Speed monitoring device of a passenger transportation system

A speed monitoring device for measuring a rotational frequency or rotational speed of a main drive shaft of a passenger transportation system can include at least one rotational speed sensor having an input shaft, a pinion, and a tapping device arranged on a shaft casing surface of the main drive shaft of the passenger transportation system. Furthermore, there is also a bracket for attaching the rotational speed sensor and the pinion in a stationary position relative to an axis of rotation of the tapping device, the tapping device having a gearing which can be coupled to the pinion in a rotation-transmitting manner, and the pinion being rotatably mounted in the bracket at two bearing areas.

TECHNICAL FIELD

The disclosure relates to a speed monitoring device for measuring a rotational frequency or a rotational speed of a main drive shaft of a passenger transportation system, and to a passenger transportation system having such a speed monitoring device.

SUMMARY

Such passenger transportation systems configured as escalators or moving walkways comprise a main drive shaft having at least one drive sprocket for driving and deflecting a conveyor belt. These are widely used and can be employed, for example, in public transport buildings such as train stations, airports, subway stations and the like. Furthermore, many of these systems can also be found in department stores, shopping malls, amusement parks, etc. Depending on the area of application and location, these passenger transportation systems are subject to different requirements, which are specified on the one hand by standards such as EN 115-1 and, on the other hand, by customer-specific requirements such as the conveying capacity and conveying height.

Because people are transported using escalators and moving walkways, escalators and moving walkways are subject to special safety regulations and must be built and constructed very safely. One way of increasing safety can be, for example, to prescribe safety factors with regard to the physical strength of safety-relevant components. Another possibility is to provide sensors in the escalator or in the moving walkway which can measure specific operating parameters. Their measuring signals are transmitted to the controller of the escalator or moving walkway and evaluated there with regard to possible dangers. In order to monitor the motions of the conveyor belt, which is designed as a step belt or pallet belt, of a passenger transportation system, its motions can be recorded by means of a speed monitoring device, and the recorded measurement signals can be transmitted to the controller.

The conveyor belt is arranged circumferentially in the passenger transportation system and is deflected between two deflection regions from a forward direction to a return direction. It is now possible, for example, to use a sensor to determine the passing steps or pallets and to measure their speed. Another option is to monitor the main drive shaft using sensors. Such a speed monitoring device is disclosed, for example, in EP 3 530 606 A1. This speed monitoring device has a tapping device that can be attached to the shaft casing surface of the main drive shaft. There is also a rotational speed sensor that has a friction wheel on its input shaft. When the main drive shaft rotates, it rotates the tapping device, and the motion of the tapping device is transmitted to the rotational speed sensor via the friction wheel.

The speed monitoring device of the aforementioned type has the disadvantage that the motions tapped by means of the friction wheel may be transmitted with errors. For example, the coefficient of friction between the friction wheel and the tapping device can be reduced by oil or other lubricants in such a way that very rapid motions and changes in speed of the main drive shaft are not transmitted precisely enough to the friction wheel. Another problem is that dirt deposits adhere to the surfaces during operation and, there, are hard-rolled on their surfaces by the two rotating friction partners. Such hard-rolled dirt deposits lead to a change in the diameter of the tapping device and/or to a change in the diameter of the friction wheel. As a result, the transmission ratio between these two parts can change, so that a change in speed that actually does not exist is detected, the evaluation of which can in some cases trigger an alarm signal.

Another possible arrangement of a speed monitoring device is disclosed in JP 2007 217090 A, in which an encoder is coupled to a shaft of a reduction gear.

An object of the present disclosure is therefore to specify a speed monitoring device which overcomes the disadvantages described above.

This object is achieved by a speed monitoring device for measuring a rotational frequency or rotational speed of a main drive shaft of a passenger transportation system. This speed monitoring device comprises at least one rotational speed sensor having an input shaft. Furthermore, the speed monitoring device comprises a tapping device which is configured in such a way that it can be arranged on a shaft casing surface of a main drive shaft of a passenger transportation system, the rotational frequency of which is to be measured. In addition, the speed monitoring device comprises a bracket for attaching the rotational speed sensor in a stationary position relative to an axis of rotation of the tapping device. Furthermore, the speed monitoring device has a pinion which is mechanically connected to the input shaft of the rotational speed sensor, so that a rotation of the pinion can be transmitted to the input shaft. In order for the rotational motion of the tapping device to be transmitted precisely, the tapping device has a gearing which can be coupled to the pinion in a positive-locking, rotation-transmitting manner. In order to protect the input shaft of the rotational speed sensor from undesired influences, the pinion is rotatably mounted in two bearing positions in the bracket. In the present document, the feature “pinion” is to be understood as meaning a wheel with gearing, in particular a gearwheel or a sprocket.

Rotational speed sensors such as rotary encoders, angle encoders, encoders, etc. are highly precise and therefore also very sensitive sensors. In particular, the rotational speed sensor has a bearing on the input shaft that is sensitive to impacts and excessive forces. Such forces can be caused, for example, by foreign bodies that get between the gearing of the pinion and the tapping device. Due to the tooth geometry, there are also radial forces on the pinion which, if the pinion were arranged directly on the input shaft, would lead to increasing loads on the input shaft bearing and would significantly reduce its service life. In other words, the bearing of the pinion in bearing areas on both sides thus ensures that, apart from the rotational motion, no other forces and moments act on the input shaft of the rotational speed sensor. This means that by mounting the pinion in two bearing areas, the input shaft can be completely decoupled from impacts and excessive forces, in particular also from bending moments. As a result, the service life of the rotational speed sensor and thus also the reliability of the system can be increased.

In accordance with the disclosure, the tapping device is configured to be attached to a side flank of a shaft shoulder of the main drive shaft. This allows the tapping device to be attached easily and securely and prevents the tapping device from being able to shift relative to the main drive shaft. Such a shaft shoulder can be, for example, a handrail drive sprocket that is formed on the main drive shaft or attached thereto, via which sprocket a handrail drive of the passenger transportation system can be driven. Screws, for example, can be used for the attachment which are arranged parallel to the axis of rotation of the main drive shaft and are arranged penetrating the handrail drive sprocket and ring halves of the split adapter.

In one embodiment of the disclosure, the rotation-transmitting coupling is effected by direct engagement of the pinion in the gearing of the tapping device. In other words, the gearing of the pinion engages directly with the gearing of the tapping device. Because the pinion is rotatably mounted in two bearing areas, the flank forces arising from the direct engagement of the pinion in the gearing of the tapping device are excellently supported in the bearing areas. This means that these forces are not transferred to the input shaft of the rotational speed sensor.

In a further embodiment, the rotation-transmitting coupling between the pinion and the gearing is effected via a positive-locking transmission element such as a chain, a timing belt or an intermediate gear. The positive-locking transmission element is matched to the gearing of the pinion and the tapping device and, due to its design, it is logically able to transmit the rotational motion of the tapping device to the pinion. This arrangement allows the pinion and the rotational speed sensor connected thereto and transmitting rotation to be arranged at a greater distance from the main drive shaft. Such an arrangement is necessary when the spatial conditions between the conveyor belt do not allow direct engagement of the pinion in the gearing of the tapping device. The tensile forces of the chain or the timing belt acting on the pinion are transmitted to the bracket through the two bearing areas and do not act on the input shaft of the rotational speed sensor.

In a further embodiment of the disclosure, a torsionally rigid, flexible clutch can be provided between the pinion and the input shaft. This can compensate for angular error and offset between the central longitudinal axis of the input shaft and the central longitudinal axis of the pinion. This torsionally rigid flexible clutch is preferably made of metal. Possible types of clutches are claw clutches, denture clutches, metal bellows clutches, spring clutches and the like.

In a further embodiment of the present disclosure, the tapping device can comprise an annular, split adapter. In this case, the gearing is arranged on an annular outer surface of the tapping device. Because the adapter is split, it can be attached to the main drive shaft without disassembling said shaft.

In an alternative embodiment, the tapping device of the speed monitoring device can comprise an annular, split adapter, the gearing being arranged on an inner surface of the tapping device. Because the tapping device is arranged below the front end of the circulating conveyor belt, it is exposed to falling dirt. Thanks to the internal gearing, a high level of protection against the accumulation of this dirt in the gearing can be achieved.

In order to be able to position the pinion precisely with respect to the tapping device, the bracket is preferably made in at least two parts, including a first bracket part and a second bracket part. The two bearing areas in which the pinion is rotatably mounted can be formed on the first bracket part. Furthermore, the rotational speed sensor can also be arranged on the first bracket part. For example, an attachment region can be formed on the second bracket part which is provided for attaching the bracket to a fixed structural part of the passenger transportation system. The first bracket part and the second bracket part are adjustably connected to one another via a connection area.

Furthermore, the speed monitoring device can include a protective housing, which can be attached to the bracket. The protective housing can cover the pinion and the rotational speed sensor. As a result, the protective housing of a hood acts in the same way against falling dirt. In a further embodiment, the protective housing can also cover the pinion, the rotational speed sensor and the tapping device. This hood-shaped protective housing thus also protects the engagement between the pinion and the tapping device and thereby prevents damage to the gearing of the pinion and tapping device from falling hard objects. In a further embodiment, the protective housing can also enclose the pinion, the rotational speed sensor and the tapping device. In this case, the protective housing is preferably made in two parts, so that it can be assembled or disassembled even if the main drive shaft is installed in the passenger transportation system. The said protective housing thus protects the entire speed monitoring device on all sides, so that an optimal segregation from environmental influences is possible. If necessary, a heater can also be integrated in the protective housing in order to prevent the formation of condensation within the protective housing.

In order to install the speed monitoring device in a passenger transportation system, which is configured as an escalator or moving walkway, its tapping device can be attached to a shaft casing surface of a main drive shaft of the passenger transportation system. A further speed monitoring device assembly, which comprises at least the bracket, a rotational speed sensor and the pinion of the speed monitoring device, can be fixedly attached to a structural part of a supporting structure of the passenger transportation system. The main drive shaft of the passenger transportation system is also rotatably mounted in this supporting structure.

It is clear from the above description that the speed monitoring device can be installed not only during the assembly of the passenger transportation system in the manufacturer's factory. Due to the annular, two-part adapter, existing passenger transportation systems installed in buildings can also be retrofitted with a speed monitoring device of the aforementioned type. In addition, this refinement facilitates the maintenance of the speed monitoring device.

The passenger transportation system can have a control device and/or a signal transmission device for an external data processing device. The signals generated by the rotational speed sensor can be transmitted to the control device and/or the signal transmission device continuously or at discrete time intervals. These signals can be compared to limit values for permissible acceleration and deceleration values, maximum permissible speeds of the conveyor belt and the like, and, if any of these limit values is exceeded, an alarm signal can be output which triggers an appropriate action by the control device, such as an emergency stop of the conveyor belt.

Furthermore, parallel to the physically existing passenger transportation system, a digital twin data record can be present that virtually depicts this passenger transportation system. The signals generated here by the rotational speed sensor can be transmitted to the digital twin data record via the signal transmission device. By processing these signals in connection with the data of the digital twin data record, dynamic processes of the operational passenger transportation system can be simulated and displayed in real time on the digital twin data record.

The digital twin data record comprises the characterizing properties of components of the physical passenger transportation system in a machine-processable manner. This digital twin data set consists of component model data sets comprising data which were determined by measuring characterizing properties on the physical passenger transportation system after assembly and installation thereof in a building.

The characterizing properties of the physical components can be the geometric dimensions of the component, the weight of the component and/or the surface quality of the component. Geometric dimensions of the components can be, for example, a length, a width, a height, a cross section, radii, fillets, etc. of the components. The surface quality of the components can include, for example, roughnesses, textures, coatings, colors, reflectivities, etc. of the components. The characterizing properties can also be dynamic information, for example a motion vector of a component model data record which indicates its direction of motion and speed relative to surrounding component model data records or to a static reference point of the digital twin data record.

The characterizing properties can relate to individual components or component groups. For example, the characterizing properties can relate to individual components from which larger, more complex component groups are assembled. Alternatively or additionally, the properties can also relate to more complex equipment assembled from a plurality of components, such as drive motors, gear units, conveyor chains, etc.

The signals from the rotational speed sensor are transmitted as measurement data to the digital twin data record and, using a set of rules, characterizing properties of the component model data records affected by the transmitted measurement data are redetermined. The characterizing properties of the affected component model data sets are then updated with the redetermined, characterizing properties. Specifically, for example, the rotational frequency measured by the rotational speed sensor can be transferred to the component model data set representing the main drive shaft and to the component model data sets forming the conveyor belt. In this way, for example, in the case of the digital twin data record reproduced on a screen as a virtual representation, all dynamically movable component model data records can be displayed with the same speed as their physical components in the physical passenger transportation system at the instant the signals are recorded. The interactions of the component model data sets can be simulated from the motions of the component model data sets, and the forces acting on the components can be determined using the appropriate, known calculation programs from the fields of physics, mechanics and strength of materials.

After this, by means of the monitoring, changes and change trends in the updated characterizing properties of the traveling conveyor belt and their influence on the components of the conveyor belt and on the components interacting with these components can be tracked and evaluated by means of the digital twin data record by calculations and/or by static and dynamic simulations. Of course, evaluations with regard to dynamic processes that exceed limit values are also possible on the digital twin data record, as explained above in connection with the control device.

The present disclosure also includes a method for installing a speed monitoring device of the aforementioned type in a passenger transportation system that is configured as an escalator or moving walkway. In this case, the tapping device is attached to a shaft casing surface of a main drive shaft of the passenger transportation system. In a further step, an assembly of the speed monitoring device can be fixedly attached adjacent to the main drive shaft on a structural part of the supporting structure of the passenger transportation system, in which supporting structure the main drive shaft is also rotatably mounted. This assembly includes at least the bracket, a rotational speed sensor and the pinion of the speed monitoring device.

It should be noted that some of the possible features and advantages of the disclosure are described herein with reference to different embodiments. A person skilled in the art will recognize that the features can be suitably combined, adapted or replaced in order to arrive at further embodiments of the disclosure.

The drawings are merely schematic and not true to scale. Like reference signs denote like or equivalent features in the various drawings.

DETAILED DESCRIPTION

FIG.1shows a passenger transportation system1, which is configured as an escalator. Here, only the most important components of the passenger transportation system1are shown schematically.

The passenger transportation system1connects a first floor E1of a building111to a second floor E2of this building111. For this purpose, the passenger transportation system1has a supporting structure37which is supported on the two floors E1, E2in the building111. The supporting structure37is configured to be stable and load-bearing, so that it can support the weight against the building111of the other components of the passenger transportation system1and the users to be transported and their objects.

A conveyor belt3is arranged circumferentially in the supporting structure37between a first deflection region9and a second deflection region7. The conveyor belt3has steps5on which users can stand. For the deflection, a deflection wheel11is arranged in the deflection region9on the first floor E1. On the second floor E2, a drive wheel13is arranged in the deflection region7and serves, not only to deflect the conveyor belt3, but to drive it as well. For this purpose, the drive wheel13is attached to a main drive shaft27in a rotation-transmitting manner. Furthermore, a drive sprocket15is arranged on the main drive shaft27. The drive sprocket15is operatively connected to a drive pinion17via a drive chain25. The drive pinion17is driven by a motor21wherein its rotational motions are reduced via a gear19and transmitted to the pinion17. The motor21and the gear19together form a drive unit23.

The passenger transportation system1also has a handrail35, which is likewise arranged circumferentially. In order to drive this, the passenger transportation system1has a handrail drive33. The handrail drive33is operatively connected via a handrail drive chain31to a handrail drive sprocket29, which handrail drive sprocket29is also arranged on the main drive shaft27in a rotation-transmitting manner. This configuration means that the motion of the handrail35is synchronized with the motion of the conveyor belt3or with its steps5.

In order to determine the speed of the conveyor belt3or the handrail35, a speed monitoring device41is provided which can determine the rotational frequency or the rotational speed of the main drive shaft27. As symbolically represented by arrow109, the signals generated by the speed monitoring device41which reflect the rotational frequency or rotational speed of main drive shaft27can be transmitted to a signal transmission device91and/or to a control device93of passenger transportation system1. The signals from the speed monitoring device41can be evaluated in a suitable manner in the control device93. Here, for example, these signals can be compared to the motor control data and motor signals of the motor21, so that the conveyor belt3of the passenger transportation system1is fixed in the event of deviations that exceed a certain tolerance.

FIG.1shows a further possibility of evaluating the signals from the speed monitoring device41or from its rotational speed sensor43. For this purpose, a digital twin data record101is used, which is stored, for example, in a data processing device95(cloud). This digital twin data record101maps the passenger transportation system1virtually. This means that each individual component of the passenger transportation system1is also reproduced in the digital twin data record101. The digital twin data record101is preferably structured in component model data records113, which are linked to one another via interface information. In other words, the components of the passenger transportation system1are reproduced as component model data sets113. Each of these component model data sets has all the characterizing properties of the physical component to be depicted as completely as possible. Furthermore, the interface information present in the digital twin data record101reproduces there the arrangement of the components, their interaction with one another during the action and transmission of forces, moments and the like, and possibly their degrees of freedom of motion with respect to one another.

This digital twin data record101can, for example, be downloaded from the data processing device95via an input/output interface99, a personal computer in the example shown, processed further and used for simulations105. Of course, the simulations105can also be carried out in the data processing device95, the input/output interface99then only being able to function as a computer terminal.

In order to be able to carry out the simulations105, there is, as shown for example by the double arrow97, the option of transmitting the signals of the rotational speed sensor43of the speed monitoring device41to the digital twin data record101via the signal transmission device91. Supplemented in this way, this can be used to carry out the simulations105by examining how the signals of the speed monitoring device41affect the individual virtual components of the digital twin data record101represented by component model data records113.

During the entire implementation of the simulation105, the input/output interface99is in communication with the data processing device95, as shown by the double arrow115. Accordingly, the simulation105and the simulation results107can be displayed as a virtual representation103on the input/output interface99. In this way, processes that occur when the passenger transportation system1is in operation can be represented in real time on the input/output interface99in an evaluated form.

A first possible embodiment of the speed monitoring device41is shown inFIG.2. For the sake of a better overview,FIG.2only shows a structural part77and a part of the main drive shaft27of the passenger transportation system1. The structural part77of the present embodiment is part of the supporting structure37shown inFIG.1.

The main drive shaft27has a shaft casing surface39. The handrail drive sprocket29which is also shown inFIG.1is attached to this shaft casing surface39. Directly adjacent to the handrail drive sprocket29, a tapping device49is arranged on the main drive shaft27or on its shaft casing surface39. The tapping device49can comprise an annular, split adapter63which has a first ring half65and a second ring half67. With this design, the tapping device49can be attached to the shaft casing surface39even if the main drive shaft27is installed in the passenger transportation system1. Preferably, the first half ring65and the second half ring67are attached to a side flank69of the handrail drive sprocket29. This can be done, for example, by means of screws. However, it is also possible for the first ring half65and the second ring half67to be screwed together by providing screws that connect the two ring halves65,67to one another, so that the inner ring surfaces of the annular, split adapter63are clamped to the shaft casing surface39. The tapping device49also has a gearing53which is formed on the outer ring surfaces of the first ring half65and the second ring half67.

The speed monitoring device41also includes a rotational speed sensor43, a pinion47, a clutch51and a bracket61, which together form an assembly87. In order to ensure a certain ability to set and adjust the pinion47relative to the tapping device49, the bracket61is designed in two parts and thus has a first bracket part71and a second bracket part73. The second bracket part73can be connected to the structural part77via an attachment region75. The first bracket part71is connected to the second bracket part73by a connection area79so as to be adjustable relative to said second bracket part.

The first bracket part71also has a bearing block89with two bearing areas55,57in which the pinion47is rotatably mounted. A receiving flange117is also formed on the bearing block89, via which the rotary sensor43can be connected to the first bracket part71. In order to protect the input shaft45of the rotational speed sensor43from bending loads, the input shaft45is connected to the pinion47via a torsionally rigid, flexible clutch51in a rotation-transmitting manner. The pinion47is connected to the gearing53of the tapping device49in a rotation-transmitting manner by means of a positive-locking transmission element59. In the present embodiment, the positive-locking transmission element59can be a chain or a timing belt. For the sake of a better overview, the transmission element59is shown only schematically inFIG.2, without a tooth profile or chain links. Of course, an intermediate gear wheel could also be used instead of a chain or a timing belt.

FIG.3shows some of the components that are arranged in the deflection region7of the passenger transportation system1. In particular, a portion of the supporting structure37is shown as well as the main drive shaft27, to which the drive sprocket15, two drive wheels13and the handrail drive sprocket29are attached.FIG.3also shows a further embodiment of the speed monitoring device41.

The speed monitoring device41shown inFIG.3has the same components as shown in the previous embodiment inFIG.2. This is in particular the rotational speed sensor43, the torsionally rigid flexible clutch51and the pinion47, which are arranged in the manner already described in the first bracket part71of the bracket61. The first bracket part71is connected to the second bracket part73of the bracket61via the adjustable connection area79. The second bracket part73is in turn fixedly attached to the supporting structure37.

As in the embodiment inFIG.2, the speed monitoring device41shown inFIG.3has a tapping device49, which has an annular, split adapter63. Instead of an integrally formed shaft shoulder, this is screwed to the shaft casing surface39of the main drive shaft27by means of screws121. Unlike inFIG.2, the rotation-transmitting coupling is effected via direct engagement of the pinion47in the gearing of the tapping device63. In this way, another element such as a chain or a timing belt can be avoided. A protective housing81can be provided in order to protect the speed monitoring device41from environmental influences and in particular from dirt. The protective housing81, shown with a broken line, encloses the entire speed monitoring device41and a part of the main drive shaft27penetrating this protective housing81. In order to be able to install the protective housing81, it is designed in two parts and can be separated at the indicated separation area119. The protective housing81is preferably also attached to the first bracket part71or the second bracket part73. Of course, the protective housing81does not have to have an enclosing configuration. The protective housing81can also only cover parts of the speed monitoring device41. Such a protective housing81would, for example, only include the upper part of the depicted protective housing81.

FIGS.4and5both show a further embodiment of the disclosure and are therefore described together below. As already described in connection withFIG.3, the pinion47can be in direct engagement with the gearing53of the tapping device49. In order to highlight the tapping device49of the speed monitoring device41more clearly, the main drive shaft27and the handrail drive sprocket29firmly connected thereto have been shown in broken lines.

The tapping device49is also in two parts and has a first ring half65and a second ring half67. On an annular inner surface123formed by the two ring halves65,67, gearing53is formed in which the pinion47can engage and the rotational motion of the tapping device49can be tapped. The two ring halves65,67are attached to a side flank69of the handrail chain wheel29by means of mounting screws121. Due to the gearing53formed on the inside, the most sensitive part is already well protected from dirt. In order to improve protection, an annular dirt deflector125can also be provided.

In the embodiment inFIGS.4and5, the speed monitoring device41also has an assembly87which includes a bracket61with a first bracket part71and a second bracket part72, a rotational speed sensor43, the pinion47and a torsionally rigid clutch51. As can be clearly seen fromFIG.5, the two bearing areas55,57are arranged between the pinion47and the torsionally rigid clutch51. As a result, the bending moments on the pinion shaft127of the pinion47are also supported via the bracket61, and the rotational speed sensor43is thereby relieved from them.

Although the disclosure has been described by showing specific embodiments, it is obvious that numerous further embodiments can be provided with the knowledge of the present disclosure, for example by an additional speed sensor43being brought into engagement with the tapping device49in a rotation-transmitting manner for reasons of redundancy.