EP4259568A1 - Main courante pour système de transport de personnes - Google Patents

Main courante pour système de transport de personnes

Info

Publication number
EP4259568A1
EP4259568A1 EP21839000.3A EP21839000A EP4259568A1 EP 4259568 A1 EP4259568 A1 EP 4259568A1 EP 21839000 A EP21839000 A EP 21839000A EP 4259568 A1 EP4259568 A1 EP 4259568A1
Authority
EP
European Patent Office
Prior art keywords
transponder
handrail
data
designed
information
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP21839000.3A
Other languages
German (de)
English (en)
Other versions
EP4259568B1 (fr
Inventor
Albrecht Duerrer
Bernhard Wunsch
Reza Beglari
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Semperit AG Holding
Original Assignee
Semperit AG Holding
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Semperit AG Holding filed Critical Semperit AG Holding
Publication of EP4259568A1 publication Critical patent/EP4259568A1/fr
Application granted granted Critical
Publication of EP4259568B1 publication Critical patent/EP4259568B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B25/00—Control of escalators or moving walkways
    • B66B25/006—Monitoring for maintenance or repair
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B23/00—Component parts of escalators or moving walkways
    • B66B23/22—Balustrades
    • B66B23/24—Handrails

Definitions

  • the present invention relates to a handrail for a passenger transportation system, a system comprising a passenger transportation system with a handrail and a data processing device, and a method for monitoring a passenger transportation system with a handrail.
  • Handrails for passenger transportation systems are known from the prior art.
  • a handrail on a guide rail attached to the top of a railing can be moved around continuously and serve as a support for people to hold on to.
  • handrails are often equipped with identifiers, for example code numbers, type designations, serial numbers and/or bar ZQR codes.
  • identifiers are printed or embossed on the handrail, for example.
  • the identifiers are produced, for example, by means of an embossing plate, for example made of metal, which includes numbers and/or letters, or a combination thereof, for example.
  • the embossing plate can be placed in a manufacturing mold during vulcanization.
  • the identification mark is visible on the handrail. It is important that this identifier is easily accessible and legible at all times, especially over the entire service life of the handrail. Long-term good accessibility and readability are important, for example, for maintenance work and, if necessary, the efficient procurement of replacements. The disadvantage of such identifiers is that they can wear out over time or become illegible through soiling. In addition, it can happen that the identification mark is applied incorrectly or not at all during production. In such cases, obtaining replacements is made significantly more difficult because information about the manufacturer, the specific type of handrail and its properties, such as its length, can often be easily determined using only the identification mark.
  • a handrail for a passenger transport system such as an escalator or a moving walk
  • at least one integrated transponder being arranged on the surface or inside the handrail, which contains at least one piece of information, the transponder being designed for this that the at least one piece of information can be transmitted contactlessly from the transponder to a reading device or can be transmitted.
  • the handrail can preferably be designed to be movable in a circumferential manner on a guide rail of the passenger transport system.
  • the handrail can be made of a flexible material. A flexible material can make it possible or easier for the handrail to run around on the guide rail.
  • the handrail may have a C-shaped cross section.
  • the C-shaped cross section of the handrail can be designed to at least partially enclose the guide rail with its inner part, in particular an upper side and the lateral areas of the guide rail.
  • the cross section of the handrail in particular perpendicular to the longitudinal direction of the handrail and/or to a longitudinal direction of a corresponding guide rail of the passenger transportation system, can be constant and/or have a constant thickness.
  • the handrail can consist of a central part, for example corresponding to the back of the C-shaped cross-section, and two lateral lips designed to grip the guide rail of the passenger conveyor.
  • the lateral lips can be designed to engage in a guide groove or guide track of the guide rail.
  • the handrail can preferably have at least such a rigidity in a direction transverse to the guide rail that it cannot be pulled down from the guide rail.
  • the handrail can comprise an outer material, for example a rubber material and/or polyurethane, in particular a thermoplastic elastomer material.
  • the C-shaped cross-section described above can be designed to prevent the handrail from slipping off the guide rail.
  • the handrail is preferably designed in such a way that, when it is guided through the guide rail during use, it does not exceed a maximum distance from the guide rail of 8 mm. A sufficiently small distance reduces the risk of persons holding onto the handrail getting their fingers caught, for example.
  • the handrail may be configured to be moved in a revolving manner on a guide rail attached to the top of a railing and/or to serve as a support for people to hold on to.
  • an upper side of the handrail is to be understood as the side of the handrail that faces away from the railing during operation.
  • a longitudinal direction corresponds to the direction in which the handrail is moved during operation and/or in which the handrail has its greatest extension.
  • a transverse direction runs perpendicularly to the longitudinal direction.
  • the transverse direction can in particular correspond to the extent of the width of the handrail when viewed from above onto the railing to which the handrail is attached in use.
  • the handrail is preferably designed in such a way that it is stable in terms of tensile strength, crack resistance and also its dimensions, regardless of environmental conditions and repeated use.
  • a contactless transmission can mean in particular that signals are transmitted by means of electromagnetic waves.
  • the transponder can include an antenna.
  • the antenna is preferably matched to its surroundings, ie in particular to its placement in the handrail and possibly to its placement in the passenger transportation system. As a result, any possible interference from the environment, in particular from metallic components in the environment, can be ruled out or prevented.
  • the antenna can be pulled through two holes in the transponder and/or protrude laterally or obliquely from the transponder.
  • the antenna can be designed as a wire loop with at least one loop.
  • the wire loop can be essentially round or angular, in particular rectangular.
  • the transponder can also include a circuit, in particular an analog circuit, for receiving and transmitting signals.
  • the transponder can preferably comprise a digital circuit and a data memory.
  • the at least one piece of information can advantageously be stored on the data memory.
  • the digital circuit can be designed to process data and/or to control the reading and/or writing of data to or from the data memory.
  • the digital circuit can optionally be a microcontroller.
  • the transponder can, for example, comprise a permanent, ie write-once data memory.
  • the transponder can only be read, while no further data can be written to the transponder, particularly during operation.
  • the data store can be rewritable.
  • a rewritable data memory can allow data to be written to the data memory during operation of the transponder or handrail.
  • the transponder can be a passive transponder.
  • the passive transponder can be configured so that it uses one of the Reading device generated alternating field or generated by the reader high-frequency radio waves can be supplied with energy.
  • the passive transponder does not require its own power supply or its own energy store.
  • a capacitor can be charged by means of induction via a coil.
  • the transponder can also have its own energy store and/or its own power supply.
  • the transponder can be a semi-active transponder, for example by being configured in such a way that it only independently powers the digital circuitry, while the circuitry for receiving and/or transmitting is merely passive, in particular to being powered by electromagnetic fields or waves depends on the reader.
  • the transponder can be an active transponder in which both circuits are independently supplied with energy.
  • the transponder can be configured to decode a command sent by the reader.
  • the transponder can be configured to modify the field generated by the reader in response to a transmitted command, for example by load modulation of the signal, ie by inductive coupling, and/or modulated backscatter, ie by reflection of the received signal in phase opposition signals.
  • the modification of the field can preferably be recognized and interpreted by the reading device. It is also conceivable, for example, for the transponder to create its own signal that the reading device can receive.
  • the at least one piece of information can preferably be suitable for identifying the transponder and/or the handrail.
  • the at least one piece of information can include an identification means, in particular an identifier, for identifying the transponder and/or the handrail.
  • the at least one piece of information can include an identification number and/or serial number that is preferably unique and/or can be clearly assigned to the handrail.
  • the transponder can preferably be designed to encrypt the information.
  • the expression "at least" one transponder means that the handrail includes exactly one transponder in a possible variant. Alternatively, however, several transponders can be attached to and/or in be integrated into the handrail. The transponders may be placed close together or may be spaced apart, for example, regularly spaced.
  • the handrail according to the invention can have the advantage that the handrail can be reliably identified over the entire service life, in particular information can be reliably taken, made available and read.
  • a handrail it is an option to identify or verify original components or an original handrail more easily.
  • digitization offers the possibility of an improved, in particular simplified and faster, exchange of information between manufacturer and user.
  • further options such as personalizing products and services, tracking and monitoring of components of the passenger transport system, in particular the handrail during the entire period of use or service life, recording and/or processing and analysis of operating and/or environmental data and /or monitoring the condition of components or the handrail.
  • the reading device can optionally be an end user device, in particular a smartphone, tablet or laptop.
  • the transponder can preferably be an RFID tag or an NFC tag.
  • the NCF tag may operate at a frequency of 13.56 MHz.
  • the RFID tag can operate in a frequency range between 860 and 960 MHz, for example. Operation of the RFID tag in the long-wave, medium-wave or short-wave range is also conceivable.
  • RFID tags and NFC tags have the advantage that they can be produced relatively cheaply and require little space, for example only a few centimeters, in particular eg 1-3 cm).
  • An NCF tag in particular can also offer the possibility of secure transmission, since it often has a very short range and is therefore more difficult to intercept from other sources.
  • NFC tags can also provide good two-way communication between tag and reader.
  • an NFC tag can be read directly by an end user device, in particular a smartphone and/or a tablet.
  • RFID tags offer the possibility of relatively long-range communication, for example.
  • the transponder in particular the RFID tag or the NFC tag, can be embodied as a wire coil, film, circuit board, in particular a printed circuit or PCB (Printed Circuit Board).
  • PCB printed Circuit Board
  • the embodiment in which the transponder is designed as a PCB is particularly advantageous. Dynamic and static testing has shown that the PCB can be particularly resistant to damage from stress caused by use and/or manufacture of the handrail. In particular, the PCB can be more resistant than other embodiments, in particular than the alternative embodiments mentioned above, to vulcanization temperatures (e.g.
  • the handrail is subject to a large number of alternating bending and acting normal forces, which act in particular on the sliding layer or a sliding layer and/or on the covering layer or a top layer. For example, over 5 million bending cycles can occur during the lifetime of a handrail. It has been shown that conventional transponders according to the state of the art can break after significantly fewer bending cycles due to the bending cycles, acting normal forces and also the pressing pressures that already occur during production.
  • transponder In the case of transponders according to the prior art, a significantly lower life expectancy was found here. For example, a wire-based NFC-Ta was destroyed after 2 hours on an flex test stand and after approximately 400 flex cycles, while a PCB transponder was still essentially intact. Alternating bending test benches from Kone and Schindler were used. It was found here that a tested PCB was able to withstand the vulcanization temperatures or extrusion temperatures as well as the pressing pressures essentially undamaged. Additionally or alternatively, the transponder can be rigid or flexible. The transponder, in particular the PCB, is particularly preferably rigid. A rigid version of the transponder, in particular in the form of a rigid PCB, has proven to be special proven to be resistant to the stresses that occur during manufacture and operation.
  • the transponder can preferably comprise a dipole antenna.
  • a dipole antenna can, for example, enable signal transmission over relatively large ranges, e.g. over several meters, for example 1 m-5 m, or even up to approx. 100 m.
  • the dipole antenna may be linear, folded, or helical.
  • a circuit or a chip of the transponder can preferably be located centrally between two antenna arms.
  • a dipole antenna can ensure relatively good signal strength, but ideally takes up very little space.
  • the transponder it is also conceivable for the transponder to have an induction coil as an antenna, for example.
  • the handrail comprises a cover layer or a base body.
  • the base body can be a rubber layer made of a rubber material, caoutchouc and/or polyurethane, with the base body preferably being arranged on an outside of the handrail facing away from the guide rail.
  • the base body can in particular also enclose the entire area exposed to the outside or the entire outer area of the handrail.
  • the handrail can have a C-shaped cross-section and the base body encloses and/or covers the outer area of the C-shaped cross-section, while the inner area of the C-shaped cross-section is not covered by the base body.
  • the body may be exposed to the outside for contact with hands of users of the passenger conveyor.
  • the handrail can preferably comprise further layers in addition to the base body.
  • the handrail can comprise a sliding layer and/or a reinforcement part or an expansion inhibitor and/or one or more inner layers, eg made of rubber and/or thermoplastic elastomers and/or of fabric or a fabric structure.
  • the handrail can preferably have a sliding layer which has good sliding properties in particular, the sliding layer being designed to face a guide rail of the passenger transport system.
  • the sliding layer can consist of a fabric, a textile or a plastic.
  • the handrail can consist of several layers, with one of the layers being an inner layer, with the transponder being integrated into the inner layer or lying against, in particular on, the inner layer.
  • the inner layer can in particular be a fabric structure.
  • the fabric structure can serve as a reinforcement for the handrail.
  • the transponder is integrated into an outer layer. “Integrated into the fabric structure” can mean in particular that the fabric structure has a hole, a cavity or a depression, the size of which is just sufficient to accommodate the transponder therein.
  • the transponder can be surrounded by the fabric structure or not covered by the fabric structure on one side.
  • contact with the fabric structure can mean that the transponder is in contact with the fabric structure or is fully or partially pressed into it.
  • the fabric structure may have an indentation on one side which is designed to face away from a guide rail of the passenger conveyor in use.
  • the weave structure may have an indentation on one side that corresponds to the ridge of a C-shaped cross-section of the handrail.
  • Further layers can be, for example, the base body described above and/or the sliding layer described above.
  • the base body can be the outermost layer of the handrail and/or can be arranged on an outside of the handrail that faces away from a guide rail of a passenger transport system.
  • the fabric structure into which the transponder is integrated can be located directly below and/or next to the base body.
  • the sliding layer can be located on an outside facing the guide rail.
  • the base body can, for example, on the outside of the C-shaped cross-section, the sliding layer can be arranged inside the C-shaped cross-section and the fabric structure can be arranged in the area between these two outer layers.
  • the depression in the fabric structure can preferably be on a side of the fabric structure that faces the base body.
  • the handrail can have a reinforcement part or an expansion inhibitor running in the longitudinal direction, which consists, for example, of one or more metal strips, in particular steel strips, metal cables, in particular steel cables, and/or plastic cords, in particular reinforced with aramid and/or carbon fibers.
  • the reinforcement part can be designed as a steel cord.
  • the metal strip can be arranged in the central part of the handrail with a flat side substantially parallel to the central part. In a condition of use, the flat side of the metal strip may be arranged parallel to the surface of the ground, particularly when a respective portion of the handrail is oriented parallel to the surface of the ground.
  • the reinforcement part can be surrounded by the fabric structure towards the upper side and towards the lower side opposite to the upper side.
  • the transponder can be integrated in the fabric structure arranged on the upper side.
  • the transponder can be arranged close to and/or on a neutral axis of the handrail.
  • the neutral axis is in particular an axis about which the handrail is alternately bent.
  • the neutral axis can essentially correspond to the position of the reinforcement part. "Close to the neutral axis" may mean that the transponder is located closer to the neutral axis and/or the reinforcement part than to an outside of the handrail, at least in a direction parallel to the flat side of the reinforcement part.
  • the transponder may be located between the reinforcement portion and a top surface of the handrail, with the transponder preferably being located closer to the reinforcement portion than to the surface.
  • An upper side of the handrail is in particular the side of the handrail that faces away from the railing during operation.
  • the transponder in the same plane be arranged as the reinforcement part.
  • An arrangement close to the reinforcement part can advantageously counteract damage to the transponder during operation, in particular as a result of alternating bending.
  • the transponder in particular the PCB, can advantageously be encased by an adhesive material and/or provided with an adhesion promoter.
  • the adhesive material can preferably be designed in such a way that it adheres to the layers surrounding the transponder, in particular the fabric structure and/or the reinforcement part.
  • liability can ensure that the operation of the handrail is not negatively influenced, or not significantly so, by the transponder and/or that the transponder slips into an unfavorable position.
  • a separation of different layers of the handrail caused by the transponder can also be prevented.
  • the transponder can advantageously have a section made of signal-optimizing and/or damping material, with the section being arranged in particular adjacent to the transponder and/or being fastened to the transponder.
  • the section made of signal-optimizing and/or damping material can be arranged in particular on a side of the transponder that faces the reinforcement part. In other words, the section can be arranged between the transponder and the reinforcement part.
  • the signal-optimizing material can be designed, for example, to shield the transponder from the reinforcement part and/or to reflect signals coming from the direction of the transponder towards the reinforcement part.
  • an influencing of the transponder signal or the range of the transponder signal can be reduced by the amplification part.
  • the signal-optimizing and/or damping material can be a metal foil, for example.
  • the metal foil can be designed as the back of the transponder.
  • the transponder can preferably be round or square.
  • the transponder is particularly preferably round. With a round transponder, a layer separation from the layers surrounding the transponder can be prevented particularly well during operation.
  • the extent of the transponder in the transverse direction and/or a diameter of the transponder is less than an extent of the reinforcement part in the transverse direction.
  • the transponder can prevent neighboring layers of the handrail from being separated.
  • the extent of the transponder in the transverse direction and/or an extent of the diameter of the transponder in the transverse direction can be in a ratio of 0.01 to 0.8, preferably 0.02 to 0, to the extent of the handrail in the transverse direction or to a width of the handrail. 5 and more preferably 0.05 to 0.20.
  • an outer width of the handrail is assumed to be the width of the handrail.
  • the transponder With a ratio of 0.01 to 0.8, a separation of adjacent layers can advantageously be prevented particularly effectively. With a ratio of 0.02 to 0.5, the transponder can be embedded particularly well in the handrail, in particular in a fabric structure. A ratio of 0.05 to 0.20 has also proven to be particularly favorable in order to be able to enable a range of the transponder that is favorable in practice. Alternatively or additionally, it has been shown that an extension in the transverse direction or a diameter of the transponder is very particularly preferably in a range from 0.6 mm to 12 mm. With such a diameter, on the one hand the transponder can be protected particularly well against damage caused by bending and on the other hand it can be prevented that the layers surrounding the transponder are separated.
  • the transponder in particular in an embodiment as an RFID tag, can include a flexible antenna that has a greater extent in the longitudinal direction and/or transverse direction than the size ratios specified here.
  • a flexible antenna harmless to the surrounding layers and/or be themselves substantially insensitive to deflection.
  • the transponder can advantageously have a thickness that is less than 2 mm. The thickness can preferably be in a range from 0.6 mm to 1.2 mm.
  • the thickness of the transponder can be in a ratio of 0.01 to 0.4, preferably 0.02 to 0.3, particularly preferably 0.05 to 0.2 to a thickness of the handrail. In this case, a thickness is measured in particular in a direction which runs essentially perpendicularly to the longitudinal direction and perpendicularly to the transverse direction. Additionally or alternatively, the thickness of the transponder can be less than or equal to the thickness of the layer surrounding the transponder.
  • the layer surrounding the transponder can in particular be the fabric structure as described herein. These conditions make it possible for the layers surrounding the transponder to be able to fully absorb the normal forces that occur.
  • the transponder can be arranged in such a way that a side of the transponder directed towards an outside, in particular the top, of the handrail is spaced further away or the same distance from the outside, in particular the top, than a side of the transponder towards the outside, in particular the top, of the handrail Executed side of the fabric structure in which the transponder is embedded.
  • the side of the transponder that faces the outside, in particular the top, of the handrail is particularly preferably spaced further from the outside, in particular the top, than the side of the fabric structure in which the transponder is embedded that faces the outside, in particular the top, of the handrail is.
  • the transponder can have an offset to the fabric structure in the direction of the reinforcement part in a direction transverse to the longitudinal direction and transverse to the transverse direction with respect to its side facing away from the reinforcement part.
  • the layer surrounding the transponder can absorb the high normal forces in operation over the entire surface and the possibility of a layer separation at the transition from the transponder to at least one on the transponder adjacent layer can be significantly reduced. This could be verified in particular by means of dynamic product tests on alternating bending test benches. During these tests and/or during operation, surface pressures of, for example, up to 1500N/cm 2 can occur. Upside orientation may simplify data readout and/or reduce signal range requirements.
  • the transponder can be ring-shaped.
  • An annular configuration can result in better material penetration, better adhesion to the layers surrounding the transponder and/or better dynamic durability of the transponder and/or the material of the handrail.
  • the transponder can be designed as a ring-shaped PCB or as a foil-based ring-shaped NFC tag
  • the handrail can advantageously have a marking on its upper side above the transponder embedded in the handrail.
  • the marking can be, for example, an inscription, a geometric shape and/or a symbol.
  • the marking can, for example, be printed onto the handrail, stamped onto it, painted onto it, and/or embossed.
  • the marking can make it easier to identify the position of the transponder.
  • transponders can be arranged on the surface and/or inside the handrail.
  • a first transponder can be arranged on the surface of the handrail and a second transponder can be arranged inside the handrail.
  • one or more RFID tags and at the same time one or more NFC tags are integrated into the handrail and/or are attached to the surface of the handrail.
  • a plurality of transponders can be configured, for example, for different functions, such as reading out/detecting and possibly forwarding data on the one hand, and outputting stored information on the other.
  • the transponders can be arranged at different positions in and/or on the handrail, in particular at regular intervals from one another.
  • Transponders can have the same function.
  • the transponders can only have a short range and a number of transponders can be arranged at different points, in particular evenly distributed. Due to the arrangement at different points, it can be possible in this case, for example, for one or more readers to be read from different points, in particular from any position that is sufficiently close to the handrail, for example 1-5 meters, preferably 1-2 meters, from the handrail , is placed, read information from a transponder and/or send commands to the transponder.
  • the handrail can include a data memory.
  • the transponder can include a data memory or be connected to a data memory.
  • the transponder can preferably be designed to receive data and/or commands and to store them in the data memory.
  • the transponder can be designed so that the data can be transmitted contactlessly from the transponder to a reading device.
  • the transponder and/or the data memory can be designed to store operating data of the handrail, ambient conditions of the handrail, information about the passenger transportation system, or information about components of the escalator.
  • Operating data and/or information can be, for example, a temperature, in particular of the handrail, a load, forces, impulses and/or torques, in particular on the handrail or on other components of the passenger transport system, light of different wavelengths that falls on the handrail, for example, during operation , moisture and/or humidity in the environment or on a component of the passenger transportation system, a UV index, a presence and/or concentration of O3, CO, CO2 and/or other gases, solar radiation, electromagnetic fields, a presence and/or concentration of bacteria, vibrations, noise/noises, an electrical load, a (e.g. electrical) resistance, GPS position data, and/or trigger events.
  • a temperature in particular of the handrail
  • a load forces, impulses and/or torques
  • light of different wavelengths that falls on the handrail for example, during operation , moisture and/or humidity in the environment or on a component of the passenger transportation system
  • a UV index a presence and/or concentration of O3, CO, CO2 and/or other gases
  • the transponder can be designed so that the data contactless from can be transferred from the transponder to a reading device.
  • the transponder can also be designed to receive commands that can be designed, for example, to control the operational sequence of the transponder.
  • the transponder can include a writing function.
  • the transponder may be configured to allow a computing device or user-controlled device to write data or commands to the transponder.
  • the data memory can be integrated on the surface or inside the handrail. If the data memory is not part of the transponder, the data memory can preferably be integrated into the handrail in the vicinity of the transponder, for example next to the transponder.
  • an indentation in a fabric structure of the handrail, in which the transponder is embedded can be wide and/or deep enough so that the data memory can also be placed in it.
  • the data memory is preferably connected to the transponder and is arranged in a depression in the fabric structure together with the transponder.
  • the data memory can advantageously be a non-volatile data memory. For example, with a non-volatile data memory, data is not lost even when there is no power supply.
  • the transponder can advantageously comprise a processor unit or be connected to a processor unit which is designed to process the received data.
  • the transponder can be designed so that the processed data can be transmitted contactlessly from the transponder to a reading device, the transponder being designed so that the processed data can be transmitted contactlessly from the transponder to a reading device.
  • the processor unit can be configured in such a way that it can output a prediction of a behavior, for example of components of the passenger transport system, in particular the handrail, based on operating data and/or environmental data and/or stored, in particular time- and/or environment-dependent, empirical values.
  • the processing unit can calculate an expected service life of the handrail, of the handrail material or other components of the passenger transport system.
  • an expected service life of the handrail, the handrail material, or other components of the passenger transportation system can be stored on the transponder purely as a function of time, in particular as a function of the age of the handrail.
  • a URL that refers to an assigned interface can advantageously be stored on the transponder.
  • the transponder can be designed so that the URL can be transmitted contactlessly from the transponder to a reading device.
  • the at least one piece of information can contain the URL that points to an associated interface.
  • the interface can, for example, be a customer interface and/or include a customer interface.
  • the transponder can be designed in such a way that, when the at least one piece of information is called up on the reading device, in particular on a tablet and/or smartphone, it uses the URL to cause the interface, in particular the customer interface, to be called up and/or suggest it to the user.
  • the interface can be designed, for example, to visualize and/or analyze operating data.
  • the interface can be configured in such a way that operating data and/or product information can be visualized and/or analyzed via the interface in real time and/or based on previously recorded data.
  • the URL can be stored on an NFC tag, for example.
  • the transponder can be an NFC tag and/or include an NFC tag to which the URL is written.
  • the transponder can contain a sensor or be connected to a sensor.
  • the handrail can include at least one sensor and/or at least one transducer with an evaluation unit, the sensor and/or the transducer, in particular analog or digital, being integrated in the transponder or being connected to the transponder.
  • the transponder can be connected to the sensor without contact or by cable or transducer connected.
  • the sensor or transducer can be attached to the handrail or integrated into the handrail.
  • the sensor or transducer can be integrated into the handrail next to the transponder.
  • the sensor or transducer can also be integrated into the handrail at a distance from the transponder.
  • the senor can also be arranged externally or outside of the handrail.
  • the sensor can be attached to a railing of the passenger transportation system. It is conceivable that the transponder and sensor are arranged in such a way that the transponder with the handrail cyclically runs past the sensor during operation, and data can be exchanged between the sensor and the transponder if the transponder is within a transmission range of the sensor during circulation is.
  • the sensor is advantageously designed to record a measured variable.
  • the sensor can be designed to record the measured variable at a point in time, for example based on trigger events and/or according to a fixed schedule. Alternatively or additionally, the sensor can be designed to record the measured variable continuously or at regular intervals.
  • the transponder can be designed to store measured variables detected by the sensor as data and/or to transmit them contactlessly.
  • the transponder can advantageously be designed to be able to be supplied with energy via potential, kinetic and/or radiation energy, in particular by means of energy harvesting.
  • the transponder can be designed to be supplied with energy by an electromagnetic field, in particular an alternating field or radio waves generated by the reader, and/or by an integrated or connected energy store and/or by components integrated into the handrail for energy generation.
  • the transponder can be supplied with energy by means of light and/or by means of heat and/or by means of electrostatic charging and/or by means of the piezoelectric effect.
  • Energy sources for the transponder can in particular be a fluid or fluid flow, a temperature difference or a temperature gradient, in particular the ambient temperature, a height difference, gravitation or gravitation, a self-charging generated by movement, vibrations and/or restlessness, in particular corresponding to the self-winding of a wristwatch, and/or friction, e.g movement of the handrail.
  • the transponder can be a semi-active transponder, for example by being configured in such a way that it only independently powers the digital circuitry, while the circuitry for receiving and/or transmitting is merely passive, in particular to being powered by electromagnetic fields or waves the reading device and/or the components integrated in the handrail for generating energy.
  • Another aspect of the invention is a system for monitoring a passenger transportation system, in particular a handrail of a passenger transportation system, comprising a passenger transportation system such as an escalator or a moving walk, with a handrail, in particular with a handrail as described in this document, with on the surface or in A transponder is integrated inside the handrail and contains at least one piece of information, the transponder being designed so that the at least one piece of information can be or can be transmitted contactlessly from the transponder to a reading device.
  • a passenger transportation system such as an escalator or a moving walk
  • the system also includes a data processing device comprising a or the reading device, the data processing device being designed to be able to use the reading device to read and evaluate and/or forward the at least one piece of information from the transponder and/or data stored on the transponder without contact.
  • All the advantages and features described for the handrail can be transferred to the system and vice versa.
  • the handrail can preferably be designed to be movable in a circumferential manner on a guide rail of the passenger transport system.
  • the guide rail can be attached to a railing of the passenger transport system, preferably on top.
  • the guide rail can be essentially U-shaped, W-shaped or T-shaped. Mige, preferably with a crossbar located at the top, have shape.
  • the guide rail can preferably have a guide groove or guide track on the side and/or under the cross brace, by means of which the handrail can be guided, in particular by means of lateral lips of a C-shaped cross-sectional profile of the handrail.
  • the guide rail can be made of metal, for example steel or aluminum, and/or plastic.
  • a return and/or a drive for the handrail can be arranged in the railing, under the railing and/or next to the railing.
  • the passenger transportation system can be configured in such a way that the handrail is moved synchronously or somewhat faster, in particular a maximum of 2% faster, with the passenger transportation system, in particular with peripheral segments of the passenger transportation system or people who are being transported by the passenger transportation system.
  • the passenger transportation system can include, for example, a control system that is designed to monitor and/or control the operation of the passenger transportation system.
  • the data processing device can be a mobile device or a stationary device.
  • the data processing device can be attached or attachable to the passenger transportation system, for example to a railing of the passenger transportation system.
  • the data processing device can be mounted at a location that is close to the handrail. If the data processing device is attached close to the handrail, the transponder of the handrail can cyclically come close to the data processing device when the handrail is rotating. This can have the advantage that a contactless signal only has to be transported a short distance, which means less power is required and can reduce the likelihood of spurious interference with other signals.
  • a mobile data processing device has the advantage that it can be used for a number of systems, for example, and in particular can also match the data of a number of systems without requiring an additional switching station or an additional central data connection.
  • the data processing device can optionally have a user interface or be connected or connectable to a device with a user interface.
  • the data processing device is a reading device with which, in particular, data can be requested and/or read from the transponder.
  • the data processing device can also include a transmitter that is designed to be able to send data to the transponder.
  • the reading device can be a reading device and/or an evaluation device.
  • the readout device and/or evaluation device can comprise a processor unit, a memory unit and/or a network and/or internet connection.
  • the reading device can be an end user device, in particular a smartphone, tablet or laptop.
  • the data processing device can be designed to classify users and/or components, in particular components of the passenger transportation system, including, for example, the handrail.
  • the data processing device can be designed to recognize original components.
  • the data processing device can expediently have a component database, e.g. in a data memory of the data processing device, or have access to a component database, e.g. via a data network and/or via the Internet.
  • the data processing device can be configured, for example, to compare components with the database, in particular via an identification number, and to recognize them as listed or unlisted.
  • the data processing device can advantageously be designed to send information about recognized components to a control system, in particular the passenger transport system, or to a user interface. Additionally or alternatively, the data processing device can be designed to initiate a warning and/or notification and/or blocking of the passenger transportation system, for example via the user interface and/or the control system and/or a data network.
  • the data processing system can expediently be designed to communicate with other devices and/or devices, for example with a control system of the passenger transport system or with mobile devices such as smartphones communicate.
  • the data processing device can advantageously be designed to communicate via GSM, LTE, UMTS and their further developments, Bluetooth, LAN, WLAN and/or BUS connections.
  • the data processing device can include a data memory or be connected to a data memory, wherein the data processing device can be designed to store the at least one piece of information and/or data from the transponder on the data memory.
  • the data processing device can be connected to an external computer unit, in which case the data memory can be part of the computer unit.
  • the data processing device can be connected to a cloud service, wherein the data processing device can be designed to store data on the cloud service and/or retrieve data from the cloud service.
  • the system can include at least one sensor device that is designed to collect data, in particular operating data and/or environmental data, and to forward it to the transponder and/or the data processing device, wherein the data processing device can be designed to receive the data from the sensor device and to process and/or store and/or transmit.
  • the sensor device can be designed to capture operating data of the handrail and/or the passenger transportation system, environmental conditions of the handrail and/or the passenger transportation system, information about the passenger transportation system, or about components of the passenger transportation system.
  • the sensor device can be designed to record physical measured variables and/or parameters.
  • measured variables and/or parameters are a temperature, in particular of the handrail, a load, forces, impulses and/or torques, in particular on the handrail or on other components of the passenger transport system, light of different wavelengths, which, for example, hits the handrail during operation falls, moisture and/or humidity in the area or on a Components of the passenger transportation system, a UV index, a presence and/or concentration of O3, CO, CO2 and/or other gases, solar radiation, electromagnetic fields, a presence and/or concentration of bacteria, vibrations, noise/noises, an electric Load, a resistance (e.g. electrical), GPS position data, and/or trigger events.
  • the data can be stored on the data memory of the data processing device.
  • the data processing device can be configured to predict or calculate a behavior and/or an expected service life of components of the passenger transportation system, in particular the handrail and/or the handrail material.
  • the data processing device can be configured to predict future behavior by analyzing the components, for example using sensor data, or operating data and comparing them with empirical values and/or production data.
  • the computing device may be configured to take an action based on such a prediction.
  • the data processing device can be configured to initiate automatic notification of a user and/or an authorized organization with regard to detected errors and/or problems and/or necessary action steps.
  • the data processing device can output a recommendation for action based on a database. It is also conceivable that the data processing device issues an automatic notification regarding pending maintenance work and/or tests, in particular depending on a usage time of the components and/or operating data, in particular measured.
  • a URL that refers to an assigned interface can advantageously be stored on the data processing device and/or on the transponder. It is conceivable that the interface includes an individually adapted visualization and/or voice output of a web or application interface of operating data and/or product information.
  • the interface can be such be configured that a visualization and / or analysis of operating data and / or product information via the interface in real time and / or based on previously recorded data can be done.
  • the interface and/or the data processing device can be set up to provide access to various information and/or to download this information.
  • the various information may include handrail production data, material information, production process information, drawings, brochures, advertising, spare parts information, ordering and delivery information, production status information, billing information, specifications, installation and maintenance information, exchange/replacement information, Service life information, next service date information, people moving system information, GPS location, manufacturer contact information, contract details, safety data sheets, disposal policies, company information, alternative product information, people moving system uptime and speed, unit availability and utilization, contact information of Include suppliers of parts and/or maintenance.
  • the interface and/or the data processing device can be configured to visualize the information, in particular information from the examples mentioned.
  • the data processing device can be designed to classify users and/or components, in particular components of the passenger transportation system, including, for example, the handrail.
  • the data processing device can be designed to recognize original components.
  • the data processing device can expediently have a component database, for example in a data memory of the data processing device, or have access to a component database, for example via a data network and/or via the Internet.
  • a handrail database can be stored on the data processing device or the data processing device can be designed to be able to establish a connection to a handrail database, wherein the data processing device can be configured to compare the at least an information with the database to recognize whether a handrail is an original handrail.
  • the at least one piece of information can be information about the identity of the handrail.
  • the data processing device can be configured to recognize whether a handrail is an original handrail by comparing the at least one piece of information about the identity of the handrail with the database.
  • the data processing device can be configured, for example, to compare components with the database, in particular via an identification number, and to recognize them as listed or unlisted.
  • the data processing device can be designed to carry out or initiate a predetermined action, in particular outputting a message and/or a command to prevent the operation of the passenger transport system, when detecting a non-original component, such as a non-original handrail.
  • the data processing device can be designed to send information about recognized components to a control system, in particular a control system of the passenger transportation system, or to a user interface.
  • the data processing device can be designed to initiate a warning and/or notification and/or blocking of the passenger transportation system, for example via the user interface and/or the control system and/or a data network.
  • Another aspect of the invention is a method for monitoring a passenger transport system, such as an escalator or a moving walk, with a handrail, in particular a handrail as described in this document, with a transponder being integrated on the surface or inside the handrail contains at least one piece of information, the transponder being designed so that the at least one piece of information can be transmitted contactlessly from the transponder to a reading device.
  • the procedure comprises the following steps:
  • the method can further comprise the following steps:
  • the method can also contain the additional step, after which an action is carried out depending on operating and/or environmental data.
  • the action can be, for example, issuing or sending a warning or a message to a user interface, or sending a command, for example to a control system of the passenger transportation system.
  • 1 shows a side view of a system according to the invention with a passenger transport system, a handrail and a data processing device; 2 shows a cross-section through a handrail, with an integrated transponder being disclosed;
  • FIG. 3 shows a plan view of a section of a handrail that has been cut open
  • FIG. 5 shows a cross section through a handrail according to a further embodiment of the invention.
  • FIG. 6 shows a section of the handrail from FIG. 5 around the transponder.
  • Figure 1 shows a side view of a system according to the invention with a passenger transportation system 3, a handrail 2 and a data processing device 4.
  • the passenger transportation system 3 comprises two transponders 1, namely an RFID tag 9 and an NFC tag 10.
  • the NFC tag 10 is configured to be able to communicate with a mobile data processing device 8 .
  • the data processing devices 4, 8 each include a reading device with which they can read the transponder 1. It is also conceivable that further data processing devices 4 are provided. In particular, several data processing devices 4 can be connected to one another, in particular contactlessly or by cable, or to mobile data processing devices 8 . Furthermore, the data processing devices 4, 8 can send data or commands to the transponder 1 by means of a transmitter.
  • the mobile data processing device 8 can be, for example, a smart phone, a tablet or a specially manufactured device.
  • the RFID tag 9 is configured to communicate with a data processing device 4, which in this case is attached to the passenger transportation system in a stationary manner.
  • the system in this example includes a sensor device 5 which is designed to be able to communicate with the data processing device 4 .
  • the sensor device 5 can also be designed to communicate with one of the transponders 1 .
  • the sensor device 5 communicates with one of the transponders 1 when the transponder 1 is in the vicinity of the sensor device 5 due to the circulation of the handrail 2 .
  • a sensor it is also conceivable for a sensor to be integrated directly into one of the transponders 1 .
  • the sensor device 5 can be designed, for example, to measure an ambient temperature or a speed of the handrail 2 .
  • FIG. 2 shows a cross section through a handrail 2, with an integrated transponder 1 being disclosed.
  • a plan view of a section of the handrail 2 which has been cut open can be seen in FIG.
  • the base body 12 has been removed in the area of the transponder 1 in order to make the transponder 1 visible.
  • the transponder 1 is embedded in a fabric structure 7 of the handrail 2, the fabric structure 7 being located below the base body.
  • the transponder 1 has a dipole antenna 6 whose arms extend laterally from the transponder and are arranged on the surface of the fabric structure 7 .
  • a sliding layer 11 is also shown, which serves to slide with little friction on a guide rail of a passenger transport system 3 .
  • a reinforcement part 13, preferably a metal band or a combination of several metal struts, is used to stabilize the handrail, in particular to avoid bending in the transverse direction.
  • Step 101 is the contactless transmission of at least one piece of information about the identity of the handrail 2 and/or operating data and/or environmental data from the transponder 1 to a data processing device 4 using a reader of the data processing device 4.
  • step 102 the at least one piece of information and/or the operating data is evaluated and/or forwarded by the data processing device 4.
  • step 103 includes the acquisition of operating data and/or environmental data by a sensor device 5. These data are forwarded to the transponder 1 and/or to the data processing device 4 in step 104. If the data are forwarded to transponder 1, they can be processed by executing step 101 to be forwarded to the data processing device 4.
  • the optional step 105 is that an action is taken depending on the operational and/or environmental data.
  • FIG. 5 shows a cross section through a handrail 2 according to a further embodiment of the invention.
  • the transponder 1 is embedded in a fabric structure 7 which is arranged between the upper side 14 of the handrail 2 and a reinforcement part 13 .
  • the line defined by the reinforcement part 13 shown in dotted lines essentially corresponds to the neutral axis of the handrail 2.
  • the fabric structure has a punched hole in which the transponder is embedded.
  • An extension of the transponder in a transverse direction Q running transversely to the longitudinal direction L of the handrail is smaller than the extension of the reinforcement part in this direction.
  • FIG. 6 shows a section of the handrail 2 from FIG. 5 around the transponder 1.
  • the transponder 1 has an offset V to the fabric structure 7 towards the top, namely towards the upper side of the handrail 2 .
  • This offset V can enable better protection of the transponder 1 and also counteract a separating of the fabric structure 7 with a layer arranged over the fabric structure.

Landscapes

  • Escalators And Moving Walkways (AREA)

Abstract

L'invention concerne une main courante (2) pour un système de transport de personnes (3), par exemple un escalier roulant ou un trottoir roulant. Un transpondeur (1) contenant au moins une information est intégré à la surface de la main courante ou à l'intérieur de celle-ci (2), ledit transpondeur (1) étant conçu de telle sorte que l'au moins une information peut être transmise sans contact du transpondeur (1) à un dispositif de lecture.
EP21839000.3A 2020-12-08 2021-12-07 Main courante pour système de transport de personnes Active EP4259568B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102020132647.5A DE102020132647A1 (de) 2020-12-08 2020-12-08 Handlauf für eine Personenbeförderungsanlage
PCT/EP2021/084594 WO2022122731A1 (fr) 2020-12-08 2021-12-07 Main courante pour système de transport de personnes

Publications (2)

Publication Number Publication Date
EP4259568A1 true EP4259568A1 (fr) 2023-10-18
EP4259568B1 EP4259568B1 (fr) 2024-05-22

Family

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Application Number Title Priority Date Filing Date
EP21839000.3A Active EP4259568B1 (fr) 2020-12-08 2021-12-07 Main courante pour système de transport de personnes

Country Status (7)

Country Link
US (1) US20240092613A1 (fr)
EP (1) EP4259568B1 (fr)
JP (1) JP2023553892A (fr)
CN (1) CN116829489A (fr)
CA (1) CA3201110A1 (fr)
DE (1) DE102020132647A1 (fr)
WO (1) WO2022122731A1 (fr)

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4444263C1 (de) 1994-12-13 1996-05-02 Continental Ag Verfahren und Anordnung zur Überwachung eines Fördergurtes
DE19643997C2 (de) * 1996-10-31 2002-12-05 Contitech Transportbandsysteme Verfahren zur Überwachung eines Fördergurtes
DE10297765B4 (de) 2002-07-26 2013-07-18 Otis Elevator Co. Personenfördervorrichtung mit einem Handlauf mit integriertem Transponder
US8205735B2 (en) * 2008-06-17 2012-06-26 Intel-Ge Care Innovations Llc Monitoring handrails to reduce falls
JP6191288B2 (ja) 2013-07-08 2017-09-06 株式会社リコー 情報提供システム
US10954106B2 (en) * 2018-08-10 2021-03-23 Otis Elevator Company Escalator system with safety sensor

Also Published As

Publication number Publication date
EP4259568B1 (fr) 2024-05-22
DE102020132647A1 (de) 2022-06-09
JP2023553892A (ja) 2023-12-26
CA3201110A1 (fr) 2022-06-16
WO2022122731A1 (fr) 2022-06-16
US20240092613A1 (en) 2024-03-21
CN116829489A (zh) 2023-09-29

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