Method for operating a passenger transport system assembly, control unit for a passenger transport system, and passenger transport system assembly

Abstract

The invention relates to a method for operating a passenger transport system assembly (20). The passenger transport system assembly (20) has a primary passenger transport system (22) and at least one secondary passenger transport system (24), wherein the primary and the secondary passenger transport system (22, 24) each have a belt-like transport structure (25, 27) which has a plurality of interconnected tread elements (26, 28) for receiving passengers. The method is based on position signals relating to the altitude (34, 54) of the first tread elements (26) and of the second tread elements (28) and synchronizes the two belt-like transport structures (25, 27) in relation to one another both with regard to their speed and with regard to the altitude (34, 54) of their tread elements (26, 28).

Description

[0001] 2024P00188WÖ

[0002] - 1 -

[0003] Method for operating a passenger transport system, control unit for a passenger transport system, and passenger transport system arrangement

[0004] The present invention relates to a method for operating a passenger transport system, a control unit for a passenger transport system, and a passenger transport system. The passenger transport system comprises at least two passenger transport units, each of which has a belt-like transport structure with multiple step elements.

[0005] Passenger transport systems with belt-like transport structures, such as escalators or moving walkways, are used to move people or goods in or around buildings, particularly between different levels. For example, escalators, also known as moving walkways, are used to transport people from one floor to another within a building. Moving walkways can also be used to transport people across differences in height, but usually over significantly smaller heights than escalators. For example, moving walkways may be slightly inclined to reach different levels within a single floor or to connect a full floor to a landing.

[0006] to reach the mezzanine level.

[0007] In passenger transport system arrangements, two or more passenger transport systems can be arranged side by side and / or one behind the other. In both cases, it is common for the steps of these passenger transport systems to move neither synchronously nor to be positioned at the same height in pairs. US 2010 / 025186 discloses a passenger transport system arrangement with two parallel passenger transport systems.

[0008] However, there may be a need for a method for operating a passenger transport system that helps ensure that, in the case of passenger transport systems arranged one behind the other, a transition from one passenger transport system to the next is simple and convenient, and that, in the case of passenger transport systems arranged side by side, an accurate appearance results. Furthermore, 2024P00188WÖ

[0009] - 2 - there is a need for a control unit for one of the passenger transport systems that executes the procedure. Furthermore, there may be a need for a corresponding passenger transport system arrangement.

[0010] Such a need can be met by the items according to the independent patent claims. Advantageous embodiments are explained both in the dependent claims and in the following description.

[0011] According to a first aspect, a method for operating a passenger transport system is described. The passenger transport system comprises a primary passenger transport system and at least one secondary passenger transport system. The primary passenger transport system has a belt-like first transport structure with several interconnected first step elements for picking up people. The secondary passenger transport system has a belt-like second transport structure with several interconnected second step elements for picking up people. The method comprises at least the following steps: receiving a first position signal that is representative of one of the first step elements passing a predetermined first elevation level of the primary passenger transport system;Receiving a second position signal, representative of one of the second step elements passing a predetermined second elevation level of the secondary passenger transport system, where an elevation difference between the first and second elevation levels is specified; determining an elevation difference between the first and second step elements depending on the first and second position signals; controlling the secondary passenger transport system depending on the determined elevation difference such that, upon a subsequent passage of the first elevation level by one of the first step elements and the second elevation level by one of the second step elements, which corresponds positionally to this first step element, the elevation difference determined in this way is smaller compared to the previously determined elevation difference.

[0012] The present solution results in an accurate appearance for an observer of two adjacent passenger transport systems and conveys an impression of quality and care. For passenger transport systems arranged one behind the other, the method described above can enable 2024P00188WÖ

[0013] - 3 - to convey the visual impression that the respective passenger transport systems share a common, conveyor-like transport structure. Furthermore, this can facilitate a comfortable transfer from an exit platform of the front passenger transport system to an entry platform of the rear passenger transport system. Moreover, particularly in the case of passenger transport systems arranged side by side, this can allow for imprints, such as advertising, to be applied to the treads in such a way that the imprints on the treads of one passenger transport system and on the treads of the other passenger transport system create a unified appearance.

[0014] According to a second aspect, a control unit for a passenger transport system, in particular for the secondary passenger transport system, is described. The control unit comprises: a memory unit for storing one or more altitude values ​​and / or one or more altitude threshold values ​​and / or one or more time values; and a processor that is communicatively coupled to the memory unit and that is configured to execute the method according to one of the preceding claims based on the stored altitude and / or time values. The time values ​​can be, for example, points in time, durations, or one or more time differences. The altitude values ​​or altitude threshold values ​​can, for example, include one or more altitude differences and / or elevation variations.

[0015] According to a third aspect, the arrangement of the passenger transport system is described. The arrangement of the passenger transport system comprises: the primary passenger transport system, which has the predetermined first elevation level at which the first position sensor is located, and the belt-like first transport structure, which has the several interconnected first step elements for picking up persons, wherein the first position sensor is designed and arranged in such a way that it can be detected by means of the first position sensor when one of the first step elements passes the first elevation level;at least the secondary passenger transport system comprising the second elevation level at which the second position sensor is arranged, and the belt-like second transport structure comprising the multiple interconnected second step elements for picking up persons, wherein the second position sensor is designed and arranged such that it can detect when one of the second step elements passes the second elevation level; and the control unit according to the second aspect as described above and below. 2024P00188WÖ;

[0016] - 4 -

[0017] It is noted that some of the possible features and advantages of the invention are described herein with reference to different aspects and different embodiments of those aspects. In particular, possible features and advantages of the invention are described partly with reference to embodiments of the method, partly with reference to embodiments of the control unit, and partly with reference to embodiments of the passenger transport system arrangement. A person skilled in the art will recognize that the features described for individual embodiments can be appropriately transferred to other embodiments and / or other aspects, and that features can be appropriately combined, adapted, and / or exchanged to arrive at further embodiments of the invention.

[0018] As the first step element passes the first elevation point and the second elevation point is crossed by the second step element (which corresponds positionally to the first step element), the resulting height difference decreases compared to the previously determined height difference. This means that, as the process continues, the second step elements will sooner or later be at least approximately the same height as their corresponding first step elements. If the first and second step elements are identical in construction, the height differences between them are always the same. In this case, if one of the first step elements is at the same height as one of the second step elements, then all the first step elements will be at the same height as their corresponding second step elements.If the first and second steps are designed such that at least their externally visible heights differ, then the height differences between the first steps and the corresponding second steps will also differ. In this case, continuing the procedure can only ensure that, in a given area of ​​the secondary passenger transport system, the second step currently located there is at least approximately at the same height as the corresponding first step.

[0019] The fact that the second step elements are at least approximately at the same height as the corresponding first step elements can, for example, contribute to a smoother transition in the passenger transport system arrangement in the case of passenger transport systems arranged one behind the other. 2024P00188WÖ

[0020] - 5 -

[0021] The synchronization of the passenger transport system, for example the primary passenger transport system, to the subsequent passenger transport system, for example the secondary passenger transport system, is simple and convenient, and can contribute to an overall accurate appearance of the passenger transport system arrangement when passenger transport systems are arranged side by side. Controlling the secondary passenger transport system in such a way that, when one of the first steps passes the first elevation level and the second elevation level is passed by one of the second steps (positionally corresponding to the first step), the resulting height difference is smaller compared to the previously determined height difference, can be described, for example, as synchronizing the passenger transport system arrangement, particularly the secondary passenger transport system.

[0022] The passenger transport system can optionally include more than two passenger transport systems. In this case, each additional passenger transport system can be controlled like a secondary passenger transport system. In other words, the passenger transport system can have one primary and several secondary passenger transport systems.

[0023] The primary passenger transport system can also be referred to as the master passenger transport system. The primary passenger transport system can be operated by means of a primary control unit and a primary drive unit, the primary control unit being configured to control the primary drive unit. The secondary passenger transport system can also be referred to as the slave passenger transport system. The secondary passenger transport system can be operated by means of a secondary control unit and a secondary drive unit, the secondary control unit being configured to control the secondary drive unit. The procedure can be carried out by the secondary control unit. For this purpose, the secondary control unit can communicate with the primary control unit, for example, to receive the initial position signal.In this context, it should be noted that if this description states that one of the passenger transport systems is being controlled, the corresponding drive unit can be controlled by means of the corresponding control unit. 2024P00188WÖ.

[0024] - 6 -

[0025] Passenger transport systems are used to move people. These systems can be escalators or moving walkways. In the case of escalators, the treads are step elements and can each consist of a tread, a riser, and various mechanical structures for holding and / or moving the treads. In the case of moving walkways, the treads can be pallets and can also have various mechanical structures for holding and / or moving the pallets. The treads can be made of metal or be constructed entirely of metal.

[0026] The belt-like transport structures each have tread elements and connecting structures by means of which the corresponding tread elements are connected to one another, so that a corresponding conveyor belt, in particular a step belt or a pallet belt, is formed. The connecting structures can comprise chains, belts, steel cables, or similar materials, as known from the prior art.

[0027] The first position signal can be generated by a first position sensor. The first position sensor can be located on the primary passenger transport system and / or can be a component of the primary passenger transport system. The first position signal can be transmitted from the first position sensor to and received by the secondary control unit. The first position sensor can be located at the first elevation level. At a minimum, the first position sensor is positioned so that it can detect when the first steps pass the first elevation level.

[0028] The second position signal can be generated by a second position sensor. This second position sensor can be located on the secondary passenger transport system or can be a component of the secondary passenger transport system. The second position signal can be transmitted from the second position sensor to and received by the secondary control unit. The second position sensor can be located at the second elevation level. At a minimum, the second position sensor must be positioned so that it can detect when the second set of steps passes the first elevation level.

[0029] The position sensors can be designed, for example, as optical sensors (e.g., light barriers, light-sensitive sensors, or cameras), as time-of-flight sensors, or as capacitive sensors. 2024P00188WÖ

[0030] - 7 -

[0031] Optionally, the first and / or second passenger transport system can each have more than one position sensor. Accordingly, if the two or more position sensors of one of the two passenger transport systems are assigned to the same elevation, the output signals of the corresponding position signals can be interpreted by averaging. For example, the primary control unit can receive a third position signal from one of the two position sensors of the primary passenger transport system and shortly thereafter a fourth position signal from the other of the two position sensors, and can encode in the first position signal the time that lies exactly between the reception of the third and the fourth position signals.Should these position sensors be assigned to different initial elevation points of the first passenger transport system, the corresponding difference in elevation can be taken into account and, in particular, compensated computationally.

[0032] Preferably, the first and second elevation levels are arranged at the same height, particularly if the two passenger transport systems are arranged horizontally side by side. In this case, the specified height difference is zero. If the elevation levels of two horizontally arranged passenger transport systems are at different heights, the height difference is greater than zero and can be taken into account when determining the height difference. In either case, the "same height" at which the first and corresponding second steps are located as a result of the control of the secondary passenger transport system can refer to the same zero level. This zero level can, for example, be defined by a lower boarding platform of the primary passenger transport system.

[0033] In an alternative arrangement of the two passenger transport systems, they can be arranged in a row, i.e., from a passenger's perspective, one behind the other, and at different height levels. This implies that the position sensors, and thus the height markers, must also be located at different heights. In this case, the "same height" at which the first and corresponding second steps should be located as a result of the control of the secondary passenger transport system can refer to two different zero levels, which can be taken into account when controlling the secondary passenger transport system. Of these two zero levels, a first zero level of the primary passenger transport system, to which the first height marker refers, can be, for example, defined by 2024P00188WÖ.

[0034] - 8 - A lower boarding platform of the primary passenger transport system may be defined, and a second zero level of the secondary passenger transport system, to which the second elevation level refers, may be defined, for example, by a lower boarding platform of the secondary passenger transport system. This applies in particular if the first and second steps are identical in construction. In the case of steps where at least the externally visible height dimensions of the first and second steps differ, it may be advantageous to set the first elevation level at the level of the exit platform of the front, primary passenger transport system and the second elevation level at the level of the boarding platform of the rear, secondary passenger transport system.In this way, it can be ensured that, at least in the area of ​​the transition from the primary to the secondary passenger transport system, the second step elements currently located there are at the same height as the corresponding first step elements.

[0035] In each of the aforementioned cases, the zero levels can also be defined differently, for example by the two upper exit platforms of the passenger transport facilities.

[0036] When the drive unit is controlled such that, upon subsequent passage of the first elevation point by one of the first tread elements and the second elevation point by one of the second tread elements (positionally corresponding to this first tread element), the calculated height difference is smaller compared to the previously calculated height difference, the secondary drive unit can optionally be controlled so that the tread elements are at the same height or at least reach the same height within a time period of 10 ms. In other words, in this case, all of the first tread elements are at the same height as their positionally corresponding second tread elements.

[0037] For the purposes of this description, one of the first step elements “corresponds in position to one of the second step elements” if, relative to the corresponding zero level, the height difference between the first step element and the second step element is less than half of the externally visible height dimension of the step elements, or if the two step elements have the same number, as explained in more detail below.

[0038] If the first and second step elements are designed such that their externally visible height dimensions are not the same, the drive unit can be configured, for example, as follows: 2024P00188WÖ

[0039] - 9 - The system must be controlled so that the tread elements are at the same height, at least in predefined areas of the passenger transport system. These predefined areas could be, for example, the boarding or alighting platforms of adjacent passenger transport systems. For instance, on a moving walkway, the gaps between the tread elements should be aligned within these predefined areas. Therefore, if the tread elements are of different lengths (and thus, in the case of inclined moving walkways, the vertical mass varies), the longer tread elements must maintain a higher speed to ensure this alignment is consistent.

[0040] In the case of passenger transport systems arranged one behind the other, the designated areas can be the exit platform of the front passenger transport system and the boarding platform of the rear passenger transport system, as indicated above. This can contribute to a comfortable transition from the front to the rear passenger transport system. In both cases, the elevation markers can be advantageously positioned in the corresponding designated areas.

[0041] The fact that at least the externally visible height dimensions of the step elements are the same means that the external visual impression of the properly arranged step elements is such that an observer of the step elements has the impression that they are of the same height. In the simplest case, this is the case when identical conveyor belt structures and, in particular, identical step elements are used for both passenger transport systems. It should be added that it is assumed that the step elements and their arrangement within the same passenger transport system are structurally identical, as is customary in the prior art. Theoretically, different step elements can also be used for the two passenger transport systems, in which case it is advantageous if at least their externally visible height dimensions are the same. For example, the first step elements could be narrower or wider than the second step elements.

[0042] Furthermore, the first belt-like transport structure can have more or fewer stepping elements than the second belt-like transport structure. Generally, if the first and second stepping elements are identical in design, the process leads not only to an alignment of the second stepping elements with the first stepping elements, but also to a synchronization of their speeds. 2024P00188WÖ

[0043] - 10 -

[0044] The "externally visible height dimensions" always refer to a front view in a horizontal direction to the intended arrangement.

[0045] Passenger transport systems and thus, at least essentially, from the perspective of a person who is about to enter one of the passenger transport systems.

[0046] In the case of escalators as passenger transport systems, the externally visible heights of the treads, particularly the steps, are determined by the heights of the steps themselves and their arrangement relative to one another. These heights generally correspond to the heights of the risers, or at least to the heights of the visible portions of the risers. For example, the steps may be arranged in such a way that, when viewed from the front, one step partially obscures the step directly above it. This arrangement results in the externally visible height of the steps being less than their actual height. If the steps are arranged so that they do not obscure each other, the externally visible height corresponds to the actual height.

[0047] In contrast, the externally visible height of a moving walkway is determined by the length of the pallets and the incline of the walkway, assuming in this description that the incline is always greater than zero. The longer the pallets are in the direction of travel and the greater the incline, the greater the height visible from the front. Conversely, the shorter the pallets are in the direction of travel and the shallower the incline, the smaller the externally visible height.

[0048] The heights at which the steps are located and / or at which the elevation markers are arranged can be absolute heights, each measured from a common zero level. This common zero level can, for example, be defined by the boarding platform of the primary passenger transport system.

[0049] Alternatively, the heights can refer to one or more zero levels. A first of these zero levels can, for example, be defined by a first boarding platform of the primary passenger transport system, and a second of these zero levels can, for example, be defined by a second boarding platform of the secondary passenger transport system. If, in this embodiment, the first and second step elements are at the same height, then the 2024P00188WÖ

[0050] - 11 - first step elements are located at the same height above the first zero level as the corresponding second step elements are located above the second zero level.

[0051] According to one implementation, the first position signal represents the fact that a predefined first reference structure of one of the first steps of the primary passenger transport system has passed the predefined first elevation level of the primary passenger transport system, and the second position signal represents the fact that a second reference structure of one of the second steps of the secondary passenger transport system has passed the predefined second elevation level of the secondary passenger transport system. The reference structures can help to determine with particular precision whether the steps are currently passing the corresponding elevation level or not. The first and second steps can be of identical construction. In this case, the first and second steps have the same structures.Each of these structures, representative of the current height of the corresponding step element, can serve as the reference structure. These reference structures, also known as reference points, can be located, for example, on the visible upper surfaces or undersides of the steps when the passenger transport system is properly installed. The corresponding position sensors can be positioned above, below, or to the side of the steps. For instance, the sensors can be located above, below, or between the corresponding conveyor belt. In the case of escalators, and consequently in the case of step elements, the tread surfaces or edges of the corresponding steps, chain pins, chain rollers, step chain rollers, step axles, step rollers, or other step components can be used as reference structures.In the case of moving walkways and, accordingly, in the case of pallets, pallet edges of the respective pallets, chain pins, chain rollers or pallet axles or other pallet parts can be used as reference structures.

[0052] Preferably, the same reference structures are used for both passenger transport systems. For example, if the step edges of the first step elements are used as reference structures for the primary passenger transport system, then preferably the step edges of the second step elements are used as reference structures for the secondary passenger transport system. Alternatively, 2024P00188WÖ can be used for both passenger transport systems.

[0053] - 12 - different reference structures can be used. In this case, however, the height differences of the corresponding reference structures must be known and these height differences must be taken into account when carrying out the procedure, in particular compensated for and / or subtracted.

[0054] According to one embodiment, the method includes: checking whether the primary passenger transport system is in continuous operation; and determining the height difference and / or controlling the secondary passenger transport system based on the determined height difference only if the primary passenger transport system is in continuous operation. Checking whether the primary passenger transport system is in continuous operation eliminates the need for synchronization until the primary passenger transport system is in continuous operation. This can help avoid unnecessary synchronization of the secondary passenger transport system. Checking whether the primary passenger transport system is in continuous operation can, for example, be performed by the secondary control unit.In this case, the secondary control unit can, for example, query the primary control unit to determine whether the primary passenger transport system is in continuous operation, and the primary control unit can then inform the secondary control unit whether it is in continuous operation or not. Alternatively, the primary passenger transport system can automatically send a synchronization enable signal to the secondary passenger transport system as soon as it is in continuous operation. Continuous operation can be defined, for example, by the steps of the respective passenger transport system moving at the same speed for a predetermined duration. The predetermined duration can be, for example, between 1 and 10 seconds, or between 1 and 5 seconds.Additionally, continuous operation can be defined by the fact that the first step elements move at a predetermined nominal speed of the primary passenger transport system.

[0055] Continuous operation is no longer guaranteed, for example, if the speed of a passenger transport system, such as the primary passenger transport system, changes. A change in the speed of passenger transport systems, independent of their control, can occur in the short term due to a change in load, for example, if one passenger transport system is currently carrying more passengers than the other. 2024P00188WÖ

[0056] - 13 -

[0057] Passenger transport system, or in the long term due to wear and tear, which occurs at a different time and / or to a different extent in one of the passenger transport systems than in the other passenger transport system.

[0058] According to one embodiment, the method involves: receiving a speed signal representative of the current speed of the first treads; and controlling the secondary passenger transport system based on this current speed such that, when one of the first treads passes the first elevation point and the other treads (positionally corresponding to the first tread) pass the second elevation point, the resulting height difference is smaller compared to the previously determined height difference. The current speed could, for example, be the nominal speed of the first passenger transport system. In this case, the speed signal might simply be representative of the fact that the first treads are currently moving at the nominal speed.In this case, the nominal speed itself can be stored on a memory unit of the secondary control unit, queried from this memory unit by the secondary control unit, and subsequently received. Alternatively, the current speed of the first steps can be detected, for example, using the first position sensor, taking into account the height of the first steps, and encoded in the speed signal. In this context, it should be noted that, for the purposes of this description, the speed of a passenger transport system always corresponds to the speed of the steps of the corresponding passenger transport system. The two speeds are therefore synonymous.

[0059] According to one embodiment, the height difference between the first and second step elements is determined by calculating the time difference between receiving the first and second position signals. The secondary passenger transport system is then controlled based on this calculated height difference, specifically by adjusting the speed of the second step elements. Determining the time difference allows for a simple and accurate determination of the height difference. It should be noted that, due to the fact that the secondary control unit essentially uses the current speed of the second step element, the system can be precisely controlled based on this time difference.

[0060] - 14 -

[0061] Given the triangular elements, the time difference is representative of the height difference. Therefore, the activation of the secondary passenger transport system depending on the height difference is equivalent to the activation of the secondary passenger transport system depending on the time difference.

[0062] According to one implementation, the secondary passenger transport system is controlled based on the determined height difference in such a way that, when one of the first step elements passes the first elevation point and the other step element (the one corresponding to the first step element) passes the second elevation point, the resulting height difference is reduced compared to the previously determined height difference by changing the speed of the second step elements based on the determined height difference. This allows the secondary passenger transport system to be controlled in a simple manner so that the first step elements and their corresponding second step elements reach the same height as quickly as possible.The speed of the second step elements can be changed, for example, by the secondary control unit determining a control signal depending on the height difference and sending the control signal to the drive unit of the secondary passenger transport system, wherein the drive unit of the secondary passenger transport system is designed to change the speed of the second step elements in response to receiving the control signal.

[0063] According to one implementation, the speed of the second stepping elements is changed depending on a predefined speed profile. This speed profile is configured such that the gradient of the changing speed increases with the height difference. This can help ensure that the first and second stepping elements reach the same height as quickly as possible, without the passengers being transported by the secondary passenger transport system noticing any change in speed. For example, the speed profile can be configured so that the speed changes by ±0.05 Hz for a time difference of 200 ms to 400 ms, by ±0.03 Hz for a time difference of 50 ms to 200 ms, and by ±0.01 Hz for a time difference of 5 ms, 10 ms, or 20 ms to 100 ms.In this context, the fact that the speed is changed by "plus / minus ..." could mean, for example, that the 2024P00188WÖ.

[0064] - 15 -

[0065] Speed ​​is increased according to the "plus" if the desired result, namely the same height footholds, is achieved faster by increasing the speed than by decreasing it, and speed is decreased according to the "minus" if the desired result, namely the same height footholds, is achieved faster by decreasing the speed than by increasing it.

[0066] According to one embodiment, the speed is only changed if the time difference is greater than a predetermined first time threshold. This can make it possible to change the speed only when the difference in altitude is so large that it is perceptible to the naked eye. The predetermined time threshold can, for example, be in a range from 5 ms to 20 ms, such as approximately or exactly 10 ms.

[0067] According to one embodiment, the first step elements are numbered consecutively using first numbers. The first position signal represents the first number of the first step element currently located at the first elevation. The second step elements are numbered consecutively using second numbers. The second position signal represents the second number of the second step element currently located at the second elevation. The secondary passenger transport system is controlled based on the position signals such that when one of the first step elements subsequently passes the first elevation and another of the second step elements, whose second number corresponds to the first number of this first step element, passes the second elevation, the resulting calculated height difference is smaller compared to the previously calculated height difference. The first and second numbers are preferably consecutive.For example, the numbers run from 1 to the total number of steps of the respective passenger transport system. In the simplest case, both passenger transport systems have the same number of steps. Thus, with a total of, for example, 20 steps per passenger transport system, the numbers can run from 1 to 20. However, the numbers can also run from 1 to a number less than the total number, especially if the total number is an integer multiple of the corresponding number. For example, with a total of 20 steps, the numbers can run four times consecutively from 1 to 5, again assuming that both passenger transport systems have the same number of steps. In both of the aforementioned cases, see 2024P00188WÖ.

[0068] - 16 -

[0069] The numbering system assigns each of the first two step elements the same number. The "number" here represents any discrete designation for the step units, such as a code, a signature, or something similar, within a conveyor belt structure, enabling their unique identification. Thus, the "numbering" represents discrete designations, coding, signing, or similar elements.

[0070] Should the two passenger transport systems have different total numbers of steps, this embodiment could be implemented flawlessly if, for example, the difference in the total number of steps is a multiple of the total number of steps in the passenger transport system with the lower total number. For instance, if the first passenger transport system has 20 steps and the second passenger transport system has 10 steps, the second numbers could run from 1 to 10, and the first numbers could also run from 1 to 10, but restart at 1 after each cycle. Thus, in this case, the numbering system assigns two of the second steps to each of the first steps, namely those with the same numbers.

[0071] Alternatively, this embodiment could be implemented perfectly if the difference and the total number of steps of the passenger transport system with the smaller total number of steps are divisible by the same integer without a remainder. For example, if the first passenger transport system has 15 steps and the second passenger transport system has 25 steps, the difference is 10. Since the total number of steps of the first passenger transport system is 15, the difference and the total number of steps of the first passenger transport system would each be divisible by 5 without a remainder. Thus, the steps could each be numbered from 1 to 5, with these numbers being repeated three times in the first passenger transport system and five times in the second.

[0072] According to one embodiment, the method involves controlling the secondary passenger transport system such that the second step elements move at a constant speed when the determined height difference is less than a predetermined height threshold. The drive unit of the secondary passenger transport system can be operated at a constant speed, for example, after the drive unit of the secondary 2024P00188WÖ

[0073] - 17 -

[0074] The passenger transport system was controlled such that the second set of steps were at the same height as the corresponding first set of steps. If the height difference subsequently exceeds the predefined height threshold, the process can be restarted. Since the time difference is representative of the height difference, the time difference and a second time threshold can be used as an alternative to the height difference and the height threshold to check whether the speed of the second set of steps needs to be adjusted. The second time threshold can, for example, be equal to, greater than, or less than the first time threshold. Optionally, this step can also be performed before executing the rest of the process to check whether it is even necessary to run the entire process.

[0075] According to one embodiment, the first and second step elements are designed such that at least their externally visible height dimensions are the same. This facilitates the particularly simple and accurate arrangement of the first and corresponding second step elements at the same height. For example, the first and second step elements are identical in construction.

[0076] According to one embodiment, the total number of first step elements is equal to the total number of second step elements. This facilitates the simple and accurate arrangement of the first and corresponding second step elements at the same height. For example, the first and second transport structures are identical in construction.

[0077] According to one embodiment, the passenger transport systems are arranged directly next to each other or directly behind one another. This makes it possible to create a uniform appearance by arranging the first and corresponding second step elements at the same height.

[0078] Embodiments of the invention are described below with reference to the accompanying drawings, whereby neither the drawings nor the description are to be interpreted as limiting the invention.

[0079] Fig. 1 shows a front view of a passenger transport system arrangement with two passenger transport systems arranged side by side before a synchronization of 2024P00188WÖ

[0080] - 18 -

[0081] Step elements of passenger transport systems, according to one embodiment of the present invention.

[0082] Fig. 2 shows a front view of the passenger transport system arrangement according to Figure 1 after synchronization of the step elements, according to one embodiment of the present invention.

[0083] Fig. 3 shows a front view of a passenger transport system arrangement with two passenger transport systems arranged one behind the other before a synchronization of step elements of the passenger transport systems, according to an embodiment of the present invention.

[0084] Fig. 4 shows a front view of the passenger transport system arrangement according to Figure 3 after synchronization of the step elements, according to one embodiment of the present invention.

[0085] Fig. 5 shows a front view of a passenger transport system arrangement with two passenger transport systems arranged side by side before a synchronization of step elements of the passenger transport systems, according to an embodiment of the present invention.

[0086] Fig. 6 shows a flowchart of an embodiment of a method for operating the passenger transport system arrangement, according to one embodiment of the present invention.

[0087] The figures are schematic only and not to scale. Identical reference symbols in the different figures denote identical or equivalent features.

[0088] Fig. 1 shows a front view of a passenger transport system arrangement 20 with two passenger transport systems, in particular with a first passenger transport system 22 and with a second passenger transport system 24, before a synchronization of the passenger transport systems 22, 24, in particular of step elements 26, 28 of the passenger transport systems 22, 24, according to an embodiment of the present invention.

[0089] Preferably, the passenger transport systems 22, 24 are arranged directly next to each other, as in Figure 1, or directly one behind the other (see Figures 3 and 4). The passenger transport system arrangement 20 can optionally include more than the two 2024P00188WÖ

[0090] - 19 -

[0091] The passenger transport system 20 comprises the primary passenger transport system 22 and 24. In this case, each additional passenger transport system can be controlled like the secondary passenger transport system 24. In other words, the passenger transport system arrangement 20 can include the primary passenger transport system and several secondary passenger transport systems 22 and 24.

[0092] The primary passenger transport system 22 can also be referred to as the master passenger transport system. The primary passenger transport system 22 can be operated by means of a primary control unit 62 and a primary drive unit 66, wherein the primary control unit 62 is configured to control the primary drive unit 66.

[0093] The secondary passenger transport system 24 can also be referred to as a slave passenger transport system. The secondary passenger transport system 24 can be operated by means of a secondary control unit 64 and a secondary drive unit 68, wherein the secondary control unit 64 is configured to control the secondary drive unit 68.

[0094] The primary passenger transport system 22 has a predefined first elevation level 34 and a first position sensor 36. The first position sensor 36 is, for example, located at the first elevation level 34. The first position sensor 36 is designed and arranged such that it can detect when one of the first step elements 26 is currently located at the first elevation level 34 and / or passes the first elevation level 34.

[0095] The primary passenger transport system 22 has a belt-like first transport structure 25. The belt-like first transport structure 25 has several interconnected first step elements 26 for picking up people. The first transport structure 25 is mechanically coupled to the first drive unit 66 such that the first transport structure 25, and thus the first step elements 26, can be moved by means of the first drive unit 66. In particular, as shown in Figure 1, the first step elements 26 can be moved obliquely upwards or downwards relative to the plane of the drawing by means of the first drive unit 66.

[0096] The secondary passenger transport system 24 has a predefined second elevation level 54 and a second position sensor 38. The second position sensor 38 is, for example, located at the second elevation level 54. The second position sensor 38 is designed and positioned such that it can detect when one of the second step elements 28 is currently located at the second elevation level 54 and / or passes the second elevation level 54. 2024P00188WÖ

[0097] - 20 -

[0098] The secondary passenger transport system 24 has a belt-like second transport structure 27. The belt-like second transport structure 27 has several interconnected second step elements 28 for picking up people. The second transport structure 27 is mechanically coupled to the second drive unit 68 such that the second transport structure 27, and thus the second step elements 28, can be moved by means of the second drive unit 68. In particular, as shown in Figure 1, the second step elements 28 can be moved obliquely upwards or downwards relative to the plane of the drawing by means of the second drive unit 68.

[0099] The passenger transport systems 22, 24 can each have two balustrades 32, which laterally define and separate the corresponding ribbon-like transport structures 25, 27 perpendicular to the direction of travel. Alternatively, the passenger transport systems 22, 24 can share the central balustrade 32. Furthermore, one or both outer balustrades 32 can be replaced by a wall (not shown) of the respective building.

[0100] The first and second step elements 26, 28 are preferably designed such that at least their externally visible height dimensions are the same. For example, the first and second step elements 26, 28 can be identical in construction. Alternatively, the first and second step elements 26, 28 can be designed differently.

[0101] The total number of first step elements 26 can be equal to the total number of second step elements 28. For example, the first and second transport structures 25, 27 can be identical in construction. Alternatively, the first and second transport structures 25, 27 can be different in construction.

[0102] The passenger transport systems 22 and 24 are each used for transporting people. These systems can be escalators or moving walkways. In the case of escalators, the tread elements 26 and 28 are step elements and can each have a tread, a riser, and various mechanical structures for holding and / or moving the respective tread elements 26 and 28. In the case of moving walkways, the tread elements 26 and 28 can be pallets and can have various mechanical structures for holding and / or moving the pallets. The tread elements 26 and 28 can be made of metal. 2024P00188WÖ

[0103] - 21 -

[0104] The belt-like transport structures 25, 27 can each have connecting structures by means of which the corresponding step elements 26, 28 are connected to one another, so that a corresponding conveyor belt 25, 27, in particular a step belt or a pallet belt, is formed. The connecting structures (not shown) can comprise chains, belts, steel cables, or the like, as known from the prior art.

[0105] The position sensors 36, 38 can each be configured, for example, as optical sensors (e.g., light barriers, light-sensitive sensors, or cameras), as time-of-flight sensors, or as capacitive sensors. Optionally, the first and / or the second passenger transport system 22, 24 can each have more than one position sensor 36, 38.

[0106] Preferably, the first and second elevation levels 34, 54 are arranged at the same height, particularly when the two passenger transport systems 22, 24 are arranged horizontally side by side, as shown in Figure 1. In this case, the predetermined height difference between the two elevation levels 34, 54 is zero. If the elevation levels 34, 54 of two horizontally arranged passenger transport systems 22, 24 are arranged at different heights (not shown), the height difference is greater than zero and can be taken into account when determining a height difference HD between the first step elements 26 and the corresponding second step elements 28, as explained below.

[0107] In either case, the "same height" at which the first and the corresponding second steps 26, 28 are located as a result of the control of the secondary passenger transport system 24 can refer to the same zero level. The heights at which the steps 26, 28 are located and / or at which the elevation markers 34, 54 are arranged can be absolute heights, each measured from the common zero level. This zero level can, for example, be a first zero level 30, which may be defined by a lower boarding platform 46 of the primary passenger transport system 22. In the embodiment shown in Figure 1, a lower boarding platform 48 of the secondary passenger transport system is also arranged at the first zero level 30. Alternatively, the first zero level 30 can also be defined by an upper exit platform 50 of the primary passenger transport system 22.In this case, an upper exit platform 52 of the secondary passenger transport system 24 can also be located on the first 2024P00188WÖ.

[0108] - 22 -

[0109] The zero level is 30. Alternatively, the heights can refer to one or more zero levels 30, 60, as explained in more detail with reference to Figure 3.

[0110] For the purposes of this description, one of the second step elements 28 "corresponds to one of the first step elements 26 in terms of position" if, relative to the corresponding zero level 30, the height difference HD between the first step element 26 and the "corresponding to one another in terms of position" second step element 28 is less than half the externally visible height mass of the step elements 26, 28, or if the two step elements 26, 28 have the same number, signature, code, etc., as explained in more detail below with reference to Figure 5. The former case is shown in Figure 1, where the first and second step elements 26, 28, which "correspond to one another in terms of position" for the purposes of this application, are connected by dotted double arrows. The latter case is shown in Figure 5, where the first and second step elements 26, 28, which "correspond to one another" for the purposes of this application, are connected by dotted double arrows.

[0111] For example, the step elements 26 and 28 shown in Figure 1 can each have a height of 200 mm. In this case, the second step element 28, which is located a maximum of 100 mm lower than the first step element 26, corresponds to one of the first step elements 26 in terms of its position. Alternatively, the second step element 28, which is located a maximum of 100 mm higher than the first step element 26, could also correspond to the first step element 28.

[0112] The first step elements 26 and the second step elements 28 have externally visible height dimensions that are preferably the same. For the purposes of this description, the "externally visible height dimensions" always refer to a front view in a horizontal direction of the passenger transport systems 22, 24 arranged as intended, as shown in Figures 1 to 5, and thus at least essentially to the view of a person who is about to enter one of the passenger transport systems 22, 24.

[0113] The fact that at least the externally visible height dimensions of the step elements 26, 28 are the same means that the external visual impression of the step elements 26, 28, arranged as intended, is such that an observer of the step elements 26, 28 has the impression that the step elements 26, 28 are of the same height. In the simplest case, this is the case when identical belt-like transport structures 25, 27 and, in particular, identical step elements 26, 28 are used for both passenger transport systems 22, 24. 2024P00188WÖ

[0114] - 23 -

[0115] Theoretically, different step elements 26, 28 can be used for the two passenger transport systems 22, 24, preferably with at least the same externally visible height dimensions. For example, the first step elements 26 could be narrower or wider than the second step elements 28. Furthermore, the first belt-like transport structure 25 can have more or fewer first step elements 26 than the second belt-like transport structure 27 has second step elements 28.

[0116] In the case of escalators as passenger transport systems 22, 24, the externally visible height dimensions of the tread elements 22, 24, in particular the step elements, are determined by the heights of the step elements and their arrangement relative to one another. These heights generally correspond to the heights of the risers of the step elements, or at least to the heights of the visible parts of the risers. For example, the step elements may be arranged such that, when viewed from the front of the passenger transport systems 22, 24, one of the step elements partially obscures a step element directly above it, resulting in the externally visible height of the step elements being smaller than their actual height. If the step elements are arranged so that they do not obscure each other, the externally visible height corresponds to the actual height of the step elements.

[0117] In contrast, the externally visible height of a moving walkway is determined by the length of the pallets and the incline of the walkway, assuming in this description that the incline is always greater than zero. The longer the pallets are in the direction of travel and the greater the incline, the greater the height visible from the front. Conversely, the shorter the pallets are in the direction of travel and the shallower the incline, the smaller the externally visible height.

[0118] If the first and second step elements 26, 28 are designed such that their externally visible heights are not the same, the secondary drive unit 68 can, for example, be controlled so that the first and second step elements 26, 28 are at the same height at least in predetermined areas of the passenger transport systems 22, 24. For example, in the case of passenger transport systems 22, 24 arranged side by side, the predetermined areas can be the boarding platforms 46, 48 or the disembarking platforms 50, 52 of the passenger transport systems 22, 24. In the case of passenger transport systems 22, 24 arranged one behind the other, as in Figure 3 2024P00188WÖ

[0119] As shown in Figures 24 and 4, the specified areas can be the first exit platform 50 of the front passenger transport system, for example, the primary passenger transport system 22, and the second entry platform 48 of the rear passenger transport system, for example, the secondary passenger transport system 24. This can, for example, help to create the impression that the two passenger transport systems 22, 24 arranged one behind the other use a single, common continuous conveyor belt 25, 27. Furthermore, this can contribute to a comfortable transition from the front to the rear passenger transport system 22, 24. In both cases, the height markers 34, 54 and the corresponding position sensors 36, 38 can advantageously be arranged in the respective specified areas.To put it simply, in the case of unequal first and second step elements 26, 28, the passenger transport systems 22, 24 can at least be synchronized in such a way that a specific first step element 26 and a specific second step element 28 are at the same height.

[0120] The first step elements 26 and the second step elements 28 are preferably identical in construction, in particular identically designed. In this case, the first and second step elements 26, 28 have the same structures. Each of these structures, which is representative of the current height of the corresponding step element 26, 28, can serve as a reference structure for the corresponding step element 26, 28 to synchronize the passenger transport systems 22, 24. The reference structures, which can also be referred to as reference points, can be located, for example, on the upper surfaces of the step elements 26, 28 visible in the front view or on the visible undersides or lower edges of the step elements 26, 28 when the passenger transport systems 22, 24 are arranged as intended.Undersides are represented in Figure 1 by the horizontal lines between the balustrades 32 and serve as the first reference structure 40 of the primary passenger transport system 22 and as the second reference structure 42 of the secondary passenger transport system 24. In the case of escalators, and accordingly in the case of step elements, for example, tread surfaces or step edges of the corresponding treads, risers, chain pins, chain rollers, step chain rollers, step axles, step rollers, guide rollers, or other step parts can be used as reference structures 40, 42. In the case of moving walkways, and accordingly in the case of pallets, pallet edges of the corresponding 2024P00188WÖ can be used.

[0121] - 25 -

[0122] Pallets, chain bolts, chain rollers or pallet axles or other pallet parts than the reference structures 40, 42 are used.

[0123] Preferably, the same reference structures 40, 42 are used for both passenger transport systems 22, 24. For example, if the step edges of the first step elements 26 are used as the first reference structures 40 for the primary passenger transport system 22, then preferably the step edges of the second step elements 28 are used as the second reference structures 42 for the secondary passenger transport system 24. Alternatively, different reference structures can be used for both passenger transport systems 22, 24. In this case, however, the height differences of the respective reference structures must be known, and these height differences must be taken into account when carrying out the procedure described below, in particular, they must be compensated for and / or factored out.

[0124] The position sensors 36, 38 are arranged such that they can detect the passage of the corresponding stepping elements 26, 28, in particular the corresponding reference structures 40, 42. Accordingly, the position sensors 36, 38 can be arranged above, below, or to the side of the respective stepping elements 26, 28. For example, the position sensors 36, 38 can be arranged above, below, or between the corresponding conveyor belt 25, 27.

[0125] Fig. 2 shows a front view of the passenger transport system 20 according to Figure 1 after the synchronization of the step elements 26, 28, according to an embodiment of the present invention. After synchronization, the second step elements 28 are at the same heights as the corresponding first step elements 26. The height difference HD between the first and second step elements 26, 28 is therefore equal to "zero" or within a tolerance range considered "zero".

[0126] Fig. 3 shows a front view of a passenger transport system arrangement 20 with the two passenger transport systems 22, 24 before the synchronization of the step elements 26, 28 of the passenger transport systems 22, 24, according to an embodiment of the present invention. In this alternative arrangement of the two passenger transport systems 22, 24, the passenger transport systems 22, 24 can be arranged in a row, i.e., from the perspective of a passenger, one behind the other and at different height levels. The position sensors 36, 38 and thus the height markers 34, 54 can be at different 2024P00188WÖ

[0127] - 26 -

[0128] The steps may be arranged at different heights, particularly if the first steps 26 are identical in construction to the second steps 28. In this case, the "same height" at which the first and the corresponding second steps 26, 28 are to be located as a result of the control of the secondary passenger transport system 24 can refer to two different zero levels, in particular the first zero level 30 and the second zero level 60, which can be taken into account when controlling the secondary passenger transport system 24.Of these two zero levels 30, 60, the first zero level 30 of the primary passenger transport system 22, to which the first elevation 34 refers, can be defined, for example, by the lower boarding platform 46 of the primary passenger transport system 22, and the second zero level 60 of the secondary passenger transport system 24, to which the second elevation 54 refers, can be defined, for example, by the lower boarding platform 48 of the secondary passenger transport system 24.

[0129] In this situation, a person viewing the passenger transport system 20 in the front views shown in Figures 1 and 2 might get the impression that both passenger transport systems 22, 24 use a single, common drive unit 66, 68. Furthermore, a graphic representation, for example, advertising, could be applied to the treads 26, 28 in such a way (for example, on the risers of escalators) that the graphic representation is recognizable in the front view, and due to the synchronization of the treads 26, 28, the graphic representation could extend across the treads 26, 28 of both passenger transport systems 22, 24, in particular without distortion.

[0130] In Figure 3, one of the first step elements 26, in particular its first reference structure 40, is located exactly at the first elevation 34. The corresponding second step element 28, in particular its second reference structure 42, is located slightly below the second elevation 54, which is why the height difference HD between the first step element 26 and the positionally corresponding second step element 28 results. Since the step elements 26 and 28 are identical in construction in this embodiment, the same height difference HD also results for all other step elements 26 and 28.

[0131] Fig. 4 shows a front view of the passenger transport system arrangement 20 according to Figure 3 after the synchronization of the step elements 26, 28, according to an embodiment of the present invention. After synchronization, the first step elements 2024P00188WÖ are located

[0132] - 27 -

[0133] 26 and the corresponding second step elements 28 are each at the same height. In particular, the first step elements 26 are located as high above the first zero level 30 as the corresponding second step elements 28 are located above the second zero level 60. The height difference HD is zero. In this situation, a person viewing the passenger transport system 20 in the front view shown in Figure 3 might get the impression that both passenger transport systems 22, 24 use a single, common continuous conveyor belt 25, 27.

[0134] Fig. 5 shows a front view of a passenger transport system 20 with the two passenger transport units 22, 24 before synchronization of the step elements 26, 28 of the passenger transport units 22, 24, according to one embodiment of the present invention. The passenger transport system 20 shown in Fig. 5 can, for example, largely correspond to the passenger transport system 20 shown in Figs. 1 and 2. Therefore, only those features of the passenger transport system 20 shown in Fig. 5 that differ from those shown in Figs. 1 and 2 will be discussed below.

[0135] In this embodiment, the first step elements 26 are numbered 1-N, and the second step elements 28 are numbered 1-N. The first and second numbers are preferably consecutive. For example, the numbers run from 1 to the total number N of step elements 22, 24 of the corresponding passenger transport system 20. In the simplest case, both passenger transport systems 22, 24 have the same total number N of step elements 26, 28. Thus, with a total number N of, for example, 20 step elements 26, 28 per passenger transport system 22, 24, the numbers can run from 1 to 20. However, the numbers can also run from 1 to a number less than the total number N, particularly if the total number N is an integer multiple of the corresponding number.For example, with a total of 20 step elements 26, 28, the numbers can run four times consecutively from 1 to 5, again assuming that the two passenger transport systems 22, 24 have the same total number N of step elements 26, 28. In both of the aforementioned cases, the numbering assigns one of the second step elements 28 to each of the first step elements 26, namely the one with the number 2024P00188WÖ.

[0136] - 28 - of the same number. This is shown in the figure by the dotted double arrows, which connect the corresponding, in other words, the matching, step elements 26, 28.

[0137] Should the two passenger transport systems 22, 24 have different total numbers of steps 26, 28, this embodiment could be implemented flawlessly if, for example, the difference in the total numbers corresponds to a multiple of the total number of steps 26, 28 of the passenger transport system 22, 24 with the lower total number. For example, if the primary passenger transport system 22 has twenty steps 26, 28 and the secondary passenger transport system 24 has ten steps 26, 28, the second numbers could run from 1 to 10, and the first numbers could also run from 1 to 10, but restart at 1 after each cycle. Thus, in this case, the numbering assigns two of the second steps 28 to each of the first steps 26, namely those with the same numbers.

[0138] Alternatively, this embodiment could be implemented perfectly if the difference and the total number of steps of the passenger transport system 22, 24 are divisible by the same integer without remainder as the smaller total number of steps of the passenger transport system 26, 28. For example, if the primary passenger transport system 22 has fifteen steps 26, 28 and the secondary passenger transport system 24 has twenty-five steps 26, 28, the difference is 10. Since the total number of steps 26, 28 of the first passenger transport system is 15, the difference and the total number of steps 26, 28 would each be divisible by 5 without remainder. Thus, the steps 26, 28 could each be numbered from 1 to 5, with these numbers being repeated three times in the primary passenger transport system 22 and five times in the secondary passenger transport system 24.

[0139] Fig. 6 shows a flowchart of an embodiment of a method for operating the passenger transport system 20, according to an embodiment of the present invention. The method serves to synchronize the two passenger transport systems 22, 24, for example according to one of the embodiments described above, and in particular their step elements 26, 28, such that at least some, preferably all, of the first step elements 26, 28 are at the same height as the positionally corresponding second step elements 26, 28. The method can be controlled by the secondary control unit 64 2024P00188WÖ

[0140] - 29 - be carried out. For this purpose, the secondary control unit 64 can communicate with the primary control unit 62.

[0141] In an optional step S2, it can be checked whether the primary passenger transport system 22 is in continuous operation. Continuous operation can be defined, for example, by the fact that the step elements 26 of the primary passenger transport system 22 move at the same speed for a predetermined duration. The predetermined duration can be, for example, between 1 s and 10 s, or between 1 s and 5 s. Additionally, continuous operation can be defined by the fact that the first step elements 26 move at a predetermined nominal speed of the primary passenger transport system 22.

[0142] Continuous operation is no longer guaranteed, for example, if the speed of the passenger transport system, such as the primary passenger transport system 22, changes. A change in the speed of passenger transport systems 22 and 24, independent of their control, can occur in the short term due to a change in load, for example, when one or more people enter the respective passenger transport system 22 or 24, or in the long term due to wear and tear.

[0143] Optionally, the procedure can be designed so that it only continues if the primary passenger transport system 24 is in continuous operation. Checking whether the primary passenger transport system 22 is in continuous operation or not makes it possible to forgo synchronization until the primary passenger transport system 22 is in continuous operation.

[0144] Checking whether the primary passenger transport system 22 is in continuous operation can be performed, for example, by the secondary control unit 64. In this case, the secondary control unit 64 can, for example, query the primary control unit 62 to determine whether the primary passenger transport system 22 is in continuous operation, and the primary control unit 62 can then inform the secondary control unit 64 whether it is in continuous operation or not. Alternatively, the primary passenger transport system 22 can automatically send a synchronization enable signal to the secondary control unit 64.

[0145] - 30 -

[0146] Send the passenger transport system 24 as soon as it is in continuous operation.

[0147] In step S4, a speed signal can be received that is representative of the current speed of the first step elements 26. The current speed can, for example, be the nominal speed of the first passenger transport system 22. In this case, the speed signal may simply indicate that the first step elements 26 are currently moving at the nominal speed. In this case, the nominal speed itself can be stored on a memory unit of the secondary control unit 64, queried from this memory unit by the secondary control unit 64, and subsequently received by the secondary control unit 64. Alternatively, the current speed of the first step elements 26 can be detected, for example, by means of the first position sensor 36, taking into account the height mass of the first step elements 26, and encoded in the speed signal.

[0148] Optionally, step S4 can be executed together with step S2. For example, the control units 62 and 64 can be configured such that the primary control unit 62 sends the speed signal only when the primary passenger transport system 22 is in continuous operation. Accordingly, the secondary control unit 64 can interpret the receipt of the speed signal as indicating that the primary passenger transport system 22 is in continuous operation.

[0149] In step S6, a first position signal can be received. This first position signal can, for example, represent that one of the first step elements 26, in particular its first reference structure 40, passes the predetermined first elevation 34 of the primary passenger transport system 22; in other words, that one of the first step elements 26, in particular its first reference structure 40, is currently located at the predetermined first elevation 34 of the primary passenger transport system 22. For example, the first position signal can be sent from the primary control unit 62 to the secondary control unit 64 each time one of the first step elements 26, in particular its first reference structures 40, passes the first position sensor 36 and / or is detected by it. The first position signal can be generated by the first position sensor 36. The first 2024P00188WÖ

[0150] - 31 -

[0151] The position signal can be transmitted from the first position sensor 36 to the secondary control unit 64 and received by it.

[0152] In step S8, a second position signal can be received. This second position signal can, for example, indicate that one of the second step elements 28, in particular its second reference structure 42, passes the predetermined second elevation 54 of the secondary passenger transport system 24; in other words, that one of the second step elements 28, in particular its second reference structure 42, is currently located at the predetermined second elevation 54 of the secondary passenger transport system 24. For example, the second position signal can be sent from the second position sensor 38 to the secondary control unit 64 each time one of the second step elements 28, in particular its second reference structure 42, passes the second position sensor 38 and / or is detected by it. The second position signal can be generated by the second position sensor 38.The second position signal can be transmitted from the second position sensor 38 to the secondary control unit 64 and received by it.

[0153] If, during a continuous, for example repeatedly executed procedure for synchronizing the passenger transport systems, several first position signals and several second position signals are received, it can normally be assumed that one of the second position signals, which directly follows one of the first position signals, relates exactly to the second step element that corresponds to the first step element in terms of position.

[0154] If two or more first position sensors 36 of the primary passenger transport system 22 are assigned to the same first elevation 34, the corresponding position signals can be interpreted by means of a kind of averaging. For example, the primary control unit 62 can receive a third position signal from one of two first position sensors 36 of the primary passenger transport system 22 and shortly thereafter a fourth position signal from the other of the two first position sensors 36, and can encode in the first position signal the time that lies exactly between the reception of the third and the fourth position signal. If these first position sensors 36 are assigned to different first elevations 34 of the first passenger transport system 22, the corresponding elevation difference can be taken into account and, in particular, computationally compensated. The same applies to the 2024P00188WÖ

[0155] - 32 - secondary passenger transport system 24 in the case that the secondary passenger transport system 24 has several second position sensors 38.

[0156] In step S10, the height difference HD between the first step element 26 and the second step element 28 can be determined based on the first and second position signals. If the first and / or second position signal is sent each time one of the corresponding step elements 26, 28 is detected by the corresponding position sensor 36, 38, the height difference HD is preferably determined using the first position signal and the immediately following second position signal. Otherwise, the height mass and the current speed of the second step element 28 would have to be taken into account when calculating the height difference HD, which is possible but somewhat complex.

[0157] The height difference HD between the first step element 26 and the corresponding second step element 28 can be determined, for example, by calculating the time difference between the reception of the first position signal and the reception of the second position signal. This time difference, combined with the speed of the secondary passenger transport system 24, is then used to determine the height difference HD. The secondary passenger transport system 24 can thus be controlled based on the calculated height difference HD, specifically by controlling its speed based on the calculated time difference and the current speed of the second step element 28. It should be noted that, because the secondary control unit 64 is aware of the current speed of the second step element 28, the time difference is representative of the height difference HD.The activation of the secondary passenger transport system 24 depending on the height difference HD is therefore equivalent to the activation of the secondary passenger transport system 24 depending on the time difference.

[0158] With a uniform externally visible height dimension of the tread elements 26, 28, the height difference HD between one of the first tread elements 26 and the positionally corresponding second tread element 28 lies between zero and half of the externally visible height dimension. For example, with a uniform externally visible height dimension of 200 mm, the height difference HD lies between 0 mm and 100 mm. Assuming an exemplary speed of the first 2024P00188WÖ

[0159] - 33 -

[0160] For step elements 26 of 500 mm / s, which corresponds to a vertical speed of 250 mm / s at an inclination of 30°, the time difference is therefore between 0 ms and 400 ms.

[0161] In an optional step S12, it can be checked whether the determined height difference is greater than a predefined height threshold, for example, by checking whether the determined time difference is greater than a predefined first time threshold. The predefined time threshold can, for example, be in a range of 5 ms to 20 ms, such as approximately or exactly 10 ms. The procedure can be continued again in one of the steps S2 to S6, in particular without a targeted change in the speed of the secondary passenger transport system, if the height difference is less than the predefined height threshold or the time difference is less than the predefined first time threshold. The procedure can be continued in step S14 if the height difference is greater than the predefined height threshold or the time difference is greater than the predefined first time threshold.

[0162] In step S14, the secondary passenger transport system 24 can be controlled, depending on the determined height difference HD and optionally depending on the current speed of the secondary passenger transport system 24, such that when one of the first step elements 26 subsequently passes the first elevation 34 and one of the second step elements 28, which corresponds to the position of the first step element 26, passes the second elevation 54, the determined height difference HD becomes smaller compared to the previously determined height difference HD. This can be continued until the second step elements 28 are at least approximately at the same height as the corresponding first step elements 26.For example, depending on the determined height difference HD, the speed of the second step elements 28 can be changed so that the second step elements 28 are subsequently at the same height as the corresponding first step elements 26.

[0163] If, during a continuous, for example repeatedly executed procedure for synchronizing the passenger transport systems, the height difference HD is repeatedly determined, the procedure can be carried out, for example, in such a way that each subsequent passage of the first elevation 34 2024P00188WÖ

[0164] - 34 - through one of the first step elements 26 and the second elevation 54 through one of the second step elements 28, which corresponds to this first step element 26 in terms of position, the height difference HD determined as a result becomes smaller compared with the height difference HD determined directly before.

[0165] The speed of the second step elements 28 can be changed, for example, by the secondary control unit 64 determining a control signal based on the height difference HD and sending the control signal to the secondary drive unit 68. The secondary drive unit 68 can be configured to change the speed of the second transport structure 27, and thus of the second step elements 28, in response to receiving the control signal.

[0166] Optionally, the speed of the second step element 28 can be changed depending on a predefined speed profile. The speed profile can be configured such that the gradient of the changing speed increases with the height difference HD. For example, the speed profile can be configured so that the speed changes by ±0.05 Hz for a time difference of 200 ms to 400 ms, by ±0.03 Hz for a time difference of 50 ms to 200 ms, and by ±0.01 Hz for a time difference of 5 ms, 10 ms, or 20 ms to 100 ms, assuming an externally visible height measurement of 200 mm for the step elements 26, 28.Using this speed profile, adjusting the speed of the second step elements 28 requires a maximum of 200 s for a speed change of 0.05 Hz, a maximum of 250 s for a speed change of 0.03 Hz, and a maximum of 225 s for a speed change of 0.01 Hz. The specified frequencies refer to the AC voltage of the control current for the secondary drive unit 68, and it should be noted that these are values ​​of the changes in the corresponding frequencies and not absolute values. For example, the passenger transport systems 22, 24 can, in principle, be operated at either 50 Hz or 60 Hz and synchronized based on the aforementioned frequency changes.

[0167] In this context, changing the speed by "plus / minus . . ." can mean, for example, that the speed is increased according to the "plus" if the desired result, namely the equally high 2024P00188WÖ, is not achieved.

[0168] - 35 -

[0169] Tritelements 26, 28, are achieved more quickly by increasing the speed than by decreasing it, and that the speed is reduced according to the “minus” if the desired result, namely the same tritelements 26, 28, is achieved more quickly by decreasing the speed than by increasing it.

[0170] To ensure that the second step elements 28 are at least approximately at the same height as their corresponding first step elements 26, the secondary drive unit 68 can optionally be controlled such that the first and corresponding second step elements 28 are either exactly at the same height or at least reach the same height within a time period of 10 ms. In other words, after synchronization, the first step elements 26 do not need to be exactly at the same height as their corresponding second step elements 28 to be considered as being at the same height, as described here.This takes into account the fact that a person viewing the passenger transport system 20 from the front cannot perceive any height difference HD without aids if the first and corresponding second step elements 28 are at the same height within a time period of 10 ms. Therefore, for the purposes of this description, it is sufficient if, after synchronization, the first and corresponding second step elements 26, 28 are at least approximately at the same height.

[0171] Optionally, the height difference HD can be continuously determined based on current position signals. If the determined height difference is less than the predefined height threshold, the secondary passenger transport system 24 can be controlled such that the second step elements 28 move at a constant speed. Should the height difference HD subsequently exceed the predefined height threshold again, the process can be restarted. Since the time difference is representative of the height difference, the time difference and a second time threshold can be used as an alternative to the height difference and the height threshold to check whether the speed of the second step elements 28 needs to be adjusted. The second time threshold can, for example, be equal to the first time threshold or greater or less than the first time threshold (tolerance range).Optionally, 2024P00188WÖ can be used.

[0172] - 36 - this step may also be carried out before carrying out the rest of the procedure in order to check whether it is necessary to carry out the procedure at all or not.

[0173] If the step elements 26, 28 are numbered as explained with reference to Figure 5, the first position signal can be representative of the first number of the first step element 26, which is currently located at the first elevation 34, and the second position signal can be representative of the second number of the second step element 28, which is currently located at the second elevation 54. The secondary passenger transport system 24 can then be controlled according to the position signals such that the second step elements 28 are each at the same elevation as the first step elements 26, whose first numbers correspond to the second numbers of the respective second step elements 28.

[0174] The secondary control unit 64 can include a memory unit for storing one or more elevation values ​​and / or one or more elevation threshold values ​​and / or one or more time values, and a processor that is communicatively coupled to the memory unit and configured to execute the procedure described above based on the stored elevation and / or time values. The time values ​​can be, for example, times encoded in the position signals or detected by the secondary control unit 64, durations, or one or more time differences determined by the secondary control unit 64. The elevation values ​​can include, for example, one or more elevation differences HD between trige elements 26, 28, and / or elevation differences between differently positioned elevation markers 34, 54, and / or differently elevated visible outer dimensions of the trige elements 26, 28.

[0175] If the passenger transport system 20 has three or more passenger transport systems 22, 24, one of the passenger transport systems 22, 24 serves as the primary passenger transport system 22 and the other passenger transport systems 24 as secondary passenger transport systems 24. Should the primary passenger transport system 22 fail, one of the secondary passenger transport systems 24 can subsequently serve as the primary passenger transport system 22.

[0176] Finally, it should be noted that terms such as "having," "comprising," etc., do not exclude other elements or steps, and terms such as "a" or "an" do not exclude a plurality. Furthermore, it should be noted that features or steps described with reference to one of the above embodiments 2024P00188WÖ

[0177] - 37 - are also to be used in combination with other features or steps of other embodiments described above. Reference numerals in the claims are not to be regarded as limitations.

Claims

2024P00188WÖ - 38 - Patent claims 1. Method for operating a passenger transport system arrangement (20) comprising a primary passenger transport system (22) and at least one secondary passenger transport system (24), wherein the primary passenger transport system (22) has a belt-like first transport structure (25) having several interconnected first step elements (26) for receiving persons, and wherein the secondary passenger transport system (24) has a belt-like second transport structure (27) having several interconnected second step elements (28) for receiving persons, characterized in that the method comprises the following process steps: Receiving an initial position signal that is representative of one of the first step elements (26) passing a predetermined initial elevation level (34) of the primary passenger transport system (22); Receiving a second position signal that is representative of one of the second step elements (28) passing a predetermined second elevation level (54) of the secondary passenger transport system (24), wherein an elevation difference between the first elevation level (34) and the second elevation level (54) is predetermined; Determining a height difference (HD) between the first step element (26) and the second step element (28) depending on the first position signal and the second position signal; The secondary passenger transport system (24) is controlled depending on the determined height difference (HD) such that when one of the first step elements (26) subsequently passes the first height level (34) and one of the second step elements (28), which corresponds to this first step element (26) in terms of position, the height difference (HD) determined depending on this becomes smaller compared with the previously determined height difference (HD).

2. Method according to claim 1, wherein the first position signal is representative of the fact that a predetermined first reference structure (40) of one of the first step elements (26) of the primary passenger transport system (22) passes the predetermined first elevation level (34) of the primary passenger transport system (22), and 2024P00188WÖ - 39 - the second position signal is representative that a second reference structure (42) of one of the second step elements (28) of the secondary passenger transport system (24) passes the specified second elevation level (54) of the secondary passenger transport system (24).

3. A method according to any one of the preceding claims, comprising: Check whether the primary passenger transport system (22) is in continuous operation; and Determining the height difference (HD) and / or controlling the secondary passenger transport system (24) depending on the determined height difference (HD) only if the primary passenger transport system (22) is in continuous operation.

4. A method according to any one of the preceding claims, comprising: Receiving a velocity signal that is representative of a current velocity of the first foot elements (26); and The secondary passenger transport system (24) is controlled depending on the current speed such that when the first elevation level (34) is subsequently passed by one of the first step elements (26) and the second elevation level (54) by one of the second step elements (28), which corresponds to this first step element (26) in terms of position, the height difference (HD) determined as a result is smaller compared with the previously determined height difference (HD).

5. Method according to one of the preceding claims, wherein the height difference (HD) between the first step element (26) and the second step element (28) is determined by determining a time difference between the reception of the first position signal and the reception of the second position signal, and the secondary passenger transport system (24) is controlled depending on the determined height difference (HD) by controlling the secondary passenger transport system (24) depending on the determined time difference and depending on a current speed of the second step elements (28).

6. Method according to any one of the preceding claims, wherein 2024P00188WÖ - 40 - the secondary passenger transport system (24) is controlled depending on the determined height difference (HD) such that when the first elevation level (34) is subsequently passed by one of the first step elements (26) and the second elevation level (54) by one of the second step elements (28), which corresponds to this first step element (26) in terms of position, the height difference (HD) determined depending on this becomes smaller compared with the previously determined height difference (HD) by changing a speed of the second step elements (28) depending on the determined height difference (HD).

7. Method according to claim 6, wherein the speed of the second step elements (28) is changed depending on a predetermined speed profile, and the speed profile is configured such that the gradient of the changing speed is greater the greater the difference in height (HD).

8. A method according to claim 5 and, if dependent on claim 5, of one of claims 6 or 7, wherein the speed is changed only if the time difference is greater than a predetermined first time threshold.

9. A method according to one of the preceding claims, wherein the first step elements (26) are numbered by means of first numbers, the first position signal is representative for the first number of the first step element that passes the first elevation (34), the second step elements (28) are numbered by means of second numbers, the second position signal is representative for the second number of the second step element that passes the second elevation (54), and the secondary passenger transport system (24) is controlled depending on the position signals such that when one of the first step elements (26) subsequently passes the first elevation (34) and one of the second step elements (28), whose second number corresponds to the first number of this first step element (26), passes the second elevation (54), the elevation difference (HD) determined as a result is smaller compared with the previously determined elevation difference (HD). 2024P00188WÖ - 41 - 10. Method according to any one of the preceding claims, comprising: Control of the secondary passenger transport system (24) such that the second step elements (28) move at a constant speed when the determined height difference (HD) is less than a specified height threshold.

11. Control unit (64) for a passenger transport system (24), comprising: a storage unit for storing one or more altitude values ​​and / or one or more altitude threshold values ​​and / or one or more time values; and a processor which is communicatively coupled to the storage unit and which is configured to execute the method according to one of the preceding claims based on the stored altitude and / or time values.

12. Personnel transport system arrangement (20), comprising: a primary personnel transport system (22) having a predetermined first elevation (34) at which a first position sensor (36) is arranged, and a belt-like first transport structure (25) having several interconnected first step elements (26) for receiving persons, wherein the first position sensor (36) is designed and arranged such that it can be detected by means of the first position sensor (36) when one of the first step elements (26) passes the first elevation (34);at least one secondary passenger transport system (24) having a second elevation level (54) on which a second position sensor (38) is arranged, and a belt-like second transport structure (27) having several interconnected second step elements (28) for receiving persons, wherein the second position sensor (38) is designed and arranged such that it can be detected by means of the second position sensor (38) when one of the second step elements (28) passes the second elevation level (54); and a control unit (64) according to claim 11.

13. Person transport system arrangement (20) according to claim 12, wherein the first and the second step elements (28) are designed such that at least their externally visible height dimensions are the same.

14. Passenger transport system arrangement (20) according to one of claims 12 or 13, wherein 2024P00188WÖ - 42 - a total number (N) of first step elements (26) equals a total number of second step elements (28).

15. Passenger transport system arrangement (20) according to one of claims 12 to 14, wherein the passenger transport systems (22, 24) are arranged directly next to each other or directly one behind the other.

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