EP4110717A1

EP4110717A1 - Passenger transport system and method for operating a passenger transport system

Info

Publication number: EP4110717A1
Application number: EP21705198.6A
Authority: EP
Inventors: Andreas DRAHOHS-FÖDERLER; Christoph Eder; Gerhard Stoiber
Original assignee: Inventio AG
Current assignee: Inventio AG
Priority date: 2020-02-28
Filing date: 2021-02-16
Publication date: 2023-01-04
Anticipated expiration: 2041-02-16
Also published as: CN115210168A; CA3172832A1; BR112022016845A2; EP4110717B1; US20230097710A1; WO2021170452A1; AU2021227374A1; TW202138278A

Abstract

The invention relates to a passenger transport system (100) with a transport belt. The passenger transport system (100) comprises at least one handrail (111) and a securing device (120) for a protective device (130) in the region of the handrail terminal arc (112). A control unit locks the operation of the passenger transport system (100) in a travel direction on the basis of a sensor signal such that when at least one protective device (130) is present in the region of the handrail terminal arc (112), the travel direction in which the handrail is entering the protective device is blocked (102). The invention additionally relates to a method for controlling a bidirectional passenger transport system (100). The method has the steps of determining the presence of a protective device (130) in the region of a handrail terminal arc (112) by means of a sensor (151) and preventing the operation of the passenger transport system (100) in a blocked travel direction (102), wherein the blocked travel direction (102) is defined by the entry of the handrail (111) into the protective device (130).

Description

Passenger transportation system and method for operating a passenger transportation system

description

The invention relates to a passenger transport system with a conveyor belt, in particular with the possibility of mounting a protective device in the area of the handrail end curve.

Passenger transport systems in the form of escalators and moving walks, also known colloquially as escalators, moving walks or conveyor belts, are widespread. In order to offer the passenger a possibility to hold on during the journey, these are usually equipped with moving handrails.

At the end of the handrail, especially at the end at which the handrail moves out of the handrail inlet cap, accidents can occur because the handrail moves on an arcuate path in this area, the direction of which does not correspond to that of the conveyor belt. By arranging a protective device, at least partial protection against such accidents is possible. Such protective devices with arched, solid housings (hereinafter referred to as protective arches or protective devices) have been known for years, but these were simply mounted on the balustrade, regardless of the upright direction of the handrail. Since this has led to serious accidents with the hands if the passenger's hand was trapped when the handrail was approaching, such a protective device may only be used in relation to the direction of travel. This means that the moving handrail belt may only exit or run out of the end opening, but never enter or run into the end opening of the protective device. This problem has been solved by intervening in the control system to allow operation in only one direction of travel.

However, it can now be the case that after some time the passenger transport system is to be operated in the other direction of travel. Then the protective arches have to be mounted at the other end, which, depending on the construction, means a considerable amount of effort. In addition, the direction of travel blocking must be changed in the control, which is a entails additional expenditure of time. With such a comparatively simple change, this leads to considerable downtimes in the passenger transport system and must also be carried out by highly qualified personnel.

To solve this problem, JP2010159156A proposes a protective device with motorized bellows. These are extended or retracted depending on the direction of travel. However, such a solution is only advantageous if a very frequent, planned change of direction justifies the high complexity of the system mentioned.

The object of the invention is to provide an improved passenger transportation system and a method for operating a passenger transportation system which is suitable for the installation of protective devices. At the same time, the development of dangerous situations should be prevented with the improved passenger transport system.

The present invention, in particular the passenger transport system described in claim 1 and the method described in claim 15, solve this problem. The embodiments mentioned facilitate the change of the direction of travel of a passenger transport system while at the same time maintaining the favorable properties that are achieved by the presence of a protective device, but without significantly increasing the complexity and thus the costs of the passenger transport system.

One aspect of the invention relates to a passenger transport system with a conveyor belt, which comprises at least one balustrade running essentially parallel to the conveyor belt with a first end and a second end, as well as a Flandlauf guided circumferentially along the balustrade between the first and second ends of the balustrade, wherein there is at least one Flandlauf end curve at the first end and at the second end. Furthermore, the passenger transport system comprises a fastening device for mounting a protective device, the fastening device for the protective device being located in the area of the Flandlauf end curve. In addition, the passenger transport system has at least one sensor for detecting the presence of a protective device. Furthermore, the passenger transport system comprises a control unit, which is connected to the at least one sensor, for controlling the direction of travel of the conveyor belt and the Flandlauf, which is set up to approach the passenger transport system in different directions of travel operate, the control unit blocking the operation of the passenger transport system in one direction of travel as a function of the sensor signal, in such a way that, if there is at least one protective device in the area of the hand-held arc, the direction of travel in which the handrail enters the protective device is blocked.

Another aspect of the invention relates to a method for controlling a bidirectional passenger transport system. The method comprises determining the presence of a protective device by means of a sensor system set up for this purpose and, based on the determination of the presence of the protective device, preventing the operation of the passenger transport system in a blocking direction of travel, the blocking direction of travel being caused by the handrail entering the Protective device is defined.

In one embodiment, one aspect of the invention comprises a passenger transport system with a conveyor belt. The passenger transport system can be designed as an escalator with a step belt as a conveyor belt, or in the form of a moving walk with a pallet belt as a conveyor belt Goods such as suitcases, shopping carts, etc. can be transported. The passenger transport system is primarily used to make it easier for a passenger to cover a distance, the distance in the case of a moving walk typically extending predominantly horizontally or with an incline of up to approx. 12.5 ° and in the case of an escalator usually an incline of approx. 20-60 ° and is set up, for example, to span the path between two floors. For this purpose, the conveyor belt typically moves in such a way that the passenger is able to travel at a specific, constant speed in a direction that remains the same during the journey. The passenger transport system is typically designed predominantly in a straight line, but it can also be inclined and curved. The passenger transport system can comprise a first end and a second end, one of the ends typically serving as an entry end and a second end as an exit end during operation.

In one embodiment, the passenger transport system comprises at least one balustrade, typically two balustrades. The balustrade runs parallel to the Direction of travel of the conveyor belt and has a first end and a second end, wherein the first end and the second end are to be understood as those ends between which the balustrade extends in the direction of travel, and wherein the first and the second end of the boarding or . Can correspond to the exit end of the passenger transport system. The balustrade is usually used to delimit the passenger transport system from the outside and thereby protect the passenger from unintentionally leaving the conveyor belt in a lateral direction. Furthermore, the balustrade can be used to accommodate display and control elements, as well as to guide a handrail. The balustrade can be made from a variety of suitable materials and composites.

In one embodiment, the passenger transport system comprises one or more handrails, each handrail being guided along a balustrade. The handrail can be made of a flexible material, for example a rubber-textile band, which is mounted on the balustrade in such a way that it is moved along the balustrade as a result of the action of a driving force. The handrail can move at mostly the same speed and in the same direction as the conveyor belt, allowing a passenger to support or hold on to the handrail while driving.

In one embodiment, the handrail is designed to be circumferential, for example in the form of an (endless) loop or a belt. In the embodiment mentioned, the handrail is guided over a handrail end curve at each end of the balustrade so that the handrail can run back in an area set up for this purpose, for example along the underside of the balustrade in an area inaccessible to the passenger. This inaccessible area is commonly referred to as the balustrade base. For this purpose, the handrail end curve can be designed, for example, in the shape of a semicircle or preferably a shape that corresponds to a conic section. The handrail arch can be designed in the end area of the balustrade, the diameter of the handrail end arch approximately corresponding to the balustrade height, whereby the handrail end arch causes a deflection for the purpose of returning the handrail tape. In the area of the handrail end curve there can be a handrail inlet cap into which the handrail is inserted for return. The handrail inlet cap can also be configured to let the handrail run out, for example when the direction of the handrail is reversed. Typically, a balustrade includes two handrail inlet caps, that is, one handrail inlet cap at each end of the balustrade, the handrail entering the first handrail inlet cap and out of the second handrail inlet cap.

In a further embodiment, one aspect of the passenger transport system comprises a device for fastening a protective device in the area of a handrail end curve. The fastening device can be designed to fasten a protective device in the entire area of the handrail end curve. The fastening device can be designed to primarily enable fastening in a partial area of the handrail end curve, for example in a circular section of the, for example, semicircular handrail end curve which, from the handrail inlet cap, has an angular range of 0 to a maximum of 90 °, in particular up to a maximum of 120 ° or in particular spans up to a maximum of 180 ° of the handrail end curve. In addition to fastening in the area of the handrail end curve, the fastening device can also be configured to fasten a protective device in an area that protrudes beyond the area of the handrail end curve, for example in the area of the handrail directly following the handrail end curve with a Length of e.g. 0-10 cm, but with a length of 0-20 cm or 0-30 cm.

In a favorable embodiment, the fastening device comprises partial elements of the balustrade, for example bores or holes in the balustrade, which are provided for mounting a protective device. Other additional mounting elements can be part of the fastening device, such as sleeves or bolts that are mounted within the bores in the balustrade for the installation of the protective device. Parts of the fastening device can be part of the protective device itself, such as rods or sheets that form a linkage that connects the protective arch with the sleeves in the balustrade.

The fastening device can be designed in such a way that, in the event that a protective device is not fastened, further assembly elements are provided in order to meet safety or aesthetic requirements. For example, in the case of bores in the balustrade, blind sleeves or the like can be used to close the bores in the absence of a protective device. Other components of the passenger transport system can also be part of the fastening device or comprise it.

In a further embodiment, the passenger transport system comprises one or more sensors for detecting the presence of a protective device, in particular for detecting the appropriate attachment of the protective device in the area of the handrail end curve. In a favorable example, the sensor can be arranged in the area of the handrail inlet cap, but other suitable positions are conceivable, including those that are not in the immediate vicinity of the protective device. In an advantageous embodiment, a sensor can be attached to each handrail end arch, so that a total of at least four sensors are present in a typical passenger transport system with two balustrades, two handrails and four handrail end arches. In this context, a sensor is to be understood as any device that reliably detects the presence of the protective device and provides a signal based thereon; A sensor can therefore also be composed of several sensor elements, so it does not have to be a single component or a separate group of components. Thus, a sensor in the sense of the present invention can range from a simple plug contact, a mechanical switch, and the like to a surveillance camera with an image from a value unit.

For the purpose of improved recognition, the protective device can be designed in such a way that it is specifically recognized by the sensor. For example, the protective device can comprise an interaction element, the presence of which is detected by a sensor suitable for this purpose. For example, the interaction element can be a magnet and the sensor can be a magnetic sensor, for example a Hall sensor or a reed switch. Numerous other combinations of interaction element and sensor are conceivable, for example combinations of obstruction elements and light barriers, of RFID tag and associated reading device, of electrical contact of a circuit and an interface.

Contactless interaction elements and sensors, such as the magnetic sensor described, are particularly advantageous since the handrail inlet cap does not have an interface when the protective device is removed, which could be a target for acts of vandalism. In a further exemplary embodiment, the passenger transport system comprises a control unit for controlling the direction of travel of the conveyor belt and the handrail, the direction of travel of the conveyor belt and the handrail generally also being understood to mean the direction of travel of the passenger transport system in general. The conveyor belt typically moves in the same direction as the handrail.

The control unit is connected to at least one sensor for detecting the protective device, but the control unit is preferably connected to a plurality of sensors and in particular to each of the sensors, so that in a typical example four sensor signals are available, the output values of which indicate the presence of a protective device on each of the four handrail end arches are dependent.

The control unit is set up to operate the passenger transport system in different directions of travel, i.e. to enable travel in a first and a second direction, e.g. a forward direction and a reverse direction, in addition to the standstill of the passenger transport system.

The control unit can then prevent the movement of the passenger transport system, i.e. block the movement of the handrail and conveyor belt or not implement or forward a corresponding start signal, if the direction of travel would create a dangerous situation due to the handrail running into a protective device in the area of the handrail end curve. A direction of travel that causes such a dangerous situation is a blocking direction of travel.

A further dangerous situation can be that no protective devices are installed at all, or that only one protective device is installed when there are two handrails.

The control unit is therefore set up to evaluate the incoming sensor signals and to prevent travel in any direction in which the direction of travel would cause the handrail to run into a protective arch. This evaluation function can be done, for example, by implementing a simple truth table in which all sensor signals from the first end and all sensor signals from the second end are linked in the form of a logical interconnection with a target travel direction value that represents the set target travel direction are that if a protective device and a target travel direction value are present at the same time, either a permissible control signal or a stop signal is output, depending on whether the target travel direction involves entering or exiting the handrail into the protective device (= prohibited) or out of the protective device beyond (= allowed) causes. The implementation can take place, for example, by means of logic gates, software-based if / then functions or the like.

The control unit does not have to be a separate, physical unit; it can, for example, also be provided in the form of improved control software for the passenger transport system on a universal switching module.

In addition, the control unit can be set up to prevent travel in both directions if, in a system with a total of four handrail end arches, consisting of two end arches at the first and two end arches at the second end of the passenger transport system, no protective device, a single protective device, three Guards or four guards are fitted. Depending on the particular passenger transport system, it can be advantageous to allow travel in both directions even if no protective devices are installed, in particular if this is harmless with regard to the safety requirements.

Equally, it can also be advantageous to allow a safe, permitted direction of travel of a passenger transport system with only one protective device on one of two handrails, e.g. when the protective device on the second handrail end curve is not required for structural reasons. The aforementioned optional operating modes can preferably be set as required in the course of the installation or maintenance of the passenger transport system. The setting of the optional operating modes can preferably not be carried out by persons with insufficient expertise or authorization. Preferably, the optional operating modes cannot be accidentally selected.

In an advantageous embodiment, the control unit is generally designed in such a way that it only allows travel in the state in which two protective devices are installed on the opposite handrail end arches at the same end of the two balustrades and in which the passenger transport system travels in the direction in which the handrails run out of the protective devices, i.e. the protective devices are therefore located at the entry end of the passenger transport system. In this case mentioned, the logic implemented in the control unit can therefore also advantageously be designed in such a way that, instead of initially allowing every state and only blocking it in defined states, it instead prohibits every state and only allows driving if it is is the specifically mentioned, permitted state.

In a favorable embodiment, the passenger transport system comprises one or more protective devices which are fastened in the area of the handrail end arches. The protective device can be designed in the form of a protective arch that encloses the handrail. A protective arch can have a largely arched shape, for example predominantly the shape of a circular section of the e.g. semicircular handrail end arch, which from the handrail inlet cap covers the angular range from 0 to a maximum of 90 °, in particular to a maximum of 120 ° or in particular to a maximum of 180 ° of the handrail -End curve spanned. In addition to the protective arch, the protective device can also cover an area of the handrail that protrudes beyond the area of the handrail end arc, for example into the area of the handrail directly following the handrail end arc with a length of e.g. 0-10 cm, but also with a Length from 0 - 20 cm or 0 - 30 cm.

In a favorable embodiment, the protective device is divided into two parts along the running direction of the handrail, in particular in the area of the protective arch, so that the two parts are connected to one another during installation and together form a housing which at least partially encloses the handrail. In addition to the two parts, the protective device can also comprise further parts.

The connection of the parts of the protective device is preferably carried out in the course of fastening in the area of the handrail end curve. The protection device can be fastened by means of fastening elements suitable for this purpose. The guard can be attached to the balustrade.

In a favorable embodiment, a gap is the protective device for Handrail in the end area of the protective device, i.e. where the handrail runs out of the protective device, designed as narrow as possible, for example with a maximum gap size of less than 4mm, or less than 10mm or less than 20mm.

In a favorable embodiment, the protective device comprises a cover cap, in particular a two-part cover cap, which is located after installation in the area of the lower end of the handrail end curve, in particular in the area of the handrail inlet cap. The cover cap can completely or partially cover the handrail inlet cap. The cover cap can be movable relative to the other elements of the protective device, so that the position of the cover cap can be adjusted during installation so that the smallest possible gap is created between the protective device and the handrail inlet cap, for example a gap of less than 4mm or less than 10mm or less than 20mm. The position of the movable cover cap can be fixed after the adjustment, for example by means of suitable fastening elements.

The protective device can comprise an interaction element for detection by a sensor provided for this in the area of the handrail end curve. The interaction element can be positioned in the area of the cover cap, e.g. attached to an element protruding from the body of the cover cap, or it can be integrated into the cover cap. The interaction element, which can be a magnet, is preferably designed in such a way that its position and orientation can be adjusted separately or together with other elements of the protective device. The interaction element is positioned in such a way that it interacts with the sensor as strongly as possible and thus optimizes detection by the sensor, e.g. by bringing it into a position closer to the sensor during the adjustment. An interaction element can be a multiplicity of interaction elements that interact with a multiplicity of sensors.

In a further embodiment, one aspect of the invention comprises a method for controlling a passenger transport system. The passenger transport system can be operated bidirectionally, i.e. it is suitable for transporting a passenger in two possible directions in addition to being at a standstill. The passenger transport system can be a permanently installed one Be a system and include a conveyor belt. The passenger transportation system can include further features of a passenger transportation system as described above. The passenger transport system comprises at least one handrail, it being possible for the handrail to be covered by a protective device in the area of the handrail end arches. The handrail is moved during operation and, if a protective device is present, it can either enter or exit the protective device on the upper side facing the passenger. A direction of travel in which the handrail runs into a protective device is a blocking direction of travel.

As a first step, the method comprises determining the presence of a protective device using a sensor system set up for this purpose. Operation in a blocking direction of travel is then prevented as a result of the determination of the presence of the protective device.

The present invention has the advantage that protective devices can be installed and converted quickly and easily without specially trained personnel, without extensive intervention in the control of the passenger transport system being necessary. In particular, the control of the passenger transport system according to the invention can be set up to adjust itself depending on the presence of protective devices. In addition, correct assembly is checked at the same time by the Eogics and safe, standard-compliant operation is guaranteed.

In addition, the protective devices, for example in the exemplary embodiments shown below, can be made from a few individual parts and without moving parts, so that a robust construction is possible. In particular, the purchase and maintenance price can be kept low at the same time.

The safety of the improved passenger transport system can be increased by the invention to the effect that the use of protective devices is made simpler and more flexible, making them more attractive for operators of passenger transport systems and the protective device is thus used more frequently.

Embodiments of the invention are described below with reference to FIGS accompanying drawings, wherein neither the drawings nor the description are to be interpreted as limiting the invention. Furthermore, the same reference symbols are used for elements that are identical or act in the same way. Show it:

Figure 1: A possible embodiment of a passenger transport system in the form of a moving walk with a protective device.

FIG. 2a: A schematic representation of possible operating states of a passenger transport system with a protective device.

FIG. 2b: A possible implementation of a control logic for preventing the operation of a passenger transport system in a blocking direction of travel.

In Figure 1, a possible embodiment of a passenger transport system 100 is shown in a side view. In the example shown, it is a horizontally guided moving walkway, but the features described below are equally or similarly applicable to an escalator.

The passenger transport system 100 shown comprises a conveyor belt (not shown) and on both sides of the conveyor belt a handrail 111 running in the same direction, which is guided along a balustrade 110, with only one of the balustrades 110 with handrail in the illustration shown in FIG 111 is visible. The second balustrade 110 is designed analogously to the first balustrade.

The balustrade 110 contains fastening elements 120 at each end, which are designed as bores in the balustrade 110 of the passenger transport system 100. If no protective device is installed, the holes are preferably closed reversibly using suitable plugs.

The passenger transport system 100 shown includes a magnetic sensor 151 in the area of each handrail end curve 112, so that a total of four magnetic sensors 151 are present. In the example shown, the sensor 151 is installed in the vicinity of the handrail inlet cap 141, which closes off a balustrade base 143, from which the handrail 111 runs out in the entry area or into which the handrail 111 runs at the exit end. The return of the handrail 111 thus takes place in the interior of the balustrade base 143.

The passenger transport system 100 further comprises two handrail end arches 112 arranged parallel to one another in the depth direction of the plane of the drawing for each handrail 111 at both ends. In the area of the handrail end arches 112 shown on the left in FIG. The protective device 130 is fastened by screwing to the balustrade 110 using the fastening device 120 on the passenger transport system 100. The presence of the protective device 130 results in a permitted direction of travel 101 and a blocked travel direction 102. If the position of the protective device 130 is changed from the hand loop 112 shown on the left in FIG. 1 to the right-hand side, the permitted travel direction and the blocked travel direction reverse.

In addition to the protective sheet 131 covering the handrail 111, the protective device 130 comprises a cover cap 140 which is positioned in the vicinity of the handrail inlet cap 141 so that the outlet opening of the handrail 111 of the handrail inlet cap 141 is completely enclosed by the cover cap 140 and is covered and an unintentional penetration of foreign objects is prevented.

An interaction element 150 is located inside the cover cap 140, which is designed as a magnet in FIG. 1 and whose position is selected such that it is in spatial proximity to the sensor 151 after the protective device 130 has been installed. The sensor 151 is set up to be able to reliably distinguish the presence of the magnet 150 from the absence of the magnet 150. If a protective device 130 is present on one of the handrail end arches, each associated sensor 151 generates a signal that can be received and evaluated by other components of the passenger transport system 100.

The passenger transport system 100 comprises a control unit 152, which is connected to the sensors 151 via electrical conductors and is set up to receive the respective sensor signal. In addition, the control unit 152 is set up to drive the passenger transport system 100 in the same direction and in the same direction Conveyor belt and handrails 111 to operate in the direction of travel 101 and the blocking direction of travel 102.

The control unit 152 is also set up to recognize, on the basis of the signals from the sensors 151, whether a blocking direction of travel 102 is present. For this purpose, the entirety of the available sensor signals is evaluated and it is determined whether one or more protective devices 130 are mounted on one of the handrail end arches 112 of the passenger transport system 100. One direction which leads to the handrail 111 running into a mounted protective device 130 is a blocking direction of travel 102.

The control unit 152 is set up not to allow or prevent operation of the passenger transport system 100 in a blocking direction of travel 102, so that as a result of the effect of the features just described in the example shown in FIG can be.

It is possible that there are no blocking directions, for example when there are no protective devices 130 and the control unit 152 is additionally set up to allow this state, or that both directions are blocking directions, for example when at both ends protective devices are in place on the passenger transport system. In addition, the control unit 152 can optionally be set up to either permit travel in the permitted travel direction 101 if only a single protective device 130 is present, or, in the case mentioned, to block travel in both travel directions 101, 102.

In FIG. 2a, four possible operating states 201, 202, 203, 204 of a passenger transport system of the aforementioned type are shown schematically with regard to a single handrail and a single protective device.

The balustrade of this passenger transport system comprises two handrail end arches S _A , SB, with a protective device 130, symbolically represented as a fin, being able to be located either on the handrail end arc S _{A or on the handrail end arc SB.} The fin represents the presence of a protective device 130 in the area of the handrail End curve S _A , SB- The passenger transport system and thus also its handrail can be operated in two directions D _A , D _B.

In state 201, a protective device is installed on the handrail end curve S _A and the direction of travel D _A leads to the handrail running out of the protective device. The state is allowed; the direction of travel D _A is a permitted direction of travel 101.

In state 202, a protective device is installed on the handrail end curve S _A and the direction of travel D _B leads to the handrail running into the protective device. The state is not allowed; the direction of travel D _B is a blocking direction of travel 102.

In state 203, a protective device is installed on the handrail end curve S _B and the direction of travel D _A leads to the handrail running into the protective device. The state is not allowed; the direction of travel D _A is a blocking direction of travel 102.

In state 204, a protective device is installed on the handrail end curve SB and the direction of travel D _B leads to the handrail running out of the protective device. The state is allowed; the direction of travel D _B is a permitted direction of travel 101.

Figure 2b shows an example of an implementation of a control logic 250 for preventing the operation of a passenger transport system 100 in a blocking direction 102 and serves as an example of an implementation of the method according to the invention for controlling a bidirectional passenger transport system 100. The naming of the input values corresponds to the schematic representation of the passenger transport system in Figure 2a. In addition to the example shown in FIG. 2a, the control logic 250 is designed to control a passenger transport system with n balustrades and thus 2n handrail end arches; the input values S _A I, · ·, S, _{\ n} i, S, _{\ n are thus available} as well as SBI, · ·, S _ßn-i , S _ßn are available. The values are positive if there is a handrail protection device in the area of the handrail end curve. The travel direction values D _A , D _B are available as further input values. The direction of travel values D _A , DB are positive when a control signal is present which is intended to cause the passenger transport system to travel in the direction of travel mentioned. The signals S _A I, · ·, S, \ _n i, S, \ n are evaluated via OR gates 210, the signals SBI, ... , Sßn-i, Sßn via OR gate 211. Each is an OR gate with n inputs; the person skilled in the art knows that such a gate is implemented via a serial sequence of n-1 OR gates with 2 inputs each can. The output value of OR gate 210 and the direction of travel _{signal D A} serve as input values for exclusive-or gate 220, the output value of OR gate 211 and the direction of travel _{signal D B} serve as input signals for exclusive-or gate 221. The two output signals from gates 220 and 221 serve as input signals for OR gate 230. The output signal from OR gate 230 corresponds to a blocking signal 240; if the output value of 230 is positive, there is a blocking signal 240; if the value is negative, there is no blocking signal 240. The blocking signal 240 blocks the journey of the passenger transport system.

In the embodiment shown, the system _{can only be operated in the direction of travel D A} if at the same time there is at least one protective device 130 on a handrail end curve S _A and no protection device 130 on a handrail end curve SB- The same applies to the operation of the system in the direction of travel D _B only possible if at the same time there is at least one protective device 130 on a handrail end curve SB and no protective device 130 on a handrail end curve S _A _{- The cases D A} = DB = 0 and D _A = irrelevant with regard to the protective devices 130 DB = 1 will not be discussed in detail.

The inhibit signal 240 is (depending on the state at least one signal of the group S _A or a signal of the group SB) thus defined by the presence of a barrier-direction 102 in the form of a travel direction signal (Condition-based either D _A or DB) in combination with the presence of a protective device 130 . The journey of the passenger transport system is prevented as a function of the blocking signal 240.

Numerous other inexpensive versions or expansions of the circuit are conceivable, e.g. to ensure that the correct number of protective devices is available and otherwise to block the journey, or to permit the journey if no protective devices are installed.

It is clear to a person skilled in the art that the embodiments shown are to be understood as examples and numerous aspects of the invention can be carried out in other ways than that shown, and that certain features of the invention can be combined with one another in different ways in order to achieve the desired technical effect. The description therefore serves to disclose the invention with sufficient clarity and is not to be taken as a restriction.

Finally, it should be pointed out that terms such as “having”, “comprising”, etc. do not exclude any other elements or steps and that terms such as “a” or “an” do not exclude a plurality. Reference signs in the claims are not to be regarded as a restriction.

Claims

1. Passenger transport system (100) with a conveyor belt, comprising:

- At least one balustrade (110) which runs essentially parallel to the conveyor belt and has a first end and a second end,

- A handrail (111) which is guided circumferentially along the balustrade (110) between the first and second ends of the balustrade, at least one handrail end curve (112) being located at the first end and at the second end,

- A fastening device (120) for mounting a protective device (130), the fastening device (120) for the protective device (130) being in the area of the handrail end curve (112),

- At least one sensor (151) for detecting the presence of the protective device (130),

- A control unit (152) connected to the at least one sensor (151) for controlling the direction of travel (101, 102) of the conveyor belt and the handrail (111), which is set up to operate the passenger transport system (100) in different directions of travel, with the control unit blocks the operation of the passenger transport system (100) in one direction of travel as a function of the sensor signal, in such a way that, if there is at least one protective device (130) in the area of the manual arc (112), the direction of travel in which the handrail enters the protective device is blocked (102).

2. Passenger transport system (100) according to claim 1, wherein a protective device (130) is attached in the region of the handrail end curve (112).

3. Passenger transport system (100) according to claim 1 or 2, wherein the passenger transport system (100) is an escalator with a step belt as a conveyor belt or a moving walk with a pallet belt as a conveyor belt.

4. Passenger transport system (100) according to one of the preceding claims, wherein the protective device (130) is divided into two parts at least substantially along the direction of travel of the handrail and the two parts after their connection a housing around the handrail (111) in the area of the handrail - Form the end curve (112).

5. Passenger transport system (100) according to one of the preceding claims, wherein the fastening device (120) comprises mounting elements for fastening the protective device (130) to the balustrade.

6. Passenger transport system (100) according to claim 5, wherein the fastening device (120) comprises bores in the balustrade.

7. Passenger transport system (100) according to one of the preceding claims, wherein the protective device (130) comprises at least one interaction element (150), and wherein the sensor (151) is set up to detect the presence of the interaction element (150) after the protective device (130) has been installed to recognize.

8. Passenger transport system (100) according to claim 7, wherein the interaction element (150) is a magnet, and wherein the sensor (151) is set up to detect the presence of the magnet after the protective device (130) has been installed.

9. Passenger transport system (100) according to claim 8, wherein the position of the magnet after the installation of the protective device (130) can be changed for the purpose of fine adjustment.

10. Passenger transport system (100) according to one of the preceding claims, wherein the sensor (151) is a magnetic sensor.

11. Passenger transport system (100) according to one of the preceding claims, wherein the sensor (151) is positioned in the region of a handrail inlet cap (141) of the passenger transport system (100).

12. Passenger transport system (100) according to one of the preceding claims, wherein each handrail end curve (112) has a sensor (151) for detecting a mounted protective device (130).

13. Passenger transport system (100) according to one of the preceding claims, wherein the balustrade (110) is a first balustrade and the passenger transport system (100) comprises a second balustrade (110) running parallel to the first balustrade with fastening elements (120), wherein the first balustrade and the second balustrade (110) are arranged on both sides of the conveyor belt and extend parallel to it, and wherein the second balustrade ( 110) comprises a first end with a first handrail end arc (112) and a second end with a second handrail end arc (112), and wherein the first end of the first and second balustrades are opposite and the second end of the first and second balustrades of the second balustrade face each other.

14. Passenger transport system (100) according to claim 13, wherein the control unit (152) is additionally set up:

- To block the passenger transport system in both directions of travel (101, 102) if none or a single protective device (130) is present,

- With the simultaneous presence of at least one protective device (130) at the first end and at least one protective device (130) at the second end of any one of the two balustrades (110) to block the passenger transport system (100) in both directions of travel (101, 102).

15. A method for controlling a bidirectional passenger transport system (100), comprising:

- Determination of the presence of a protective device (130) in the area of a handrail end curve (112) by a sensor (151),

- Based on the determination of the presence of the protective device (130) in the area of a handrail end curve (112), preventing the operation of the passenger transport system (100) in a blocking direction of travel (102), the blocking direction of travel (102) being caused by the entry of the handrail (111) is defined in the protective device (130).