EP4110717B1 - Système de transport des personnes et procédé de fonctionnement d'un système de transport des personnes - Google Patents

Système de transport des personnes et procédé de fonctionnement d'un système de transport des personnes Download PDF

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Publication number
EP4110717B1
EP4110717B1 EP21705198.6A EP21705198A EP4110717B1 EP 4110717 B1 EP4110717 B1 EP 4110717B1 EP 21705198 A EP21705198 A EP 21705198A EP 4110717 B1 EP4110717 B1 EP 4110717B1
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EP
European Patent Office
Prior art keywords
transport system
handrail
passenger transport
protective device
travel
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Application number
EP21705198.6A
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German (de)
English (en)
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EP4110717A1 (fr
Inventor
Andreas DRAHOHS-FÖDERLER
Christoph Eder
Gerhard Stoiber
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Inventio AG
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Inventio AG
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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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B23/00—Component parts of escalators or moving walkways
    • B66B23/22—Balustrades
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B25/00—Control of escalators or moving walkways
    • B66B25/006—Monitoring for maintenance or repair

Definitions

  • 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.
  • JP2010159156A a protective device with motorized bellows. These are extended or retracted depending on the direction of travel.
  • 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.
  • 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.
  • the passenger transport system has at least one sensor for detecting the presence of a protective device.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the handrail is designed to run all the way around, for example in the form of an (endless) loop or a belt.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the protective device can be designed so that it is specifically recognized by the sensor.
  • the protective device can include an interaction element, the presence of which is detected by a suitable sensor.
  • 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 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.
  • 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.
  • 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.
  • 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.
  • no protective device a single protective device
  • three Guards or four guards are installed.
  • 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.
  • the setting of the optional operating modes cannot be carried out by persons with a lack of expertise or authorization.
  • the optional operating modes cannot be accidentally selected.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the logic simultaneously checks correct assembly and ensures safe, standard-compliant operation.
  • 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.
  • 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.
  • FIG. 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 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.
  • 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.
  • 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.
  • 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.
  • 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 .
  • 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.
  • 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.
  • OR gates 210 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.
  • 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.
  • 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.

Landscapes

  • Escalators And Moving Walkways (AREA)
  • Control Of Conveyors (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)

Claims (15)

  1. Système de transport de personnes (100) comportant une bande transporteuse, comprenant :
    - au moins une balustrade (110) s'étendant sensiblement parallèlement à la bande transporteuse comportant une première extrémité et une seconde extrémité,
    - une main courante (111) guidée de manière périphérique le long de la balustrade (110) entre la première et la seconde extrémité de la balustrade, dans lequel au moins une courbure de fin de main courante (112) se trouve au niveau de la première extrémité ainsi qu'au niveau de la seconde extrémité,
    - un dispositif de fixation (120) pour le montage d'un dispositif de sécurité (130), dans lequel le dispositif de fixation (120) pour le dispositif de sécurité (130) se trouve dans la zone de la courbure de fin de main courante (112), caractérisé en ce que le système de transport de personnes (100) comprend en outre :
    - au moins un capteur (151) pour la détection de la présence du dispositif de sécurité (130),
    - une unité de commande (152) reliée à l'au moins un capteur (151) pour commander la direction de déplacement (101, 102) de la bande transporteuse et de la main courante (111), qui est conçue pour faire fonctionner le système de transport de personnes (100) dans différentes directions de déplacement, dans lequel l'unité de commande bloque le fonctionnement du système de transport de personnes (100) dans une direction de déplacement en fonction du signal de capteur, de sorte que, en présence d'au moins un dispositif de sécurité (130) dans la zone de la courbure de fin de main courante (112), la direction de déplacement, dans lequel la main courante pénètre dans le dispositif de sécurité (102), est bloquée.
  2. Système de transport de personnes (100) selon la revendication 1, dans lequel un dispositif de sécurité (130) est fixé dans la zone de la courbure de fin de main courante (112).
  3. Système de transport de personnes (100) selon la revendication 1 ou 2, dans lequel le système de transport de personnes (100) est un escalier roulant comportant une bande de marches comme bande transporteuse ou un trottoir roulant comportant une bande de palettes comme bande transporteuse.
  4. Système de transport de personnes (100) selon une des revendications précédentes, dans lequel le dispositif de sécurité (130) est divisé en deux pièces au moins sensiblement le long de la direction d'avance de la main courante et les deux pièces forment, après leur liaison, un boîtier autour de la main courante (111) dans la zone de la courbure de fin de main courante (112).
  5. Système de transport de personnes (100) selon une des revendications précédentes, dans lequel le dispositif de fixation (120) comprend des éléments de montage pour la fixation du dispositif de sécurité (130) sur la balustrade.
  6. Système de transport de personnes (100) selon la revendication 5, dans lequel le dispositif de fixation (120) comprend des alésages dans la balustrade.
  7. Système de transport de personnes (100) selon une des revendications précédentes, dans lequel le dispositif de sécurité (130) comprend au moins un élément d'interaction (150) et dans lequel le capteur (151) est conçu pour détecter la présence de l'élément d'interaction (150) après le montage du dispositif de sécurité (130).
  8. Système de transport de personnes (100) selon la revendication 7, dans lequel l'élément d'interaction (150) est un aimant et dans lequel le capteur (151) est conçu pour détecter la présence de l'aimant après le montage du dispositif de sécurité (130).
  9. Système de transport de personnes (100) selon la revendication 8, dans lequel la position de l'aimant après le système du dispositif de sécurité (130) est modifiable à des fins de réglage fin.
  10. Système de transport de personnes (100) selon une des revendications précédentes, dans lequel le capteur (151) est un capteur magnétique.
  11. Système de transport de personnes (100) selon une des revendications précédentes, dans lequel le capteur (151) est positionné dans la zone d'un capuchon d'entrée de main courante (141) du système de transport de personnes (100).
  12. Système de transport de personnes (100) selon une des revendications précédentes, dans lequel chaque extrémité de main courante (112) présente un capteur (151) pour la détection d'un dispositif de sécurité (130) monté.
  13. Système de transport de personnes (100) selon une des revendications précédentes, dans lequel la balustrade (110) est une première balustrade et le système de transport de personnes (100) comprend une seconde balustrade (110) s'étendant parallèlement à la première balustrade comportant des éléments de fixation (120), dans lequel la première balustrade et la seconde balustrade (110) sont disposées de part et d'autre de la bande transporteuse et s'étendent parallèlement à celle-ci et dans lequel la seconde balustrade (110) comprend une première extrémité avec une première courbure de fin de main courante (112) et une seconde extrémité avec une courbure de fin de main courante (112) et dans lequel la première extrémité de la première et de la seconde balustrade sont opposées et la seconde extrémité de la première et de la seconde balustrade sont opposées.
  14. Système de transport de personnes (100) selon la revendication 13, dans lequel l'unité de commande (152) est en outre conçue pour :
    - en l'absence d'un dispositif de sécurité ou en présence d'un seul dispositif de sécurité (130), bloquer le système de transport de personnes dans les deux directions de déplacement (101, 102),
    - en présence concomitante d'au moins un dispositif de sécurité (130) à la première extrémité et d'au moins un dispositif de sécurité (130) à la seconde extrémité de l'une quelconque des deux balustrades (110), bloquer le système de transport de personnes (100) dans les deux directions de déplacement (101, 102).
  15. Procédé de commande d'un système de transport de personnes (100) bidirectionnel, comprenant :
    - la détermination de la présence d'un dispositif de sécurité (130) dans la zone d'une extrémité coudée de main courante (112) par l'intermédiaire d'un capteur (151),
    - sur la base de la détermination de la présence du dispositif de sécurité (130) dans la zone d'une courbure de fin de main courante (112), le fait d'empêcher le fonctionnement du système de transport de personnes (100) dans une direction de déplacement bloquée (102), dans lequel la direction de déplacement bloquée (102) est définie par la pénétration de la main courante (111) dans le dispositif de sécurité (130).
EP21705198.6A 2020-02-28 2021-02-16 Système de transport des personnes et procédé de fonctionnement d'un système de transport des personnes Active EP4110717B1 (fr)

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EP20160128 2020-02-28
PCT/EP2021/053751 WO2021170452A1 (fr) 2020-02-28 2021-02-16 Système de transport de personnes et procédé de fonctionnement d'un système de transport de personnes

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EP (1) EP4110717B1 (fr)
CN (1) CN115210168A (fr)
AU (1) AU2021227374A1 (fr)
BR (1) BR112022016845A2 (fr)
CA (1) CA3172832A1 (fr)
ES (1) ES2970428T3 (fr)
TW (1) TW202138278A (fr)
WO (1) WO2021170452A1 (fr)

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JPH0853281A (ja) * 1994-08-11 1996-02-27 Mitsubishi Denki Bill Techno Service Kk エスカレータ手摺フード
FR2830526B1 (fr) * 2001-10-09 2004-12-03 Mediterranee Const Ind Dispositif formant main courante pour trottoir roulant ou analogue a grande vitesse
JP4467278B2 (ja) * 2003-10-10 2010-05-26 東芝エレベータ株式会社 エスカレータおよび先端スカート部構造
CA2584903A1 (fr) * 2004-10-22 2006-04-27 Inventio Ag Dispositif transporteur muni d'une barriere et procede pour moderniser un dispositif transporteur
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JP2010159156A (ja) * 2009-01-09 2010-07-22 Mitsubishi Electric Building Techno Service Co Ltd 乗客コンベア
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US11970364B2 (en) 2024-04-30
EP4110717A1 (fr) 2023-01-04
BR112022016845A2 (pt) 2022-10-11
CA3172832A1 (fr) 2021-09-02
US20230097710A1 (en) 2023-03-30
CN115210168A (zh) 2022-10-18
TW202138278A (zh) 2021-10-16
AU2021227374A1 (en) 2022-09-22
WO2021170452A1 (fr) 2021-09-02
ES2970428T3 (es) 2024-05-28

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