Drive force transmission chain inspection device, drive force transmission chain inspection method, and drive force transmission chain inspection program

Abstract

A drive force transmission chain inspection device (10) calculates a handrail movement start time (t1) and a sprocket rotation start time (t2) on the basis of an acceleration signal (s0) outputted from an acceleration detector (20) in contact with a handrail (51) of a passenger conveyance device (40), and determines whether there is any abnormality in drive force transmission chains (55, 57) on the basis of the handrail movement start time (t1) and the sprocket rotation start time (t2). The drive force transmission chain inspection device (10) performs a first process for dividing the acceleration signal (s0) into a first acceleration signal (s11) and a second acceleration signal (s12), derives a first statistic (L1) pertaining to the first acceleration signal (s11) and a second statistic (L2) pertaining to the second acceleration signal (s12), performs a second process for calculating a third statistic (L) based on the first statistic (L1) and the second acceleration signal (s12), and calculates the sprocket rotation start time (t2) on the basis of the third statistic (L).

Description

Driving force transmission chain inspection device, driving force transmission chain inspection method, and driving force transmission chain inspection program

[0001] The present disclosure relates to a driving force transmission chain inspection device, a driving force transmission chain inspection method, and a driving force transmission chain inspection program.

[0002] The driving force for driving the handrail of a passenger transport device (e.g., an escalator or moving walkway) is transmitted from a motor as a drive source to an endless belt-like handrail that moves along a handrail guide via a transmission mechanism (e.g., a sprocket and a driving force transmission chain that meshes with the sprocket). However, as the passenger transport device operates, the driving force transmission chain may stretch and become slack. If the driving force transmission chain becomes too loose, tooth skipping is likely to occur between the sprocket (gear) and the driving force transmission chain.

[0003] A technique for inspecting the slack or elongation of an escalator's drive force transmission chain is described, for example, in Patent Document 1. This technique involves installing acceleration detectors on the handrails and steps of the escalator, calculating the amount of movement of the handrail and the amount of movement of the steps by twice integrating the acceleration output from each acceleration detector, and comparing the difference between these amounts of movement with a preset threshold value to determine whether or not there is an abnormality in the drive force transmission chain.

[0004] JP 2013-49558 A

[0005] However, the above-mentioned conventional technology has the problem that, because it calculates the amount of movement of the handrail by using a double integral of the acceleration, there is a large error in the amount of movement, and the accuracy of determining whether or not there is an abnormality in the drive force transmission chain is low.

[0006] The present disclosure aims to provide a driving force transmission chain inspection device, a driving force transmission chain inspection method, and a driving force transmission chain inspection program that can improve the accuracy of determining whether or not there is an abnormality in the driving force transmission chain.

[0007] The driving force transmission chain inspection device of the present disclosure is a device that inspects a passenger transport device that transmits driving force to a handrail via a sprocket and a driving force transmission chain that meshes with the sprocket, based on an acceleration signal output from an acceleration detector that contacts the handrail, and includes a handrail movement detection unit that calculates a handrail movement start time, which is the time when the handrail starts to move, based on the acceleration signal during inspection when the driving force for moving the handrail is transmitted via the sprocket and the driving force transmission chain, a sprocket rotation detection unit that calculates a sprocket rotation start time, which is the time when the sprocket starts to rotate, during the inspection, and an acceleration detector that calculates the handrail movement start time and the sprocket rotation start time based on the handrail movement start time and the sprocket rotation start time. and a judgment unit that judges whether or not there is an abnormality in the chain, wherein the sprocket rotation detection unit performs a first process to divide the acceleration signal from the start time of the acceleration signal to the handrail movement start time using each of a plurality of boundary times into a first acceleration signal from the start time to a selected boundary time and a second acceleration signal from the selected boundary time to the handrail movement start time, obtains a first statistical quantity of the first acceleration signal and a second statistical quantity of the second acceleration signal, and performs a second process to calculate a third statistical quantity based on the first statistical quantity and the second statistical quantity, and calculates the sprocket rotation start time based on the third statistical quantity calculated for each of the plurality of boundary times.

[0008] The driving force transmission chain inspection method of the present disclosure is a method carried out by a driving force transmission chain inspection device that inspects a passenger transport device that transmits driving force to a handrail via a sprocket and a driving force transmission chain that meshes with the sprocket, based on an acceleration signal output from an acceleration detector that contacts the handrail, and includes the steps of: calculating a handrail movement start time, which is the time when the handrail starts to move, based on the acceleration signal during inspection when the driving force for moving the handrail is transmitted via the sprocket and the driving force transmission chain; calculating a sprocket rotation start time, which is the time when the sprocket starts to rotate during the inspection; and comparing the handrail movement start time and the sprocket rotation start time. and a step of determining whether or not there is an abnormality in the driving force transmission chain based on the above-mentioned. The method is characterized in that a first process is performed to divide the acceleration signal from the start time of the acceleration signal to the handrail movement start time using each of a plurality of boundary times into a first acceleration signal from the start time to a selected boundary time and a second acceleration signal from the selected boundary time to the handrail movement start time, to obtain a first statistical quantity of the first acceleration signal and a second statistical quantity of the second acceleration signal, and to calculate a third statistical quantity based on the first statistical quantity and the second statistical quantity, and to calculate the sprocket rotation start time based on the third statistical quantity calculated for each of the plurality of boundary times.

[0009] According to the present disclosure, it is possible to improve the accuracy of determining whether or not there is an abnormality in the drive force transmission chain.

[0010] 4A and 4B are schematic side and plan views showing a driving force transmission chain inspection device according to a first embodiment and a driving force transmission chain to be inspected; FIG. 4B is a block diagram showing a schematic configuration of the driving force transmission chain inspection device according to the first embodiment; FIG. 4C is a diagram showing an example of the hardware configuration of the driving force transmission chain inspection device according to the first embodiment; FIG. 4D is a diagram showing an example of an acceleration signal output from an acceleration detector in contact with a handrail and input to the driving force transmission chain inspection device according to the first embodiment; FIG. 4E is a diagram showing a speed signal calculated from the acceleration signal of FIG. 4 and the time when the handrail starts moving; FIG. 4F is a diagram showing the acceleration signal from the start time of the acceleration signal to the time when the handrail starts moving; FIG. 4C is a diagram showing a case where the maximum absolute value of the acceleration signal during a predetermined period from the start time of the acceleration signal is equal to or greater than the noise vibration threshold (i.e., when M=1); and FIG. 4D is a diagram showing a case where the maximum absolute value of the acceleration signal during a predetermined period from the start time of the acceleration signal is less than the noise vibration threshold (i.e., when M=0). 12A is a diagram showing a process of dividing an acceleration signal into a first acceleration signal of a first interval and a second acceleration signal of a second interval, and FIG. 12B is a diagram showing a likelihood obtained from a first logarithmic likelihood as a first statistical value calculated based on the first acceleration signal and a first logarithmic likelihood as a second statistical value calculated based on the second acceleration signal. FIG. 12 is a flowchart showing the operation of the driving force transmission chain inspection device according to embodiment 1. FIG. 12 is a diagram showing an example of an acceleration signal output from an acceleration detector in contact with the handrail and input to the driving force transmission chain inspection device according to embodiment 2. FIG. 12 is a diagram showing an acceleration signal from the start time of the acceleration signal in FIG. 11 to the start time of the handrail movement. FIG. 12 is a block diagram showing a schematic configuration of a determination unit of a driving force transmission chain inspection device according to embodiment 3.

[0011] The following describes a driving force transmission chain inspection device, a driving force transmission chain inspection method, and a driving force transmission chain inspection program according to embodiments, with reference to the drawings. The following embodiments are merely examples, and the embodiments can be combined as appropriate and each embodiment can be modified as appropriate.

[0012] A driving force transmission chain inspection device according to an embodiment is used to inspect (e.g., determine whether or not there is an abnormality in) a driving force transmission chain of a transmission mechanism that transmits driving force from a motor serving as a drive source to a handrail of a passenger transport device (i.e., a passenger conveyor) such as an escalator or moving walkway. The handrail of a passenger transport device is an endless belt-like member that moves along a handrail guide in the same direction as the movement of the steps, which are the moving floor surface on which passengers stand. The driving force transmission chain inspection device according to an embodiment inspects the driving force transmission chain based on acceleration signals of acceleration generated in the handrail when the handrail is moved and detected by an acceleration detector.

[0013] The driving force transmission chain inspection device according to the embodiment is, for example, a computer serving as an information processing device. The computer may be, for example, a personal computer (PC), a smartphone, a tablet terminal, a cloud computer on a network, or a dedicated processing circuit. The driving force transmission chain inspection device is a device capable of implementing the driving force transmission chain inspection method according to the embodiment. The driving force transmission chain inspection device is also a device capable of executing the driving force transmission chain inspection program according to the embodiment.

[0014] {1} Embodiment 1 {1-1} Configuration FIGS. 1(A) and 1(B) are a schematic side view and a schematic plan view showing a driving force transmission chain inspection device 10 according to embodiment 1 and driving force transmission chains 55 and 57 to be inspected.

[0015] The driving force transmission chain inspection device 10 inspects an escalator 40 (particularly, the driving force transmission chains 55 and 57 of the driving force transmission mechanism 50) as a passenger transport device that transmits driving force to a handrail 51 (51a, 51b) via sprockets 54 and 56 and driving force transmission chains 53, 55, and 57 (57a, 57b) meshing with the sprockets 54 and 56, based on an acceleration signal s0 output from an acceleration detector 20 in contact with the handrail 51 (51a or 51b). The driving force transmission chain inspection device 10 can diagnose slack and elongation of the driving force transmission chains 53, 55, and 57 (57a, 57b) based on the acceleration signal s0. Furthermore, the driving force transmission chain inspection device 10 can detect the location of slack and elongation in the driving force transmission chains 53, 55, and 57 (57a, 57b) based on the acceleration signal s0. The inspection results are displayed, for example, on a display device 30.

[0016] The driving force transmission mechanism 50 includes a motor 52 as a driving source, sprockets (generally including a gear and a rotating shaft) 54 and 56 that transmit the driving force from the motor 52 to the handrail 51, driving force transmission chains 53, 55, 57 (57a, 57b) that mesh with the sprockets, and a plurality of rollers 58 that transmit the driving force from the driving force transmission chain 57 to the handrail 51. However, the structure of the driving force transmission mechanism 50 is not limited to the structure shown in FIG. 1.

[0017] 2 is a block diagram showing a schematic configuration of a driving force transmission chain inspection device 10 according to the first embodiment. The driving force transmission chain inspection device 10 includes a handrail movement detection unit 11, an acceleration signal processing unit 12, a noise calculation unit 13, a sprocket rotation detection unit 14, and a determination unit 15. The display device 30 may be a part of the driving force transmission chain inspection device 10. The driving force transmission chain inspection device 10, the acceleration detector 20, and the display device 30 constitute an inspection system carried by an operator inspecting the escalator 40. During inspection, the acceleration detector 20 is fixed in contact with the handrail 51 using a dedicated fixing jig, adhesive tape, a magnet, or the like.

[0018] During inspection, when the driving force for moving the handrail 51 is transmitted via the sprockets 54, 56 and the driving force transmission chains 53, 55, and 57, the handrail movement detection unit 11 calculates, based on the acceleration signal s0, the handrail movement start time t1, which is the time when the handrail 51 starts to move. For example, during inspection, a series of inspection operations is repeated one or more times, in which the escalator 40 is stopped, operated in a first moving direction, stopped, and operated in a second moving direction opposite to the first moving direction. Specifically, inspection is performed by alternately operating the escalator 40 in the following manner: stopped, operating in an up direction (UP), stopped, operating in a down direction (DN), stopped, operating in an up direction (UP), stopped, etc. The drive control of the escalator 40 is performed by the escalator control device 60. During inspection, the moving direction of the escalator 40 and the handrail 51 is opposite to the moving direction of the escalator 40 immediately before it stopped. The escalator control device 60 may be connected to the driving force transmission chain inspection device 10 and, during inspection, drive the escalator 40 based on commands from the driving force transmission chain inspection device 10. The operation of the handrail movement detection unit 11 will be described in detail later with reference to Figures 4 and 5.

[0019] The acceleration signal processor 12 outputs a limited acceleration signal covering the period from the acceleration signal s0 output from the acceleration detector 20 to the handrail movement start time t1. In this case, the sprocket rotation detector 14 can calculate the sprocket rotation start time t2 based on the limited acceleration signal. The operation of the acceleration signal processor 12 will be described in detail later with reference to FIG. 6.

[0020] When the acceleration signal s0 and the handrail movement start time t1 are input, the noise calculation unit 13 calculates the maximum absolute value sm of the acceleration signal s0 from the start time t0 of the acceleration signal s0 to the time (t0+t10) after a preset time t10 has elapsed, compares it with a preset noise vibration threshold Th2, and calculates the comparison result M. Details of the operation of the noise calculation unit 13 will be described later using Figures 7(A), (B) and 8(A), (B).

[0021] During inspection, the sprocket rotation detection unit 14 calculates a sprocket rotation start time t2, which is the time when the sprockets 54, 56 start to rotate.

[0022] If the maximum absolute value sm of the acceleration signal s0 over a predetermined period is equal to or greater than a predetermined noise vibration threshold Th2, the sprocket rotation detection unit 14 performs a first process to divide the acceleration signal s0 from the start time t0 to the handrail movement start time t1 using each of a plurality of boundary times tx into a first acceleration signal s11 for the period from the start time t0 to a selected boundary time tx and a second acceleration signal s12 for the period from the selected boundary time tx to the handrail movement start time t1. Furthermore, the sprocket rotation detection unit 14 performs a second process to obtain a first statistic (L1) of the first acceleration signal s11 and a second statistic (L2) of the second acceleration signal s12, calculate a third statistic (L) based on the first statistic (L1) and the second statistic (L2), and calculate the sprocket rotation start time t2 based on the third statistic (L) calculated for each of the plurality of boundary times (tx).

[0023] If the maximum absolute value sm of the acceleration signal s0 during a predetermined period is less than a predetermined noise vibration threshold Th2, the sprocket rotation detection unit 14 determines that the sprocket rotation start time t2 is the time when the absolute value of the acceleration signal s0 first becomes equal to or greater than a predetermined acceleration threshold Th3.

[0024] The first statistic is, for example, a first log-likelihood L1 calculated based on the mean and variance of the first acceleration signal s11. The second statistic is, for example, a second log-likelihood L2 calculated based on the mean and variance of the second acceleration signal s12. The third statistic is, for example, a likelihood L obtained by adding the first log-likelihood L1 and the second log-likelihood L2. In this case, the sprocket rotation detection unit 14 sets the time when the likelihood L is maximized as the sprocket rotation start time t2. Details of the operation of the sprocket rotation detection unit 14 will be described later using Figures 8(A), (B) and 9(A), (B).

[0025] The determination unit 15 determines whether or not there is an abnormality in the drive force transmission chains 55, 57 based on the handrail movement start time t1 and the sprocket rotation start time t2. For example, the determination unit 15 determines whether or not there is an abnormality in the drive force transmission chains 55, 57 based on the difference between the handrail movement start time t1 and the sprocket rotation start time t2.

[0026] 3 is a diagram showing an example of the hardware configuration of the driving force transmission chain inspection device 10. The driving force transmission chain inspection device 10 has at least one processor 101 such as a CPU (Central Processing Unit), a memory 102 such as a RAM (Random Access Memory), a storage device 103 such as a non-volatile storage device such as an HDD (Hard Disk Drive) or an SSD (Solid State Drive), and an interface 104 to which the acceleration detector 20, the display device 30, etc. are connected. These components may be configured using at least one dedicated processing circuit.

[0027] The processor 101 can execute the driving force transmission chain inspection method according to the first embodiment. The program for executing the driving force transmission chain inspection method is stored on a recording medium such as an SD (Secure Digital) memory card or a USB (Universal Serial Bus) memory card, or is provided by downloading via a network. The hardware configuration shown in FIG. 3 is an example, and various modifications are possible to the hardware configuration.

[0028] 《1-2》Operation

[0029] 4 is a diagram showing an example of the acceleration signal s0 output from the acceleration detector 20. The acceleration signal s0 includes a vibration A1 that is detected as noise, a vibration A2 that is detected when the sprocket is operating (rotating), and a vibration A3 that is detected when the handrail 51 is operating (moving).

[0030] When the acceleration signal s0 is input, the handrail movement detection unit 11 passes the acceleration signal s0 through a low-pass filter and integrates it to calculate a speed signal v1 of the handrail 51. The handrail movement detection unit 11 compares the speed signal v1 with a preset speed threshold Th1 and calculates the time at which the speed threshold Th1 is exceeded for the first time as the handrail movement start time t1, which is the time at which the handrail starts to move. The handrail movement detection unit 11 outputs the acceleration signal s0 and the handrail movement start time t1 to the acceleration signal processing unit 12.

[0031] 5 is a diagram showing an example of the speed signal v1 calculated by the handrail movement detection unit 11. The handrail movement detection unit 11 compares the speed signal v1 with a preset speed threshold Th1, and determines the time when the value of the speed signal v1 exceeds the handrail movement start time t1 as the handrail movement start time t1.

[0032] When the acceleration signal s0 and the handrail movement start time t1 are input, the acceleration signal processing unit 12 calculates an acceleration signal s0 by limiting the acceleration signal s0 up to the handrail movement start time t1. The acceleration signal processing unit 12 outputs the acceleration signal s0 and the handrail movement start time t1 to the noise calculation unit 13.

[0033] Fig. 6 is a diagram showing the acceleration signal s0 calculated by the acceleration signal processing unit 12. The acceleration signal s0 shown in Fig. 4 includes a vibration A1 corresponding to noise, a vibration A2 corresponding to the movement of the sprocket, and a vibration A3 corresponding to the movement of the handrail, but the acceleration signal s0 shown in Fig. 6 includes only the vibrations A1 and A2, and excludes the vibration A3.

[0034] When the noise calculation unit 13 receives the acceleration signal s0 and the handrail movement start time t1, it calculates the maximum absolute value sm of the acceleration signal s0 from the start time t0 of the acceleration signal s0 to a time (t0 + t10) after a predetermined time t10 has elapsed. It compares this with a predetermined noise vibration threshold Th2 and calculates a comparison result M. If the maximum absolute value sm of the acceleration signal s0 exceeds the noise vibration threshold Th2, the noise calculation unit 13 sets the comparison result M to 1 (i.e., M = 1). If the maximum absolute value sm of the acceleration signal s0 does not exceed the noise vibration threshold Th2, the noise calculation unit 13 sets the comparison result M to 0 (i.e., M = 0). In this case, the time t10 is preset so that the time (t0 + t10) does not include vibration A2, which is vibration occurring when the sprocket is operating. The noise calculation unit 13 outputs the acceleration signal s0, the handrail movement start time t1, and the comparison result M to the sprocket rotation detection unit 14.

[0035] 7A and 7B show the maximum absolute value sm of the acceleration signal s0 calculated by the noise calculation unit 13 and the comparison result M. FIG. 7B shows the absolute values ​​of the acceleration signal from start time t0 to time (t0+t10). The noise calculation unit 13 calculates the maximum absolute value sm of the acceleration signal and compares it with the noise vibration threshold value Th2. In FIGS. 7A and 7B, the maximum absolute value sm of the acceleration signal exceeds the noise vibration threshold value Th2, so the comparison result M is 1.

[0036] The sprocket rotation detection unit 14 receives the acceleration signal s0, the handrail movement start time t1, and the comparison result M, and performs different operations depending on the value of the comparison result M.

[0037] If the comparison result M is 0, the sprocket rotation detection unit 14 compares the absolute value of the acceleration signal s0 with a predetermined acceleration threshold value Th3, and calculates the time when the absolute value of the acceleration signal s0 first exceeds the acceleration threshold value Th3 as the sprocket rotation start time t2.

[0038] If the comparison result M is 1, the sprocket rotation detection unit 14 divides the acceleration signal s0 into a first acceleration signal s11 corresponding to the section from the acceleration signal s0 start time t0 to the handrail movement start time t1 (i.e., a plurality of boundary times tx set at predetermined intervals) into a first acceleration signal s11 corresponding to the section from the acceleration signal s0 start time t0 to the boundary time tx and a second acceleration signal s12 corresponding to the section from the time tx to the handrail movement start time t1. The sprocket rotation detection unit 14 calculates the mean and variance of each of the first acceleration signal s11 and the second acceleration signal s12, calculates a first logarithmic likelihood L1 assuming that the first acceleration signal s11 follows a normal distribution of the calculated mean and variance, calculates a second logarithmic likelihood L2 assuming that the second acceleration signal s12 follows a normal distribution of the calculated mean and variance, and calculates the likelihood L by adding the first logarithmic likelihood L1 and the second logarithmic likelihood L2. The likelihood L is calculated, for example, by the following equation (1).

[0039]

[0040] In formula (1), x τ denotes the value of acceleration at time τ, and μ １ and μ ２ denote the average of the first acceleration signal s11 and the average of the second acceleration signal s12, respectively, and σ １ ２ and σ ２ ２ indicate the variance of the first acceleration signal s11 and the variance of the second acceleration signal s12, respectively.

[0041] The sprocket rotation detection unit 14 calculates likelihood L for multiple boundary times tx throughout the entire section from start time t0 to handrail movement start time t1, and calculates the time at which likelihood L is maximum as sprocket rotation start time t2. The sprocket rotation detection unit 14 outputs the handrail movement start time t1 and the sprocket rotation start time t2 to the determination unit 15.

[0042] 8(A) and 8(B) and 9(A) and 9(B) are diagrams respectively showing how the sprocket rotation start time t2 is calculated by the sprocket rotation detection unit 14. FIGS. 8(A) and 8(B) show the case where the comparison result M is 0, and FIGS. 9(A) and 9(B) show the case where the comparison result M is 1.

[0043] 8A and 8B show the case where the comparison result M is 0, i.e., the case where the vibration A1 corresponding to noise is sufficiently small. Fig. 8A shows an example of the acceleration signal s0 when the comparison result M is 0, and Fig. 8B shows a comparison between the absolute value of the acceleration signal s0 (i.e., the absolute value of acceleration) and the acceleration threshold value Th3. In this case, the sprocket rotation detection unit 14 calculates the absolute value of the acceleration signal s0, compares it with the acceleration threshold value Th3, and calculates the time when the absolute value of the acceleration signal s0 first exceeds the acceleration threshold value Th3 as the sprocket rotation start time t2.

[0044] Figures 9A and 9B show the case where the comparison result M is 1, i.e., the case where the vibration A1 corresponding to noise is large. Figure 9A shows that the acceleration signal s0 is divided into a first acceleration signal s11 and a second acceleration signal s12 for each of multiple times t. Figure 9B shows the likelihood L depending on each of multiple times t (horizontal axis). The sprocket rotation detection unit 14 calculates the time t at which the likelihood L is maximum as the sprocket rotation start time t2.

[0045] When the handrail movement start time t1 and the sprocket rotation start time t2 are input, the determination unit 15 calculates the start delay time (t2-t1) by subtracting the handrail movement start time t1 from the sprocket rotation start time t2, and compares the start delay time (t2-t1) with a preset determination threshold value Th4 to determine whether or not there is an abnormality in the drive force transmission chain (for example, slack or elongation), and if there is an abnormality, identifies the abnormal part. The abnormality determination result for the drive force transmission chain and the abnormal part are output to the display unit.

[0046] The display device 30 displays the abnormality determination result of slack or elongation of the drive force transmission chain and the abnormal part.

[0047] 10 is a flowchart showing the operation of the driving force transmission chain inspection device 10 according to embodiment 1. First, the driving of the motor 52 as the driving source is started, and the driving force transmission chain inspection device 10 receives the acceleration signal s0 (FIG. 4) from the acceleration detector 20 (step ST1).

[0048] Next, the driving force transmission chain inspection device 10 integrates the acceleration signal s0 to calculate a speed signal v1 (FIG. 5), and calculates the handrail movement start time t1 from the speed signal v1 and the speed threshold value Th1 (step ST2). It is desirable for the driving force transmission chain inspection device 10 to process the acceleration signal s0 as shown in FIG.

[0049] Next, the driving force transmission chain inspection device 10 determines the method for obtaining the sprocket rotation start time t2 (M = either 0 or 1) based on the maximum absolute value sm of the acceleration signal s0 and the noise vibration threshold Th2 (Figure 7 (B)) (step ST3).

[0050] Next, when M=0, the driving force transmission chain inspection device 10 determines that the sprocket rotation start time t2 is the time when the absolute value of the acceleration signal s0 becomes equal to or greater than the acceleration threshold value Th3 (Figure 8 (B)) (steps ST4 and ST5).

[0051] When M = 1, the driving force transmission chain inspection device 10 determines that the sprocket rotation start time t2 is the time when the likelihood L, which is the sum of the logarithmic likelihoods for the first acceleration signal s11 and the second acceleration signal s12, is maximum (Figure 9 (B)) (steps ST4 and ST6).

[0052] Next, the driving force transmission chain inspection device 10 determines whether or not there is an abnormality in the driving force transmission chain (and the location of the abnormality) based on the start-up delay time (t1-t2) (step ST7). The location of the abnormality can be calculated, for example, from the travel distance of the driving force transmission chain based on the rotation speed (rotation angle) of the motor 52.

[0053] <<1-3>> Effects In the first embodiment, the acceleration signal s0 (FIG. 4) and the velocity signal v1 (FIG. 5) obtained by integrating the acceleration signal are used. Generally, when a signal is integrated, an error occurs, and when integration is repeated multiple times, the error accumulates and becomes large. In the first embodiment, integration is performed once, but it is not necessary to perform it twice, which has the effect of reducing the impact of error accumulation compared to determination using displacement.

[0054] Furthermore, during maintenance and inspection of escalator 40, it is possible that only one of two adjacent escalators (actual machines) is stopped to perform the maintenance and inspection work while the other continues to operate normally. In this case, a sudden large noise may be transmitted to the machine during operation when people get on or off the machine that is operating normally. By providing sprocket rotation detection unit 14, even when such a sudden large noise is included, sprocket operation detection based on likelihood L (shown in Figures 9A and 9B) rather than simple threshold processing has the effect of preventing false detection due to noise.

[0055] Furthermore, calculating the likelihood L takes longer than simple threshold processing, and a new problem may arise in that the accuracy decreases and the calculation time becomes longer as the number of types of vibration included increases. However, by providing the noise calculation unit 13, in the case of a signal that can be detected by simple threshold processing, the calculation time can be reduced by using simple threshold processing (shown in FIG. 8(B)). However, a case in which the noise calculation unit 13 is not provided is also within the scope of the present invention.

[0056] Furthermore, by providing an acceleration signal processing section, the vibrations necessary for detecting the sprocket operation are limited (as shown in FIG. 6), which has the effect of improving accuracy and reducing calculation time.

[0057] <<2>> Second Embodiment <<2-1>> Configuration The driving force transmission chain inspection device according to the second embodiment differs from the driving force transmission chain inspection device 10 according to the first embodiment in terms of the function of the acceleration signal processing unit. In all other respects, the second embodiment is the same as the first embodiment.

[0058] In the first embodiment, the acceleration signal s0 obtained by the acceleration detector 20 is composed of three types of vibrations: vibration A1, which is noise; vibration A2, which is vibration when the sprocket is operating; and vibration A3, which is vibration when the handrail 51 is moving, as shown in Fig. 4. In the second embodiment, consider the case where an acceleration signal s2 as shown in Fig. 11 is obtained.

[0059] 11 shows the acceleration signal s2 of the handrail 51 output from the acceleration detector 20. The acceleration signal s2 includes vibration A1, which is noise, vibration A2, which is vibration when the sprocket is moving, and vibration A3, which is vibration when the handrail 51 is moving, as well as vibration A4, which is between vibrations A2 and A3 and is neither vibration when the sprocket is moving nor vibration when the handrail 51 is moving.

[0060] In the second embodiment, when the acceleration signal processing unit 12 receives the acceleration signal s2 and the handrail movement start time t1, it compares the acceleration signal s2 with a preset acceleration threshold Th5, calculates the last time t3 before the handrail movement start time t1 at which the acceleration signal s2 exceeded the acceleration threshold Th5, and calculates an acceleration signal s21 by limiting the acceleration signal s2 to time t3. The acceleration signal processing unit 12 outputs the acceleration signal s21 and the handrail movement start time t1 to the noise calculation unit 13. In other words, the acceleration signal processing unit 12 outputs an acceleration signal that is limited to the section up to time t3 during which sprocket vibration A2 continues, from the acceleration signal s2 output from the acceleration detector 20. The sprocket rotation detection unit 14 calculates the sprocket rotation start time t2 based on the limited acceleration signal s21 ( FIG. 12 ).

[0061] Fig. 12 shows the acceleration signal s21 calculated by the acceleration signal processing unit 12. The acceleration signal s2 shown in Fig. 11 includes vibrations A1 and A4, which are noise, vibration A2, which is vibration when the sprocket is moving, and vibration A3, which is vibration when the handrail 51 is moving, but the acceleration signal s21 includes only vibrations A1 and A2, and excludes vibrations A3 and A4.

[0062] <<2-3>> Effects According to the second embodiment, even if the acceleration detector 20 outputs a signal as shown in FIG. 11 , the acceleration signal processing unit 12 of the second embodiment can provide the same effects as those of the first embodiment.

[0063] <<3>> Embodiment 3 <<3-1>> Configuration The driving force transmission chain inspection device according to Embodiment 3 differs from the driving force transmission chain inspection device 10 according to Embodiment 1 in the function of the determination unit 15a. In all other respects, Embodiment 3 is similar to Embodiment 1 or 2. The determination unit 15a transmits acceleration signal data and specification information of the passenger transport apparatus to a database in which data is stored, calculates a determination threshold value Th4 for the start-up delay time for each of the conditions of the actual passenger transport apparatus stored therein, and compares the start-up delay time with the determination threshold value calculated in the database to determine whether or not there is an abnormality in the driving force transmission chain and identify the abnormal portion.

[0064] In the first embodiment, the determining unit 15a uses a preset determination threshold value Th4 when determining whether the drive force transmission chain is loose or stretched. In the third embodiment, a configuration will be described in which the determining unit 15a is provided with a function to store data and a function to calculate a determination threshold value from the stored data.

[0065] <3-2> Operation In the third embodiment, the acceleration signal s0, the handrail movement start time t1, and the sprocket rotation start time t2, which are described in the first embodiment, are output from the sprocket to the data storage unit 151.

[0066] When specification information X1 of the actual escalator 40 is input to data storage unit 151 in addition to acceleration signal s0, handrail movement start time t1, and sprocket rotation start time t2, the acceleration signal s0, handrail movement start time t1, and sprocket rotation start time t2 are stored in database 152 of a server or the like in a manner linked to the specification information X1. At this time, if the actual amount of slack in the drive force transmission chain of the actual escalator has been measured, the amount of slack X2 is also input and stored in a manner linked to the specification information X1. Data storage unit 151 outputs specification information X1, handrail movement start time t1, and sprocket rotation start time t2 to data reference unit 153.

[0067] When specification information X1, handrail movement start time t1, and sprocket rotation start time t2 are input, data reference unit 153 references the data to see if data related to specification information X1 has been stored in database 152. If data related to specification information X1 is found, data reference unit 153 reads the related data X3 from database 152. Data reference unit 153 outputs data X3, handrail movement start time t1, and sprocket rotation start time t2 to abnormality determination unit 154.

[0068] When data X3, handrail movement start time t1, and sprocket rotation start time t2 are input, the abnormality determination unit 154 calculates the start delay time (t2 - t1). It also calculates a determination threshold value Th6 for the start delay time of the actual machine from data X3. It compares the start delay time with the determination threshold value Th6 to determine whether or not there is an abnormality in the drive force transmission chain, such as slack or stretch. If an abnormality is detected, it identifies the abnormal part. The result of the abnormality determination, such as slack or stretch in the drive force transmission chain, and the abnormal part are output to the display device 30.

[0069] 13 shows the configuration of the determination unit 15a according to the third embodiment. The determination unit 15a has a data storage unit 151, a database 152, a data reference unit 153, and an abnormality determination unit 154. In addition to the output from the sprocket rotation detection unit 14, the data storage unit 151 also receives the specification information X1 and, if the amount of slack has been measured, the amount of slack X2. The abnormality determination unit 154 outputs the abnormality determination result and the abnormal location to the display device 30.

[0070] 13, it is possible to calculate the determination threshold value Th6 for the start delay time (t1-t2) by utilizing data measured up to that point. This eliminates the need to set the determination threshold value Th6 in advance when there is data on the relevant actual machine in the database, and solves the problem of the prior art in which it is necessary to measure the normal state of slack in the drive force transmission chain for each actual machine in order to set the determination threshold value Th6 in advance.

[0071] <<4>> Modifications> The driving force transmission chain inspection device includes an acceleration detector, a processor, a memory, a battery, an LCD (liquid crystal display), etc. The acceleration data obtained by the acceleration detector 20 may be transmitted to a PC, a smartphone, the cloud, etc.

[0072] REFERENCE SIGNS LIST 10 Driving force transmission chain inspection device, 11 Handrail movement detection unit, 12 Acceleration signal processing unit, 13 Noise calculation unit, 14 Sprocket rotation detection unit, 15, 15a Determination unit, 20 Acceleration detector, 30 Display device, 40 Escalator (passenger transport device), 51 Handrail, 52 Motor (driving source), 53, 55, 57, 57a, 57b Driving force transmission chain, 54, 56 Sprocket, 60 Escalator control device, L1 First log-likelihood (first statistical quantity), L2 Second log-likelihood (second statistical quantity), L Likelihood (third statistical quantity), s0 Acceleration signal, s11 First acceleration signal, s12 Second acceleration signal, sm Maximum absolute value of acceleration signal, t0 Start time of acceleration signal, t1 Start time of handrail movement, t2 Sprocket rotation start time, t0 to t0+t10: preset period, tx: multiple boundary times, Th1: speed threshold, Th2: noise vibration threshold, Th3, Th5: acceleration threshold, Th4, Th6: judgment threshold.

Claims

1. A drive force transmission chain inspection device that inspects a passenger transport device that transmits driving force to a handrail via a sprocket and a drive force transmission chain meshing with the sprocket, based on an acceleration signal output from an acceleration detector that contacts the handrail, During an inspection in which the driving force for moving the handrail is transmitted via the sprocket and the driving force transmission chain, a handrail movement detection unit calculates the handrail movement start time, which is the time when the handrail begins to move, based on the acceleration signal. During the inspection, a sprocket rotation detection unit calculates the sprocket rotation start time, which is the time when the sprocket begins to rotate. A determination unit that determines whether or not there is an abnormality in the drive force transmission chain based on the handrail movement start time and the sprocket rotation start time, It has, The sprocket rotation detection unit is, A first process is performed to divide the acceleration signal from the start time of the acceleration signal to the start time of the handrail movement into a first acceleration signal from the start time to the selected boundary time and a second acceleration signal from the selected boundary time to the start time of the handrail movement, using each of a plurality of boundary times. A second process is performed to determine a first statistic of the first acceleration signal and a second statistic of the second acceleration signal, and to calculate a third statistic based on the first and second statistics. The sprocket rotation start time is calculated based on the third statistical quantity calculated for each of the aforementioned multiple boundary times. A drive force transmission chain inspection device characterized by the following features.

2. The sprocket rotation detection unit calculates the sprocket rotation start time when the maximum absolute value of the acceleration signal during a preset period is equal to or greater than a preset noise vibration threshold. The drive force transmission chain inspection device according to feature 1.

3. During the inspection, a series of inspection operations is repeated at least once, in which the passenger transport device is stopped, operated in the first direction of movement, stopped, and operated in the second direction of movement which is the opposite of the first direction of movement. The drive force transmission chain inspection device according to claim 1 or 2.

4. The first statistic is the first log-likelihood calculated based on the mean and variance of the first acceleration signal. The second statistic is the second log-likelihood calculated based on the mean and variance of the second acceleration signal. The third statistic is the likelihood obtained by adding the first log-likelihood and the second log-likelihood. The sprocket rotation detection unit sets the time when the likelihood is maximized as the sprocket rotation start time. The drive force transmission chain inspection device according to claim 1 or 2.

5. The system further includes an acceleration signal processing unit that outputs a limited acceleration signal from the acceleration signal output from the acceleration detector, for the period up to the start time of the handrail movement. The sprocket rotation detection unit calculates the sprocket rotation start time based on the limited acceleration signal. The drive force transmission chain inspection device according to claim 1 or 2.

6. The system further includes an acceleration signal processing unit that outputs a limited acceleration signal from the acceleration signal output from the acceleration detector, covering the period up to the time during which the sprocket vibration is sustained. The sprocket rotation detection unit calculates the sprocket rotation start time based on the limited acceleration signal. The drive force transmission chain inspection device according to claim 1 or 2.

7. If the maximum absolute value of the acceleration signal during a preset period is less than a preset noise vibration threshold, the sprocket rotation detection unit will The sprocket rotation start time is defined as the moment when the absolute value of the acceleration signal first exceeds a preset acceleration threshold. The drive force transmission chain inspection device according to claim 1 or 2.

8. The determination unit, The acceleration signal data and the specifications information of the passenger transport device are transmitted to a database, and the data is stored in the database. For each of the accumulated conditions of the actual passenger transport device, a threshold for determining the startup delay time was calculated. By comparing the judgment threshold calculated in the aforementioned database with the startup delay time, the presence or absence of an abnormality in the drive force transmission chain is determined, and the abnormal part is identified. The drive force transmission chain inspection device according to claim 1 or 2.

9. A method for inspecting a drive force transmission chain, which is performed by a drive force transmission chain inspection device that inspects a passenger transport device that transmits driving force to a handrail via a sprocket and a drive force transmission chain meshing with the sprocket, based on an acceleration signal output from an acceleration detector that contacts the handrail, wherein During an inspection in which the driving force for moving the handrail is transmitted via the sprocket and the driving force transmission chain, the steps include calculating the handrail movement start time, which is the time when the handrail begins to move, based on the acceleration signal, The steps include: calculating the sprocket rotation start time, which is the time when the sprocket begins to rotate during the inspection; A step of determining whether or not there is an abnormality in the drive force transmission chain based on the handrail movement start time and the sprocket rotation start time, It has, A first process is performed to divide the acceleration signal from the start time of the acceleration signal to the start time of the handrail movement into a first acceleration signal from the start time to the selected boundary time and a second acceleration signal from the selected boundary time to the start time of the handrail movement, using each of a plurality of boundary times. A second process is performed to determine a first statistic of the first acceleration signal and a second statistic of the second acceleration signal, and to calculate a third statistic based on the first and second statistics. The sprocket rotation start time is calculated based on the third statistical quantity calculated for each of the aforementioned multiple boundary times. A method for inspecting a drive force transmission chain, characterized by the features described herein.

10. A power transmission chain inspection program is performed by a computer that inspects a passenger transport device that transmits driving force to a handrail via a sprocket and a power transmission chain meshing with the sprocket, based on acceleration signals output from an acceleration detector in contact with the handrail, to the computer During an inspection in which the driving force for moving the handrail is transmitted via the sprocket and the driving force transmission chain, the steps include calculating the handrail movement start time, which is the time when the handrail begins to move, based on the acceleration signal, The steps include: calculating the sprocket rotation start time, which is the time when the sprocket begins to rotate during the inspection; A step of determining whether or not there is an abnormality in the drive force transmission chain based on the handrail movement start time and the sprocket rotation start time, Make it run, A first process is performed to divide the acceleration signal from the start time of the acceleration signal to the start time of the handrail movement into a first acceleration signal from the start time to the selected boundary time and a second acceleration signal from the selected boundary time to the start time of the handrail movement, using each of a plurality of boundary times. A second process is performed to determine a first statistic of the first acceleration signal and a second statistic of the second acceleration signal, and to calculate a third statistic based on the first and second statistics. The sprocket rotation start time is calculated based on the third statistical quantity calculated for each of the aforementioned multiple boundary times. A drive force transmission chain inspection program characterized by the following features.