 49 assumes that there is an increased risk of a collision between the currently monitored step unit 17 and the comb plate 27. The monitoring device 49 can then initiate suitable measures. For example, the operation of the passenger transport system 1 can be discontinued or at least modified, for example slowed down. In addition or alternatively, a warning signal can be transmitted to a maintenance center and / or to users of the passenger transport system 1.
  • a marking device 45 is additionally provided for the passenger transport system 1. This marking device 45 is set up, when activated, to provide the currently monitored step unit 17 and / or one or more step units 17 with this currently monitored step unit 17 in a fixed spatial relationship with a mark 57.
  • the marking 57 should preferably be visually perceptible so that it can be recognized easily by maintenance personnel and without additional tools.
  • the monitoring device 49 is equipped with a mechanically actuated position detector 54.
  • the position detector 54 has a switch 53, the actuating arm 56 of which rests on a switching cam 55.
  • the switching cam 55 in turn bears against the conveyor chain 21 via a sensor 59.
  • the monitoring device 49 or its switch 53 is actuated as soon as the conveyor chain 21 deviates excessively from its normal direction of movement. Since the conveyor chain 21 is in turn firmly connected to each of the treadmill units 17 via the axes 40, the position of a currently monitored treadmill unit 17 can be indirectly monitored in this way by monitoring the current position of the conveyor chain 21.
  • the monitoring device 49 forwards an activation signal to the marking device 45, for example via a control unit 51.
  • the marking device 45 activated in this way then applies the marking 57 the underside 61 of the step unit 17 or on one of the side flanks of the step unit 17.
  • the marking device 45 is designed as a paint spray device 47.
  • the paint spray device 47 is designed and arranged in such a way that when activated, it can spray a paint jet 63 in the direction of the underside 61 of the kick unit 17.
  • the paint spraying device 47 itself does not touch the kick unit 17, i.e. the marking 57 can be applied without contact.
  • the individual step units 17 can already have a clearly distinguishable marking 57.
  • a marking 57 can be, for example, a consecutive production number, a bar code, an integrated RFID tag and the like.
  • the marking device 45 can use this by not marking the corresponding step unit 17 actively, for example by means of a color spot, but by marking it passively by detecting and storing the clearly identifiable marking 57. Accordingly, the marking device 45 must be set up to detect and identify an existing marking 57 that can be clearly assigned to each step unit 17. For this purpose, the marking device 45 must have a detection device such as a camera, an RFID reading device and the like.
  • the position detector 65 can, for example, monitor the gap 42 between the upper side 33 of the kick unit 17 and the lower side 37 of the comb plate 27.
  • the position detector 65 can be designed, for example, in the form of a single-stage or multi-stage light barrier. As soon as the gap 42 changes its size, ie is narrowed or widened, this can be interpreted as an indication of an increased risk of collision and the marking device 45 can then be activated again via the control device 51 connected to the position detector 65.
  • the position detector 65 can, for example, on a hole in one of the base plates 13 (see Fig. 1 ) be arranged and through this monitor the gap 42 or alternatively another area of the step unit 17. If the clear marking 57 of the step unit 17 described above is arranged in the detection area of the position detector 65, this can also be used as a detection device for the clearly distinguishable, existing marking 57.
  • the passenger transport system 1 can additionally be equipped with a guide device 67 (see Fig. 2 ).
  • the guide device 67 can be set up and arranged to guide the kick units 17 at a sufficient distance from the comb plate 27 during their displacement.
  • the guide device 67 does not always have to guide the walking units 17 passing by it.
  • the guide device 67 can remain passive in this case.
  • the guide device 67 can appropriately guide the corresponding kick unit 17 in such a way that such a collision is avoided.
  • the guide device 67 as in FIG Fig. 2 shown to be arranged on a lateral edge of the comb plate 27. It can be provided there as a protruding and suitably geometrically shaped sheet 69, the underside 71 of which is designed and arranged in such a way that an area of the step unit 17 that comes too close to the comb plate 27 is pressed down and thus away from the underside 37 of the comb plate 27 becomes.
  • functions of the monitoring device 49 can also be combined with those of the guide device 67.
  • a switch for example in the form of a piezo element, can be provided on the underside 71 of the guide device 67, which switch can be actuated by a stepping unit 17 which deviates from the desired travel path 29 and the marking device 45 can then be activated.
  • collisions between a step unit and the comb plate can be avoided on the one hand in the proposed personal transport system 1 or a retrofitted passenger transport system as part of a modernization, on the other hand, collision-prone kick units can be quickly and easily used by the marking device attached to it by the marking device easily recognized.

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  • Escalators And Moving Walkways (AREA)
  • Control Of Conveyors (AREA)
EP17731579.3A 2016-06-21 2017-06-21 Personentransportanlage mit überwachungs- und markiereinrichtung zum kennzeichnen schadhafter tritteinheiten Active EP3472085B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL17731579T PL3472085T3 (pl) 2016-06-21 2017-06-21 Instalacja do transportu osób z urządzeniem monitorującym i znakującym do identyfikacji uszkodzonych jednostek stopni

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EP16175487 2016-06-21
PCT/EP2017/065222 WO2017220648A1 (de) 2016-06-21 2017-06-21 Personentransportanlage mit überwachungs- und markiereinrichtung zum kennzeichnen schadhafter tritteinheiten

Publications (2)

Publication Number Publication Date
EP3472085A1 EP3472085A1 (de) 2019-04-24
EP3472085B1 true EP3472085B1 (de) 2020-02-26

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JP6892899B2 (ja) * 2019-06-21 2021-06-23 東芝エレベータ株式会社 乗客コンベア及び点検方法
CN111924694B (zh) * 2020-10-12 2021-01-05 南京安诺电梯有限公司 一种扶梯振动信号检测传输系统
DE102021123589A1 (de) 2021-09-13 2023-03-16 Tk Elevator Innovation And Operations Gmbh Fahrtreppenstufeneinheit für eine Fahrtreppenanordnung sowie entsprechende Fahrtreppenanordnung

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US20190161324A1 (en) 2019-05-30
AU2017281562B2 (en) 2020-03-12
MX2018015895A (es) 2019-05-27
SG11201810538PA (en) 2019-01-30
CN109311636B (zh) 2020-04-21
RU2736242C2 (ru) 2020-11-12
RU2019100522A (ru) 2020-07-14
PH12018502255A1 (en) 2019-08-19
CL2018003413A1 (es) 2019-02-01
BR112018072007A2 (pt) 2019-02-12
CN109311636A (zh) 2019-02-05
TW201803798A (zh) 2018-02-01
ES2778834T3 (es) 2020-08-12
WO2017220648A1 (de) 2017-12-28
US10336582B2 (en) 2019-07-02
AU2017281562A1 (en) 2018-11-22
KR20190020667A (ko) 2019-03-04
EP3472085A1 (de) 2019-04-24
RU2019100522A3 (pt) 2020-09-07
PL3472085T3 (pl) 2020-07-27
BR112018072007B1 (pt) 2023-03-07

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