Preferably, the primary layer is made of an elastomer and the tension element is embedded in the primary layer.

The primary layer can therefore be formed as an elastomer insert that completely surrounds the tension element. The advantage here is that processing of the semi-finished products is simplified. The tension element also prevents damage to other elements of the handrail, as it is shielded or protected from the primary layer. For example, contact between the tension element and the sliding layer can be effectively prevented without the need to provide an additional layer to protect the sliding layer.

Preferably, the primary layer has a fibre reinforcement transverse to the profile direction of the handrail, and the fibre reinforcement preferably comprises glass, carbon, polyamide and/or polyester.

As described above, this can increase the transverse stability of the primary layer and thus of the entire handrail, allowing it to be guided securely on the guide element. Preferably, the primary layer only has the fibre reinforcement in the two end areas. This means that the end areas in particular can be reinforced, which makes the handrail highly resistant to transverse loads and prevents it from being pulled away unintentionally. As a result, the handrail can be guided even more securely on the guide element, guide rollers and drive rollers.

Preferably, the primary layer has a large number of holes at least on the side facing the cover layer.

The holes can be indentations on the side of the primary layer facing the cover layer. This can improve mechanical adhesion between the carcass and the cover layer. Furthermore, the holes can be through-holes that extend through the primary layer. This makes it easier to produce the holes, which increases the efficiency of the handrail manufacturing process. In addition, the advantages already mentioned above can be achieved with the holes (texturing of the primary layer).

Preferably, the primary layer is formed from a rubberised fabric, in particular vulcanised fabric; the primary layer preferably comprises chloroprene rubber, natural rubber, styrene- or styrol-butadiene rubber and/or polybutadiene rubber.

Vulcanisation can create a stable bond that has sufficient stability. Furthermore, the entire carcass can be vulcanised in addition to the primary layer. This means that the individual components of the carcass can be easily bonded to each other. Treating the primary ply with CR (chloroprene rubber), NR (natural rubber), SBR (styrene-butadiene rubber) and/or BR (polybutadiene rubber) can provide good adhesion between the carcass and the cover layer, especially if the cover layer comprises polyurethane. Furthermore, such a carcass or primary layer can be produced or processed on existing machine tools without structural adjustments. This means that manufacturing the handrail can be extremely simple and cost-effective.

Preferably, the primary layer has a surface texture on the side facing the cover layer, in particular indentations in the profile direction and/or transverse to the profile direction.

The surface texture can be a texture that roughens the surface of the primary layer facing the cover layer. For example, indentations, raised areas or a combination of the two can be provided. The indentations are an example of the surface texture of the primary layer. The indentations can take the form of elongated indentations (for example in the form of one or more grooves). Raised areas can protrude away from the primary layer in the form of a material protrusion. Elongated indentations and/or raised areas transverse to the profile direction of the handrail can be provided in the primary layer in order to ensure adhesion of the cover layer to the carcass when forces occur along the profile direction. Additionally or alternatively, the indentations can be provided in the profile direction on the primary layer in order to ensure adhesion of the cover layer to the carcass in the event of forces acting transverse to the profile direction. Preferably, the indentations are inclined at an angle of greater than 0° and less than 90° to the profile direction. In this case, adhesion of the top layer to the carcass can be ensured in the event of forces acting both transverse to the profile direction and along the profile direction. The indentations also preferably have an angle of between 30° and 60° to the profile direction. It was found that optimum adhesion of the cover layer to the carcass is achieved in this context, even if the handrail is deflected with radii of less than 400 mm (e.g. by a drive roller).

Preferably, the primary layer has an adhesion promoter on the side facing the cover layer, in particular an insert with a polyurethane-friendly finish.

Adhesion promoters can be substances that create a close physical or chemical bond at the interface between immiscible substances. This means that the cover layer can be effectively attached to the carcass, even if they are made of different materials. In particular, the primary layer may comprise resorcinol-formaldehyde latex (RFL), polyvinyl chloride (PVC), thermoplastic elastomers (TPE), rubber, isocyanate and/or adhesive. Preferably, the primary layer has a finish that provides an adhesion force (also known as peel strength or adhesive force) between the cover layer and the carcass of ≥5 N/mm². This ensures that the top layer and the carcass are reliably bonded together over the service life of the handrail. In particular, the carcass can be treated with resorcinol-formaldehyde latex (RFL), polyvinyl chloride (PVC), thermoplastic elastomers (TPE), rubber and/or isocyanate or adhesives. In this case, polyurethane cover layers in particular can be advantageously attached to the carcass. If one of the above coatings is used, an adhesive force between the cover layer and the carcass of at least 5 N/mm²can be achieved. This ensures a reliable grip between the carcass and the cover, even for handrails that are subject to high levels of environmental stress. Furthermore, a chemically reactive “hot melt film” can be used to create adhesion between the carcass and the cover layer. The film can be provided on the side of the carcass facing the cover layer and vulcanised together with the carcass and the cover layer. The film offers the advantage that it is solvent-free and has a low material price. It is also quick and easy to process. This means that different materials can also be joined together easily.

Preferably, the handrail has a sliding layer that is arranged on the carcass in such a way that it can be brought into contact with the guide element.

In other words, the sliding layer can be provided on the handrail in such a way that it faces the surroundings (i.e. is not covered by other layers) and can therefore be placed on the guide element. The sliding layer is preferably provided on the carcass. This simplifies the work stage, as only the cover layer needs to be attached to the finished carcass. As already described above, the sliding layer can reduce friction between the handrail and the guide element, so that efficient operation of the handrail is possible. The sliding layer can be arranged on the handrail in such a way that the tension element is located between the sliding layer and the cover layer.

Preferably, the carcass comprises a secondary layer so that the traction element is inserted between the primary layer and the secondary layer.

The secondary layer can be designed in the same way as the primary layer. This provides a symmetrical bending load distribution in the handrail, which extends the overall service life of the handrail. Nevertheless, the secondary layer can be a separate layer that is separated from the primary layer, for example by another layer (e.g. the tension element). The secondary layer can also protect the sliding layer from direct contact with the tension element. This ensures the durability of the sliding layer.

Preferably, the primary layer and/or the secondary layer comprises a fabric structure or belt structure.

This can increase the strength of the primary and/or secondary layer. In particular, the overall tensile strength of the handrail can be increased. Nevertheless, the fabric or belt structure can provide sufficient elasticity so that the handrail can adapt to the guide element and/or the guide and drive rollers with little energy expenditure during operation

Preferably, the tensile element comprises steel, aramid, glass fibre and/or carbon.

Accordingly, a handrail with a high tensile strength can be provided so that even very long handrails can be used. Aramid, glass fibre and/or carbon have the further advantage that they are relatively light, which improves the overall efficiency of the handrail operation. Furthermore, these materials are easy to process with a carcass, so that production of the handrail can be simplified.

According to a further aspect of the present invention, a method of manufacturing a handrail is provided, in particular a handrail according to any one of the preceding claims, the method comprising the following steps: Providing a carcass and applying a cover layer to the carcass by means of compression moulding, casting, dipping, painting and/or extrusion, wherein the cover layer comprises a thermoplastic elastomer.

This means that an existing carcass can be used to produce the handrail. In other words, the carcass can be manufactured separately. The carcass can be provided, for example, by unwinding it from a supply roll. This makes it easy to store the carcass. The carcass can be supplied in a fully vulcanised state. The carcass can then be fed into an infeed device. The infeed device pre-tensions the carcass. This prevents the carcass from sagging, which would make it impossible to apply the cover layer precisely (i.e. unwanted fluctuations in the material thickness of the cover layer can be prevented). The carcass can then be fed into a preheater. The carcass can be preheated so that the extruded material does not cool down too quickly during subsequent extrusion, which would mean that the material bond between the cover layer and the carcass would not have the required adhesion force. With this step, an adhesion force between the cover layer and the carcass of at least 5 N/mm²can be achieved (see also the comments made above in this regard). The carcass can then be fed into an extruder. The extruder can have a cross extrusion head in order to produce the cover layer over the entire cross-section of the carcass. Furthermore, the extruder can be calibrated so that a feed rate can be set for the thermoplastic elastomer to the extruder as a function of the feed rate of the carcass before the actual extrusion of the cover layer in order to be able to achieve the desired material thickness of the cover layer. Once the cover layer has been applied to the carcass, the handrail formed in this way can be fed into a cooling basin. The handrail can then be treated in a bead remover to ensure a smooth and clean surface on the cover layer. This can be followed by a film application stage and/or a labelling stage before the handrail is wound onto a drum winder.

All features and advantages of the device also apply analogously to the method and vice versa. Individual features can be combined with other features to bring together the benefits associated with the features.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention is described in detail in its preferred embodiments below with reference to the figures. This includes:

FIG. 1 is a perspective and schematic view of a handrail according to an embodiment of the present invention;

FIG. 2 is a perspective and schematic view of a handrail according to a further embodiment of the present invention;

FIG. 3 is a perspective and schematic view of a handrail according to a further embodiment of the present invention;

FIG. 4 is a perspective and schematic view of a handrail according to a further embodiment of the present invention;

FIG. 5 is a perspective and schematic view of a handrail according to a further embodiment of the present invention;

FIG. 6 is a perspective and schematic view of a handrail according to a further embodiment of the present invention;

FIG. 7 is a perspective and schematic view of a handrail according to a further embodiment of the present invention;

FIG. 8 is a schematic section transverse to the profile direction of a handrail according to an embodiment of the present invention;

FIG. 9 is a schematic section transverse to the profile direction of a handrail according to an embodiment of the present invention;

FIG. 10 is a schematic section transverse to the profile direction of a handrail according to an embodiment of the present invention; and

FIG. 11 is a schematic section transverse to the profile direction of a handrail according to an embodiment of the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

FIG. 1 is a perspective and schematic view of a handrail 1 according to an embodiment of the present invention. In FIG. 1, one layer of the handrail has been cut away to simplify the illustration.

The handrail 1 comprises a carcass 2 and a cover layer 3 attached to it. The carcass 2 comprises a tensile element 6 for absorbing tensile forces, a primary layer 4 and a sliding layer 9. The handrail 1 extends in profile direction C. A cross-section transverse to the profile direction C of the handrail 1 remains largely constant. This enables the handrail 1 to be moved (i.e. guided and driven) in the profile direction C. In the present embodiment, the tension element 6 (also known as the tension member) is made of steel. However, it can also be made of aramid, glass fibre or carbon in order to reduce the weight of the handrail 1. The tension element 6 serves to provide structural stability for the handrail on the one hand and to absorb and transmit tensile forces on the other. The sliding layer 9 is designed to come into contact with a guide element (not shown in the figures). The guide element can be a guide rail, guide rollers and/or drive rollers of an escalator or moving walkway on which the handrail 1 is provided. The primary layer 4 covers the traction element 6 and is designed in particular to give the carcass a certain volume. This means that the handrail 1 can be adapted to the dimensions required by varying the volume (i.e. the dimensions) of primary layer 4. In contrast, it is only possible to vary the volume of the cover layer 3 within narrow limits: if the material thickness of the cover layer 3 were too large, the handrail 1 would become very rigid overall. This would increase the energy required to drive the handrail