KR20210057571A - A Sub-break System In An Escalator - Google Patents

Abstract

The present invention relates to an auxiliary brake system for an escalator, which increases the utilization of a space, comprising: a torque control gear unit for increasing the number of revolutions at a rear end to decrease a braking torque; and an auxiliary brake including a brake drum and a brake lever.

Description

Escalator auxiliary brake system {A Sub-break System In An Escalator}

The present invention relates to an escalator auxiliary brake system, and more particularly, by minimizing the required braking force magnitude by connecting a torque adjusting gear unit for reducing braking torque to the escalator step drive unit and installing an auxiliary brake at the rear end thereof. It is about an escalator auxiliary brake system that can improve the utilization of the space where the escalator is installed while performing the escalator sudden braking by the auxiliary brake stably and safely.

In the conventional escalator auxiliary brake device shown in FIGS. 1 to 4, an operation sequence from driving of the horizontal walker motor 18 to the driving of the step 120 will be described as follows.

The power of the motor 18 of the passenger conveyor is transmitted to the terminal gear 90 by the driving sprocket 70 and the driving chain 80, and when the driving chain 80 is normally connected, the driving of the passenger conveyor is started and The process of suspension is as follows.

When the main brake lever 30 is opened according to the driving command of the passenger conveyor, power is supplied to the motor 18 and the motor 18 starts to rotate, the reducer 50 connected to the motor 18 is rotated and the reducer ( The drive sprocket 70 installed on 50) also rotates.

The driving sprocket 70 is connected to the terminal gear 90 by the driving chain 80 to transmit power, and the step chain sprocket 100 installed coaxially to rotate integrally with the terminal gear 90 also rotates. .

The step chain 110 is connected to the step chain sprocket 100, and since the step 120 is connected to the step chain 110, the step 120 is also linked to move the passenger.

Conversely, when a stop command is issued, the motor power and the brake coil power are cut off at the same time, and the brake drum 20 gradually stops due to the lining friction attached to the brake lever 30. In the same order as at the start of operation, drive power in the order of reducer 50, drive sprocket 70, drive chain 80, terminal gear 90, step chain sprocket 100, step chain 110, step 120 This is blocked, and the leveling walker slowly stops.

Since power transmission for driving and stopping the passenger conveyor is performed by the driving chain 80, when a break occurs in the driving chain 80, the brake drum 20 and the brake lever 30 are attached to the main brake. Even if the motor 18 is stopped by the lining, the terminal gear 90 cannot be stopped due to the breakage of the drive chain 80, so the step chain sprocket 100, the step chain 110, and the step are connected on the same axis. Since it is not possible to stop 120, a phenomenon in which the step 120 flows downward occurs.

The flow method is different depending on whether the driving direction is the upward direction or the downward direction, but in order to prevent the leveling walker from flowing down, an auxiliary brake 130 is installed on one terminal gear 90 so that the drive chain 80 is broken. Even if it occurs, the terminal gear 90 can be stopped.

The auxiliary brake 130 of the conventional passenger conveyor shown in FIG. 4 includes a disc brake 1 160 for stopping the terminal gear 90 and the step chain sprocket 100, and the disc brake 2 170 and the disc brake. It includes an auxiliary brake latch 140 for stopping rotation and an auxiliary brake solenoid control unit for operating the auxiliary brake latch 140.

As shown in FIG. 4, brake linings are provided on each contact surface of the disc brakes 1, 2, and 3, and the disc brake 3 is in contact with the disc brakes 1 and 2, and an auxiliary brake latch 40 spans the outer surface. The uneven structure is formed so that it can be lost. In addition, the disc brakes 1, 2, and 3 are installed so that they can be in close contact with a constant coupling force by a spring 220, so that when the auxiliary brake latch 140 is operated, the terminal gear 90 and the step chain are applied by a constant frictional force. The sprocket 100 is stopped.

For example, when the driving chain is broken due to some reason during normal operation of the passenger conveyor, the driving chain break detection switch 27 detects the break and inputs a signal to the driving control unit 10, and the auxiliary brake solenoid control unit 15 Stops the auxiliary brake 3 (180) by operating the auxiliary brake latch through the auxiliary brake solenoid. That is, the disc brakes 1 (160) and 2 (170) along with the terminal gear (90) and the step chain sprocket (100) continue to rotate due to rotational inertia, but stop while rapidly decelerating by the frictional force of the disk brake 3 (180) and the lining It is a structure to do.

However, the following problems are raised in the configuration of the conventional auxiliary brake for a passenger conveyor.

As can be seen from the flow chart shown in FIG. 5, the braking distance of the auxiliary brake 130 of the level pedestrian varies depending on the angle of installation of the level car, the load of passengers on board the step, the direction of travel, and the speed of travel. For example, if there are few passengers in the ascent driving or if there are few passengers in the descending operation, the stop may be slightly smooth, but if there are many passengers in the ascent driving, the risk of a secondary safety accident is inherent by sliding down after an abrupt stop, and descending driving. If there are many passengers on the road, the braking distance becomes longer, so there is a risk of a safety accident.

That is, since the frictional force of the spring 210 of the auxiliary brake 130 is fixed constant and is set irrespective of the load or moving direction of the step, the deviation of the slip distance after the operation of the auxiliary brake latch occurs severely, resulting in a safety accident. You have a risk.

On the other hand, the solenoid control unit for latch operation normally operates normally, but the solenoid operation may not work depending on the system status. The risk of accidents is high, so an alternative is needed.

On the other hand, the conventional invention described in Korean Patent No. 10-1067756 (name of the invention: hydraulic emergency stop safety brake control device for high-load escalator), the auxiliary brake of the passenger conveyor is constituted by a hydraulic system. % Because it depends on the hydraulic pressure, in the case of a high-load passenger conveyor, the hydraulic capacity is increased, the volume of the hydraulic system is increased, the system configuration cost is increased, and there is a problem that the space configuration is difficult.

In addition, since the conventional auxiliary brake system for horizontal walkers has a structure in which a storage battery is used to normally operate the hydraulic system in case of a main power interruption due to a power outage, the system configuration according to the installation of the storage battery becomes complicated and the system configuration cost increases. .

In addition, in the conventional passenger conveyor auxiliary brake system, when an abnormality occurs in the hydraulic system and the hydraulic pressure is not properly delivered to the disc brake of the auxiliary brake, a situation in which the auxiliary brake cannot be operated occurs, thereby increasing the possibility of a safety accident.

In addition, in the conventional auxiliary brake system, reverse driving or speeding occurs in which the escalator moves in the opposite direction to the driving direction for some reason, and the escalator must be safely stopped by the auxiliary brake operation. Or, there is a problem that a safety accident occurs due to speeding.

In addition, an installation space is required to install the auxiliary brake, but the conventional escalator auxiliary brake system is only installed in the machine room above the escalator.Therefore, the existing escalator cannot be installed due to space problems, or a space for maintenance by maintenance personnel after installation. Not only is there a risk of a safety accident due to the narrow space, but also in the newly installed escalator, there is a problem that the space utilization of the building is lowered by that much because a space for additional auxiliary brakes must be secured.

In addition, in the conventional escalator auxiliary brake system, since the auxiliary brake braking force is concentrated in only one place, it is impossible to control the braking force according to the driving direction, the driving speed, and the load of the passenger, so there is a risk of a safety accident due to the auxiliary brake operation.

In addition, since the conventional escalator auxiliary brake system has to develop each auxiliary brake device suitable for the corresponding floor height or step width according to the step width or floor height of the escalator in order to secure the braking force of the auxiliary brake, there is a lot of cost and period of development. It takes.

In addition, in the conventional escalator auxiliary brake system, in the case of a ratchet for braking, there is always a risk of an overturning accident of a passenger due to an instant shock at the moment when the ratchet is operated.

An object of the present invention is to minimize the amount of braking force required by connecting the torque control gear to the escalator step drive unit and installing an auxiliary brake at the rear end of the escalator, thereby stably and safely performing the escalator sudden braking by the auxiliary brake while maintaining the space in which the escalator is installed. It is to implement an escalator auxiliary brake system that can increase the utilization.

In addition, it is an object of the present invention to install the main shaft without causing damage such as holes or other processing to prevent safety problems in the product.

An escalator auxiliary brake system according to an embodiment of the present invention for realizing the above object includes a motor driving unit including a driving motor and a main brake for braking the driving motor, and a driving force of the motor driving unit by a driving chain. A terminal gear receiving transmission, a step chain sprocket on both sides that is installed coaxially with the terminal gear and rotates integrally, a shaft connected to the center of the step chain sprocket on both sides, and a first cover disposed to surround the shaft And a sleeve unit including a coupling member that connects the second cover to the first cover and the second cover so that they are clamped to the shaft and a shaft sprocket integrally formed on an outer surface thereof. A brake system, comprising: a torque adjusting gear part for reducing a braking torque by increasing a rotation speed of a rear end by receiving a rotation moment of a front end connected to the shaft sprocket of the sleeve unit; An auxiliary brake including a brake drum installed at a rear end of the torque control gear and rotating by an increased number of rotations, and a brake lever selectively holding the brake drum to perform escalator braking, the first cover and the first cover Each of the 2 covers has a shape corresponding to the rotation shaft, and a contact portion in close contact with the rotation shaft; And a flange portion extending from the contact portion, wherein each of the contact portion of the first cover and the contact portion of the second cover includes a contact surface in which they contact each other, and the flange portion of the first cover and One of the flange portions of the second cover is extended from the contact portion at a position spaced apart from the contact surface, and the flange portion of the first cover and the flange portion of the second cover are spaced apart from each other by the coupling member. Can be placed.

Here, the braking gear part, the auxiliary brake, and the torque adjusting gear part may be disposed in a space between an upper step and a lower step among steps rotated by the step driving part.

Here, the escalator auxiliary brake system includes a braking gear unit connecting the step driving unit and the torque adjusting gear unit, and the braking gear unit includes: a braking sprocket installed on the shaft; A driven sprocket installed at a front end of the torque control gear; It may be configured to include a braking chain connecting the braking sprocket and the driven sprocket.

Here, the braking sprocket, the braking chain, the driven sprocket, the torque adjusting gear part and the auxiliary brake are each provided with two, and the braking sprocket, the braking chain, the driven sprocket, the torque adjusting gear part and the auxiliary brake Each set may be installed to correspond to the left and right.

Here, each of the torque control gear unit and the auxiliary brake may be provided in two so that each set of the torque control gear unit and the auxiliary brake may be installed to correspond to the left and right.

Here, one of the torque adjusting gear units may be installed in the center, and the auxiliary brakes may be provided at both sides of the rear end of the torque adjusting unit.

Here, the torque adjusting gear unit includes: a first torque adjusting gear unit configured to decrease braking torque by first increasing the number of rotations at the rear end by receiving a rotational moment of a front end connected to the shaft sprocket of the sleeve unit; And a second torque adjusting gear part which receives a rotational moment of a front end connected to a rear end of the first torque adjusting gear part and secondly increases the number of rotations at the rear end to reduce braking torque.

An escalator auxiliary brake system according to another embodiment of the present invention for realizing the above object includes a motor driving unit including a driving motor and a main brake for braking the driving motor, and a driving force of the motor driving unit by a driving chain. A terminal gear receiving transmission, a step chain sprocket on both sides that is installed coaxially with the terminal gear and rotates integrally, a shaft connected to the center of the step chain sprocket on both sides, and a first cover disposed to surround the shaft And a sleeve unit including a coupling member that connects the second cover to the first cover and the second cover so that they are clamped to the shaft and a shaft sprocket integrally formed on an outer surface thereof. A brake system, comprising: a torque adjusting gear part for reducing a braking torque by increasing a rotation speed of a rear end by receiving a rotation moment of a front end connected to the shaft sprocket of the sleeve unit; An auxiliary brake including a brake drum installed at a rear end of the torque control gear and rotating by an increased number of rotations, and a brake lever selectively holding the brake drum to perform escalator braking, the first cover and the first cover Each of the 2 covers has a shape corresponding to the shaft, and includes a contact portion in close contact with the shaft; A flange portion extending from the contact portion and fastened by the coupling member; And reinforcing ribs protruding from each of the flange portion and the contact portion and connected to each other to form a unitary body.

Here, the braking gear part, the auxiliary brake, and the torque adjusting gear part may be disposed in a space between an upper step and a lower step among steps rotated by the step driving part.

Here, the torque adjusting gear unit includes: a first torque adjusting gear unit configured to decrease braking torque by first increasing the number of rotations at the rear end by receiving a rotational moment of a front end connected to the shaft sprocket of the sleeve unit; And a second torque adjusting gear part which receives a rotational moment of a front end connected to a rear end of the first torque adjusting gear part and secondly increases the number of rotations at the rear end to reduce braking torque.

Here, the escalator auxiliary brake system includes a braking gear unit connecting the step driving unit and the first torque adjusting gear unit, and the braking gear unit includes: a braking sprocket installed on the shaft; A driven sprocket installed at a front end of the first torque control gear; It may be configured to include a braking chain connecting the braking sprocket and the driven sprocket.

Here, the braking sprocket, the braking chain, the first torque adjusting gear part, the second torque adjusting gear part, and the auxiliary brake are each provided with two pieces of the braking sprocket, the braking chain, the first torque adjusting gear part, the first 2 Each set of the torque control gear unit and the auxiliary brake may be installed to correspond to the left and right.

Here, each of the first torque control gear unit, the second torque control gear unit, and the auxiliary brake may be provided, so that each set of the torque control gear unit and the auxiliary brake may be installed to correspond to the left and right.

Here, one of the first torque control gear units is installed, the second torque control gear units are connected to both sides at the rear end of the first torque control gear unit, and the auxiliary brakes correspond to the left and right at the rear ends of the respective torque control gear units. Can be installed.

Here, when the auxiliary brakes are to be operated, the number of auxiliary brakes to be operated may be changed according to the magnitude of the braking force required for braking or the braking distance.

The present invention having the above-described configuration is the escalator by the speed increase ratio of the torque regulating gear when it moves in the opposite direction to the driving direction due to the drive chain breakage or other influence by the above configuration, or when overspeed occurs at a certain value or more than the nominal speed. Since the braking force required for braking is reduced, the maximum braking force of the auxiliary brake is also reduced, thereby reducing the size.

In particular, the present invention does not take up space in the upper machine room of the escalator by installing the auxiliary brake using the free space between the upper step and the lower step, so it is possible to prevent safety accidents by providing free space to maintenance personnel or inspectors using the upper machine room. It is possible, and it is for an escalator auxiliary brake system that can increase the utilization of space inside the building or in the machine room above the escalator.

On the other hand, in the present invention, the required auxiliary brake braking force is reduced through the number of torque adjusting gear units and the combination of the first and second torque adjusting gear units, so that the overall size of the auxiliary brake system is reduced, thereby improving space utilization. In particular, since the size of the auxiliary brake system can be miniaturized enough to be installed in the idle space between the upper step and the lower step, it is possible to additionally install the existing installed and operated escalator, so it is possible to replace the existing large-capacity auxiliary brake. .

In addition, since the present invention has a structure surrounding the main shaft, no holes or other processing is performed on the main shaft, so that the main shaft safety factor can be installed without affecting the value.

In addition, the present invention can control the amount of braking force and braking distance by adjusting the number of auxiliary brakes to be controlled according to the load of the passenger by using each auxiliary brake installed to correspond to the rear end of each torque adjusting gear unit. And reduce the risk of passengers overturning due to sudden braking.

1 is a schematic diagram illustrating a conventional escalator control configuration.
2 is a perspective view illustrating a configuration of a main part of a conventional escalator.
3 is a perspective view illustrating a configuration of a main part of a conventional escalator.
4 is an exploded perspective view illustrating the configuration of an auxiliary brake of a conventional escalator.
5 is a schematic diagram illustrating the configuration of the escalator auxiliary brake system of the first embodiment according to the present invention.
6 is a schematic diagram illustrating the configuration of the escalator auxiliary brake system of the first embodiment according to the present invention.
7 is a schematic diagram illustrating the configuration of an escalator auxiliary brake system according to a second embodiment of the present invention.
8 is a schematic diagram illustrating the configuration of an escalator auxiliary brake system according to a second embodiment of the present invention.
9 is a schematic diagram illustrating the configuration of an escalator auxiliary brake system according to a third embodiment of the present invention.
Figure 10 is a schematic diagram illustrating a position in which the escalator auxiliary brake system according to the present invention is installed.
11 is a flowchart illustrating a control process performed in the escalator auxiliary brake system according to the present invention.
12 is a flowchart illustrating a control process performed in the escalator auxiliary brake system according to the present invention.
13 to 16 are views for explaining an escalator auxiliary brake system including a sleeve unit and a mounting bracket according to another embodiment of the present invention.
17 and 18 are views for explaining an escalator auxiliary brake system including a sleeve unit and a mounting bracket according to another embodiment of the present invention.

Hereinafter, an escalator auxiliary brake system according to a preferred embodiment of the present invention will be described in detail with reference to the drawings. In this specification, the same/similar reference numerals are assigned to the same/similar configurations even in different embodiments, and the description is replaced with the first description.

5 and 6, the escalator auxiliary brake system of the first embodiment according to the present invention receives the motor driving unit 310 for driving and braking the driving motor 301 and the driving force of the motor driving unit 310. A step drive unit 350 for driving a step, a torque control gear unit 360 (e.g., a reducer or a gearbox) for attenuating the braking torque by increasing the number of rotations at the rear end by receiving the rotational moment of the front end connected to the step drive unit 350, and , It is configured to include an auxiliary brake 380 that is installed at the rear end of the torque control gear unit 360 to perform braking for the step driving unit 350.

The motor driving unit 310 of the present embodiment includes a drive motor 301 that generates power, a reducer 320 that receives the rotational force of the drive motor 301 as an input to reduce the number of rotations and increases the rotational moment to output, and a reducer. (320) It includes a driving chain 328 for transmitting the driving force of the driving sprocket 325 connected to the rear end to the step driving unit 350 and a main brake 338 for braking the driving motor 301.

In this embodiment, the step drive unit 350 rotates integrally with the terminal gear 352 that receives the driving force by the driving chain 328 and the terminal gear 352, and rotates the step chain 358 along a certain trajectory. The step chain sprocket 351 on both sides to be moved, the step chain sprocket 351 are connected to both sides, and the shaft 353 that rotates integrally on the coaxial side, and the step chain 358 are connected to both sides, so the step chain sprocket When 351 rotates and the step chain 358 moves, a step 359 for moving a single trajectory together with the step chain 358, and a handrail driving unit connected to the shaft 353 to drive the handrail (not shown) Poem).

The torque control gear unit 360 of the present embodiment is formed in a structure to reduce the torque required for braking by the auxiliary brake by increasing the number of rotations at the rear end by receiving the rotational moment of the front end connected to the step driving unit 350.

Therefore, when braking by the auxiliary brake 380 is performed, the auxiliary brake 380 is operated in a state where the rotation moment is rapidly reduced compared to the step driving unit 350 to perform braking, so natural braking is possible. It minimizes the risk of overturning and minimizes the amount of braking force required for sudden braking by auxiliary brakes.

A braking gear part 390 for transmitting the braking force for braking the step driving part 350 to the step driving part 350 is provided at the front end of the torque adjusting gear part 360 of the present embodiment, and at the rear end of the torque adjusting gear part 360 The auxiliary brake 380 is connected.

The braking gear unit 390 of this embodiment is installed on a braking sprocket 391 formed on the outer circumference of the shaft 353 of the step driving unit 350, and is installed on the front shaft of the torque adjusting gear unit 360 to rotate in association with the braking sprocket. A driven sprocket 393 and a braking chain 398 that connects the braking sprocket 391 and the driven sprocket 393 to transmit a braking force to the shaft 353.

On the other hand, in the braking gear part 390 of this embodiment, in order to reduce the size of the torque control gear part 360 and the amount of braking force required by the auxiliary brake 380, the number of teeth of the braking sprocket 391 is changed to the driven sprocket 393. It is preferable to increase the number of teeth, and the braking sprocket 391 may be designed with a maximum number of teeth (that is, a maximum radius) that can come out of the space (A, FIG. 10) between the upper step and the lower step.

The auxiliary brake 380 of this embodiment selectively holds the auxiliary brake drum 383 formed at the rear end of the torque adjusting gear unit 360 and the auxiliary brake drum 383 to provide a braking force for the auxiliary brake drum 383. It includes an auxiliary brake lever 382 to be applied and a solenoid device (not shown) for driving the auxiliary brake lever 382.

Therefore, the driving force of the driving motor 301 is transmitted to the step driving unit 350 through the driving chain 308 so that the step chain sprocket 351 and the shaft 353 rotate, and the step 359 moves to prevent normal operation of the escalator. The braking sprocket 391 rotates integrally with the shaft 353, and the braking chain 398 moves by the rotation to drive the driven sprocket 393. At this time, the torque control gear unit 360 receives the rotational moment of the driven sprocket 393 at the front end, and the rear end is increased at a speed corresponding to the speed increase rate of the torque control gear unit 360, so the auxiliary brake drum 383 is In response to the speed increase rate of the adjustment gear unit 360, it rotates at an increased rotational speed.

On the other hand, if a situation in which the escalator must be suddenly stopped due to a breakage of the drive chain 328 or other circumstances during normal operation of the escalator, the power to the solenoid device holding the auxiliary brake lever 382 is turned off, and the auxiliary brake lever 382 is turned off. It operates to hold the auxiliary brake drum 383, and the braking force of the auxiliary brake 380 is transmitted to the shaft 353 through the torque adjusting gear unit 360 and the braking gear unit 390, so that braking for the step driving unit 350 is performed. Done.

For example, during normal escalator operation, the auxiliary brake lever 392 has the auxiliary brake drum 382 open in the same way as the main brake 338, so the auxiliary brake receives the rotational moment of the shaft 353 through the braking gear unit 390. The drum 383 becomes idle.

And, when the escalator is normally stopped during normal operation, the main brake 338 operates to perform braking for the driving motor 310, and the auxiliary brake lever 382 is not released, so the auxiliary brake drum 383 is idle and driven. As the braking of the motor 310 is performed and the step drive unit 350 is stopped, the rotation is gradually stopped.

On the other hand, when the escalator travels in the direction opposite to the driving direction due to a drive chain breakage or some influence, or when overspeed occurs over a certain value than the nominal speed, braking is performed by the auxiliary brake 380, and the solenoid device is used as the auxiliary brake lever. (382) is released and the escalator is suddenly stopped. However, when the main brake 338 is in a normal state, when a sudden stop is required except for the above conditions (i.e., the escalator travels in the opposite direction to the driving direction due to a drive chain break or some influence, or when overspeed occurs over a certain value than the nominal speed) Since there is a risk of a fall accident due to sudden stop, the auxiliary brake 380 may be configured to operate at a certain time difference from the operation point of the main brake 338 as needed.

As shown in Fig. 5, in an embodiment of the present invention, the torque control gear unit 360 and the auxiliary brake 380 are installed in a space (A, see Fig. 9) formed between the upper step and the lower step, and the torque regulator The fisherman 360 and the auxiliary brake 380 may be configured to share the braking force required for braking of the step driving unit 350 by being installed to correspond to each of two units left and right.

That is, as shown in Fig. 5, a pair of braking sprockets 391 are installed on the outer periphery of the shaft 353, and braking chains 398, driven sprockets 393 and The torque control gear part 360 is installed, and each corresponding auxiliary brake 380 is installed at the rear end of each torque control gear part 360 to share the braking force required for braking of the step driving part 350, respectively.

On the other hand, in the above embodiment, the braking gear unit 390 including the braking sprocket 390, the braking chain 398 and the driven sprocket 393 is installed one set each to correspond to each torque adjusting gear unit 360, Depending on the embodiment, only one set of the braking sprocket 391, the braking chain 398, and the driven sprocket 393 may be installed, in this case, the driven sprocket 393 is connected to the torque adjusting gears 360 on both sides. , During sudden braking, each auxiliary brake 380 on both sides shares the braking force required for sudden braking.

For example, assuming that the auxiliary brakes 380 provided at the rear end of the torque control gear unit 360 each share 50% of the braking force required for sudden braking, if the passenger load is less than 50%, one auxiliary brake at the rear end of the torque control gear unit 360 ( Only 380) needs to be operated to perform braking, and when the passenger load is more than 50%, braking control can be performed more safely if braking is performed by operating the auxiliary brakes 380 at the rear ends of the two torque control gear units 360 on both sides. .

The driving process and braking process of the escalator performed in the first embodiment are as follows. For example, during normal operation, when the braking sprocket 391 rotates integrally with the shaft 353, the braking chain moves by the rotational moment of the shaft 353 to rotate the driven sprocket 393, and the braking sprocket 391 and driven The number of rotations on the input side of the torque adjusting gear unit 360 increases by the ratio of the number of teeth of the sprocket 393.

And, since the torque control gear unit 360 output side is in a state in which the number of rotations is increased by the speed increase ratio of the torque control gear unit 360, the auxiliary brake drum 383 at the rear end of the torque control gear unit 360 is rotated at the front end of the torque control gear unit. It rotates at an increased number of revolutions corresponding to the above speed increase ratio with respect to the number (rotates in vain).

On the other hand, when braking is performed, when the auxiliary brake lever 382 is released from the solenoid device and grabs the auxiliary brake drum 383, the auxiliary brake is gradually braked by the lining friction between the auxiliary brake lever 382 and the auxiliary brake drum 383. The drum 383 is decelerated and then stopped, and the braking force applied to the auxiliary brake drum 383 by the action and reaction is supported by the torque control gear part 360 and a support force corresponding to the speed increase rate of the torque control gear part 360 (That is, braking torque) is applied to the shaft 353 through the braking gear part 390.

On the other hand, the shaft 353 gradually stops rotating by the support force (i.e., braking torque) transmitted through the braking gear unit 390, and the step chain sprocket integrally connected thereto is also stopped together with the shaft, thereby stopping the escalator step. Performed.

Looking at a more specific example, in the case of performing sudden braking by the auxiliary brake 380, if the rotational speed of the shaft 353 is 2 rpm, and the speed increase ratio of the braking sprocket 391 and the driven sprocket 393 is 2, the torque adjusting gear unit ( 360)) The rotation speed of the front end becomes 4 rpm, and if the speed increase ratio of the torque control gear part 360 is 100 again, the output of the torque control gear part 360 becomes 400 rpm, and the brake drum 383 rotates at 400 rpm. Conversely, when braking by the auxiliary brake 380 is performed, the rotation moment of the brake drum 383 corresponds to 2/400, so that the step drive unit 350, that is, the shaft 353 can be braked with very little braking force. do.

That is, the total auxiliary brake braking force = required braking force / ((number of driven sprocket teeth/braking sprocket teeth) × acceleration ratio of the torque adjusting gear unit), the auxiliary brake braking force connected to the rear end of the torque adjusting gear unit 360 can be minimized and auxiliary brakes The size of 380 can also be minimized. In this way, when the number of torque control gears constituting the auxiliary brake system increases or the speed increase ratio increases, the required rotation moment applied to the rear end of the last torque control gear part in the braking process becomes very small. 350) braking control is possible.

In addition, if the torque control gear and auxiliary brakes are installed on both sides, the rotation moment of the brake drum during braking is (2/400)X(1/2), so the braking force or braking torque required for the auxiliary brakes on both sides is (1/ It decreases to 2). .

On the other hand, in the second embodiment of the present invention shown in Figs. 7 and 8, a pair of first torque control gear units 361 and each of the first torque control gear units 361 to which the braking gear units 390 are connected to the front ends, respectively. It includes each second torque control gear unit 363 connected to the rear end to secondarily increase speed, and the auxiliary brake 380 is installed at the rear end of each second torque control gear unit 363.

In this second embodiment, the speed increases (increases the number of revolutions) over two stages by the first torque control gear part 361 and the second torque control gear part 363, and the rotation of the rear end of the second torque control gear part 363 when braking. Since the moment can be further reduced, braking by the auxiliary brake 380 at the rear end of the second torque control gear part 363 can proceed more naturally, thus preventing the risk of a passenger fall accident in advance, and the first second torque control gear part Since the installation direction of the (361, 363) and the auxiliary brake 380 can be changed, the space utilization is high, and the torque control gear part can be miniaturized, so it is also possible to easily install the auxiliary brake system in a narrow space between the upper and lower steps 359.

The driving process and braking process of the escalator performed in the second embodiment are as follows. For example, during normal operation, when the braking sprocket 391 rotates integrally with the shaft 353, the braking chain is moved by the rotational moment of the shaft 353 to rotate the driven sprocket 393, and the braking sprocket 391 and driven The number of revolutions on the input side of the first torque adjusting gear 361 increases by the ratio of the number of teeth of the sprocket 393.

And, the output side of the first torque control gear unit 361 is connected to the input side of the second torque control gear unit 363 in a state in which the number of rotations is increased by the increase rate of the first torque control gear unit 361, and is 2 Since the number of revolutions is increased by the speed increase ratio of the torque control gear part 363, the auxiliary brake drum 383 at the rear end of the second torque control gear part 363 is (speed-up ratio of the first torque control gear part) x (the second It rotates at an increased number of revolutions corresponding to the torque control gear unit's speed increase ratio) (rotates in vain).

On the other hand, when braking is performed, when the auxiliary brake lever 382 is released from the solenoid device and grabs the auxiliary brake drum 383, the auxiliary brake is gradually braked by the lining friction between the auxiliary brake lever 382 and the auxiliary brake drum 383. The drum 383 is decelerated and then stopped, and the braking force applied to the auxiliary brake drum 383 by the action and reaction is supported by the first and second torque adjusting gear parts 361 and 363 (the increase in speed of the first torque adjusting gear part). The support force (i.e., braking torque) is increased by the ratio) x (the rate of increasing the speed of the second torque control gear unit) and is applied to the shaft 353 through the braking gear unit 390, and the step chain sprocket that rotates integrally with the shaft is also a shaft. As it stops along with, braking is performed for the escalator step.

More specifically, for example, in the case of performing sudden braking by the auxiliary brake 380, if the rotational speed of the shaft 353 is 2 rpm, and the acceleration ratio of the braking sprocket 391 and the driven sprocket 393 is 2, the first torque The rotational speed of the front end of the control gear part 361 becomes 4 rpm, and if the speed increase ratio of the first torque control gear part 361 is 20, the output of the first torque control gear part 361 becomes 80 rpm, and the second torque control gear part 363 When the speed increase ratio of the second torque control gear part 363 is 10, the brake drum 383 at the rear end of the second torque control gear part 363 rotates at 800 rpm. Conversely, when braking by the auxiliary brake 380 is performed, the rotation moment of the brake drum 383 is 2/800, so that the step drive unit 350, that is, the shaft 353 can be braked with very little braking force. do.

That is, the total auxiliary brake braking force = required braking force / ((number of teeth of driven sprocket/number of teeth of braking sprocket) × speed increase ratio of the first torque control gear × speed increase ratio of the second torque control gear), which is connected to the rear end of the second torque control gear. The auxiliary brake braking force can be minimized, and the size of the auxiliary brake 380 can be minimized. In this way, when the number of torque control gears constituting the auxiliary brake system increases or the speed increase ratio increases, the required rotation moment applied to the rear end of the last torque control gear part in the braking process becomes very small. 350) braking control is possible.

In addition, if the torque control gear and auxiliary brakes are installed on both sides, the rotational moment of the brake drum during braking is (2/800)X(1/2), so the braking force or braking torque required for the auxiliary brakes on both sides is (1/ It decreases to 2). .

In the escalator auxiliary brake system according to the third embodiment of the present invention shown in FIG. 9, a torque adjusting gear unit is installed in one braking gear unit, and auxiliary brakes are installed at both sides of the torque adjusting gear unit to perform braking.

A braking gear part 390 for transmitting a braking force for braking the step driving part 350 to the step driving part 350 is provided at the front end of the torque adjusting gear part 360 of the present embodiment, and both sides of the rear end of the torque adjusting gear part 360 Each auxiliary brake 380 is connected.

That is, auxiliary brake drums are connected and installed on both sides of the rear end of the torque control gear part, and during normal operation, the torque control gear part receives the rotational moment of the front end and increases the rotation speed at a constant speed, and each auxiliary brake drum on both sides increases the rotation speed. Rotates with (turns in vain). On the other hand, in the case of a sudden stop by the auxiliary brake, when the auxiliary brake lever is released while the solenoid power is turned off and the auxiliary brake lever is released, the braking force of the auxiliary brake passes through the torque control gear and the brake gear, and the rotation moment is amplified. To perform braking.

In the third embodiment, in the first embodiment, one braking gear part and one torque adjusting gear part are installed, and the degree of acceleration at the rear end of the torque adjusting gear part is the same, and the configuration of the braking gear part and the configuration of the auxiliary brakes on both sides are also described above. Both of the first and second embodiments are applied. However, in the third embodiment, since two auxiliary brakes are connected to one torque control gear unit, the amount of braking force required for each auxiliary brake on both sides is reduced by 1/2, and the braking torque is reduced and the number of rotations is increased. As for the matters, the matters described in the first embodiment (in the case of one auxiliary brake and the case of two auxiliary brakes) may be applied in the same manner.

On the other hand, in the case of the third embodiment, as in the second embodiment, one first torque control gear unit is connected to two second torque control gear units to be configured to reduce acceleration and braking torque over two stages, The same matters as in the second embodiment may be applied to the matters related to the decrease in the braking torque and the increase in the number of revolutions.

13 to 16 are views for explaining an escalator auxiliary brake system including a sleeve unit and a mounting bracket according to another embodiment of the present invention.

The escalator auxiliary brake system 600 in this embodiment has a part that is substantially similar to the previous systems, but the emergency braking unit 650 is not directly connected to the shaft 620, but through the sleeve unit 630. The biggest difference is that they are combined. The differences will be described in detail. In addition, the emergency braking unit is an added word for description including both the torque control gear unit (FIGS. 5 and 360) and the auxiliary brake 380 described above. In addition, in order to make a difference from the previous embodiment, other words and symbols are partially applied to some of the same configurations, and some configurations are omitted and will be described with reference to the corresponding drawings.

As shown, the escalator auxiliary brake system 600 includes a chain sprocket 610, a shaft 620, a sleeve unit 630, a shaft sprocket 640, an emergency braking unit 650, a drive motor 660, and a terminal. It may include a gear 670, a sensing unit 680, and a mounting bracket 690.

The chain sprocket 610 is a configuration in which the step chain (C) is coupled. The step chain (C) is provided with a footrest (step) (not shown) that a person steps on. As the chain sprocket 610 rotates, the step chain C moves in the direction of raising or lowering the step. Chain sprockets 610 are configured as a pair, each may be coupled to the step chain (C).

The shaft 620 is configured to be connected to the center of the chain sprocket 610. Specifically, the shafts 620 are connected to a pair of chain sprockets 610, respectively, so that they rotate in synchronization with each other.

The sleeve unit 630 is a clamp configuration that is clamped and coupled to the shaft 620. Specifically, the sleeve unit 630 may include a first cover 631 and a fifth cover 635 surrounding the shaft 620. The first cover 631 and the fifth cover 635 are at least partially separated from each other and installed on the shaft 620 so as to surround the shaft 620. The first cover 631 and the fifth cover 635 are clamped to the shaft 620 by a coupling member 639. Thereby, when coupling the sleeve unit 630 to the shaft 620, there is no need to process (tap) a screw hole in the shaft 620. At this time, when the sleeve unit 630 requires a braking force for the shaft 620 that is greater than the braking force due to an increase in the number of simple installations of the coupling member 639, the area in contact with the shaft 620 is further increased and thus It is also possible to further increase the coupling member 639 to be coupled. That is, as a method to further increase the braking force, the number of bolts as the coupling member 639 is further increased, the area of the sleeve unit 630 in contact with the shaft 620 is increased, or the number of bolts and the sleeve It is also possible to increase the contact area of the unit 630 at the same time.

The shaft sprocket 640 is integrally formed with the sleeve unit 630 to receive a braking force from the emergency braking unit 650. Specifically, the shaft sprocket 640 may be formed of circular teeth protruding along the circumferential direction of the sleeve unit 630 on the outer surface of the sleeve unit 630. Thereby, by forming the shaft sprocket 640 integrally with the sleeve unit 630, these configurations can be simplified.

The emergency braking unit 650 is a configuration for emergency braking the rotation of the shaft 620 when a step is abnormally operated due to an uncontrolled rotation (overspeed rotation, reverse rotation) of the chain sprocket 610. The emergency braking unit 650 may include a braking sprocket 651, an auxiliary brake 653, and a torque adjusting gear unit 655. The braking sprocket 651 is formed corresponding to the shaft sprocket 640 and is connected to the shaft sprocket 640 by a braking chain 652. The braking sprocket 651 may have a smaller diameter than the shaft sprocket 640. The auxiliary brake 653 is interlocked with the braking sprocket 651 to transmit braking force to the braking sprocket 651. As the auxiliary brake 653, a disc brake may be employed, for example. A torque adjusting gear portion 655 may be disposed between the braking sprocket 651 and the auxiliary brake 653. In this case, the input shaft of the torque adjusting gear part 655 may be connected to the braking sprocket 651, and the output shaft of the torque adjusting gear part 655 may be connected to the auxiliary brake 653.

The drive motor 660 is a component that generates a driving force for moving a step. Since the main brake is engaged with the driving motor 660, when the driving motor 660 is operated, the main brake releases the braking state for the driving motor 660. A drive sprocket 661 is installed on the output shaft of the drive motor 660. A drive chain 665 is wound around the drive sprocket 661.

The terminal gear 670 is connected by a drive sprocket 661 of the drive motor 660 and a drive chain 665. The terminal gear 670 is connected to the shaft 620, and the shaft 620 and the chain sprocket 610 connected thereto rotate together with the rotation of the terminal gear 670. The terminal gear 670 may be installed only on one side of the pair of chain sprockets 610 in correspondence with the driving motor 660.

The sensing unit 680 is installed with respect to the shaft 620 and is configured to sense the rotational speed and the rotational direction of the shaft 620. The control unit (not shown) controls the operation of the emergency braking unit 650 based on the detection result of the rotational speed and the rotational direction of the shaft 620.

The mounting bracket 690 is coupled to the sleeve unit 630 or the shaft 620 so as to be a target to which the torque adjusting gear portion 655 is installed. The mounting bracket 690 may include a first bracket 691 and a second bracket 696. The first bracket 691 is coupled to the sleeve unit 630 so as to surround the sleeve unit 630, and the torque adjusting gear portion 655 is a target to be coupled at the input shaft side thereof. The first bracket 691 may have a main plate 692, a ring holder 693, and a fastening member 195. The main plate 692 is disposed generally perpendicular to the shaft 620. One end of the main plate 692 has a curved outer surface corresponding to the sleeve unit 630. Corresponding to one end of this main plate 692, the ring holder 693 is configured to form a circle with one end thereof. The fastening member 195 may be a bolt that is driven from the ring holder 693 side toward the main plate 692. Thereby, the first bracket 691 is installed to clamp the sleeve unit 630 and hang on the sleeve unit 630 (and the shaft 620). Unlike the first bracket 691, the second bracket 696 is coupled to clamp the shaft 620, but the configuration is generally similar to the first bracket 691. Specifically, the second bracket 696 may have a main plate 697, a ring holder 698, and a fastening member 199. Thereby, even when the first bracket 691 and the second bracket 696 are installed, there is no need to tap the sleeve unit 630 or the shaft 620.

According to this configuration, when the escalator is stopped, the drive motor 660 does not operate and the main brake is in a state to brake the drive motor 660.

When the escalator operates, the control unit releases the braking state of the main brake and rotates the drive motor 660 in a specific direction. The output of the drive motor 660 rotates the terminal gear 670 through the drive sprocket 661 and the drive chain 665. By the rotation of the terminal gear 670, the pair of chain sprockets 610 connected to the terminal gear 670 by the shaft 620 is also rotated. The rotation of the chain sprocket 610 drives the step chain C connected thereto, and as a result, the step connected to the step chain C rises or descends to move the user.

During the operation of the escalator, the output of the driving motor 660 may be excessive due to a failure of the driving motor 660 or the driving chain 665 may be disconnected. This causes the shaft 620 to rotate above the rated speed or in a direction different from the set rotation direction. This state is sensed by the sensing unit 680. When the control unit receives such a winding result from the detection unit 680, the emergency auxiliary brake 653 is operated. The braking force generated from the auxiliary brake 653 is transmitted to the shaft sprocket 640 through the braking bracket 651 and the braking chain 652, and acts as a force against the rotation of the sleeve unit 630 and the shaft 620. . Thereby, the shaft 620 is braked.

At this time, the torque adjustment gear 655 is intervened between the braking bracket 651 and the auxiliary brake 653, thereby reducing the torque of the braking force to be endured by the auxiliary brake 653. Further, even when the braking chain 652 has a smaller diameter than the shaft sprocket 640, the torque to be endured by the auxiliary brake 653 for braking of the shaft 620 may be lowered. As a result, it is possible to effectively brake the rotation of the shaft 620 even through the auxiliary brake 653 of an appropriate capacity.

15 is an exploded perspective view of the sleeve unit 630.

Referring to the drawing, the sleeve unit 630 may have a first cover 631, a fifth cover 635, a reinforcing rib 638, and a coupling member 639, as described above.

First, the first cover 631 has the same shape as a half portion of a substantially cylindrical pipe cut along the length direction. Thereby, the central portion of the first cover 631 may have a shape corresponding to the shaft 620 and may be a close contact portion 632 that is in close contact with the shaft 620. Since the shaft 620 has a rod shape, the contact portion 632 may have a semicircular cross section. The shaft sprocket 640 is located at the center along the longitudinal direction of the contact portion 632, so that the first cover 631 (and further, the sleeve unit 630) may be formed symmetrically with respect to the shaft sprocket 640. have. Thereby, the sleeve unit 630 is prevented from twisting with respect to the shaft 620 by the braking force applied to the shaft sprocket 640.

Flange portions 633 may protrude from both sides of the contact portion 632. The flange portion 633 may extend in a direction away from the shaft 620. The flange portion 633 may have a generally flat plate shape.

The reinforcing ribs 638 are portions connected to each other to form a unitary body by protruding from the flange portion 633 and the contact portion 632, respectively. The reinforcing rib 638 may be formed to follow a direction perpendicular to the longitudinal direction of the shaft 620.

The fifth cover 635 has a configuration substantially similar to the first cover 631 described above. Accordingly, the fifth cover 635 also has a contact portion 136, a flange portion 637, and a reinforcing rib 638.

The coupling member 639 is configured to penetrate through the flange portion 633 of the first cover 631 and the flange portion 637 of the fifth cover 635. To this end, a fastening piece, for example, a bolt and a nut may be used as the coupling member 639.

16 is a side view showing a state in which the sleeve unit 630 is installed on the shaft 620.

* Referring to this drawing, when the first cover 631 and the fifth cover 635 are in contact, they have contact surfaces 632a and 636a.

With respect to these contact surfaces 632a and 636a, at least one of the flange portion 633 of the first cover 631 and the flange portion 637 of the fifth cover 635 is spaced apart from the contact surfaces 632a and 636a. It is formed to extend from the contact portions 632 and 636 at the position.

Thereby, when the coupling member 639 couples the flange portion 633 of the first cover 631 and the flange portion 637 of the fifth cover 635, these flange portions 633 and 637 are The contact surfaces 632a and 636a are brought closer together by the coupling member 639 and cause a torque to be pressed against each other. As a result, the first cover 631 and the fifth cover 635 may be firmly clamped and coupled to the shaft 620 while being in close contact with each other.

Next, another type of escalator auxiliary brake system will be described with reference to FIGS. 17 and 18.

17 and 18 are views for explaining an escalator auxiliary brake system including a sleeve unit and a mounting bracket according to another embodiment of the present invention.

17 is an assembled perspective view showing a main part of an escalator auxiliary brake system 700 according to another embodiment of the present invention, and FIG. 18 is an exploded perspective view of FIG. 17.

Referring to the drawings, the escalator auxiliary brake system 700, the chain sprocket 610, the shaft sprocket 640, the emergency braking unit 650, the drive motor 660, the terminal gear of the escalator according to the previous embodiment ( 670), the sensing unit 680, and the mounting bracket 690 are substantially the same. (Figs. 13 to 16)

However, the escalator auxiliary brake system 700 in this embodiment differs in the configuration of the shaft 121, the flange unit 725, and the sleeve unit 730, which will be described below.

The shaft 721 includes a first shaft 722 and a third shaft 723. The first shaft 722 and the third shaft 723 are disposed to form one straight line with each other. These are each connected to the center of the chain sprocket 610 (see Fig. 13).

The flange unit 725 includes flanges formed at ends of each of the first shaft 722 and the third shaft 723. Specifically, the flange unit 725 includes a first flange 726 formed at an end of the first shaft 722 and a second flange 727 formed at an end of the third shaft 723. The flanges 726 and 727 may be integrally formed with the shafts 722 and 723 and are arranged to face each other. The flange unit 725 may also have a fastening member 728 further. The fastening member 728 passes through the first flange 726, the second flange 727, and further, the sleeve unit 730, and fastens them to each other.

The sleeve unit 730 is one of the first shaft 722 and the third shaft 723, and may be formed to surround the third shaft 723, for example. In addition, the sleeve unit 730 may be coupled to the flanges 726 and 727. The sleeve unit 730 may have a first cover 731 and a second cover 735. The first and second covers 731 and 735 may have a tubular shape as a whole and may be disposed to surround the outer surface of the third shaft 723. A shaft sprocket 740 extending along the circumferential direction of the third shaft 723 may be formed on the outer surfaces of the first cover 731 and the second cover 735.

Each of the first cover 731 and the second cover 735 may have contact portions 732 and 736 that are in close contact with the outer surface of the third shaft 723, and cover flanges 733 and 737 formed at their ends. have. The cover flanges 733 and 737 may be integrally formed with the first cover 731 and the second cover 735. In this configuration, the fastening member 728 may be a fastening bolt passing through the first flange 726 and the second flange 727 and the cover flanges 733 and 737 to fasten them. In addition to the fastening bolts for fastening the first flange 726 and the second flange 727, the cover flanges 733 and 737 are also fastened to the flanges 726 and 727.

According to this configuration, although the shaft sprocket 740 is integrally formed in the sleeve unit 730, the sleeve unit 730 is coupled to the cover flanges 733 and 737 thereof to the shaft 721. There will be no screwing on.

The escalator auxiliary brake system as described above is not limited to the configuration and operation of the embodiments described above. The above embodiments may be configured such that all or a part of each of the embodiments may be selectively combined so that various modifications may be made.

301.........Drive motor 310.........Motor drive part
320.........reducer 325.........drive sprocket
328.........Drive chain 338.........Main brake
350.........Step drive part 351.........Step chain sprocket
352.........terminal gear 353, 620....shaft
358.........Step chain 359.........Step
360.........Torque control gear part 361.........First torque control gear part
363.........Second torque control gear part 380.........Auxiliary brake
382.........Auxiliary brake lever 383.........Auxiliary brake drum
390.........braking gear part 391.........braking sprocket
393.........driven sprocket 398.........braking chain
600, 700....Auxiliary brake system 610.........Chain sprocket
630.........Sleeve unit 625.........Flange unit
650.........emergency braking unit 660.........drive motor
670.........terminal gear 680.........sensing unit
690.........Mounting bracket

Claims (15)

A motor driving unit including a driving motor and a main brake for braking the driving motor, a terminal gear receiving the driving force of the motor driving unit by a driving chain, and both sides installed coaxially with the terminal gear and rotating integrally. The step chain sprocket, the shaft connected to the center of the step chain sprocket on both sides, the first cover and the second cover arranged to surround the shaft, and the first cover and the second cover are connected to the shaft. It relates to an auxiliary brake system for an escalator having a step drive unit including a sleeve unit having a coupling member to be clamped and a shaft sprocket integrally formed on an outer surface,
A torque adjusting gear part for reducing a braking torque by increasing a rotation speed of a rear end by receiving a rotational moment of a front end connected to the shaft sprocket of the sleeve unit;
An auxiliary brake including a brake drum installed at a rear end of the torque control gear and rotating by an increased number of revolutions, and a brake lever selectively holding the brake drum to perform escalator braking,
Each of the first cover and the second cover,
A contact portion having a shape corresponding to the rotation shaft and in close contact with the rotation shaft; And
Including a flange portion extending from the contact portion,
Each of the contact portions of the first cover and the contact portions of the second cover,
Contain contact surfaces where they are in contact with each other,
One of the flange portion of the first cover and the flange portion of the second cover,
An escalator auxiliary brake system that extends from the contact portion at a position spaced apart from the contact surface so that the flange portion of the first cover and the flange portion of the second cover coupled to each other by the coupling member are disposed to be spaced apart from each other.
The method according to claim 1,
The braking gear unit, the auxiliary brake, and the torque adjusting gear unit are disposed in a space between an upper step and a lower step among steps rotated by the step driving unit.
The method according to claim 1,
The escalator auxiliary brake system includes a braking gear part connecting the step driving part and the torque adjusting gear part, and the braking gear part,
A braking sprocket installed on the shaft;
A driven sprocket installed at a front end of the torque control gear;
An escalator auxiliary brake system comprising a braking chain connecting the braking sprocket and the driven sprocket.
The method of claim 3,
Each set of the braking sprocket, the braking chain, the driven sprocket, the torque adjusting gear part, and the auxiliary brake is provided, and each set of the braking sprocket, the braking chain, the driven sprocket, the torque adjusting gear part and the auxiliary brake Escalator auxiliary brake system, characterized in that installed to correspond to the left and right.
The method of claim 3,
An escalator auxiliary brake system, characterized in that each of the torque adjusting gear unit and the auxiliary brake is provided in two so that each set of the torque adjusting gear unit and the auxiliary brake is installed to correspond to the left and right.
The method of claim 3,
An escalator auxiliary brake system, characterized in that one of the torque adjusting gear units is installed in the center, and the auxiliary brakes are provided at both sides of the rear end of the torque adjusting unit.
The method according to claim 1,
The torque control gear part,
A first torque adjusting gear part for reducing a braking torque by first increasing the number of rotations at the rear end by receiving a rotational moment of a front end connected to the shaft sprocket of the sleeve unit; And
An escalator auxiliary brake system comprising: a second torque adjusting gear part for reducing braking torque by receiving a rotational moment of the front end connected to the rear end of the first torque adjusting gear part and secondly increasing the number of rotations at the rear end.
A motor driving unit including a driving motor and a main brake for braking the driving motor, a terminal gear receiving the driving force of the motor driving unit by a driving chain, and both sides installed coaxially with the terminal gear and rotating integrally. The step chain sprocket, the shaft connected to the center of the step chain sprocket on both sides, the first cover and the second cover arranged to surround the shaft, and the first cover and the second cover are connected to the shaft. It relates to an auxiliary brake system for an escalator having a step drive unit including a sleeve unit having a coupling member to be clamped and a shaft sprocket integrally formed on an outer surface,
A torque adjusting gear part for reducing a braking torque by increasing a rotation speed of a rear end by receiving a rotational moment of a front end connected to the shaft sprocket of the sleeve unit;
An auxiliary brake including a brake drum installed at a rear end of the torque control gear and rotating by an increased number of revolutions, and a brake lever selectively holding the brake drum to perform escalator braking,
Each of the first cover and the second cover,
A contact portion having a shape corresponding to the shaft and in close contact with the shaft;
A flange portion extending from the contact portion and fastened by the coupling member; And
An escalator auxiliary brake system comprising reinforcing ribs protruding from each of the flange portion and the contact portion and connected to each other to form a unitary body.
The method of claim 8,
The braking gear unit, the auxiliary brake, and the torque adjusting gear unit are disposed in a space between an upper step and a lower step among steps rotated by the step driving unit.
The method of claim 8,
The torque control gear part,
A first torque adjusting gear part for reducing a braking torque by first increasing the number of rotations at the rear end by receiving a rotational moment of a front end connected to the shaft sprocket of the sleeve unit; And
An escalator auxiliary brake system comprising: a second torque adjusting gear part for reducing braking torque by receiving a rotational moment of the front end connected to the rear end of the first torque adjusting gear part and secondly increasing the number of rotations at the rear end.
The method of claim 10,
The escalator auxiliary brake system,
And a braking gear part connecting the step driving part and the first torque adjusting gear part,
The braking gear part,
A braking sprocket installed on the shaft;
A driven sprocket installed at a front end of the first torque control gear;
An escalator auxiliary brake system comprising a braking chain connecting the braking sprocket and the driven sprocket.
The method of claim 10,
The braking sprocket, the braking chain, the first torque adjusting gear part, the second torque adjusting gear part, and the auxiliary brake are each provided in two, so that the braking sprocket, the braking chain, the first torque adjusting gear part, and the second torque An escalator auxiliary brake system, characterized in that each set of the adjusting gear unit and the auxiliary brake is installed to correspond to the left and right.
The method of claim 10,
The first torque control gear unit, the second torque control gear unit, and each of the auxiliary brakes are provided with two, and each set of the torque control gear unit and the auxiliary brake is installed to correspond to the left and right.
The method of claim 10,
One of the first torque control gear units is installed, the second torque control gear units are connected to both sides at the rear end of the first torque control gear unit, and the auxiliary brakes are installed to correspond to the left and right at the rear ends of the respective torque control gear units. Escalator auxiliary brake system, characterized in that.
The method according to any one of claims 3 to 14,
When the auxiliary brake is to be operated, the number of auxiliary brakes to be operated can be changed according to the magnitude of the braking force required for braking or the braking distance.

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