Handrail tightness monitoring device for a passenger transportation device

Abstract

The invention relates to a handrail tightness monitoring device (41) for a passenger transportation device (1) designed as a moving walkway or escalator. The handrail tightness monitoring device (41) has at least one distance sensor (34) and a signal processing unit (47). Measurement signals (M) detected by the distance sensor (34) can be processed and evaluated in the signal processing unit (47). In the signal processing unit (47), a vibration frequency (f) of a scanned handrail (15) of the passenger transportation device (1) can be determined on the basis of a signal curve (MV) of the measurement signals (M), which vibration frequency can be compared with at least one lower threshold value (US) and / or an upper threshold value (OS), an alarm signal (Z) being generated if the lower threshold value (US) is undershot or a warning signal (W) being generated if the upper threshold value (OS) is exceeded.

Description

TECHNICAL FIELD

[0001] The invention relates to a continuously conveyed, stepable passenger transportation device designed as an escalator or moving walk. BACKGROUND

[0002] Escalators and moving walks are used to transport passengers standing on the tread units, such as tread steps or pallets, within a building or a construction.

[0003] Each side of an escalator or moving walk has a moving handrail. This serves to enable passengers to grasp one of the handrails of the escalator or moving walk in order to maintain their balance and not to fall. For example, if a passenger is suddenly pushed by another passenger or the escalator or moving walk is suddenly stopped, the passenger can lose his balance. There is also a certain risk of falling in the transition between the horizontal running section and the inclined running section of an escalator between the entry and exit zones, if the steps move vertically relative to one another and the passenger on the preceding step has his toes just on the edge of the step.

[0004] However, the handrail must be moved as synchronously as possible with the tread belt or pallet belt. Since the handrail or handrail is usually driven by a friction drive, the handrail must be sufficiently pre-tensioned against the friction wheel so that the friction between the handrail and the friction wheel of the handrail drive is sufficiently high to prevent slipping between these two friction pairs.

[0005] In order to tension the handrail, for example, JP 2008063056 A describes a handrail tensioning device with a tensioning element. Due to wear and tear and shrinkage phenomena and constant bending changes during operation, the handrail becomes longer and must therefore be tensioned from time to time. In order to detect the time for the renewed tensioning, a push button is built into the handrail tensioning device, which scans the end position of the tensioning element and immediately sends a signal to the control device of the passenger transportation device when the end position has been reached and the handrail must be tensioned again. The problem with this device is that the point in time for the renewed tensioning is only shown when necessary, but the possible date of maintenance cannot be predicted.

[0006] Furthermore, the handrail pre-tensioning force cannot be too great, otherwise the handrail would press too much on the guide rollers and guide profiles that guide the handrail, which would increase the energy required for moving the handrail and the associated wear of these components would be great. The use of this push button also does not allow an excessive handrail pre-tensioning to be detected. SUMMARY

[0007] It was therefore an object of the present invention to achieve a more meaningful and precise determination of the existing handrail pre-tensioning.

[0008] The object is achieved by a handrail tightness monitoring device for a passenger transportation device designed as a moving walkway or escalator. To this end, the handrail tightness monitoring device has at least one distance sensor and a signal processing unit. The measurement signals detected by the distance sensor can be processed and evaluated in the signal processing unit, wherein in the signal processing unit the vibration frequency of the scanned handrail of the passenger transportation device can be determined on the basis of the signal profile of the measurement signals. The determined vibration frequency can be compared at least with a lower threshold value, and if the lower threshold value is undershot, an alarm signal is generated.

[0009] In other words, similar to a vibrating string, the handrail pretension is evaluated from the vibration behavior of the handrail. The known parameters here are the length of the free overhang of the handrail, its structure, dimensions and the material used, and the measurement parameters of the vibration frequency and possibly the amplitude level. The parameter to be determined is the handrail pretension. The greater the handrail pretension, the higher the handrail vibration frequency, and vice versa. As soon as the determined vibration frequency falls below the lower threshold value, the minimum pretension of the handrail is too low, which can lead to a slip between the aforementioned friction partners. From the vibration behavior or the changing vibration frequency, a changing trend can also be recognized which can be extrapolated. Using this extrapolation, it is possible to predict when the lower threshold value will be reached and the handrail must be retensioned. This makes it easier to plan maintenance.

[0010] The handrail is preferably excited to vibrate by its movement during the conveying operation. If necessary, the excitation of the vibration can be assisted by suitably designed means, for example a short-time switched-on alternating magnetic field, since the handrail usually has a tensioned carrier made of steel strand.

[0011] The lower threshold value is a reference value which represents the minimum handrail pretension required. The lower threshold value and the upper threshold value introduced further below are preferably determined by a test after assembly of the passenger transportation device and can then be used for all identical or even possibly structurally similar passenger transportation devices. Of course, the threshold values can also be determined specifically for each finished passenger transportation device and can be stored, for example, in a storage medium of the signal processing unit and retrieved therefrom. Thanks to the lower threshold value, with the aid of the operating state information (whether the passenger transportation device is stationary or in conveying operation), a handrail failure (tear) can be recognized immediately and appropriate measures initiated, for example an emergency stop of the passenger transportation device.

[0012] As already mentioned, the determined vibration frequency can also be compared with at least one upper threshold value, and if the upper threshold value is exceeded, a warning signal is generated. The upper threshold value represents the maximum permissible handrail pretension.

[0013] In order to be able to install the handrail tightness monitoring device in the passenger conveyor, the passenger conveyor preferably has a holder for the distance sensor, wherein the holder can be fitted on a stationary component of the passenger conveyor. The holder can be designed in such a way that in the operating state of the handrail tightness monitoring device the distance sensor points towards the handrail support surface or the back of the handrail in the freely hanging region of the handrail. The handrail support surface is the broad surface of the handrail on which the user places his hand and grips the two sides of the handrail with his thumb and fingers. The back of the handrail is usually provided with a smooth fabric so that the back of the handrail can slide as well as possible over the surface of the guide profile. By this arrangement the handrail support surface or the back of the handrail moves towards or away from the sensor. The continuously detected measurement values of the distance sensor result in a measurement value curve which reflects the vibrations occurring on the handrail. The continuously detected measurement values can also be understood as being detected in discrete steps at a fast pace, resulting in a measurement value curve which is meaningful and evaluable.

[0014] In order to simplify the installation, the holder can have an adjustment mechanism for aligning the distance sensor relative to the handrail support surface or the back of the handrail. During the installation the distance sensor can be aligned with the handrail in such a way that on the one hand the distance can be continuously detected sufficiently accurately and on the other hand the handrail does not collide with the distance sensor when it reaches the minimum pretensioning and thus the maximum amplitude.

[0015] For example, a TOF camera, an infrared distance sensor, a laser distance sensor, an ultrasonic sensor with a propagation time detection mechanism or a radar sensor can be used as a distance sensor. In principle, any sensor can be used which can record vibrations as a distance signal curve.

[0016] The signal processing unit of the handrail tightness monitoring device can be implemented, for example, in the distance sensor, in the controller of the passenger conveyor or in a data cloud. In other words, the signal processing unit is not bound to a specific location, but it must be connected to the distance sensor by a cable and / or a wireless signal transmission or at least be able to connect periodically.

[0017] As soon as the signal processing unit determines that the lower threshold is undershot or the upper threshold is exceeded, the signal processing unit can output an alarm signal and / or a warning signal. This alarm signal and / or warning signal can be transmitted to the controller of the passenger conveyor. Thereby it is possible to influence the travel operation of the passenger conveyor in such a way that the passenger conveyor is immediately stopped, the travel speed is reduced or a waiting point is awaited until another sensor only records a small number of users and then the escalator is switched off for the corresponding maintenance work.

[0018] Each passenger conveyor preferably has a handrail tightness monitoring device for each handrail thereof.

[0019] Furthermore, the handrail tightness monitoring device can have a signal transmission device or can be connected to a signal transmission device, by means of which at least the detected signal curve of the measurement signal can be transmitted to the digital avatar data set of the personnel transport device.

[0020] In other words, in parallel to the actually existing personnel transport device, there can be a digital avatar data set which virtually mirrors the personnel transport device. In this case, the measurement signals or signal curves generated by the distance sensors can be transmitted to the digital avatar data set by means of the signal transmission device. By processing these measurement signals and signal curves in combination with the data of the digital avatar data set, the dynamic processes of the personnel transport device in operation can be simulated and displayed in real time on the digital avatar data set.

[0021] The digital avatar data set contains the characteristic properties of the components of the real personnel transport device in a machine- processable manner. The digital avatar data set is built from the component model data set, wherein data determined by measuring the characteristic properties of the real personnel transport device after assembly and installation in the building structure are included.

[0022] The characteristic properties of the real components can be the geometric dimensions of the components, the weight of the components and / or the surface properties of the components. The geometric dimensions of the components can be, for example, the length, width, height, cross-section, radius, roundness, etc. of the components. The surface properties of the components can include, for example, the roughness, texture, coating, color, reflectivity, etc. of the components. However, the characteristic properties can also be dynamic information, such as motion vectors of the component model data set, indicating the direction and speed of their movement relative to the surrounding component model data sets or static reference points of the digital avatar data set.

[0023] The characteristic properties can be related to individual components or groups of components. For example, the characteristic properties can be related to individual components, from which larger, more complex groups of components are assembled. Alternatively or additionally, the properties can also relate to more complex devices assembled from a plurality of components, such as drive machines, gear devices, conveyor chains, etc.

[0024] The signals from the distance sensors are transmitted as measurement data to the digital twin data set and the characteristic properties of the component model data sets related to the transmitted measurement data are re-determined using a rule set. The characteristic properties of the respective component model data sets are then updated to the newly determined characteristic properties. Specifically, for example, the vibration frequency and amplitude measured by the distance sensors can be transmitted to the component model data sets representing the handrail and the component model data sets guiding the handrail and the guide profile and the guide rollers. Thereby, for example, in the case of the digital twin data set being reflected on a screen as a virtual representation, all dynamically moveable component model data sets can behave identically to the physical components in the physical personnel transportation device at the point in time of the detection of the signals. Interactions of the component model data sets can be simulated from the movements of the component model data sets and the forces acting on the components can be determined using corresponding known calculation programs from the fields of physics, mechanics and material strength.

[0025] Thereafter, changes and trends in changes in the real-time updated characteristic properties of the circumferentially arranged handrail and their effects on the handrail and the components interacting with the handrail can be tracked and evaluated by means of the digital twin data set by calculation and / or by static and dynamic simulation. Thus, the maintenance times can be determined very precisely and, if necessary, a list of components that have to be replaced due to wear and interaction with the handrail can also be created. Of course, dynamic processes that exceed limit values can also be evaluated on the digital twin data set, for example in the case of a constantly escalating resonance.

[0026] The invention also comprises a method for processing and evaluating the measurement signals from the above-mentioned handrail tightness monitoring device. In this case, the vibration frequency of the scanned handrail is determined in the signal processing unit on the basis of the signal curve of the measurement signals and the determined vibration frequency is compared with at least one lower threshold value. Depending on the comparison (trend in the change in the vibration frequency) and the difference from the lower threshold value, it can be determined, for example, when the handrail has to be retensioned. If the lower threshold value is undershot, a warning signal is generated, which is transmitted, for example, to the controller of the personnel transportation device for further processing. For example, this can stop the drive and send a message to the maintenance center.

[0027] The determined vibration frequency can also be compared in the signal processing unit with at least one upper threshold value, if the upper threshold value is exceeded a warning signal is generated. Based on the warning signal, the drive does not necessarily have to be stopped. However, in order to avoid excessive wear, the signal processing unit can send a message, for example, to the mobile phone of the maintenance worker who has just excessively retensioned the handrail.

[0028] In order to verify the vibration frequency on the basis of the signal curve of the measurement signal, a number of successive amplitude heights of the vibrating handrail can also be determined and can be compared with a height limit value and a number limit value. If a certain number of amplitudes exceeds the height limit value, this proves that the vibration frequency or the handrail pretension is too low.

[0029] As already mentioned, the detected signal curve can be transmitted to the digital twin data set of the personnel transportation device, and the reaction of the vibrating handrail on other components of the personnel transportation device can be determined using static and dynamic simulations.

[0030] Since the pulling force in the handrail differs depending on the direction of rotation, on the basis of the friction conditions and the position of the handrail drive relative to the position of the distance sensor, the vibration frequency of the handrail is usually related to the direction of travel. The threshold value can therefore be determined in relation to the direction of travel.

[0031] It is noted that some of the features and advantages of the application are presented in reference to different embodiments. A person skilled in the art recognizes that these features can be combined, modified or exchanged in a suitable manner to realize further embodiments of the application. BRIEF DESCRIPTION OF DRAWINGS

[0032] Embodiments of the application are described below with reference to the accompanying drawings, which and the description are not to be interpreted as limiting the application.

[0033] Figure 1 The most important components or parts of an escalator, in particular its handrail and handrail tensioning device, as well as the components of the handrail tightness monitoring device with distance sensor according to the application are schematically shown.

[0034] Figure 2 The handrail tensioning device and the distance sensor of the handrail tightness monitoring device of a personnel transportation device as shown in Fig. Figure 1

[0035] Figure 3A The virtual signal curve of the measurement signal of the distance sensor as shown in Fig. Figure 1 and Figure 2

[0036] Figure 3B Possible evaluation schemes for the measurement signal as shown in Fig. Figure 3A

[0037] The drawings are merely schematic and not to scale. Identical reference signs denote like or acting similar features in the various drawings. DETAILED DESCRIPTION

[0038] Figure 1 ​​​The most important components or members of a passenger transportation device 1 configured as an escalator are schematically shown. The passenger transportation device has a load bearing structure 3, which is shown by a contour line, which is arranged between two support points 5, 7 of a building structure 9. The load bearing structure 3 accommodates further components of the passenger transportation device 1, such as a conveyor belt 11 guided in the load bearing structure 3 in a circumferential direction, two balustrades 13 each having a circumferential handrail 15 (only one balustrade 13 is shown), a drive unit 17 for driving the conveyor belt 11 and the handrails 15, and a controller 19 connected to the drive unit 17 by a signal line 49 for controlling the drive unit 17.

[0039] In the present example, the return section 21 of the handrail 15 is guided in the balustrade base 25 by guide rollers 27, while the forward section 23 of the handrail is guided on a guide profile 29 (see Figure 2 , cross section A-A). The part of the handrail 15 that is visible to the user and thus graspable is the forward section 23, while the return section 21 is hidden in the balustrade base 25.

[0040] The drive unit 17 is operatively connected to a main drive shaft 31. The conveyor belt 11 is also guided around and driven by the main drive shaft 31. The handrails 15 are driven by friction wheels 35 of a handrail drive 33, wherein these friction wheels 35 are also operatively connected to the drive unit 17 via the main drive shaft 31. In order to achieve a sufficient force transmission between the friction wheels 35 and the handrails 15, a handrail tensioning device 37 is provided. By means of the handrail tensioning device, the handrails 15 can be pre-tensioned. Like the return section 21 of the handrails 15, the handrail tensioning device 37, the handrail drive 33 and the guide rollers 27 that guide the handrails 15 in sections are also provided within the balustrade base 25.

[0041] Further, a distance sensor 43 of a handrail tightness monitoring device 41 is provided within the balustrade base 25. The distance sensor 43 is connected to the controller 19 of the passenger transportation device 1 via a signal line 45 shown by a dashed line. As shown, a signal processing unit 47 of the handrail tightness monitoring device 41 can be arranged in the controller 19 or implemented in its electronics. However, the signal processing unit can also be implemented in the distance sensor 43 itself or even outside the physical area of the passenger transportation device 1, for example in a data cloud 95.

[0042] In order to be able to detect vibrations of the handrails 15, the distance sensor 43 is arranged in a free overhang area 57 of the handrails 15, preferably between two guide rollers 27. Depending on the existing handrail pre-tensioning force, the handrails produce different degrees of sagging within the free overhang area 57. When properly tensioned, the handrails will sag slightly, as shown by a solid line 51. If too tight, the handrails tend to be in the position shown by a dashed line 53, and if too loose, the handrails are in the position shown by a dashed line 55.

[0043] Figure 2 Show Figure 1 The diagram shows an enlarged view of the handrail tensioning device 37 and distance sensor 43 of the handrail tension monitoring device 41 of the personnel transport equipment 1. The handrail tensioning device 37 comprises a roller frame 69 with pressure rollers 67, a main shaft 63, an adjusting nut 65, and a support member 61. The support member 61 is fixed to a stationary component 81 of the personnel transport equipment 1, for example, by screws to the upper chord of the load-bearing structure 3 in the illustrated example. The main shaft 63, firmly connected to the roller frame 69, can be adjusted relative to the support member 61 by the adjusting nut 65, thereby applying the required handrail preload to the handrail 15. Of course, handrail tensioning devices 37 of different designs, such as those with spring elements, can also be used. However, such handrail tensioning devices 37 must be re-tensioned frequently.

[0044] The handrail tension monitoring device 41 has a bracket 71, which is also mounted on the upper chord of the personnel transport equipment 1 or a stationary component 81. The bracket 71 is designed such that, when the handrail tension monitoring device 41 is in operation, its distance sensor 43, more specifically the sensor head 77 of the distance sensor 43, points in the free-hanging area 51 of the handrail 15 towards the handrail support surface 83 or the back surface 85 of the handrail 15. Furthermore, the bracket 71 has adjustment mechanisms 73, 75 for aligning the distance sensor 43 relative to the handrail support surface 83 or the back surface 85 of the handrail 15. In this embodiment, these adjustment mechanisms 73, 75 are also adjusting nuts 75 and elongated screw connectors 73 for securing the distance sensor, so as to mount and align the bracket 71 onto the stationary component 81.

[0045] The distance sensor 71 must be able to perform a series of rapid distance measurements, that is, detect the changes in distance caused by vibration (indicated by double arrows 87, and the deflection of the handrail in the free-hanging area 51 is indicated by dashed lines) as measurement signals and their signal curves. Different distance sensors 71 are suitable for this purpose, such as TOF cameras, infrared distance sensors, laser distance sensors, ultrasonic sensors with time-of-propagation detection mechanisms, or radar sensors.

[0046] As already mentioned, the measurement signal and its signal curve are transmitted to the signal processing unit 47, for example, via signal line 45. Of course, instead of signal line 45, wireless transmission can also be performed, for example, via Bluetooth connection.

[0047] The signal processing unit 47 can itself be arranged within the distance sensor 71. However, as Figure 1The signal processing unit can also be integrated in the controller 19 of the passenger conveyor 1, as shown. Furthermore, the signal processing unit 47 can also be implemented in a data cloud and carry out the necessary evaluations there. Furthermore, the handrail tightness monitoring device 41 can have a communication mechanism 89 or can be connected to a communication mechanism 89 via which at least the detected signal curve of the measurement signal can be transmitted to the digital twin data set 101 of the passenger conveyor 1.

[0048] Possible evaluation schemes for the measurement signal M and the signal curve MV are shown in Figure 3A and Figure 3B . Figure 3A The virtual signal curve MV of the measurement signal M of the distance sensor 43 shown in Figure 1 and Figure 2 is shown.

[0049] The illustrated signal curve MV shows a low amplitude A and a high vibration frequency f from the left. Over the operating time t, a loss of the pretension on the handrail 15 occurs due to shrinkage phenomena in the handrail material and due to wear. As a result, the vibration amplitude of the handrail 15 becomes larger and larger, so that the vibration frequency f decreases and the amplitude height H of the amplitude A increases. Of course, the loss of pretension does not occur within a few vibrations, but rather over a long period of time.

[0050] Figure 3B The frequency curve FK determined from the signal curve MV and the upper threshold value OS and the lower threshold value US are shown. From the left, the measured vibration frequency f is so high that the frequency curve FK exceeds the upper threshold value OS. As a result, the handrail 15 is over-tensioned, so that a warning signal W is generated in the signal processing unit 47 and transmitted, for example, to the mobile phone of the service person, so that the service person sees immediately after the handrail 15 has been re-tensioned that the handrail pretension is too large. The service person can then reduce the handrail pretension to a value below the upper threshold value OS. Of course, it is also possible to transmit the warning signal W to Figure 1 the controller 19 of the passenger conveyor 1 shown, so that the travel operation of the passenger conveyor 1 is stopped after a few seconds.

[0051] Due to the continuous operation of the passenger conveyor 1, the handrail pretension is continuously reduced, resulting in a decrease in the vibration frequency f and an increase in the amplitude height H. At a certain point in time, the vibration frequency f is below the lower threshold value US, and the signal processing unit 47 outputs an alarm signal Z. The lower threshold value US is set such that, in the case of a normal load of the handrail 15, there is just no slip between the friction wheel 35 of the handrail drive 33 and the handrail 15 (see Figure 1 ). The lower threshold value US can be determined, for example, by testing, but can also be calculated from the geometry of the handrail drive 33, the friction coefficients between the handrail 15 and the various friction partners along the entire handrail guide route and the handrail pretension.

[0052] Since the tension in the handrail 15 differs depending on the direction of travel, based on the friction conditions and the position of the handrail drive 33 and the handrail tensioning device 37 relative to the position of the distance sensor 71, the vibration frequency f of the handrail 15 is related to the direction of travel. The threshold value can therefore be determined depending on the direction of travel.

[0053] The alarm signal Z is transmitted to the controller 19 of the personnel transportation device 1 and, for safety reasons, the controller stops the travel operation of the personnel transportation device 1 until the handrail 15 has been re-tensioned again by means of the handrail tensioning device 37.

[0054] It can be seen from Figure 3A that, in order to verify the vibration frequency f, a plurality of successive amplitude heights H of the vibrating handrail 15 can be determined on the basis of the signal curve MV of the measurement signal M and compared with the height limit value HG and the number limit value n. Thus, if the handrail 15 is excited to a higher frequency of vibration as a result of external influences, for example a quick pull on the handrail 15, and as a result does not fall below the lower threshold value US, it can also be determined that the handrail pretension has reached an unallowably low level. In this particular case, the amplitude height H indicates that the handrail pretension is too low. However, a situation in which the height limit value HG is exceeded at the same time once based on the number limit value n is not taken into account, so that an alarm signal A only arises when the height limit value HG is exceeded several times within the time period considered or in several successive amplitudes A.

[0055] Another possibility is shown in Figure 1 The measurement signal M of the handrail tension monitoring device 41 or of its distance sensor 43 and its signal curve MV are evaluated. For this purpose, a digital twin data set 101 is used, which is stored, for example, in a data processing device 95 (Cloud). This digital twin data set 101 virtually reflects the personnel transportation device 1. This means that each individual component of the personnel transportation device 1 is also reflected in the digital twin data set 101. The digital twin data set 101 is preferably structured as a component model data set 113, which is linked to each other by interface information. In other words, the components of the personnel transportation device 1 are reflected as component model data sets 113. Each of these component model data sets 113, for example the component model data set 113 of the guide roller 27, has as completely as possible all characteristic properties of the component of the real object to be imaged. In addition, the interface information present in the digital twin data set 101 serves to reflect the arrangement of the components relative to each other in three-dimensional space, their interaction with each other when forces, torques, etc. are applied and transmitted, and, if necessary, their degrees of freedom of movement relative to each other.

[0056] The digital avatar data set 101 can be downloaded from the data processing device 95 via the input / output interface 99, in the example shown a personal computer, further processed and used for the simulation 105, for example. Of course, the simulation 105 can also be carried out in the data processing device 95, wherein the input / output interface 99 can only have the function of a computer terminal.

[0057] In order to be able to carry out the simulation 105, the signals of the handrail tightness monitoring device 41 can be transmitted to the digital avatar data set 101 using the signal transmission device 89, as indicated by the double arrow 97. In addition, the simulation 105 can then be carried out by checking how the measurement signals M of the handrail tightness monitoring device 41 affect the individual virtual components of the digital avatar data set 101 represented by the component model data set 113.

[0058] During the entire execution of the simulation 105, the input / output interface 99 communicates with the data processing device 95, as indicated by the double arrow 115. Thus, the simulation 105 and the simulation result 107 can be displayed as a virtual representation 103 on the input / output interface 99. In this way, the processes occurring in the personnel transportation device 1 in operation can be displayed in real time in an evaluated form on the input / output interface 99.

[0059] Although Figure 1 and Figure 2 The personnel transportation device 1 is shown designed as an escalator, but it is clear that the application can also be used for a personnel transportation device 1 designed as a moving walkway.

[0060] Finally, it should be noted that the terms "comprising", "having" and the like do not exclude other elements or steps, the terms "one" or "said" do not exclude pluralities. Furthermore, it should be pointed out that features or steps introduced with reference to one of the above embodiments can also be used in combination with other features or steps of other above embodiments. Any reference signs in the claims should not be construed as limiting the scope.

Claims

1. A handrail tension monitoring device (41) for use in a personnel transport device (1) designed as an automatic walkway or escalator, wherein, The handrail tension monitoring device (41) has at least one distance sensor (43) and a signal processing unit (47), and the measurement signal (M) detected by the distance sensor (43) can be processed and evaluated in the signal processing unit (47), characterized in that, In the signal processing unit (47), the vibration frequency (f) of the scanned handrail (15) of the personnel transport device (1) can be determined based on the signal curve (MV) of the measured signal (M), and the determined vibration frequency (f) can be compared with at least one lower threshold (US) and / or upper threshold (OS), wherein an alarm signal (Z) is generated when the value is below the lower threshold (US), or a warning signal (W) is generated when the value exceeds the upper threshold (OS). The distance sensor (43) is capable of performing a series of rapid distance measurements, wherein the distance changes caused by the vibration of the scanned handrail (15) are detected as a measurement signal (M) and its signal curve (MV).

2. The handrail tension monitoring device (41) according to claim 1, wherein, The handrail tension monitoring device has a bracket (37) that can be mounted on a stationary component (81) of the personnel transport equipment (1). The bracket (37) is designed such that, in the operating state of the handrail tension monitoring device (41), the distance sensor (43) of the handrail tension monitoring device points to the handrail support surface (83) or back (85) of the handrail (15) in the free suspension area (51) of the handrail (15).

3. The handrail tension monitoring device (41) according to claim 2, wherein, The bracket (37) has an adjustment mechanism (73, 75) for aligning the distance sensor (43) with respect to the handrail support surface (83) or back surface (85) of the handrail (15).

4. The handrail tension monitoring device (41) according to any one of claims 1 to 3, wherein, The distance sensor (43) is a TOF camera, an infrared distance sensor, a laser distance sensor, an ultrasonic sensor with a propagation time detection mechanism, or a radar sensor.

5. The handrail tension monitoring device (41) according to any one of claims 1 to 3, wherein, The signal processing unit (47) is implemented in the distance sensor (43), the controller (19) of the personnel transport equipment (1), or in the data cloud (95).

6. The handrail tension monitoring device (41) according to any one of claims 1 to 3, wherein, The alarm signal (Z) and / or warning signal (W) can be transmitted to the controller (19) of the personnel transport equipment (1), and thereby affect the operation of the personnel transport equipment (1).

7. The handrail tension monitoring device (41) according to any one of claims 1 to 3, wherein, The handrail tension monitoring device has a communication mechanism (89) or is capable of being connected to the communication mechanism (89), through which the detected signal curve (MV) of the measurement signal (M) can be transmitted to the digital substitute data set (101) of the personnel transport device (1).

8. A personnel transport device (1) having at least one handrail tension monitoring device (41) according to any one of claims 1 to 7.

9. A method for processing and evaluating the measurement signal (M) of the handrail tension monitoring device (41) according to any one of claims 1 to 7, characterized in that, In the signal processing unit (47), the vibration frequency (f) of the scanned handrail (15) is determined based on the signal curve (MV) of the measured signal (M), and the determined vibration frequency (f) is compared with at least one lower threshold (US) and / or upper threshold (OS), wherein an alarm signal (Z) is generated when the value is below the lower threshold (US), or a warning signal (W) is generated when the value exceeds the upper threshold (OS).

10. The method according to claim 9, wherein, To verify the vibration frequency (f), multiple consecutive amplitude heights (H) of the vibrating handrail (15) are determined based on the signal curve (MV) of the measured signal (M) and compared with the height limit (HG) and the number limit (n).

11. The method according to claim 9 or 10, wherein, The detected signal curve (MV) is transmitted to the digital substitute data set (101) of the personnel transport equipment (1), and the reaction of the vibrating handrail (15) to other components of the personnel transport equipment (1) is determined by static and dynamic simulations performed with the digital substitute data set (101) applied.

12. The method according to claim 9 or 10, wherein, The thresholds (OS, US) are determined in relation to the direction of travel.

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