Variable-speed passenger conveyer and handrail device thereof

A variable-speed passenger conveyer comprises: endless driving chains which disengage the pallets at an acceleration zone and high-speed zone; a screw shaft which has a pitch that changes step by step so as to accelerate or decelerate the palettes; high-speed driving chains which engage the palettes at the high-speed zone to transport the palettes at high speed; and a driving system. Also, a handrail device for a variable-speed passenger conveyer comprises: a running rail formed in a loop; a plurality of handrail pieces which move following the running rail; a standard guide rail formed in a loop; a side guide rail provided along the standard guide rail, of which the spacing with the standard guide rail changes within a plane at acceleration/deceleration zones; a plurality of links rotatably linking a respective shafts of the standard guide rollers and side guide rollers, the links make continuous V formations within a plane; and a driving chain provided with protrusions for engaging the engaging pieces of the handrail pieces so as to drive the handrail pieces.

BACKGROUND OF THE INVENTION 
1. Field of the Invention 
The present invention relates to a passenger conveyer such as a moving 
sidewalk or an escalator, and particularly to a variable-speed passenger 
conveyer and the handrail device thereof wherein the movement speed of the 
palettes serving as the running board is changed between the boarding and 
disembarking ends. 
2. Description of the Related Art 
Passenger conveyers which transport passengers without causing the 
passengers to walk have recently been widely installed in airports, train 
stations, tourist areas, and so forth. 
The majority of such known passenger conveyers is such wherein the speed is 
constant from the boarding end to the disembarking end. The speed at the 
boarding end to the disembarking end needs to be set at 40 meters per 
minute or slower in order to maintain safety, and the speed remains 
constant from the boarding end to the disembarking end. 
However, there are passenger conveyers which have been installed for access 
to urban mass transit facilities, some of which are long, and there is 
strong demand for an increase in the speed thereof at the intermediate 
area thereof. 
Variable-speed passenger conveyers wherein the movement speed of the 
palettes which serve as the running board is changed between the boarding 
and disembarking ends are known from the following Patent Publications: 
The "Slow-speed transporting device" disclosed in Japanese Patent 
Publication 49-31470 involves an arrangement wherein a group of 
comb-shaped palettes each entering and exiting each other are in the 
forward direction linked with a plurality of link-type supporting legs, 
providing a difference in height in the rails guiding the bottom portion 
of the supporting legs of the palettes, so that the overlap amount in a 
low speed zone is increased by lowering the rail and so that the overlap 
amount in a high speed zone is decreased by raising the rail, thereby 
changing the speed of the running board. 
The "Moving sidewalk having an acceleration/deceleration mechanism" 
disclosed in Japanese Unexamined Patent Publication 50-6081 moves the 
supporting running boards linking the main running boards in the height 
direction so as to change the length of the link, thereby changing the 
speed of the running board. 
Also, the "Variable-speed moving sidewalk and escalator" disclosed in 
Japanese Unexamined Patent Publication 50-132677 involves an arrangement 
wherein a continuously formed screw shaft is rotated wherein the screw 
pitch changes from small to large from the low-speed zone which is the 
boarding end to the high-speed zone, and which changes from large to small 
from the high-speed zone to the low-speed zone which is the disembarking 
end, thereby changing the speed of the running boards guided by the screw 
shaft. 
However, the art disclosed in the Patent Publications have the following 
problems as known art: 
The "Slow-speed transporting device" disclosed in Japanese Patent 
Publication 49-31470 is problematic in that the palettes expand and shrink 
even if the passenger is in the middle of the pallet when boarding, and 
thus the meshing of the palettes may cause discomfort for the passengers 
due to the surface moving upon which they are standing. 
The "Moving sidewalk having an acceleration/deceleration mechanism" 
disclosed in Japanese Unexamined Patent Publication 50-6081 is problematic 
in that the addition of supporting running boards increases the cost of 
the device. Also, the supporting structure is complex due to the 
intersection of the main running boards and the supporting running boards, 
and further, the main structure including the supporting rollers is 
markedly restricted, space-wise. 
Also, the "Variable-speed moving sidewalk and escalator" disclosed in 
Japanese Unexamined Patent Publication 50-132677 is problematic in 
application to a long-distance passenger transporting conveyer in that 
manufacturing a variable-pitch screw shaft over a long distance and at 
high precision is extremely difficult, and that manufacturing costs 
markedly increase. Also, a long screw shaft necessitates intermediate 
bearings, and thus is rather impractical. 
Also, there have been proposed variable-speed passenger conveyers arranged 
such that the speed at the boarding end is a certain speed, the speed then 
gradually accelerating to a higher speed at the intermediate area, and 
then gradually decelerating to the same speed at the disembarking end, 
thereby maintaining the safety of passengers boarding and disembarking, 
but the majority of such variable-speed passenger conveyers has involved 
an arrangement of changing the spacing of the palettes to change the 
speed. 
A proposal for a variable-speed passenger conveyer is disclosed in Japanese 
Unexamined Patent Publication No. 49-43371 as a "variable-speed driving 
apparatus", wherein the rail height of a triangular belt link linked to a 
carriage and two palettes running along a rail changes in height in the 
direction of progression, thereby changing the palette spacing. 
However, the art disclosed in the above Patent Publication has the 
following problems. 
(1) The rail height rapidly changes and the acceleration of the palettes 
temporarily becomes extremely great, giving the passengers on the palettes 
a sense of discomfort while riding thereon. 
(2) The structure is complex, the space occupied by the structure 
underneath the palettes is great, and facility costs are high. 
(3) The belt link is flexible, so it is difficult to precisely set the 
palette spacing, and belt stretching occurs during operation, 
deteriorating comfort in riding. 
(4) The belt link is flexible, so operation must perpetually be made with a 
pulling load applied thereto, and in the event that the traction force is 
small or a compression load occurs, the link does not operate. 
On the other hand, there is the need to make the movement speed of the 
handrails variable, in addition to making the pallets variable in speed. 
A proposal to make the handrails variable in speed is known in Japanese 
Unexamined Patent Publication No. 57-98481. 
The structure of the handrail described in the aforementioned Patent 
Publication involves loop-shaped guide rails provided on the outer side 
and inner side within a vertical plane, wherein the spacing of the 
aforementioned outer and inner guide rails is narrowed at the high speed 
zone and widened at the boarding and disembarking ends. Provided on the 
aforementioned outer guide rail is a handrail piece stretchably linked in 
the direction of transportation via the outer guide roller, and provided 
on the inner guide rail is an inner guide roller which is moved by means 
of being engaged with claws on a high-speed driving chain. 
Further, the front and back of the aforementioned handrail piece and an 
inner guide roller are linked by a V-shaped link provided within a 
vertical plane. 
In the above construction, at the point that the inner guide roller is 
driven by the driving chain, the angle of the link is an acute angle at 
the boarding and disembarking ends, due to the spacing between the outer 
and inner guide rails being large, thus narrowing the spacing between the 
handrail pieces and creating a state of low speed for the handrails. 
Also, the angle of the link is an obtuse angle at the intermediate 
high-speed zone, due to the narrow spacing between the outer and inner 
guide rails, thus widening the spacing between the handrail pieces and 
creating a high speed state for the handrails. 
However, the aforementioned known art has the following problems: 
(1) The link is provided in a V-shape within a vertical plane, so 
transmission of force is difficult at the handrail inversion portion, and 
there is the problem of interference between the inner rail guide roller 
and handrail and link. 
(2) There are two factors operating on the opening angle of the link at the 
high-speed zone, namely, the opening operation due to the claw spacing of 
the driving chain, and the opening operation due to change in the inner 
and outer guide rail spacing, so there is the problem that both operations 
interfere with one another and smooth movement of the handrail pieces 
cannot be obtained. 
(3) There are no means for adjusting the circumference of the link (the 
length in the transporting direction), so mounting and adjusting the link 
is difficult, and further, it is difficult to engage the claws of the 
driving chain with the upper and lower portions of the inner rail guide 
roller. 
(4) The structure is such that the shafts of the link linkage portions, the 
inner rail guides roller, etc., are axially borne by the outer/inner guide 
rail, so the shaft bearing structure is unstable. 
Also, regarding variable-speed handrails, the invention disclosed in 
Japanese Unexamined Patent Publication 50-26277 is an arrangement wherein 
a plurality of independent handrail devices with differing speeds are each 
linearly arrayed. 
Also, as a structure of variable-speed handrails, the invention disclosed 
in Japanese Unexamined Patent Publication 55-11978 is an arrangement 
wherein the handrails are overlapped in the driving direction. 
However, the invention disclosed in Japanese Unexamined Patent Publication 
50-26277 is problematic in that the handrail devices are independent, the 
structure is complicated and expensive, and further, the passengers are 
inconvenienced in that there is the need to re-grasp the handrail at each 
joint, making for passenger discomfort while riding thereon. Further, the 
speed cycle of the running boards and the handrails is not matched, and 
thus is inconvenient in that there is the need to re-grasp the handrail 
even while holding the same handrail. 
Also, the invention disclosed in Japanese Unexamined Patent Publication 
55-11978 as a variable-speed handrail configuration is problematic in that 
there is the danger of the fingers of the passenger becoming pinched when 
the handrail unit shrinks. 
OBJECTS AND SUMMARY OF THE INVENTION 
Accordingly, it is an object of the present invention to provide a 
variable-speed passenger and handrail device thereof which reduces the 
acceleration of the palettes as much as possible, is simple in structure, 
and wherein adjustment can be made automatically. The following are 
aspects of the present invention to be carried out as preferred 
embodiments. 
A first variable-speed passenger conveyer which changes the transporting 
speed between the boarding end and disembarking end by changing the 
transporting speed of palettes to transport passengers comprises: endless 
driving chains which engage the pallets at the boarding end and 
disembarking end and cause rotation thereof, and which disengage the 
pallets at an acceleration zone and high-speed zone; a screw shaft which 
engages the palettes at the acceleration zone and deceleration zone, and 
which has a pitch that changes step by step so as to accelerate or 
decelerate the palettes; high-speed driving chains which engage the 
palettes at the high-speed zone between the acceleration zone and 
deceleration zone, so as to transport the palettes at high speed; and A 
driving system which mechanically links the driving chain, screw shaft, 
and high-speed driving chain. 
A second variable-speed passenger conveyer which changes the transporting 
speed between the boarding end and disembarking end by changing the 
transporting speed of palettes to transport passengers comprises: a pair 
of guide rails provided in loop fashion to the transporting line so that 
the width spacing is gradually reduced from the boarding end to the 
beginning of the high-speed zone and gradually increased from the end of 
the high-speed zone to the disembarking end; a chain which engages the 
palettes at the high-speed zone and drives at high speed; palettes 
provided with engaging metal pieces for engaging the chain and a spline 
shaft for sliding the guide roller in a right-angle direction with the 
transporting direction below; a pair of slide blocks engaged with the 
spline shaft and moving in a right-angle direction with the transporting 
direction; a guide roller attached to the slide blocks and guided by the 
pair of guide rails; and a plurality of link members linking two pairs of 
slide blocks adjacent in the transporting direction, and intermediate 
rotary joints positioned on a center line of the pair of guide rails, 
these link members form a planar rhombic form. 
A first handrail device for a variable-speed passenger conveyer comprises: 
a plurality of variable-speed handrail pieces positioned in the 
transporting direction, the cross-sectional form thereof being trapezoid; 
a stretching linking member for linking the plurality of handrail pieces 
and closing the slit of the cover through which the shaft of the handrail 
pieces passes; and a cover with a radius having a center differing from 
the center of the inverse radius of the handrail pieces, so that the upper 
plane of the handrail pieces is embedded within the cover plane at the 
rotating portion of the transporting path. 
A second handrail device for a variable-speed passenger conveyer comprises: 
a running rail comprised of a passenger transporting line and a return 
line formed in a loop; a plurality of handrail pieces which move following 
the running rail; a standard guide rail formed in a loop in the same 
manner as the running rail; a side guide rail provided along the standard 
guide rail, the space between the standard guide rail and the side guide 
rail changes within a plane at acceleration/deceleration zones; a 
plurality of links provided between the standard guide rail and the side 
guide rail in the transporting direction within a plane rotatably link the 
respectively engaging plurality of standard guide rollers and plurality of 
side guide rollers, these links are in continuous V-formations; and a 
driving chain provided with protrusions for engaging the engaging pieces 
of the handrail pieces so as to drive the handrail pieces, the driving 
chains being arranged in the high-speed zone of the transport line and 
high-speed zone of the return line.

DESCRIPTION OF THE PREFERRED EMBODIMENTS 
First, an embodiment of the first variable-speed passenger conveyer 
according to the present invention will be described with reference to the 
drawings. 
FIG. 1 is a plan view of a variable-speed passenger conveyer according to 
the present invention, reference numeral 1 denoting a passenger conveyer 
comprised of a plurality of palettes 1a, 1b, and so forth. 2 and 2' are 
screw shafts (helical shafts) provided from the boarding end (left side) 
to the disembarking end (right side). The pitch of the screw shafts 2 and 
2' is small at the boarding end and increases step by step while 
approaching the high-speed zone. Protrusions formed to the side of the 
aforementioned palettes 1a, 1b, and so forth are engaged with the screw 
grooves of the screw shafts 2 and 2' so that the palettes 1a, 1b, . . . , 
are transported by means of rotating the screw shafts 2 and 2', the speed 
of the palettes 1a, 1b, . . . , increasing with the gradual increase in 
pitch. 
FIGS. 5 and 6 are side views illustrating the change in the spacing of the 
palettes 1a, 1b, . . . , FIG. 5 illustrating the state in which the 
palettes 1a, 1b . . . , are in the closest proximity one another in the 
low-speed zone, and FIG. 6 illustrating the state in which the palettes 
1a, 1b are farthest removed one another in the high-speed zone. 
In the event that there is a gap formed between the palettes 1a, 1b . . . , 
a plurality of comb teeth 103 having rigidity bridge the palette with the 
neighboring palette by being capable of entering therein, thus forming a 
running board. The comb teeth 103 are formed so as to have an upper 
surface lower than the running board surface 104 of the palettes 1, and 
are attached in one example to the palette proper with a hinge portion 105 
so as to rotate at an appropriate bending angle at rotating portions such 
as at the sprocket 10a and so forth, as shown in FIG. 2. 
Returning to FIG. 1, reference numeral 3 denotes a motor, the motive force 
of the motor 3 driving the aforementioned screw shaft 2' via a speed 
changing gear 4, and also driving the other screw shaft 2 via a 
transmitting shaft 5 and speed changing gear 6. 
Further, the motive force of the motor 3 drives a driving sprocket 
mechanism 10 via a chain 7, transmitting shaft 8 and speed changing gear 
9. 
2a and 2b at the disembarking end on the right in FIG. 1 is of the same 
structure as that of the screw shafts 2 and 2' of the boarding end 
described above, i.e., screw shafts for driving the palettes 1a, 1b, and 
so forth, such being provided from the high-speed zone which is the 
intermediate portion to the low-speed zone at the disembarking end, 
differing in that the pitch gradually changes from great to small, and 
also being synchronously driven with the aforementioned motor 3 by a 
another and not shown driving system. 
Reference numeral 11 denotes a transmitting shaft for causing high-speed 
transportation of the palettes 1a, 1b, . . . , and is linked from the 
aforementioned transmitting shaft 8 via a speed changing gear 9. 
FIG. 2 is a cross sectional view taken along line A--A in FIG. 1, wherein 
reference numeral 13 denotes a driving chain for driving the palettes 1a, 
1b, . . . , being provided doubly to the left and right as to the driving 
direction, and being endlessly wound to the driving sprocket 10a and slave 
sprocket 10b. Reference numerals 10c and 10d denote sprockets which 
provide the aforementioned driving chain 13 with tension and also change 
direction so as to disengage the engagement with the palettes 1a, 1b, . . 
. , . Reference numeral 13' is a linking shaft connecting the 
aforementioned two-fold chain 13 in the width direction thereof. 
Further, reference numeral 12a is a high-speed driving sprocket which 
drives the driving chain 14, driving the two-fold high-speed driving chain 
14 (partially shown). Reference numeral 14' is a linking shaft connecting 
the two-fold high-speed driving chain 14 in the width direction thereof. 
The pitch of the linking shaft 14' is approximately the same as the 
terminal pitch of the aforementioned screw shafts 2 and 2', thus enabling 
a smooth shift from transportation due to the screw shafts 2 and 2' 
engaging the protrusions 1' of the guide rollers (later-described) of the 
palettes 1a, 1b, . . . , to transportation due to engagement of a 
later-described engaging piece with the linking shaft 14'. 
Also, reference numeral 15 denotes an endless guide rail provided from the 
boarding end to the disembarking end which constitutes the transportation 
range of the palettes 1, the guide rail 15 guiding the guide rollers 100, 
101, and so forth of the palettes 1a, 1b , . . . , . 
FIG. 3 is a side view from an arrow C in FIG. 1, wherein, as described 
above, the screw shaft 2' is driven via the motor 3 and speed changing 
gear 4, the sprocket 10a is driving via the chain 7, transmitting shaft 8, 
and speed changing gear 9, and the high-speed driving sprocket 12a being 
driven via the transmitting shaft 11. 
FIG. 4 is a cross sectional view taken along line B--B in FIG. 1, wherein 
the protrusion 1' of the guide roller 100 provided to the rear side of the 
palettes 1a, 1b, . . . , are fitted into the screw grooves of the screw 
shafts 2 and 2'. The guide rollers 100 and 101 are in contact with the 
guide rail 15. 
Also, as shown in FIG. 5 and FIG. 6 (side views), engaging pieces 102 for 
engaging the linking shaft 13' of the driving chain 13 are provided to the 
rear side of the palettes 1a, 1b, . . . , the tip of the engaging piece 
102 forming a receiving portion 102a of an involute curve. This is a curve 
formed for facilitating ease of the receiving portion 102a fitting with 
and disengaging from the linking shaft 13' or 14'. 
This curve is such that in the event that the driving sprocket 10a rotates 
at the position of the driving sprocket 10a and the slave sprocket 10b 
being as shown in FIG. 2, the receiving portion 102a of the aforementioned 
engaging piece 102 engages the linking shaft 13' of the driving chain 13, 
thereby performing rotational driving of the palettes 1a, 1b, and so 
forth, but at the boarding end the aforementioned driving chain 13 moves 
downwards so that the linking shaft 13' moves downwards away from the 
receiving portion 102a, and also, at the disembarking end the linking 
shaft 13' engages the receiving portion 102a of the engaging piece 102 so 
as to transport the palettes 1a, 1b, and so forth. 
This state is the same for the position of the high-speed driving chain 14, 
as well. 
Describing the driving of the palettes 1a, 1b, . . . , of the present 
invention with reference to FIGS. 1, 2, 4, and 5, driving the motor 3 and 
driving the driving sprocket, screw shafts 2 and 2' and also driving the 
high-speed sprocket 12a causes the driving chain 13 to be driven, the 
engaging pieces 102 of the palettes 1a, 1b, . . . , engage the linking 
shaft 13' of the driving chain, and at the boarding end the linking shaft 
13' moves away from the engaging pieces 102. 
At that position, the protrusions 1' of the guide rollers 100 on the rear 
of the palettes 1a, 1b, . . . , engage the grooves of the aforementioned 
screw shafts 2 and 2' and head toward the high-speed zone, and accordingly 
widen the spacing of the palettes 1a, 1b, . . . , equally with the screw 
pitch, thereby entering the high-speed zone. 
The high-speed zone has a linking shaft 14' of the high-speed driving chain 
14 with spacing equal to that of the terminal screw pitch, the linking 
shaft 14' engaging the engaging pieces 102 of the palettes 1a, 1b, . . . , 
again, thereby moving the palettes 1a, 1b, . . . , at high speed. Screw 
shafts 2a and 2b with a reverse pitch to that of the aforementioned screw 
shafts 2 and 2' are provided at the end position of the high-speed zone, 
the protrusions 1' of the guide rollers 100 on the rear of the palettes 
1a, 1b, . . . , engage the grooves of the screw shafts 2a and 2b, and the 
palettes 1a, 1b, . . . , gradually decelerate and reach the disembarking 
end. 
The driving chain 13 engaged with the slave sprocket 10b is moving at the 
disembarking end, and the engaging pieces of the palettes 1a and 1b engage 
the linking shaft 13' of the driving chain 13 and rotate, and move along 
the underside to reach the driving sprocket 10a. During that time, other 
palettes are moving by engaging with the screw shafts 2 and 2', high-speed 
driving chain 14, and screw shafts 2a and 2b. 
The present invention constructed as described above is comprised of a 
driving system wherein the driving chains, screw shafts, and high-speed 
driving chain are a mechanically linked driving system, thereby 
facilitating ease of adjusting synchronization of the palette transporting 
speed of each part of the driving system. 
Also, the comb teeth fit into the neighboring palette have an upper plane 
lower than that of the fixed running board, and the passengers ride on the 
top of the palettes, so there is no contact between the passengers and the 
comb teeth being inserted and extracted, and as a result, the passengers 
do not lose balance, i.e., the movement in the running board does not 
cause discomfort in riding. 
The screw shafts can be short since they are only provided to the 
acceleration/deceleration zones, meaning that the precision thereof can be 
raised, and the manufacturing costs can be lowered. 
Next, an embodiment of the second variable-speed passenger conveyer 
according to the present invention will be described with reference to the 
drawings. 
FIG. 7 is a schematic side view of a transportation state of the 
variable-speed passenger conveyer according to the present invention. 
In FIG. 7, S1 is an acceleration zone from the boarding end to the 
high-speed zone, S2 is a high-speed zone, S3 is a deceleration zone from 
the high-speed zone to the disembarking end, and further, in the return 
line, S4 is an inversion portion, S5 is an acceleration zone, S6 is a 
high-speed line the same as the above, S7 is a deceleration zone, and S8 
is an inversion portion. 
A pair of later-described guide rails of which the width spacing changes is 
provided to the aforementioned acceleration zones S1 and S5 and the 
deceleration zones S3 and S7. Incidentally, the width spacing in the 
inversion portions S4 and S8 is constant. 
Also, the guide rails are not provided to the high-speed zones S2 and S6, 
but a chain 101 is provided for obtaining driving force. The driving 
mechanism of the palettes is comprised of the aforementioned chain 101 and 
a plurality of chain sprockets 102 for driving the chain 101, and force is 
transmitted to one of the chain sprockets 102 from a motor (not shown). 
FIG. 8 is a schematic plan view illustrating a deceleration state of the 
variable-speed passenger conveyer according to the present invention. 
In FIG. 8, 103 denotes a palette, and the palette 103 is linked with the 
adjacent palette by four links 4 mutually joined in a rhombic form. 105 
denotes an intermediate joint joining the links 104 from the preceding and 
succeeding palettes 103 and 103, and the joints 106 and 106 on the both 
sides are structured to follow the change in width of the guide rails 107 
and 107. 
Accordingly, the width of the guide rail 107 and 107 is formed so as to be 
gradually wider in the deceleration zone S3 from the high-speed zone S2 to 
the disembarking end or the deceleration zone S7 in the return line from 
the high-speed zone S6 to the inversion portion S4, so that the links 104 
are moved toward the outer direction of the joints 106 and 106 such that 
the links 104 take on a rhombic form elongated in the Y-axial direction, 
and the spacing of the palettes 103 and 103 narrows as shown in the 
Figure, thus creating a state of deceleration. 
Also, a pair of guide rails 107 and 107 are provided to the acceleration 
zone S1 from the boarding end to the high-speed zone or the acceleration 
zone S5 in the return line, and the guide rails 107 and 107 in the 
acceleration zones S1 and S5 are formed to narrow, opposite to the above 
description, so that the links 104 are moved toward the inner direction of 
the joints 106 and 106 such that the links 104 take on a rhombic form 
elongated in the X-axial direction, and the spacing of the palettes 103 
and 103 spreads, thus creating a state of acceleration. 
Variable-speed passenger conveyers are different from conventional 
constant-speed passenger conveyers in that the speed at the boarding and 
disembarking ends is low, and the speed at the intermediate portion is 
high. Accordingly, acceleration occurs as a matter of course at the 
acceleration/deceleration zones at which the speed changes from low speed 
to high speed, or from high speed to low speed. This acceleration affects 
the ease of ride of the passengers on the conveyer, and the greater the 
acceleration is, the greater the discomfort in ride of the passengers is. 
It is desirable that the acceleration generated at the 
acceleration/deceleration zones be as small as possible, i.e., that the 
acceleration in the acceleration/deceleration zones be a constant 
acceleration. 
According to the variable-speed passenger conveyer according to the present 
invention, the factor controlling the acceleration is the form of the 
guide rail 107. Accordingly, analyzing the change in acceleration of the 
palettes upon change of the form of the guide rail 107 is extremely 
important in optimal design of the acceleration of the palettes. 
Let us now consider the speed and acceleration of the palettes 103 as to 
the guide rail 107. 
In FIG. 8 which illustrates the state of deceleration of the palettes 103 
in the deceleration zone S3 of the variable-speed passenger conveyer 
according to the present invention, 103 is a palette, 104 is a link, 105 
is an intermediate link, 106 is a joint on the guide rail 107, and 107 and 
107 are guide rails. 
As shown in FIG. 8, a coordinates system (X, Y) is placed on the plane 
formed of the guide rails 107 and 107 with X as the transportation 
direction of the conveyer and Y as the width direction of the conveyer. 
With the center line of the guide rails 107 and 107 as zero, the function 
of a value obtained by subtracting half of the width of the intermediate 
link 105 of the guide rail 107 from the value of the width orthogonal with 
the joint 106 from the center line in the Y direction (i.e., guide form 
function) is set as G (X). 
Considering the link guide rail system shown in FIG. 8 to be a fluid 
system, the following relational Expression (1) holds: 
##EQU1## 
wherein; V.sub.L, V.sub.H : speed of palette 3 in low speed and high speed 
zones 
G.sub.L, G.sub.H : value of guide shape function G (X) in low speed and 
high speed zones 
L: length of the link 4 
K; width of the joint link 106 
The driving system for the palettes shown in FIG. 7 pulls the palettes by 
means of a chain in the high-speed zones S2 and S6, so the speed V.sub.H 
of the palettes in the high-speed zone is constant. Using the palette 
speed V.sub.H as a standard, generalizing the aforementioned Expression 
(1) for application to all zones yields the following Expression (2) which 
is an approximate expression for the speed V(x) of the palettes 3. 
##EQU2## 
Also, an approximate expression for the acceleration a(x) can be obtained 
by time-differentiation of Expression (2), yielding the following 
Expression (3). 
##EQU3## 
In the event that the certain speed change ratio (=speed of high-speed 
zone/speed of low-speed zone) has been obtained using Expression (1), a 
relational expression can be obtained for the form design variables L, K, 
G.sub.L, and G.sub.H of the link guide system of the palettes, and an 
approximate value for the speed and acceleration of the palettes 3 can be 
obtained using Expression (2) and Expression (3). 
The speed and acceleration of the palette 103 obtained using Expression (2) 
and Expression (3) are only approximate values, and it is necessary to 
obtain the speed and acceleration of the palettes using a model which is 
closer to the actual link guide system of the palettes. 
With the X coordinate (palette position) of the center of the palette 103 
as X.sub.i, the following Expression (4) holds between the i+1-th palette 
position X.sub.i+1 and the i-th palette position X.sub.i : 
##EQU4## 
In Expression (4), G.sub.i,j+1 represents G((X.sub.i+1 +X.sub.i)/2). 
Time-differentiation of Expression (4) yields the following Expression 
(5): 
##EQU5## 
In Expression (5), V.sub.i represents the i-th palette speed. 
Time-differentiation of Expression (5) yields the following Expression 
(6): 
##EQU6## 
In Expression (6), a.sub.i represents the i-th roller speed. Expression (4) 
is used to asymptotically obtain the palette position X.sub.i. Expression 
(5) and the palette position X.sub.i is used to asymptotically obtain the 
palette speed V.sub.i. 
Expression (6), palette position X.sub.i, and palette speed V.sub.i are 
used to asymptotically obtain the palette acceleration a.sub.i. 
Since there is the component d.sup.2 G(X)/dX.sup.2 in the Expression (6) 
representing the palette acceleration, the guide form function G(X) must 
be a function which has at least a second-order derivative value of the 
guide form function G(X), i.e., at least a C.sup.1 class continuous 
function. 
FIG. 9 is an explanatory diagram of the guide form function relating to the 
present invention, and shows a C.sup.1 class continuous guide form 
function. The broken line is the basic design line of the guide comprised 
of line segments, and the solid line is the guide form function G(X). The 
GH area is the high-speed zone of the design line, the GC area is the 
acceleration/deceleration zone of the design line, and the GL area is the 
low-speed zone of the design line. 
Inserting arcs with a certain curvature radius to area boundary points GP1 
and GP2 in the basic design line of the guide forms the guide form 
function G(X). In the areas GL1, GL2, and GL3, the guide form function 
G(X) is a straight line, and in the areas GC1 and GC2 the guide form 
function G(X) is an arc with a radius R. 
FIG. 10, FIG. 11, and FIG. 12 are graphs of the acceleration of the 
palettes. The speed V.sub.H of the palette in the high-speed zone is 1200 
mm/s. 
The solid line represents the acceleration (numerical value solution) of 
the palette obtained using Expression (6), and the broken line represents 
the acceleration (approximation analysis) of the palette obtained using 
Expression (3). 
The dimensions of the guide link system are as follows: length GC of the 
acceleration/deceleration zone=3400 mm; guide form function value G.sub.H 
at the high-speed zone=54.3 mm; guide form function value G.sub.L at the 
low-speed zone=275.5 mm; and link length L=312.5 mm. 
In FIG. 10, FIG. 11, and FIG. 12, R represents the acceleration of the 
palette at 10000 mm, 20000 mm, and 30000 mm. The numerical value solution 
vibrates (oscillates) with the approximation analysis as the offset 
thereof. The smaller R is, the greater the oscillation of the numerical 
value solution is. The greater R is, the smaller the maximum acceleration 
of the palette is, but the greater R is the greater the manufacturing cost 
is, so it is appropriate to set R=20000 mm from both perspectives of the 
maximum acceleration of the palettes and the manufacturing cost thereof. 
Taking into consideration the guide optimal form function G*(X) at which 
the greatest acceleration of the palette is minimal, the guide optimal 
form function G*(X) is defined as being a guide form function wherein the 
acceleration of the palette is constant in the acceleration/deceleration 
zones. This is represented in the differentiation equation of the 
following Expression (7) and Expression (8), boundary conditions. 
##EQU7## 
EQU G*(GP1a)=G.sub.L 
EQU G*(GP2a)=G.sub.H (8) 
G*(X) which is obtained from the aforementioned Expression (7) and 
Expression (8) is connected by C.sup.0 class continuation at boundary 
points GP1a and GP2a with low-speed zone guide and high-speed zone guide, 
but is not connected by C.sup.1 class continuation. This G*(X) cannot 
solve the numerical value solution of the acceleration of the palette in 
Expression (6). 
Also, the offset component of the acceleration of the palette is of a 
matter reduced, but the oscillating component becomes very great, and 
consequently, the minimum value of the maximum acceleration of the palette 
becomes extremely great. 
Accordingly, using a weak format differentiation equation expression 
instead of a strong format differentiation equation expression such as 
Expression (7) and Expression (8) for representing the guide optimal form 
function G*(X) yields the pan-function minimization problem of the 
following Expression (9) and Expression (10), boundary conditions. 
##EQU8## 
EQU G*(GP1a)=G.sub.L 
EQU G*(GP2a)=G.sub.H 
##EQU9## 
##EQU10## 
Substituting Expression (3) into a(x) in Expression (9) yields the 
following Expression (11): 
##EQU11## 
Expression (11) is a definitive expression the same as a third order spline 
function, and thus Expression (12) holds, and G*(X) can be obtained: 
##EQU12## 
In Expression (12), the right side of the first expression represents a 
third order spline function, x.sup.(i) represents the X coordinate of the 
control point of the guide optimal form function, and N represents the 
number of control points. Since the number of expression for boundary 
conditions in Expression (10) is four, four control points N is 
sufficient, but in order to further minimize the maximum acceleration of 
the palette the number of control points N will be increased to six, and 
the conditions of the following Expression (13) added to obtain a third 
order spline function. 
##EQU13## 
Also, the values of the control points are as shown in the following 
Expression (14): 
EQU {x.sup.(1) x.sup.(2) x.sup.(3) x.sup.(4) x.sup.(5) x.sup.(6) }={GP1a GP1 
GP1b GP2b GP2 GP2a} (14) 
FIG. 13 is a graph representing the acceleration of the palettes. The speed 
V.sub.H of the palettes in the high-speed zone is 1200 mm/s. 
In FIG. 13, the solid line represents the acceleration (numerical value 
solution) of the palettes obtained using Expression (6), and the broken 
line represents the acceleration (approximation analysis) of the palettes 
obtained using Expression (3). 
The dimensions of the guide link system are as follows: GPIa=-500; GP1=0, 
GPIb=500, GP2b=2900; GP2=3400;GP2a=3900; guide form function value G.sub.H 
at the high-speed zone=54.3 mm; guide form function value G.sub.L at the 
low-speed zone=275.5 mm; and link length L=312.75 mm. 
The approximation analysis is constant in the intermediate range of the 
acceleration/deceleration zones. The numerical value solution vibrates 
(oscillates) above and below the approximation analysis. 
Based on the dimensions of the guide form, the one that corresponds with 
the acceleration graph of the palette in FIG. 13 is the acceleration graph 
of the palette in FIG. 11 (R 20000), and comparing FIG. 13 and FIG. 11, it 
can be understood that the acceleration of the palette in FIG. 13 is 
smaller. 
FIG. 14 is a partial enlarged side view illustrating the details of the 
driving mechanism of the palettes 3 in the high-speed zone S2 of the 
present invention. Only one palette 3 is shown, and the return line 
high-speed zone S6 is inverted vertically. 
In FIG. 14, the metal pieces la of the chain 101 sequentially engage the 
recessed portion 103b provided to the end of the engaging metal pieces 
103a of the palettes 103 from the bottom, thereby driving the palettes 103 
in the transporting direction. Accordingly, the aforementioned guide rails 
107 and 107 are not present in the high-speed zones S2 and S6, the spacing 
in the transporting direction of the palettes 103 (transporting speed) is 
determined by the spacing of the metal pieces 101a of the aforementioned 
chain, and the driving force of the entire palette 103 is provided at this 
position. 
Incidentally, 103c denotes comb teeth joined to the end portion of the 
palette 103, forming a bridging running board when the spacing of the 
palettes 103 is open. 
FIG. 15 is a transverse elevation view from an arrow A in FIG. 14, the 
palette 103 being comprised of a running board 103d and frame 103e, with 
running rollers 130 being provided to both ends of the frame 103e. 
Also, running rails 108a which are formed in a loop over the entire area of 
the transporting line and the return line are attached to the conveyer 
frame 108, so that the aforementioned running rollers roll over the 
running rails 108a and support the weight of the passengers and so forth. 
A spline shaft 131 is attached to the rear of the palette 103 in the width 
direction orthogonal to the transporting direction, slide blocks 104a and 
104a comprised of ball bearings and the like for joining the link 104 to 
the spline shaft 131 are provided, these slide blocks sliding over the 
spline shaft 131, and changing the opening angle of the links 4. 
Provided below the aforementioned slide blocks 104a and 104a are guide 
rollers 4b and 4b which move restricted by the aforementioned guide rails 
107 and 107, but these slide blocks move in the high speed zones S2 and S6 
without being restricted. 
Also, the aforementioned chain sprocket 102 is attached to the shaft 120, 
and the shaft 120 is supported by the bearings 108b and 108b of the 
conveyer frame 108. 
Also, 121 is a force transmitting sprocket for transmitting force from a 
motor (not shown), 122 is a force transmitting sprocket for transmitting 
force to a variable-speed handrail (not shown) within the railing 123, and 
the bottom side of FIG. 15 indicates the return side of the palette 103. 
FIG. 16 is a bottom view of the attachment structure of the aforementioned 
palette 103 and link 104 of the present invention as viewed from the rear 
side of the palette 104. 
In FIG. 16, 103 denotes palettes and 130 and 130 are running rollers. The 
right half of the Figure illustrates the state wherein the guide roller 
104b slides along the spline shaft 131 due to restriction by the guide 
rail 107 and is moved toward the outside, making the opening angle of the 
links 104 to be acute, and bringing the palettes 103 into close proximity 
in the acceleration zones S1 and S5 and the deceleration zones S3 and S7 
shown in FIG. 7. 
Also, the palettes 103 are driven by the chain 101 and metal pieces 101a 
shown in FIG. 14 while the metal pieces 101a engage the recessed portion 
103b of the engaging metal piece 103a of the palettes in the high-speed 
zones S2 and S6. the left half of the Figures illustrates the state 
wherein the guide roller 104b slides along the spline shaft 131 and is 
moved toward the inside by means of the palettes being separated, making 
the opening angle of the links 104 to be obtuse in the high-speed zones S2 
and S6. 
132 denotes a bearing for the spline shaft 131, and 103c denotes comb teeth 
forming the running board between the palettes 103 and 103. 
Also, in the high-speed zones S2 and S6, width determining material (not 
shown) may be provided separately, in order to prevent margin of error of 
movement of the guide rollers 104b outwards. 
FIG. 17 is a partial cross sectional view of the passenger conveyer in the 
acceleration zones S1 and S5 and the deceleration zones S3 and S7 in FIG. 
7 of the present invention, wherein running rollers 130 provided to the 
side of the palette 103 comprised of the running board 103d and frame 103e 
roll over running rails 108a formed on the conveyer frame 108, guide rails 
107 provided to the conveyer frame, and guide rollers 104b fit into the 
guide rails 107, so that the guide rollers 104b are integral with the 
slide blocks 104a sliding over the spline shaft 131 provided in the width 
direction of the palette 103. 
Incidentally, 132 is a bearing for the spline shaft 131, and is fixed to 
the frame 103e to the rear of the palette 103. 104 denotes a link axially 
borne by a vertical shaft 104c. 
FIG. 18 is a cross-sectional view taken along B--B in FIG. 17, wherein the 
links 104 and 104 are supported by the joint 106 so as to be horizontally 
rotatably supported to the side to the slide blocks 104a, and the other 
end of the link 104 is axially supported by the link 104 extending from 
the neighboring palette 103 and the intermediate link 105. 
Incidentally, guide rollers 104b are axially supported at the bottom of the 
slide blocks 104a. 
FIG. 19 is a cross sectional view taken along C--C in FIG. 18, showing the 
structure wherein slide blocks 104a are fit to the spline shafts 31 
provided in the width direction of the palette 103, and ball bearings 4d 
are provided to the slide blocks 104a, so that smooth movement can be 
carried out to the spline shaft 131. 
FIG. 20 is a partial side view of the palette 103 according to the present 
invention. 
In FIG. 20, 103c denotes comb teeth, 103d is a running board and running 
rollers 130 and 130 being provided to both sides of the bottom and the 
front and rear of the bottom, these running rollers rolling on the running 
rails 108a. Further, a roller 134 is provided to the upper rear portion of 
the palette 103 so that the comb teeth of the rear adjacent palette 
smoothly engages the fixed comb teeth of the running board 103d. 
Also, guide arms 135 are provided integrally to both sides of the 
aforementioned comb teeth 103c with a certain angle .theta., so as to 
rotate the shaft 136 as a central shaft, and further, rollers 137 are 
provided to the tips of the aforementioned guide arms 135. 
The aforementioned guide arms 135 and rollers 137 are for preventing 
jutting of the comb teeth 103c upon inversion of the palette 103. 
FIG. 21 is a side view illustrating the operation state when the palette 
103 according to the present invention is inverted. 
In FIG. 21, in the event that the palette 103 has moved in the direction 
shown by the arrow, the comb teeth 103c attempt to fly outwards as the 
lower palette 103 heads upwards, but a guard rail 109 is provided, so the 
roller 137 at the tip of the aforementioned guide arm 135 comes into 
contact and is restricted, so that the comb teeth 103c do not fly outwards 
more than a certain amount. 
FIG. 22 is a side view showing the operation state of another embodiment of 
means for preventing comb teeth 103c according to the present invention 
from flying outwards, in which a stopper 138 is provided to the real side 
of each palette 103, so that the roller 137 at the tip of the 
aforementioned guide arm 135 formed integrally with the comb teeth 103c 
comes into contact and is restricted, thus preventing the comb teeth 103c 
from flying outwards. 
Incidentally, the means for preventing the comb teeth 103c of the palette 
103 from flying outwards according to the embodiments as shown in FIG. 21 
and FIG. 22 are not restricted to variable-speed passenger conveyers, but 
can also be applied to conventional-type passenger conveyers wherein the 
conveyer moves from the boarding end to the disembarking end at a constant 
speed, and also, the driving means is not restricted to the aforementioned 
embodiment. 
FIG. 23 shows an embodiment of the link adjusting mechanism according to 
the present embodiment, and is a bottom view from the rear of the palette 
103. 
The link adjusting mechanism is provided to S5 (acceleration zone) or S7 
(deceleration zone) in FIG. 7, with the Figure showing adjusting means of 
the link 104 system in S5 (acceleration zone). 
That is, "play" is provided in the width direction of the guide roller 104b 
by means of changing the spacing that the guide roller 104b moves within 
the guide rails 107 and 107 from L.sub.1 to L.sub.2 (the spacing between 
the side wall 107b and side wall 107c). Accordingly, the passage path of 
the guide roller 104b within the guide rail 107 changes, i.e., the spacing 
of the palettes controlled by the positions of the guide rollers 104b in 
the width direction changes, and consequently the link length of the link 
104 system is adjusted. 
Employing such means facilitates ease of adjusting the engaging timing with 
the palette 103 in S6 (high-speed zone) as to the pulsating to the link 
length of the link 104 system in the section from disengaging the chain in 
S2 (high-speed zone) to re-engaging the chain in S6 (high-speed zone), and 
also, the link length of the link system during operation is automatically 
adjusted, so that transporting is performed smoothly. 
Also, in the assembly of the variable-speed conveyer according to the 
present invention, it is possible to absorb the margin of error between 
the link length of a link system designed based on an ideal guide rail 
position and a link length determined by the position of the guide rail 
actually installed when assembling. 
As shown in FIG. 23, the channel width of the guide rails 107 forms a "play 
section" which expands from L.sub.1 to L.sub.2 in the deceleration zone S5 
which extends from the high speed zone S6 to the low-speed zone S4, and 
the returns to L.sub.1. 
The length of the section of play S.sub.a is calculated by the full 
circumference margin of error .DELTA.L.sub.12345678 of the palette 103 in 
each of the zones S1, S2, S3, S4, S5, S6, S7, and S8 (converted as the 
full-circumference margin of error in the high-speed zone) being obtained 
by calculating the amount of wobble of the guide roller 104b and width 
L.sub.1 of the guide rails 107 and obtain the length of the section of 
play S.sub.a from this amount of wobble using Expression (4). 
A certain length of section of play S.sub.a is decided upon beforehand, and 
the leeway of adjustment .DELTA.L.sub.a of the palette 103 generated in 
each of the play zones S5 and S7 (converted as the leeway of adjustment in 
the high-speed zone) is obtained by calculating the amount of wobble of 
the guide roller and width L.sub.2 of the guide rails 107 and is obtained 
from this amount of wobble using Expression (4). 
The leeway of adjustment .DELTA.L.sub.a of the palette 103 is obtained 
while changing the length of the section of play S.sub.a. The full 
circumference margin of error .DELTA.L.sub.12345678 of the palette 103 is 
multiplied by a safety ratio S to yield the full circumference margin of 
error .DELTA.L of the palette 103. If the length of the section of play 
S.sub.a is such that the following Expression (15) holds, this means that 
there is sufficient leeway in the play section. 
EQU .DELTA.L.sub.a (S.sub.a).OR right..DELTA.L (15) 
The present invention is as described above, and has the following 
advantages: 
(1) The structure is simple, and the amount of extraction of the comb teeth 
to the floor can be reduced at the time of inversion of the palettes, 
meaning that the space occupied by the under-floor structure can be 
reduced, and also, the margin of error of the floor surface and the 
palette surface can be set low, and facility costs are low. 
(2) The construction is of rhombic form rigid links, so the palette spacing 
can be set with good precision even in the event that the degree or 
direction of load changes, and the comfort of ride is not deteriorated. 
(3) The guide rail is a smooth curve, meaning that the acceleration of the 
palette can be reduced to a low level, and the passengers on the palettes 
are not subjected to discomfort at the time of acceleration. 
(4) Means for adjusting the link length are provided, so initial adjustment 
of the link system is easy, and even in the event that the link length 
stretches or shrinks during operation, adjustment is automatically made 
within the section, so stable operation can be conducted, and special 
maintenance work is not necessary. 
Next, a handrail device for a variable-speed passenger conveyer according 
to the present invention will be described. Description of an embodiment 
of the first handrail device will be made with reference to the drawings. 
FIG. 24 is a perspective view of the handrail device for a variable-speed 
passenger conveyer according to the present invention, wherein 201 denotes 
a plurality of handrail pieces, said plurality of handrail pieces 201 
moving within a slit 204 between a neighboring handrail piece 201a and a 
cover 203, such that the spacing thereof narrows at low speeds near the 
boarding and disembarking ends, and such that the spacing thereof widens 
at high speeds in the high speed zone. 
The aforementioned plurality of handrail pieces 201 are mutually connected 
with a stretching linking member 202 in order to prevent opening of the 
slit 204. 
FIG. 25 is a perspective view illustrating the relation between the 
handrail device of the variable-speed passenger conveyer and the link 
mechanism according to the present invention, FIG. 26 being a traverse 
elevation view from an arrow A in FIG. 25. 
In FIG. 25 and FIG. 26, the aforementioned handrail piece 201 is attached 
to a shaft 205, with a lever 206 fit in an intermediate portion, and guide 
rollers 207 and 208 being provided to both end of the lever 206. also, a 
driving roller 209 is axially supported to the lower portion of the 
aforementioned shaft 205. 
The aforementioned lever 206 is pin-linked to a lever 206b fit to the shaft 
205a of the neighboring handrail piece 201a, via an intermediate lever 
206a. 
210 and 211 are guide rails for guiding the guide rollers 207 and 208 of 
the aforementioned lever 206. Incidentally, there are similar guide 
rollers at the end portions of the neighboring levers 206a, 206b, and so 
forth, these being guided by the aforementioned guide rails 210 and 211. 
212 denotes a driving belt with a concave cross-section which is either 
endlessly wound on the transporting path or which is divided and provided 
separately for the boarding and disembarking ends and the intermediate 
portion (high-speed zone). The driving rollers 209 of the aforementioned 
shafts 205a, 205b, and so forth fitting into the recessed groove of the 
driving belt 212. Accordingly, when the driving belt is driven in the 
forward direction, the driving rollers 209 are also moved by the force of 
friction with the recessed groove of the driving belt 212, thereby moving 
the handrail pieces 201, 201a, and so forth. 
213 and 214 are guide rollers for the driving belt 212, and 215 and 216 are 
frames. 
The aforementioned cover 203 is provided with the formation of a slot 204 
through which the shaft 205 of the handrail piece 201 passes in the 
forward direction, and the aforementioned stretching linking member 202 
closes off this slit 204 so as to prevent foreign objects from falling 
through. 
FIG. 27 is a plan view illustrating the endless guide rails 210 and 211 for 
providing the handrail pieces 201 with variable speed, wherein the spacing 
.delta. of the guide rails 210 and 211 is set to narrow step by step from 
.delta..sub.1 to .delta..sub.2, in order to make the transporting zone 
such that there is an acceleration zone L.sub.1 for accelerating from low 
speed to high speed, this zone reaching from the boarding end A to the 
high-speed zone B, so that the spacing .delta. of the guide rails 210 
maintains a constant spacing .delta..sub.2 through the high-speed zone H 
of the intermediate portion B, and wherein the spacing .delta. of the 
guide rails 210 and 211 is set to widen step by step to .delta..sub.1 in 
order decelerate from high speed to the disembarking end C. 
Accordingly, since the plurality of levers 206 are pin-linked on both ends 
thereof, the spacing of the shafts changes from S1 to S2 back to S1, along 
the way of the boarding end A, intermediate portion B, and disembarking 
end C, according to the change in spacing between the guide rails 210 and 
211. This amount of change constitutes the change in transportation speed 
of the handrail pieces 201. 
The means for changing the speed of the handrail pieces 201 needs not be 
particularly restricted to the above-described; rather, other means may be 
used instead. 
FIG. 28 and FIG. 29 are side sectional view illustrating a first embodiment 
of the stretching linking member according to the present embodiment, the 
form being shown illustrating an arrangement wherein accordion 
bellows-like formation 202a has been used for covering the slit 204 
between the aforementioned plurality of handrail pieces 201, FIG. 28 
illustrating the state in which the handrails 201 are in close proximity 
due to a state of being in the low-speed zone and thus compressing the 
accordion bellows 202a, and FIG. 29 illustrating the state in which the 
handrails 201 are distanced due to a state of being in the high-speed 
zone, and thus expanding the accordion bellows 202a. 
FIG. 30 and FIG. 31 are side sectional view illustrating a second 
embodiment of the stretching linking member according to the present 
embodiment, the form being shown illustrating an arrangement wherein 
accordion bellows-like formation 202a and flat spiral spring 202b has been 
used for covering the slit 204 between the aforementioned plurality of 
handrail pieces 201, FIG. 30 illustrating the state in which the handrails 
201 are in close proximity due to a state of being in the low-speed zone 
and thus compressing the accordion bellows 202a and flat spiral spring 
202b, and FIG. 31 illustrating the state in which the handrails 201 are 
distanced due to a state of being in the high-speed zone, and thus 
expanding the accordion bellows 202a and flat spiral spring 202b. One end 
of the flat spiral spring 202b is retained to the handrail 201, and the 
other end is in a wound state. 
Accordingly, there is constantly tension operating due to the flat spiral 
spring 202b, thus preventing sagging of the accordion bellows 202a and 
maintaining a level state. 
FIG. 32 is a side view of the rotating portion at the boarding and 
disembarking ends of the handrail device for the variable-speed passenger 
conveyer according to the present invention, illustrating the state in 
which the upper plane of the handrail piece 201 is embedded from the 
surface of the cover 203' to the inside thereof at the position B of the 
rotating portion. The rotating curve of the driving belt 212 is set so as 
to be that with a radius R.sub.1 centered around 0.sub.1, but the curve of 
the cover 203' is set so as to be that with a radius R.sub.2 centered 
around 0.sub.2. Accordingly, the handrail piece 201 apparently seems to be 
embedded within the cover 203'. 
According to this configuration, passengers continuously holding onto the 
handrail 201 can safely release the handrail 201. Also, baggage and the 
like can be prevented from getting caught on the device. 
The center of the cover 203' is not restricted to a position below the 
center 0.sub.1 ; this may be at a certain position to the left, just as 
long as the state of embedding is formed. 
FIG. 33 is a cross-sectional view of the rotating portion of the handrail 
device of the variable-speed passenger conveyer according to the present 
invention at the boarding and disembarking ends, viewed in the direction 
of driving, wherein the handrail piece 1 has a trapezoid cross-sectional 
form, and wherein the gap .DELTA. between the side of the handrail piece 
201 and the side of the cover 203' has a tendency of widening at the 
position of the cover 203' at the rotating portion in accordance with the 
embedding due to the gap with the cover 203 in the transporting zone, thus 
preventing fingers or hair getting caught therein. 
As described above, the present invention is simple in construction, and 
there is no need to re-grasp the handrail in accordance with the change in 
speed. 
Also, the slit in the cover through which the variable-speed handrail 
pieces pass is securely closed off with the stretching linking member so 
foreign material falling therein is prevented, and the arrangement is such 
that the handrail is of a trapezoid cross-sectional form in which the 
handrail pieces are embedded by covering with the cover at the boarding 
and disembarking ends, thus preventing fingers or hair getting caught 
therein at the boarding and disembarking ends. 
Description of an embodiment of the second handrail device will be made 
with reference to the drawings. 
FIG. 34 is a schematic enlarged side view of the railing portion to which 
are provided the handrail pieces of the variable-speed passenger conveyer 
according to the present invention, wherein the transporting line A is 
comprised of an acceleration zone S1 in which the handrail piece is 
gradually accelerated from the boarding end, a high-speed zone S2, and a 
deceleration zone S3 in which the handrail piece is gradually decelerated 
toward the disembarking end. 
The return line B is comprised of an inversion portion S4 at which the 
handrail is inverted, an acceleration zone S5, a high-speed zone S6, a 
deceleration zone S7 in which the handrail piece is gradually decelerated, 
and an inversion portion S8 heading toward the boarding end. 
A driving chain 301 is provided to the aforementioned high-speed zone S2, 
and the handrail piece is driven at high speed by sprockets 302. One of 
the sprockets 302 has the same motor as an not shown sprocket of the lower 
pallet transporting line, and is driven synchronously with the high speed 
of the palettes. 
FIG. 35 is a schematic plan view of a guide rail for decreasing the speed 
of the handrail pieces provided to the aforementioned deceleration zones 
S3 and S7 according to the present invention. 
In FIG. 35, 303 denotes a handrail piece, and 304 is a running rail for 
guiding the handrail piece 303, with the aforementioned running rail 304 
being provided in loop fashion over the entire area of the transporting 
line A in FIG. 34 and the return line B thereof. 
305 denotes a standard guide rail also provided to the aforementioned 
running rail 304, with the standard guide rail also being provided in loop 
fashion over the entire area of the transporting line A and the return 
line B as with the running rail 304. 
306 is a side guide rail, the spacing thereof with the standard guide rail 
changing in the acceleration/deceleration zones S1, S3, S5, and S7, and 
this spacing being the same at the inversion portions S4 and S8. 
Incidentally, there are no side guide rails 306 provided to the high-speed 
zones S2 and S6. 
307 is a link, and these links are formed in V-shaped arrangements between 
the standard guide rail 305 and the side guide rail 306 in a continuous 
manner over the entire range of the transporting line and the return line 
in a loop. 
Provided to the aforementioned link 307 to the side toward the standard 
guide rail 305 is a standard guide roller 308 engaged with the handrail 
piece 303, and provided to the side guide rail 306 is a side guide roller 
9, each being guided by the standard guide rail 305 and the side guide 
rail 306. 
Incidentally, it is advantageous to also provide a link 307' and a standard 
guide roller 308' between the handrail pieces 303 and 303 to form a 
continuous link system, since the spacing between the standard guide rail 
305 and side guide rail 306 can be formed narrow, thereby enabling design 
with the width of the handrail portion being narrow. 
As shown in the Figure, in the deceleration zones S3 and S7, the side guide 
rail 306 is provided so that the spacing with the standard guide rail 305 
gradually increases toward the transporting direction (arrow). 
Accordingly, the angle formed alternately by the links 307 becomes an 
acute angle as the spacing between the standard guide rail 305 and the 
side guide rail 306 increases, the spacing between the handrail pieces 303 
and 303 becomes closer, and thus a low-speed state can be created. 
Also, in the acceleration zones S1 and S5, the spacing between the side 
guide rail 306 and the standard guide rail 305 gradually narrows toward 
the transporting direction, conversely, and the angle formed alternately 
by the links 307 with the handrail pieces being moved in that state 
becomes an obtuse angle, the spacing between the handrail pieces 303 and 
303 increases, and thus a high-speed state can be created. 
Variable-speed passenger conveyers are different from conventional 
passenger conveyers in that the speed at the boarding and disembarking 
ends is low, and the speed at the intermediate portion is high. 
Accordingly, acceleration occurs as a matter of course at the 
acceleration/deceleration zones at which the speed changes from low speed 
to high speed, or from high speed to low speed. This acceleration affects 
the ease of ride of the passengers on the conveyer, and the greater the 
acceleration is, the greater the discomfort in ride of the passengers is. 
It is desirable that the acceleration generated at the 
acceleration/deceleration zones be as small as possible, i.e., that the 
acceleration in the acceleration/deceleration zones be a constant 
acceleration. Also, it is desirable that the position relation of the 
conveyer portion and the handrail portion match, meaning that the handrail 
portion must have the same acceleration as the conveyer portion. 
According to the handrail portion of the variable-speed passenger conveyer 
according to the present invention, the factor controlling the 
acceleration is the form of the side guide rail. 
Accordingly, analyzing the change in acceleration of the handrail piece 
upon change of the form of the side guide rail is extremely important in 
optimal design of the acceleration of the handrail piece. 
Let us now consider the speed and acceleration of the handrail piece 303 as 
to the side guide rail 306. 
As shown in FIG. 35, a coordinate system (X, Y) is placed on a plane formed 
of the standard guide rail 305 and side guide rail 306, with the width 
factor of the side guide rail 306 as viewed from the standard guide rail 
305 (i.e., side guide form function) as G (X). 
Considering the link guide system to be a fluid system, the following 
relational expression, Expression (16) holds: 
##EQU14## 
wherein; V.sub.L, V.sub.H : speed of handrail piece 303 in low speed and 
high speed zones 
G.sub.L, G.sub.H : value of side guide shape function G (X) in low speed 
and high speed zones 
L: length of link 
The driving system for the railing shown in FIG. 34 pulls the handrail 
pieces by means of a chain in the high-speed zones S2 and S6, so the speed 
V.sub.H of the handrail piece in the high-speed zone is constant. Using 
the handrail piece speed V.sub.H as a standard, generalizing the 
aforementioned Expression (16) for application to all zones yields the 
following Expression (17) which is an approximate expression for the speed 
V(x) of the handrail piece 303. 
##EQU15## 
Also, an approximate expression for the acceleration a(x) can be obtained 
by time-differentiation of Expression (17), yielding the following 
Expression (18). 
##EQU16## 
In the event that the certain speed change ratio (speed of high-speed 
zone/speed of low-speed zone) has been obtained using Expression (16), a 
relational expression can be obtained for the form design variables L, 
G.sub.L, and G.sub.H of the link guide system of the handrail, and an 
approximate value for the speed and acceleration of the handrail piece can 
be obtained using Expression (17) and Expression (18). 
The speed and acceleration of the handrail piece obtained using Expression 
(17) and Expression (18) are only approximate values, and it is necessary 
to obtain the speed and acceleration of the handrail piece using a model 
which is closer to the actual link guide system of the handrail. 
With the X coordinate (roller position) of the standard guide rollers 8 and 
8' as X.sub.i, the following Expression (19) holds between the i+1-th 
roller position X.sub.1+1 and the i-th roller position X.sub.i : 
##EQU17## 
In Expression (19), G.sub.ij+1 represents G((X.sub.i+1 +X.sub.i)/2). 
Time-differentiation of Expression (19) yields the following Expression 
(20): 
##EQU18## 
In Expression (20), V.sub.i represents the i-th roller speed. 
Time-differentiation of Expression (20) yields the following Expression 
(21): 
##EQU19## 
In Expression (21), a.sub.i represents the i-th roller speed. Expression 
(19) is used to asymptotically obtain the roller position X.sub.i. 
Expression (20) and the roller position X.sub.i is used to asymptotically 
obtain the roller speed V.sub.i. 
Expression (21), roller position X.sub.i, and roller speed V.sub.i are used 
to asymptotically obtain the roller acceleration a.sub.i. 
Since there is the component d.sup.2 G(X)/dX.sup.2 in the Expression (21) 
representing the roller acceleration, the side guide form function G(X) 
must be a function which has at least a second-order derivative value of 
the side guide form function G(X), i.e., at least a C.sup.1 class 
continuous function. FIG. 36 shows a C.sup.1 class continuous side guide 
form function. The broken line is the basic design line of the guide 
comprised of segments, and the solid line is the side guide form function 
G(X). 
The GH area is the high-speed zone of the design line, the GC area is the 
acceleration/deceleration zone of the design line, and the GL area is the 
low-speed zone of the design line. Inserting arcs with a certain curvature 
radius to area boundary points GP1 and GP2 in the basic design line of the 
guide forms the side guide form function G(X). In the areas GL1, GL2, and 
GL3, the side guide form function G(X) is a straight line, and in the 
areas GC1 and GC2 the side guide form function G(X) is an arc with a 
radius R. 
FIG. 37, FIG. 38, and FIG. 39 represent graphs of the acceleration of the 
handrail pieces. The speed V.sub.H of the handrail piece in the high-speed 
zone is 1200 mm/s. The solid line represents the acceleration (numerical 
value solution) of the handrail piece obtained using Expression (21), and 
the broken line represents the acceleration (approximation analysis) of 
the handrail piece obtained using Expression (18). 
The dimensions of the guide link system are as follows: length GC of the 
acceleration/deceleration zone=3400 mm; side guide form function value 
G.sub.H at the high-speed zone=80 mm; side guide form function value 
G.sub.L at the low-speed zone=135.1 mm; and link length=153.5 mm. Graphs 
represent the acceleration of the handrail piece when R is 10000 mm, 20000 
mm, and 30000 mm. The numerical value solution vibrates (oscillates) above 
and below the approximation analysis. The smaller R is, the greater the 
oscillation of the numerical value solution is. However, the greater R is, 
the smaller the maximum acceleration of the handrail piece is, but the 
greater R is the greater the manufacturing cost is, so it is appropriate 
to set R=20000 mm from both perspectives of the maximum acceleration of 
the handrail pieces and the manufacturing cost thereof. 
Taking into consideration the side guide optimal form function G*(X) at 
which the greatest acceleration of the handrail piece is minimal, the side 
guide optimal form function G*(X) is defined as being a side guide form 
function wherein the acceleration of the handrail piece is constant in the 
acceleration/deceleration zones. This is represented in the 
differentiation equation of the following Expression (22), boundary 
conditions. 
##EQU20## 
EQU G*(GP1a)=G.sub.L 
EQU G*(GP2a)=G.sub.H (23) 
G*(X) which is obtained from the aforementioned Expression (22) and 
Expression (23) is connected by C.sup.0 class continuation at boundary 
points GP1a and GP2a with low-speed zone guide and high-speed zone guide, 
but is not connected by C.sup.1 class continuation. This G*(X) cannot 
solve the numerical value solution of the acceleration of the handrail 
piece in Expression (21). Also, the offset component of the acceleration 
of the handrail piece is of a matter reduced, but the oscillating 
component becomes very great, and consequently, the minimum value of the 
maximum acceleration of the handrail piece becomes extremely great. 
Using a weak format differentiation equation expression instead of a strong 
format differentiation equation expression such as Expression (22) and 
Expression (23) for representing the side guide optimal form function 
G*(X) yields the pan-function minimization problem of the following 
Expression (24), boundary conditions. 
##EQU21## 
EQU G*(GP1a)=G.sub.L 
EQU G*(GP2a)=G.sub.H 
##EQU22## 
Substituting Expression (18) into a(x) in Expression (24) yields the 
following Expression (26): 
##EQU23## 
Expression (26) is a definitive expression the same as a third order spline 
function, and thus Expression (27) holds, and G*(X) can be obtained: 
##EQU24## 
In Expression (27), the right side of the first expression represents a 
third order spline function, x.sup.(i) represents the X coordinate of the 
control point of the side guide optimal form function, and N represents 
the number of control points. Since the number of expression for boundary 
conditions in Expression (25) is four, four control points is sufficient, 
but in order to further minimize the maximum acceleration of the handrail 
the number of control points N will be increased to six, and the 
conditions of the following Expression (28) added to obtain a third order 
spline function. 
##EQU25## 
Also, the values of the control points are as shown in the following 
Expression (29): 
EQU {x.sup.(1) x.sup.(2) x.sup.(3) x.sup.(4) x.sup.(5) x.sup.(6) }={GP1a GP1 
GP1b GP2b GP2 GP2a} (29) 
FIG. 40 is a graph representing the acceleration of the handrail pieces. 
The speed V.sub.H of the handrail piece in the high-speed zone is 1200 
mm/s. 
The solid line represents the acceleration (numerical value solution) of 
the handrail piece obtained using Expression (21), and the broken line 
represents the acceleration (approximation analysis) of the handrail piece 
obtained using Expression (18). 
The dimensions of the guide link system are as follows: GPIa=-200; GPI=0, 
GPIb=200, GP2b=3200; GP2=3400;GP2a=3600; side guide form function value 
G.sub.L at the low-speed zone=135.1 mm; and link length L=153.5 mm. 
The approximation analysis is constant in the intermediate range of the 
acceleration/deceleration zones. The numerical value solution vibrates. 
(oscillates) above and below the approximation analysis. Based on the 
dimensions of the guide form, the one that corresponds with the 
acceleration graph of the handrail piece in FIG. 40 is the acceleration 
graph of the handrail piece in FIG. 38 (R=20000), and comparing FIG. 40 
and FIG. 38, it can be understood that the acceleration of the handrail 
piece in FIG. 40 is smaller. 
FIG. 41 is a schematic plan view of another embodiment of the 
aforementioned link 307 according to the present invention. 
The link 307 is linked from the standard guide rail 305 (the side toward 
the handrail piece 303) to the side guide rail 306 and standard guide rail 
305 in a V-shape. In this embodiment as well, the width of the handrail is 
increased somewhat, but acceleration/deceleration of the handrail pieces 
303 can be performed. Also, the speed of the hand rail piece 303, 
approximation analysis of acceleration, numerical value solution, and the 
side guide rail design method, described in the embodiment shown in FIG. 
35, can be used. 
FIG. 42 is a schematic plan view of another embodiment of the 
aforementioned link 307 according to the present invention. 
This is link guide system wherein link members 308a, link members 308a', or 
link members 309a are inserted between the links 307 of the embodiment 
shown in FIG. 35. This construction enables the link guide system to be 
further flattened. 
With the present embodiment, the speed of the handrail piece 303, 
approximation analysis of acceleration, numerical value solution, and the 
side guide rail design method, described in the embodiment shown in FIG. 
35, are somewhat different. 
Considering the link guide system shown in FIG. 42 to be a fluid system, 
the following relational expression, Expression (30) holds: 
##EQU26## 
In Expression (30), K represents the average length of link members 308a, 
308a', and 309a. 
The following Expression (31) is an approximate expression for the speed 
V(x) of the handrail piece 303. 
##EQU27## 
An approximate expression for the acceleration a(x) is represented by the 
following Expression (32). 
##EQU28## 
With the X coordinate (link member position) of the link members 308a and 
308a' as X.sub.i, the following Expression (33) holds between the i+1-th 
link member position X.sub.i+1 and the i-th link member position X.sub.i : 
##EQU29## 
Time-differentiation of Expression (33) yields the following Expression 
(34): 
##EQU30## 
Time-differentiation of Expression (34) yields the following Expression 
(35): 
##EQU31## 
Expression (33) is used to asymptotically obtain the link member position 
X.sub.i. Expression (34) is used to asymptotically obtain the link member 
position V.sub.i. Expression (35), link member position X.sub.i, and link 
member speed V.sub.i are used to asymptotically obtain the link member 
acceleration a.sub.i. 
The design method for the side guide form function G(X) in the 
acceleration/deceleration zones is the same as the case of the embodiment 
in FIG. 35. 
With the design method for the side guide optimal form function G*(X), the 
pan-function minimization problem, boundary conditions, yield the 
following Expression (36): 
##EQU32## 
EQU G*(GP1a)=G.sub.L 
EQU G*(GP2a)=G.sub.H 
##EQU33## 
Substituting Expression (32) into a(x) in Expression (36) yields the 
following Expression (38): 
##EQU34## 
Expression (38) is a definitive expression the same as a third order spline 
function, and thus the following Expression (29) holds, and G*(X) can be 
obtained: 
##EQU35## 
In Expression (39), the right side of the first expression represents a 
third order spline function, x.sup.(i) represents the X coordinate of the 
control point of the side guide optimal form function, and N represents 
the number of control points. Since the number of expression for boundary 
conditions in Expression (37) is four, four control points is sufficient, 
but in order to further minimize the maximum acceleration of the handrail 
the number of control points N will be increased to six, and the 
conditions of the following Expression (40) added to obtain a third order 
spline function. 
##EQU36## 
Also, the values of the control points are as shown in the following 
Expression (41): 
EQU {x.sup.(1) x.sup.(2) x.sup.(3) x.sup.(4) x.sup.(5) x.sup.(6) }={GP1a GP1 
GP1b GP2b GP2 GP2a} (41) 
Incidentally, The side guide rail 306 described in FIG. 35, FIG. 41, and 
FIG. 42 does not need to be provided to the high-speed zones S2 and S6. 
FIG. 43 is a side view illustrating the engagement relation between the 
driving chain 301 for high-speed driving in the high-speed zone S2 shown 
in FIG. 34 and the handrail piece 303. 
In FIG. 43, 301 denotes a driving chain, and 301a is a protrusion provided 
to the chain 1 at certain intervals. 310 is an engaging metal piece of 
which the other end engages the handrail piece 303, the recessed portion 
310a of the engaging metal piece 310 engaging with a roller 301b of the 
aforementioned protrusion 301a of the chain 301, being driven by driving 
of a sprocket 302. 
The intermediate portion of the aforementioned engaging metal piece 310 is 
integrally attached to the link member 308a of the standard guide rollers 
308 and 308, and the other end is engaged with a metal piece 303a of the 
handrail piece 303 by a roller 310b provided thereto. 
305 is a standard guide rail, for guiding the aforementioned standard guide 
rollers 308 and 308. 304 is a running rail for the handrail piece 303, and 
causes the handrail piece 303 to run by means of running rollers 303b and 
303c which are attached to the handrail piece 303. Incidentally, the 
high-speed zone S6 in FIG. 34 is also of a similar engaging construction. 
FIG. 44 is a cross-sectional view taken along line A--A in FIG. 43, and is 
a cross-sectional view of the handrail device of the variable-speed 
passenger conveyer according to the present invention. 
In FIG. 44, 303 is a handrail piece, 303b and 303c are running rollers 
which are supported by the handrail piece 303 and are provided so as to 
pinch a running rail 304 from above and below, constructed so as to 
prevent wobbling of the handrail piece 303. 
First, the aforementioned handrail piece 303 is provided to the 
transporting A side toward the passengers, and is situated in an offset 
manner such that the passengers can easily grasp it. 
305 is a standard guide rail, and 306 is a side guide rail (not provided to 
high-speed zones S2 and S6). Both guide rails 305 and 306 are integrally 
formed at portions where spacing is narrow, with a rounded protruding 
portion formed to the side thereof, and both are formed separately at 
portions where spacing is wide. At the high-speed zones, the driving chain 
301 widens the spacing of the handrail pieces 303 and 303 in order to 
create a high-speed state. Accordingly, the aforementioned side guide rail 
306 does not need to be operated, and only receive the side guide roller 
309 only for supporting the link 307, so a certain amount of wobble is 
preferable. 
310 is an engaging metal piece, and is engages the handrail piece 303 and 
is linked with the link member 308a of the standard guide rollers 308 and 
308, and further engages the protrusions 301a of the driving chain 301. 
The standard guide roller 308 having an hourglass-shaped portion 
corresponding with the rounded form of the protruding portion of the side 
of the aforementioned standard guide rail 305, and is axially borne by the 
aforementioned link 307 by a spherical bearing 307a. 
Also, 305a is a supporting table for the standard guide rail 305, and 305b 
is a guard member for restricting outside movement of the standard guide 
roller 308. The upper and lower flanges 308b and 308c of the standard 
guide roller 308 roll against the guard member 305b and standard guide 
rail 305. 
The side guide roller 309 is axially borne by the other end of the 
aforementioned link 307 with a spherical bearing 7b, and the hourglass 
portion of the side guide roller 309 fits the rounded protruding portion 
of to the side of the side guide rail 306 as described above. Axially 
supporting the link 307, standard guide roller 308, and side guide roller 
309 with a spherical bearing is advantageous in that there is no 
interference between the link 307 and the standard guide rail 305 and side 
guide rail 306 at the inverted portions S4 and S8. 
Also, the side guide rail 306 is comprised of a supporting member 306a and 
guard member 305b, and the inner side of the side guide rail 306 and guard 
member 305b roll against the upper and lower flanges 309a and 309b of the 
aforementioned side guide roller 309. 
The aforementioned supporting member 306a serves as an adjusting member for 
determining the adjustment leeway of the circumference of the links 307 at 
the acceleration/deceleration zones S5 and S7 of the return line. 
Generally, in variable-speed passenger conveyers, it is necessary to 
provide link systems which use links 307 such as described above for 
changing speed with means for forming adjustment leeway of the 
circumference of the links 307. 
With the present invention, the sideways width of the supporting member 
306a provided to the acceleration zone S5 and deceleration zone S7 of the 
return line is wide, and the distance between the standard guide rail 305 
and side guide rail 306 is narrow, thus provided some "play" so as to form 
adjustment leeway for the circumferencial length of the link 307. 
311 is a conveyer frame, and the sprocket 302 for driving the driving chain 
301 is axially borne to the aforementioned conveyer frame 311 by a shaft 
302'. Incidentally, 312 and 313 are frame covers. 
The drawing in broken lines to the right of FIG. 44 is a supposed drawing 
illustrating the positional relation of the side roller 309 at the point 
that the side guide rail 306 is widest, i.e., at the point of 
deceleration. 
FIG. 45 is an elevation view illustrating the movement of the side guide 
roller 309 in the side guide rail 306 and guard member 305b. 
309d and 309e are profiles of the side guide roller 309. In order to give a 
certain amount of clearance between the side guide rail 306 and guard 
member 305b, and the upper flange 309b and lower flange 309c of the side 
guide roller 309, internal force of the link 307 acts upon the spherical 
bearing 307b, so the side guide roller 309 tilts as shown by the profiles 
309d and 309e as to the design standard line of the standard guide roller 
which is indicated by a single-dot broken line as shown in the Figure. 
This is also true for the standard guide rail 305. 
Accordingly, the distance between the handrail pieces 303 and 303 
undesirably includes a margin of error as to the certain design value. In 
order to suppress the inclination of the standard guide roller 308 as much 
as possible, the height of the guide rail and the guide member is made to 
be at least the height of the guide roller flange portion. Also, the side 
form of the upper flange 308b and 309b and the lower flange 308c and 309c 
of the guide rollers 308 and 309 has been made to be a convex curved plane 
(arc), so as to facilitate ease of rolling upon rolling contact. 
The radius of the arc of the hourglass-shaped portion 390 of the standard 
guide roller has been made to be greater than the radius of the arc of the 
protrusion 360 of the guide rail 306, in order to provide clearance. 
The protrusion 360 of the guide rail 306 is set such that the center line 
of the guide roller 309 becomes the design standard line at the point that 
the apex of the concave arc of the guide roller and the apex of the convex 
arc of the guide rail meet, so that the guide roller tilts with the center 
thereof as the axis. 
The side form of the protrusions of the aforementioned standard guide rail 
305 and the side guide rail 306 is by no means limited to a rounded form; 
rather, this may be a form with straight sides. 
FIG. 46 is a elevation view illustrating the movement of the side guide 
roller 309 in the side guide rail 306 and guard member 305b in the section 
with "play". 
As shown in FIG. 46, the side guide roller 309 tilts greatly in the side 
guide rail 306 and guard member 305b with the design standard line as the 
center thereof. This great tilting generates leeway for adjustment of the 
distance between the handrail pieces 303 and 303. The protrusion 360 of 
the guide rail is set such that the center line of the guide roller 
becomes the design standard line at the point that the apex of the concave 
arc of the hourglass-shaped portion 390 of the guide roller and the apex 
of the convex arc of the protrusion 360 of the guide rail meet, so that 
the guide roller tilts with the center thereof as the axis. 
In designing the length of the section of play S.sub.a, the full 
circumference margin of error .DELTA.L.sub.12345678 of the handrail piece 
303 in each of the zones S1, S2, S3, S4, S5, S6, S7, and S8 (converted as 
the full-circumference margin of error in the high-speed zone) is obtained 
by using mechanism analysis means such as shown in FIG. 45 to calculate 
the amount of wobble of the guide roller and obtain the full circumference 
margin of error from this amount of wobble by using Expression (33). A 
certain length of section of play S.sub.a is decided upon beforehand, and 
the leeway of adjustment .DELTA.L.sub.a of the handrail piece 303 in each 
of the play zones S5 and S7 (converted as the leeway of adjustment in the 
high-speed zone) is obtained by using mechanism analysis means such as 
shown in FIG. 46 to calculate the amount of wobble of the guide roller and 
obtain the leeway of adjustment from this amount of wobble by using 
Expression (33). The leeway of adjustment .DELTA.L.sub.a of the handrail 
piece 303 is obtained while changing the length of the section of play 
S.sub.a. The full circumference margin of error .DELTA.L.sub.12345678 of 
the handrail piece 303 is multiplied by a safety ratio S to yield the full 
circumference margin of error .DELTA.L of the handrail piece 303. If the 
length of the section of play S.sub.a is such that the following 
Expression (42) holds, this means that there is sufficient leeway in the 
play section. 
EQU .DELTA.L.sub.a (S.sub.a).OR right..DELTA.L (42) 
Also, the minimum section of play S.sub.a in which the Expression (42) 
holds is the limit for the length of the section with play. 
FIG. 47 is a partial cross sectional plan view of the variable-speed 
passenger conveyer handrail device according to the present invention. 
In FIG. 47, 303 is a handrail piece, and 314 is a handrail cover provided 
between the handrail pieces 303 and 33, and is formed of a flexible 
material such as accordion bellows form, capable of withstanding the 
separation distance of the handrail pieces 303 and 303. 
The standard guide rollers 308 and 308 at the end of the links 307 are 
axially supported by the link member 308a and guided by the standard guide 
rail 305, and the side guide rollers 309 and 309 at the other end of the 
links 307 are axially supported by the link member 309a and guided by the 
side guide rail 306. Further, the guide rollers 308' and 308' at the 
handrail cover 314 portion are linked by a similar link member 308a'. 
Also, the standard guide rollers 308 and 308 and the side guide rollers 309 
and 309 are provided in units of two, improving tracing of the standard 
guide rail 305 and side guide rail 306, and also not doing away with 
derailing. Also, there is the advantage in that the upper plane of the 
handrail is maintained flat. 
FIG. 48 is a side view of the variable-speed passenger conveyer handrail 
device according to the present invention as viewed from the railing side, 
with an offset provided between the handrail piece 303 and handrail cover 
314, so that the passengers can grasp the handrail piece 303 in a sure 
manner. 
The present invention is as described above, and has the following 
advantages: 
(1) The link is formed in a V-shape within a plane, so transmission of 
force at the inversion portion of the handrail is smooth, and there is no 
interference between the standard/side guide rollers and the handrail and 
link. 
(2) The standard/side guide rails are formed as smooth curves, so the 
acceleration of the handrail pieces is suppressed to a low level, and 
discomfort when holding the handrail piece can be relieved. 
(3) A high-speed state is created in the high-speed zone only by the 
opening operation of the claw spacing of the driving chain, so there is no 
griding of links and the like and smooth movement speed of the handrail 
piece can be obtained. 
(4) Adjustment of the circumferential length of the link (length in the 
direction of transportation) is performed along the return line, so 
adjustment of the link is easy when installing, and automatic adjustment 
is performed during operation. 
(5) Supporting structures such as the link linkage portion, guide rollers, 
and the like are supported by the guide rail via engaging metal pieces 
from the handrail piece, so the structure is sure.