EP4110717B1 - Passenger transportation system and method for operating a passenger transportation system - Google Patents

Description

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

Passenger transport systems in the form of escalators and moving walks, also known colloquially as escalators, moving walkways or treadmills, are widespread. In order to offer the passenger something to hold on to while driving, they are usually equipped with moving handrails.

Accidents can occur at handrail end curves, especially at the end where the handrail moves out of the handrail inlet cap, because the handrail in this area moves on an arcuate path whose direction 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, fixed housings (hereinafter referred to as protective arches or protective devices) have been known for years, but they were simply mounted on the balustrade, regardless of the direction of travel of the handrail. Since this has led to serious accidents with the hands when the passenger's hand was caught when the handrail retracts, such a protective device may only be used in the direction of travel. This means that the moving handrail belt may only exit or exit from the end opening, but may never enter or enter the end opening of the guard. This problem has been solved by intervening in the control system, which only allows operation in one direction of travel.

However, it may now be the case that after some time the passenger transport system will have to be operated in the other direction of travel. The protective arches then have to be installed at the other end, which, depending on the design, requires considerable effort. In addition, the direction of travel blocking must be changed in the control, which means a involves additional time expenditure. With such a comparatively simple change, this leads to significant downtime of the passenger transport system and must also be carried out by highly qualified personnel.

To solve this problem, the JP2010159156A 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 JPH0853281 discloses an escalator with a protective device.

The object of the invention is to provide an improved passenger transport system and a method for operating a passenger transport system that is suitable for the installation of protective devices. At the same time, the improved passenger transport system should prevent dangerous situations from occurring.

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 make it easier to change 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 handrail that runs all the way along the balustrade between the first and second ends of the balustrade, wherein there is at least one handrail end arch at the first end and at the second end. Furthermore, the passenger transport system includes a fastening device for mounting a protective device, the fastening device for the protective device being located in the area of the handrail end arch. In addition, the passenger transport system has at least one sensor for detecting the presence of a protective device. Furthermore, the passenger transport system includes a control unit connected to the at least one sensor for controlling the direction of travel of the conveyor belt and the handrail, which is set up to move the passenger transport system in different directions of travel operate, the control unit depending on the sensor signal blocking the operation of the passenger transport system in one direction of travel, such that if at least one protective device is present in the area of the hand circulation arch, the direction of travel in which the handrail runs into the protective device is blocked.

Another aspect of the invention relates to a method for controlling a bidirectional passenger transport system. The method includes determining the presence of a protective device by 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 blocked direction of travel, the blocked direction of travel being determined by the handrail running into the Protective device is defined.

In one embodiment, one aspect of the invention includes a passenger transport system with a conveyor belt. The passenger transport system can be designed as an escalator with a step conveyor as a conveyor belt, or in the form of a moving walkway with a pallet conveyor as a conveyor belt, whereby the term “people transport system” is to be understood as meaning that the passenger transport system is intended for the transport of people, but in principle also goods and Goods such as suitcases, shopping carts, etc. can be transported. The passenger transport system primarily serves to make it easier for a passenger to travel a distance, with the distance in the case of a moving walk typically extending predominantly horizontally or with an incline of up to approximately 12.5° and in the case of an escalator usually an incline of approximately 20-60° and is designed, 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 certain, constant speed in a direction that remains the same during the journey. The passenger transport system is typically designed to be predominantly straight, but can also be inclined and curved. The passenger transport system can comprise a first end and a second end, with 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, whereby 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 where the first and second ends correspond to the entry or . Can correspond to the exit end of the passenger transport system. The balustrade usually serves to separate 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 includes 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 so that it is moved along the balustrade as a result of the effect of a driving force. The handrail can move at substantially the same speed and in the same direction as the conveyor belt, allowing a passenger to support or hold onto the handrail while driving.

In one exemplary embodiment, the handrail is designed to run all the way around, for example in the form of an (endless) loop or a belt. In the embodiment mentioned, the handrail is guided at each end of the balustrade over a handrail end arch, so that the handrail can run back in an area designed for this purpose, for example along the underside of the balustrade in an area that is not accessible to the passenger. This inaccessible area is commonly referred to as the balustrade base. For this purpose, the handrail end arch can, for example, be designed in an arcuate shape in the form 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, with the diameter of the handrail end arch approximately corresponding to the height of the balustrade, whereby the handrail end arch causes a deflection for the purpose of returning the handrail band. In the area of the handrail end curve there can be a handrail inlet cap into which the handrail is inserted for the return. The handrail inlet cap can also be designed to allow the handrail to run out, e.g when the direction of the handrail is reversed. Typically, a balustrade includes two handrail inlet caps, i.e. a handrail inlet cap at each end of the balustrade, with the handrail entering the first handrail inlet cap and exiting the second handrail inlet cap.

In a further embodiment, one aspect of the passenger transport system comprises a device for attaching a protective device in the area of a handrail end arch. The fastening device can be designed to fasten a protective device in the entire area of the handrail end arch. The fastening device can be set up to primarily enable fastening in a partial area of the handrail end arch, for example in a circular section of the e.g. semicircular handrail end arch, which has an angular range from 0 to a maximum of 90 °, in particular up to a maximum of 120, from the handrail inlet cap ° or in particular up to a maximum of 180° of the handrail end arch. In addition to fastening in the area of the handrail end arch, the fastening device can also be designed to attach a protective device in an area that protrudes beyond the area of the handrail end arch, for example into the area of the handrail directly following the handrail end arch 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 intended for mounting a protective device. Other additional mounting elements may be part of the fastening device, such as sleeves or bolts that are mounted within the holes in the balustrade to install the protection 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 to the sleeves in the balustrade.

The fastening device can be designed in such a way that if a protective device is not fastened, further mounting elements are provided in order to meet safety or aesthetic requirements. For example, when drilling holes in the balustrade if there is no protective device, blind sleeves or the like can be used to close the drill holes. Other components of the passenger transport system can also be part of or include the fastening device.

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 arch. 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 any device that reliably detects the presence of the protective device and provides a signal based on this; 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 evaluation unit.

For the purpose of improved detection, the protective device can be designed so that it is specifically recognized by the sensor. For example, the protective device can include an interaction element, the presence of which is detected by a suitable sensor. 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.

Non-contact 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 dismantled, which can 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, whereby the direction of travel of the conveyor belt and the handrail is generally also 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 preferably the control unit is 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 depend on 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 with different directions of travel, i.e. to enable travel in a first and a second direction, for example 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 result in a dangerous situation due to the handrail running into a protective device in the area of the handrail end arch. A direction of travel that causes such a dangerous situation is a blocked direction of travel.

A further dangerous situation may 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 carried out, for example, by implementing a simple truth table, in which all sensor signals of the first end and all sensor signals of the second end are linked in the form of a logical connection with a target direction of travel value that represents the set target direction of travel are that if a protective device and a target direction of travel value are present at the same time, either a permissible control signal or a stop signal is output, depending on whether the target direction of travel requires the handrail to run in or out of the protective device (= forbidden) or out of the protective device beyond (= permitted). The implementation can take place, for example, through logic gates, software-based if/then functions or the like. The control unit does not have to be a separate, physical unit; for example, it can 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 installed. Depending on the particular passenger transport system, it may be advantageous to allow travel in both directions even if no protective devices are installed, especially if this is harmless in terms of 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. if the protective device on the second handrail end curve is not required for construction reasons. A setting of the optional operating modes mentioned can preferably be carried out as needed during the installation or maintenance of the passenger transport system. Preferably, the setting of the optional operating modes cannot be carried out by persons with a lack of expertise or authorization. Preferably, the optional operating modes cannot be accidentally selected.

In general, in an advantageous embodiment, the control unit is designed so 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 moves 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, 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 travel when it is the specifically mentioned, permitted state.

In a favorable embodiment, the passenger transport system includes one or more protective devices that are attached 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 arcuate shape, for example predominantly the shape of a circular section of the e.g. semicircular handrail end arch, which, from the handrail inlet cap, has the angular range from 0 to a maximum of 90°, in particular up to a maximum of 120° or in particular up to a maximum of 180° of the handrail -End arch spans. 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 arch, for example into the area of the handrail directly following the handrail end arch with a length of, for example, 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 direction of travel 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 include further parts.

The parts of the protective device are preferably connected during the attachment in the area of the handrail end arch. The protective device can be attached using suitable fastening elements. The guard can be attached to the balustrade.

In a favorable embodiment, there is a gap in the protective device Handrail in the end area of the protective device, i.e. where the handrail runs out of the protective device, designed as narrowly as possible, for example with a maximum gap 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 arch, 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 during installation the position of the cover cap can be adjusted so that the smallest possible gap between the protective device and the handrail inlet cap is created, for example a gap of less than 4mm, or even less than 10mm or less than 20mm. The position of the movable cover cap can be fixed after adjustment, for example using suitable fastening elements.

The protective device can include an interaction element for detection by a sensor provided for this purpose in the area of the handrail end arch. The interaction element can be positioned in the area of the cover cap, for example attached to an element protruding from the body of the cover cap, or integrated into the cover cap. The interaction element, which can be a magnet, is preferably designed so 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 the detection by the sensor, for example by bringing it into a position that is closer to the sensor through the adjustment. An interaction element can be a plurality of interaction elements that interact with a plurality of sensors.

In a further embodiment, one aspect of the invention includes a method for controlling a passenger transport system. The passenger transport system can be operated bidirectionally, i.e. suitable for transporting a passenger in two possible directions in addition to standing still. The passenger transport system can be a permanently installed one Be a system and include a conveyor belt. The passenger transport system can include further features of a passenger transport system described above. The passenger transport system includes at least one handrail, wherein the handrail can 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, can either enter into or run out of the protective device on the top side facing the passenger. A direction of travel in which the handrail runs into a protective device is a blocked direction of travel.

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

The present invention has the advantage that the installation and conversion of protective devices can be carried out easily and quickly, even without specially trained personnel, without the need for extensive intervention in the control of the passenger transport system. In particular, the control of the passenger transport system according to the invention can be set up to change itself depending on the presence of protective devices. In addition, the logic simultaneously checks correct assembly and ensures safe, standard-compliant operation.

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 in that the use of protective devices is made simpler and more flexible, making them more attractive for the operators of passenger transport systems and the protective device can therefore be used more frequently.

Figur 1:

Eine mögliche Ausführung einer Personentransportanlage in Form eines Fahrsteigs mit einer Schutzvorrichtung.

Figur 2a:

Eine schematische Darstellung von möglichen Betriebszuständen einer Personentransportanlage mit einer Schutzvorrichtung.

Figur 2b:

Eine mögliche Implementierung einer Steuerungslogik zum Verhindern des Betriebs einer Personentransportanlage in eine Sperr-Fahrtrichtung.

Embodiments of the invention are described below with reference to the accompanying drawings, neither the drawings nor the description being construed as limiting the invention. Furthermore, the same reference numbers are used for elements that are the same or have a similar effect. Show it:

Figure 1:

A possible version of a passenger transport system in the form of a moving walkway with a protective device.

Figure 2a:

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

Figure 2b:

A possible implementation of control logic for preventing the operation of a passenger transport system in a blocked direction of travel.

In Figure 1 a possible embodiment of a passenger transport system 100 is shown in a side view. The example shown is a horizontal 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, in which in Figure 1 In the illustration shown, only one of the balustrades 110 with handrail 111 is visible due to the side view. 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 holes in the balustrade 110 of the passenger transport system 100. If no protective device is installed, the holes are preferably reversibly closed using suitable plugs.

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

The passenger transport system 100 further comprises for each handrail 111 at both ends two handrail end sheets 112 arranged parallel to one another in the depth direction of the plane of the drawing Figure 1 Handrail end arches 112 shown on the left, a protective device 130 is additionally mounted on each of the handrails 111. The protective device 130 is attached to the passenger transport system 100 by screwing to the balustrade 110 using the fastening device 120. The presence of the protective device 130 results in a permitted direction of travel 101 and a blocked direction of travel 102. If the position of the protective device 130 from in Figure 1 If the hand circulation arc 112 shown on the left side is changed to the hand circulation arc 112 shown on the right side, the permitted direction of travel and the blocked direction of travel are reversed.

In addition to the protective sheet 131 covering the handrail 111, the protective device 130 includes a cover cap 140, which is positioned near 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 unintentional penetration of foreign objects is prevented.

Inside the cover cap 140 there is an interaction element 150, which is in the Figure 1 is designed as a magnet and its position is selected so 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 includes 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 control the passenger transport system 100 by means of a parallel, rectified drive To operate the conveyor belt and the handrails 111 in the direction of travel 101 and the blocking direction of travel 102.

The control unit 152 is also set up to detect, based on the signals from the sensors 151, whether a blocked travel direction 102 is present. For this purpose, all of the available sensor signals are 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. A direction that 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 to not allow or prevent operation of the passenger transport system 100 in a blocked direction of travel 102, so that as a result of the effect of the features just described in the Figure 1 Example shown, the passenger transport system 100 can only be operated in the direction of travel 101.

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

In the Figure 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 includes two handrail end arches S _A , S _B , whereby a protective device 130, symbolically represented as a line, can be located either on the handrail end arch S _A or on the handrail end arch S _B. The line represents the presence of a protection device 130 in the area of the handrail end arch S _A , S _B . 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 causes the handrail to run out of the protective device. The condition is permitted; 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 causes the handrail to run into the protective device. The condition is not permitted; the direction of travel D _B is a blocked 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 causes the handrail to run into the protective device. The condition is not permitted; the direction of travel D _A is a blocked direction of travel 102.

In state 204, a protective device is installed on the handrail end curve S _B and the direction of travel D _B causes the handrail to run out of the protective device. The condition is permitted; 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 blocked direction of travel 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 in Figure 2a In the example shown, 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 _A1 , ..., S _An-1 , S _AN and S _B1 , ..., are therefore available. S _Bn-1 , S _Bn 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 travel direction values D _A , D _B are positive if a control signal is present which is intended to cause the passenger transport system to travel in the specified direction of travel.

The signals S _A1 , ..., S _An-1 , S _An are evaluated via OR gates 210, the signals S _B1 , ..., S _Bn-1 , S _Bn via OR gates 211. These are in each case an OR gate with n inputs, it is known to those skilled in the art that such a gate can be implemented via a serial sequence of n-1 OR gates, each with 2 inputs. The output value of OR gate 210 and the direction signal D _A serve as input values for exclusive-OR gate 220, likewise the output value of OR gate 211 and the direction signal D _B serve as input signals for exclusive-OR gate 221. The two output signals of gates 220 and 221 serve as input signals for OR gate 230. The output signal of OR gate 230 corresponds to a disable 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 movement of the passenger transport system.

In the embodiment shown, operation of the system in the direction of travel D _A is only possible if at least one protective device 130 is present on a handrail end arch S _A and no protective device 130 is present on a handrail end arch S _B. Likewise, operation of the system in the direction of travel D _B is only possible if at least one protective device 130 is present on a handrail end arch S _B and no protective device 130 is present on a handrail end arch S _A. The cases D _A =D _B =0 and D _A =D _B =1, which are irrelevant with regard to the protection devices 130, are not discussed in detail.

The blocking signal 240 is therefore due to the presence of a blocking direction of travel 102 in the form of a direction of travel signal (either D _A or D _B depending on the state) in combination with the presence of a protective device 130 (at least a signal from group S _A or a signal from group S _B depending on the state ) Are defined. Depending on the blocking signal 240, the movement of the passenger transport system is prevented.

Numerous other favorable designs or extensions of the circuit are conceivable, for example to ensure that the correct number of protective devices are present and otherwise to block travel, or to allow travel if no protective devices are installed.

It is clear to those skilled in the art that the embodiments shown are to be understood as examples and that numerous aspects of the invention may be embodied in ways other than those shown, and that certain features of the invention may be combined in various ways to achieve the desired technical effect. The description is therefore intended to disclose the invention with sufficient clarity and is not to be construed as limiting it.

Finally, it should be noted that terms such as "comprising", "comprising", etc. do not exclude other elements or steps, and terms such as "a" or "an" do not exclude a plurality. Reference symbols in the claims are not to be viewed as a limitation.

Claims (15)

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

   - at least one balustrade (110) extending substantially in parallel with the conveyor belt, having 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, wherein at least one handrail end curve (112) is located at the first end and at the second end,

   - a fastening device (120) for mounting a protective device (130), wherein the fastening device (120) for the protective device (130) is in the region of the handrail end curve (112), characterized in that the passenger transport system (100) further comprises:

   - 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 control unit is designed to operate the passenger transport system (100) in different directions of travel, wherein the control unit blocks the operation of the passenger transport system (100) in one direction of travel on the basis of the sensor signal, such that, if there is at least one protective device (130) in the region of the handrail end curve (112), the direction of travel in which the handrail runs into the protective device is blocked (102).
2. Passenger transport system (100) according to claim 1, wherein a protective device (130) is fastened in the region of the handrail end curve (112).
3. Passenger transport system (100) according to either claim 1 or claim 2, wherein the passenger transport system (100) is an escalator having a step belt as a conveyor belt or a moving walkway having a pallet belt as a conveyor belt.
4. Passenger transport system (100) according to any of the preceding claims, wherein the protective device (130) is divided into two parts at least substantially in the direction of travel of the handrail and the two parts, after being connected, form a housing around the handrail (111) in the region of the handrail end curve (112).
5. Passenger transport system (100) according to any 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 any of the preceding claims, wherein the protective device (130) comprises at least one interaction element (150), and wherein the sensor (151) is designed to detect the presence of the interaction element (150) after the protective device (130) has been mounted.
8. Passenger transport system (100) according to claim 7, wherein the interaction element (150) is a magnet, and wherein the sensor (151) is designed to detect the presence of the magnet after the protective device (130) has been mounted.
9. Passenger transport system (100) according to claim 8, wherein the position of the magnet can be changed after the installation of the protective device (130) for the purpose of fine adjustment.
10. Passenger transport system (100) according to any of the preceding claims, wherein the sensor (151) is a magnetic sensor.
11. Passenger transport system (100) according to any 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 any 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 any of the preceding claims, wherein the balustrade (110) is a first balustrade and the passenger transport system (100) comprises a second balustrade (110) which has fastening elements (120) and extends in parallel with the first balustrade, wherein the first balustrade and the second balustrade (110) are arranged on both sides of the conveyor belt and extend in parallel therewith, and wherein the second balustrade (110) has a first end having a first handrail end curve (112) and a second end having a second handrail end curve (112) and wherein the first ends of the first and second balustrades are opposite one another and the second ends of the first and second balustrades are opposite one another.
14. Passenger transport system (100) according to claim 13, wherein the control unit (152) is additionally designed:

    - to block the passenger transport system in both directions of travel (101, 102) if no protective device (130) is present or a single protective device is present,

    - to block the passenger transport system (100) in both directions (101, 102) if at least one protective device (130) is present at the first end and at least one protective device (130) is present at the second end of either of the two balustrades (110).
15. Method for controlling a bidirectional passenger transport system (100), comprising:

    - determining the presence of a protective device (130) in the region of a handrail end curve (112) by means of a sensor (151),

    - preventing the operation of the passenger transport system (100) in a blocked direction of travel (102) based on the determination of the presence of the protective device (130) in the region of a handrail end curve (112), wherein the blocked direction of travel (102) is defined by the handrail (111) running into the protective device (130).

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