EP3736242A1 - Einklemmschutzsicherheitssystem - Google Patents

Einklemmschutzsicherheitssystem Download PDF

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Publication number
EP3736242A1
EP3736242A1 EP19382338.2A EP19382338A EP3736242A1 EP 3736242 A1 EP3736242 A1 EP 3736242A1 EP 19382338 A EP19382338 A EP 19382338A EP 3736242 A1 EP3736242 A1 EP 3736242A1
Authority
EP
European Patent Office
Prior art keywords
entrapment
safety system
handrail belt
movable part
trigger
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.)
Withdrawn
Application number
EP19382338.2A
Other languages
English (en)
French (fr)
Inventor
José Ojeda Arenas
Aurelio CASTAÑO LANTERO
Ana Belén QUIROGA SÁNCHEZ
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
TK Elevator Innovation Center SA
Original Assignee
ThyssenKrupp Elevator Innovation Center SA
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by ThyssenKrupp Elevator Innovation Center SA filed Critical ThyssenKrupp Elevator Innovation Center SA
Priority to EP19382338.2A priority Critical patent/EP3736242A1/de
Priority to PCT/EP2020/061435 priority patent/WO2020224989A1/en
Publication of EP3736242A1 publication Critical patent/EP3736242A1/de
Withdrawn legal-status Critical Current

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Classifications

    • 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
    • B66B29/04—Safety devices of escalators or moving walkways responsive to, or preventing, jamming by foreign objects for balustrades or handrails

Definitions

  • the invention refers to an anti-entrapment safety system, in particular to an anti-entrapment safety system for a passenger moving system such as those used in all manner of large-scale premises, for example, in airports and/or stations in which there is an aim to facilitate passenger movement.
  • the invention refers to an anti-entrapment safety system for a passenger moving system comprising preferably a first endless handrail belt and preferably a second endless handrail belt, wherein the safety system comprises a plurality of movable parts wherein a first movable part is adapted to respond to an entrapment force (F e ) applied thereto and wherein the response comprises an upwards rotation or a downwards rotation of the first movable part.
  • the upwards rotation or the downwards rotation of the first movable part preferably activates the anti-entrapment safety system when the rotation exceeds a pre-determined threshold value.
  • the threshold value is preferably defined as a rotation in the range of 0.5 to 20.0 degrees.
  • Handrails and handrail systems for moving walking systems including variable speed moving walking systems are already known in the art.
  • JP H11 301857 discloses a device for a handrail of a variable speed moving walkway wherein the device is adapted to initiate an emergency stop of the moving walkway in the event of an entrapment about the handrail belt.
  • the device comprises brushes which are arranged without gaps from the surface portion of the handrail to alert passengers about the approaching changeover of handrails and a separate detecting means provided therebelow for detecting an entrapment.
  • the detecting means comprises a shielding plate, which is forced in the upwards direction via a spring positioned underneath so that any downward force will cause the shielding plate to rotate downwards and cause an emergency stop of the moving walkway.
  • any downward force be it intentional i.e., an entrapment, or unintentional i.e. no entrapment but accidental contact with the shielding plate, will cause the moving walkway to come to an emergency stop. This can be both inconvenient and dangerous for the passengers travelling on the moving walkway
  • JP2001106464 discloses a variable speed moving walkway having a foreign matter detection means positioned on the handrail at the point where a first handrail ends and a second handrail begins, wherein said detection means is comprised of a sliding mechanism which slides backwards upon an entrapment and activates a limit switch causing the moving walkway to stop.
  • said detection means is comprised of a sliding mechanism which slides backwards upon an entrapment and activates a limit switch causing the moving walkway to stop.
  • any force be it intentional i.e., an entrapment, or unintentional i.e., no entrapment but accidental contact with the sliding mechanism, will cause the moving walkway to come to an emergency stop. This can be both inconvenient and dangerous for the passengers travelling on the moving walkway
  • inventive anti-entrapment system and a passenger moving system comprising the inventive anti-entrapment system are the subject of the appended claims and are described in further detail in the following embodiments and figure description.
  • the invention relates to:
  • the invention also relates to:
  • the invention also relates to:
  • the further anti-entrapment safety system is adapted to differentiate between a force of impact (F i ) and a force of entrapment (F e ), wherein the further anti-entrapment safety system is adapted to respond to a force of entrapment only.
  • this advantageously ensures that inadvertent or accidental rotations of any entrapment trigger which may occur during normal operation, do not cause unnecessary shutdowns of the passenger moving system i.e., "false alarms". Furthermore, this advantageously provides a passenger moving system that comprises a plurality of inventive anti-entrapment safety systems around the handrail belt at the points where entrapment is most likely to occur, wherein the safety systems are independent of each other and capable of simultaneously stopping the passenger moving system whilst also facilitating the release of any trapped material or item at any point about the handrail belt which can be contacted by a passenger. Thus, should one safety system fail, the other system is still able to detect entrapments and respond accordingly.
  • the passenger moving system comprises a variable speed passenger moving system or a constant speed passenger moving system.
  • an anti-entrapment safety system 10 according to a first embodiment of the invention and an anti-entrapment safety system 20 according to a second embodiment of the invention are positioned about a first handrail belt 1 and a second handrail belt 2 wherein each system 10, 20 are shown to be at rest, i.e., the passenger moving system is in normal operation mode and no entrapments have occurred.
  • the safety system 10 is positioned between a first handrail belt 1 and a second handrail belt 2 whereas the safety system 20 is positioned about handrail belt 2 only.
  • the outer surface of the safety system 10 i.e., the surface contactable by a passenger of the passenger moving system, comprises a fixed part 101 adjacent to the first handrail belt 1, an entrapment trigger 103 adjacent to the second handrail belt 2 and a deflector 102 positioned there-between.
  • the entrapment trigger 103 is adapted to move in particular, rotate upwards, when exposed to an entrapment force F e wherein said force F e must be sufficient to overcome the rotation threshold.
  • the response of the safety system 10 to an entrapment is shown more clearly in fig. 1b .
  • the safety system 10 according to a first embodiment of the invention is shown after an entrapment has occurred.
  • the movement of the entrapment trigger 103, in particular the rotation of the entrapment trigger 103 from the position shown in fig. 1a to the position shown in fig. 1b is caused by the entrapment force F e .
  • the upwards rotation of the entrapment trigger 103 exposes a larger surface area of the handrail belt 2 and causes the passenger moving system to stop. It also may help to relieve the entrapment.
  • the upwards rotation of the entrapment trigger 103 also causes the deflector 102 to slide across the outer surface of the fixed part 101 (as shown by the straight dotted arrow). Fig.
  • FIG. 1b also shows the presence of a rolling element 1033 on the underside of the entrapment trigger 103.
  • two rolling elements 1033 are comprised within the entrapment trigger 103 wherein the rolling element 1033 is a wheel.
  • the safety system 20 may also be activated via the same entrapment that activates the safety system 10.
  • the mechanism by which the safety system 10 operates is explained further in figs. 2a to 3d .
  • the mechanism by which the safety system 20 operates is explained further in figs 4a to 6b .
  • Fig. 2a shows a cross-sectional view of the component parts of the safety system 10 shown in figs. 1a and 1b .
  • the safety system 10 is positioned between a first handrail belt 1 and a second handrail belt 2 and is in its "rest position" i.e., the passenger moving system is in normal operation mode.
  • the safety system 10 further comprises an actuator 104, wherein the actuator 104 comprises a spring 1041 in a spring housing 1042; a movable part 105 and a sensor 106. It is possible to use a pre-loaded sensor 106 in order to reduce the reaction time when an entrapment occurs In this particular example the sensor 106 is a limit switch.
  • the deflector 102 facilitates the holding of the movable part 105 in place and vice versa.
  • the actuator 104 is comprised within the movable part 105 wherein said actuator 104 is in communication with the entrapment trigger 103.
  • the actuator 104 and the entrapment trigger 103 are connected at a joint X, wherein the joint X is preferably a pin (shown in fig. 2b ).
  • the actuator 104 exerts a force, e.g., a biasing force, upon the entrapment trigger 103 via the spring 1041.
  • the movable part 105 shares an interface I with the limit switch 106, as shown by a dashed line. At the interface I, the movable part 105 and limit switch 106 are in contact.
  • the entrapment trigger 103 shown in this particular example comprises a groove G which complements a surface S of the actuator 104.
  • Fig 2b shows a magnified representation P of the groove G and surface S.
  • the entrapment trigger 103 rotates about point A when an entrapment occurs causing the groove G to move around the surface S of the actuator 104. This is shown more clearly in figs 3a to 3d .
  • Figs. 3a to 3c describe in detail how the safety system 10 according to the invention operates.
  • Fig. 3a shows the safety system 10 in its "rest" position during normal operation of the passenger moving system (not shown);
  • fig 3b shows the safety system 10 just before an entrapment force F e causes the entrapment trigger 103 to fully rotate upwards and move from a vertical forwards position V f to a vertical backwards position V b , and thereby activating the safety system;
  • fig. 3c shows the safety system 10 when activated and
  • fig. 3d shows an exploded view of a cam 1032 in relation to a movable part 105.
  • Fig. 3a shows the safety system 10 as shown in fig 2a , with the exception of the fixed part 101.
  • Fig 3a shows the points of rotation A, B of the entrapment trigger 103 and the actuator 104 respectively.
  • the spring 1041 causes the actuator 104 to exert a force F upon the entrapment trigger 103, i.e., exerts a biasing force on the entrapment trigger. This establishes the rotation threshold.
  • the entrapment trigger 103 leans towards the handrail belt (not shown) in a vertical forward direction V f providing a gap of a distance of 1.5 mm between the contactable surface of the entrapment trigger 103 and the handrail belt.
  • the entrapment trigger 103 leans towards the handrail belt at an angle that allows the wheels 1033 of the entrapment trigger 103, to contact the handrail belt (not shown) at all times.
  • the wheels 1033 rotate according to the moving direction and moving speed of the handrail belt.
  • the wheels 1033 are preferably positioned away from the edge of the entrapment trigger on the surface facing the handrail belt (this is shown more clearly in fig. 1b )
  • the deflector 102 is held in position via the movable part 105 and vice versa during normal operation of the passenger moving system.
  • the safety system 10 is adapted to distinguish between a force caused by entrapment F e and a force caused by impact F i .
  • a force of the latter type is shown by the downwards arrow F i , whilst a force of the former type is shown in fig. 3b by the curved arrow F e .
  • the safety system 10 will only respond to an entrapment force F e , since this force will rotate the entrapment trigger 103 in the upwards direction in an amount sufficient to exceed the rotation threshold, which then activates the limit switch 106.
  • Fig. 3b shows the safety system 10 upon application of an entrapment force F e .
  • the entrapment trigger 103 rotates upwards about point A in an anti-clockwise direction, which causes a simultaneous rotation of the actuator 104 about point B in a downwards anti-clockwise direction.
  • the downward rotational movement of the actuator 104 pulls the movable part 105 downwards via a rotation about point C in an anti-clockwise direction.
  • the entrapment force F e is lower than the rotation threshold established by the force F supplied by the actuator 104 on the entrapment trigger 103 via the spring 1041, the entrapment trigger 103 will not rotate any further upwards, the movable part 105 will not move further downwards thus the deflector 102 will not be released. This ensures that the passenger moving system is not unnecessarily stopped.
  • the safety system 10 will continue to react according to fig. 3c .
  • Fig. 3c shows how the actuator 104 rotates further about point B in an anti-clockwise direction such that rotation point B is moved to a position below that of rotation point A.
  • the spring 1041 is released and comprised fully within the spring housing 1042.
  • the entrapment trigger 103 now rotates further about point A in an anti-clockwise direction.
  • a cam 1032 contacts the movable part 105 (shown more clearly in fig. 3d ) and rotates the movable part 105 further about point C in a downwards direction thereby causing the release of the deflector 102.
  • the deflector 102 slides along the surface of the fixed part 101 (as shown in fig.
  • the cam 1032 is adapted to contact and rotate the movable part 105 only when the momentum generated by the force of entrapment F e is greater than the momentum generated by the force F supplied by the actuator 104 on the entrapment trigger 103 via the spring 1041, i.e., the rotation threshold.
  • the shape of the cam 1032 is such that a rotation of 8.0 degrees causes it to contact and rotate the movable part 105 thereby stopping the passenger moving system.
  • Fig. 4a shows an inventive anti-entrapment safety system 20 according to a second embodiment of the invention when in its "rest position" i.e., the passenger moving system is in normal operation mode.
  • the safety system 20 according to this embodiment comprises an entrapment trigger 203, a deflector 202, a sensor 206 - in this particular example the sensor is a limit switch 206.
  • the deflector 202 and entrapment trigger 203 are connected such that they form a single movable part; however, only manipulation of the entrapment trigger 203 will cause a manipulation of the deflector 202.
  • the entrapment trigger 203 is adapted to be manipulated by an external force, in particular an entrapment force F e .
  • a first set of torsion springs 2021 is located in the deflector 202 and a second set of torsion springs 2031 is located in the entrapment trigger 203.
  • "Set” can comprise one or more torsion spring. This is shown in figs. 5a to 5c .
  • the torsion springs 2031 located in the entrapment trigger 203 push the entrapment trigger 203 towards the deflector 202 whilst the torsion springs 2021 located in the deflector 202 force the deflector 202 downwards towards a cam 204. This renders the deflector 202 and consequently, the entrapment trigger 203 under a downward force F, i.e., they are biased.
  • the cam 204 comprises a groove G and is located at each lengthwise end of the entrapment trigger 203 such that at least a length of the lateral edges of the deflector 202 rests upon a vertical top surface of the cam 204 (shown more clearly in figs. 5a to 5d ).
  • the lateral edges of the deflector 202 refer to the edges of the shortest sides of the deflector 202, i.e., those which lie perpendicular to the direction of the handrail belt (not shown).
  • the cams 204 are preferably identical and are positioned such that they form mirror-images of each other. Each cam 204 is rotatable about a point D. This is explained in further detail in figs. 5a to 5e .
  • the entrapment trigger 203, in particular a wheel 2033 of the entrapment trigger 203 contacts the cam 204 at the groove G (shown more clearly in figs. 5a to 5e ).
  • the limit switch 206 is located opposite the cam 204 and contacts the cam 204 on an outer surface via a spring mechanism 205 which comprises a contacting means 2051.
  • the outer surface refers to a surface that is not facing or in contact with the deflector 202 or entrapment trigger 203.
  • the contacting means 2051 exerts a compressive force F c on the cam 204 via the spring 205 thereby pushing the cam 204 towards the entrapment trigger 203.
  • the contacting means 2051 used in this example is a pin.
  • a further spring 205 comprising a further pin 2051 is placed in the same position to the cam 204 located at the opposite end of the deflector 202 and entrapment trigger 203.
  • the further pin 2051 exerts a compressive force F c on the opposite cam 204 via the spring 205 which pushes the opposite cam 204 towards the entrapment trigger 203.
  • the entrapment trigger 203 thus experiences simultaneously a compressive force F c from both cams 204 and a force towards the deflector F.
  • Fig. 4a shows only one limit switch 206 positioned opposite a cam 204, however, a further limit switch 206 can optionally be placed in connection with the further spring 205 comprising the further pin 2051 which is located at the opposite end of the cam 204 located at the opposite end of the deflector 202 and entrapment trigger 203.
  • the safety system 20 can comprise one limit switch 206 located at a first end of a cam 204 or two limit switches 206 located at each end of the cams 204 and still be able to respond to an entrapment by stopping the passenger moving system.
  • Fig. 4b shows the safety system 20 of fig. 4a in the activated position, i.e., when an entrapment has occurred.
  • the limit switch 206 is shown to be positioned opposite the cam 204 located at the opposite end of the deflector 202 compared to the position shown in fig. 4a .
  • An entrapment force F e (not shown) causes the entrapment trigger 203 to rotate downwards from its resting horizontal position H 0 to an activated vertical position V a which serves to create a gap around the handrail belt (not shown). Rotation of the entrapment trigger 203 causes the deflector 202 to rotate also.
  • the simultaneous downward rotation of the deflector 202 and the entrapment trigger 203 occurs along rod 208 which allows for a rotation with respect to the balustrade (not shown) of the passenger moving system.
  • the forming of a gap causes the passenger moving system to stop and can even help to relieve the entrapment.
  • the steps by which the safety system 20 moves from a horizontal "resting" position to a vertical “activated” position are explained in detail in figs. 5a to 5e .
  • Fig. 5a shows a cross-section of the safety system 20 shown in fig. 4a when in normal operation mode and no entrapment has occurred.
  • the deflector 202 rests upon the vertical top surface of the cams 204 at point X.
  • a first torsion spring 2021 and a second torsion spring 2021 are located in the deflector 202 and a first torsion spring 2031 and a second torsion spring 2031 are located in the entrapment trigger 203.
  • the torsion springs 2031 push the entrapment trigger 203 towards the deflector 202 whilst the torsion springs 2021 force the deflector 202 towards the cams 204. This is shown more clearly in figs. 5b and 5c .
  • the entrapment trigger 203 comprises a wheel 2033 on each side wherein each wheel 2033 contacts its respective cam 204 in the groove G.
  • the deflector 202 and the entrapment trigger 203 are held in place via the cams 204 due to the compressive force F c supplied by the pin 2051 and spring 205 located on each respective side.
  • the compressive force F c exerted on the cams 204 and the forces F exerted on the deflector 202 via the torsion springs 2021 and the force exerted on the entrapment trigger 203 via the torsion springs 2031 create an equilibrium F Eq and no movement of the entrapment trigger 203 occurs.
  • Figs. 5b and 5c demonstrate how the safety system 20 responds to the application of an external force, in particular to an entrapment force F e .
  • An entrapment force F e causes the entrapment trigger 203 to rotate downwards about point E.
  • the rotation point E can be seen in fig. 5e from a side cross-sectional perspective of the safety system 20.
  • the rotation causes each wheel 2033 of the entrapment trigger 203 to move downwards along the groove G of the respective cam 204 (arrows 1) and in doing so, each cam 204 is pushed outward (arrows 2) via rotation about point D - rotation point D is shown in figs. 4a, 4b and 5d .
  • each respective cam 204 As each respective cam 204 is rotated outwards, the cams 204 push against the respective pins 2051 comprised within the springs 205 (not shown).
  • the deflector 202 now rests upon a vertical top surface of the cams 204 at point Y. At this point, less surface area of the vertical top surface of each cam 204 is provided for the deflector 202 to rest upon.
  • the entrapment trigger 203 will not rotate downwards any further and the deflector 202 will remain resting upon the cams 204 at position Y.
  • the cams 204 whilst having been rotated, have not been rotated to such a degree that the limit switch 206 is activated. Therefore, the passenger moving system will not be unnecessarily stopped.
  • the entrapment force F e applied is greater than the equilibrium force F eq and the rotation threshold has been exceeded or, a further entrapment force F e has been applied and the rotation threshold has been exceeded, the entrapment trigger 203 will continue to react according to fig. 5c .
  • the entrapment force F e causes the entrapment trigger 203 to rotate further about point E ( fig. 5e ) such that each wheel 2033 of the entrapment trigger 203 continues to travel downwards along the groove G of the respective cam 204 (arrows 1) until it has reached the end of the groove G and then travels further downwards along a continuing straight inner surface S i of each respective cam 204.
  • the cams 204 are each pushed further outward (arrows 2) via further rotation about point D - rotation point D is shown in figs. 4a and 4b .
  • the deflector 202 is comprised within the vertical top surface of the respective cams 204 at point Z.
  • the horizontal to vertical movement creates a gap around a handrail belt (not shown) which can also provide for relief of the entrapment.
  • the range of degrees within which rotation can occur without activating the limit switch in this particular example is dependent upon the shape of the cam 204 and the groove G comprised therein.
  • a deeper groove G can withstand a higher degree of rotation to release the deflector 202 whilst a shallower groove will require only a slight degree of rotation to release the deflector 202.
  • the shape of the cam 204 is such that a rotation of 8.0 degrees causes it to activate the limit switch 206 and the single movable part comprising the deflector 202 and entrapment trigger 203 simultaneously moves from a horizontal resting position to a vertical activated position thereby stopping the passenger moving system, as shown in figs 1a and 1b .
  • Fig. 6a is a representation of a safety system 20 according to the second embodiment of the invention as shown in figs. 4a to 5e when positioned on a first single handrail belt 1 of a passenger moving system.
  • only one safety system 20 is installed on a first side of the single handrail belt 1.
  • the safety system 20 is arranged such that the entrapment trigger 203 is positioned adjacent to and encompasses the width of, the handrail belt 1. This positioning of the safety system 20 addresses the problem of entrapments occurring at the side of the handrail belt 1 where a passengers' hand is most likely to pass over, for example in the process of switching handrails thereby improving passenger safety.
  • the handrail 1 shown in fig 6a can further comprise a safety system 10 according to the first embodiment of the invention as described in figs 1a to 3d wherein the safety system 10 is positioned between the handrail belt 1 and the handrail belt 2 such that it forms a bridge there-between with the entrapment trigger 103 being adjacent to the handrail belt 2 and the fixed part 101 being adjacent to the handrail belt 1.
  • Fig. 6b is a representation of a safety system 20 according to the second embodiment of the invention as shown in figs. 4a to 5e when positioned on a first single handrail belt 1 of a passenger moving system.
  • two safety systems 20a and 20b are installed on a first side of the single handrail belt 1 and a second side of the single handrail belt 1.
  • Each safety system 20a, 20b is arranged such that the entrapment trigger 203 is positioned adjacent to and encompasses the width of, the handrail belt 1.
  • the safety system 20b is shown without the deflector 202 and entrapment trigger 203.
  • This positioning of the safety system 20 addresses the problem of entrapments occurring at the side of the handrail belt 1 where a passengers' hand is most likely to pass over, for example in the process of switching handrails.
  • a passenger grips the handrail belt 1 their thumb and fingers will be located on opposite sides of the belt 1, most likely their thumb will rest on one side whilst their fingers rest on the opposite side.
  • a safety system 20 is in place on both sides, thereby further improving passenger safety.
  • the safety system 20 comprises only one limit switch 206. It is also possible that safety requirements necessitate two limit switches to be used. Whether one or two limit switches are used, the invention provides for the stopping of a passenger moving system in the event of an entrapment.
  • the handrail 1 shown in fig 6b can further comprise a safety system 10 according to the first embodiment of the invention as described earlier and shown in figs 1a to 3d wherein the safety system 10 is positioned between the handrail belt 1 and the handrail belt 2 such that it forms a bridge there-between with the entrapment trigger 103 being adjacent to the handrail belt 1 and the fixed part 101 being adjacent to the handrail belt 2 or the entrapment trigger 103 being adjacent to the handrail belt 2 and the fixed part 101 being adjacent to the handrail belt 1.

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  • Escalators And Moving Walkways (AREA)
EP19382338.2A 2019-05-06 2019-05-06 Einklemmschutzsicherheitssystem Withdrawn EP3736242A1 (de)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP19382338.2A EP3736242A1 (de) 2019-05-06 2019-05-06 Einklemmschutzsicherheitssystem
PCT/EP2020/061435 WO2020224989A1 (en) 2019-05-06 2020-04-24 Anti-entrapment safety system

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP19382338.2A EP3736242A1 (de) 2019-05-06 2019-05-06 Einklemmschutzsicherheitssystem

Publications (1)

Publication Number Publication Date
EP3736242A1 true EP3736242A1 (de) 2020-11-11

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP19382338.2A Withdrawn EP3736242A1 (de) 2019-05-06 2019-05-06 Einklemmschutzsicherheitssystem

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EP (1) EP3736242A1 (de)
WO (1) WO2020224989A1 (de)

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2054640A1 (de) * 1970-11-06 1972-05-10 Rheinstahl Eggers Kehrhahn Sicherheitseinrichtung an der Einlaufstelle eines umlaufenden Handlaufs einer Fahrtreppe oder eines Fahrsteiges
WO1997014644A1 (en) * 1995-10-18 1997-04-24 Loderway Pty. Limited Systems for the conveyance of standing passengers
JPH11301857A (ja) 1998-04-16 1999-11-02 Canon Inc 給紙装置及び画像記録装置
JP2001106464A (ja) 1999-10-07 2001-04-17 Ishikawajima Harima Heavy Ind Co Ltd 動く歩道の手摺ガイド
JP2001106463A (ja) * 1999-10-07 2001-04-17 Nkk Corp 乗客コンベヤの手すり装置
DE69429678T2 (de) * 1993-10-01 2002-08-14 Mitsubishi Jukogyo K.K., Tokio/Tokyo Handlaufmechanismus für sich bewegende Gehsteige mit variabler Geschwindigkeit
EP3229249A1 (de) * 2016-03-09 2017-10-11 Omron Corporation Endschaltervorrichtung

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2054640A1 (de) * 1970-11-06 1972-05-10 Rheinstahl Eggers Kehrhahn Sicherheitseinrichtung an der Einlaufstelle eines umlaufenden Handlaufs einer Fahrtreppe oder eines Fahrsteiges
DE69429678T2 (de) * 1993-10-01 2002-08-14 Mitsubishi Jukogyo K.K., Tokio/Tokyo Handlaufmechanismus für sich bewegende Gehsteige mit variabler Geschwindigkeit
WO1997014644A1 (en) * 1995-10-18 1997-04-24 Loderway Pty. Limited Systems for the conveyance of standing passengers
JPH11301857A (ja) 1998-04-16 1999-11-02 Canon Inc 給紙装置及び画像記録装置
JP2001106464A (ja) 1999-10-07 2001-04-17 Ishikawajima Harima Heavy Ind Co Ltd 動く歩道の手摺ガイド
JP2001106463A (ja) * 1999-10-07 2001-04-17 Nkk Corp 乗客コンベヤの手すり装置
EP3229249A1 (de) * 2016-03-09 2017-10-11 Omron Corporation Endschaltervorrichtung

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