EP1288155B1 - Method and apparatus to determine the state of guide rails - Google Patents

Abstract

A lift guide rail monitoring unit has a receiver (E) moving over the guide rail bundle (SS) to measure distances (AD) from groups of transmitters (S1, S2, S3) for position triangulation.

Description

The invention relates to a method and a device for determining the state a rail track according to the definition of the claims.

Guide rails serve to guide objects such as the guide of elevator cabins. As a rule, several guide rails become one Rail track connected. Elevator cabs are usually hanging on ropes conveyed and guided over guide wheels along the rail track. Here comes the Straightness of the rail track importance, as it depends on the ride comfort. Deviations from the straightness of the rail track lead to shocks in the Elevator car. Especially with a long track and fast Elevator cabs, for example, in tall houses make such shocks strongly noticeable and are perceived by the passengers as disadvantageous.

To determine the straightness of the rail track in the installed state, is often used by a Lot, for example by cord or by laser, measured on the rail track. However, these measurements are very time consuming. Because of this, you reduce the Measuring points in most cases on the attachment points of the guide rails. Also Such measurements must be made in times where the elevator system is not be used, i. often at night, which requires night work with wage supplements and the Maintenance of the elevator system more expensive. Here, an improvement is sought.

A solution for this is presented in document EP 0 905 080. According to this procedure Deviations from the straightness of the rail track over several, at one elongated housing fixed displacement sensor determined. Then size and Calculated position of deviations. The transducers are mechanical or optical nature.

A disadvantage of this solution is the high cost of this device.

The object of the present invention is to provide a simple, rapid and precise method to provide for the determination of the condition of a rail track. This method and The appropriate device is designed with proven techniques and standards of Mechanical engineering compatible.

This object is achieved by the invention according to the definition of the claims solved.

The present invention solves the problem with the help of three or more transmitters and a receiver to the position of the receiver with respect to a rail track determine. For example, the transmitters are arbitrarily in an elevator shaft one Elevator system distributed and fixed in place. Advantageously, the transmitters are in the largest possible angular distances to the receiver in the elevator shaft for a Triangolation arranged. Advantageously, the receiver is in a constant Distance moved relative to a guide surface of the rail track. As a guide surface is the area along which the elevator car on the rail track is encouraged. For example, the receiver is mounted on the guide surface of the Rail track attached. Similar to a GPS (Global Positioning System) send the Transmitter radio signals to the receiver.

In advantageous embodiments, additional sensors detect arbitrary locations such as rail fasteners, rail straps, Stockwerthalte or positions of Shaft doors as soon as the receiver passes their height in the elevator shaft. Advantageously, an acceleration sensor for the detection of Acceleration forces provided in the elevator car. Advantageously, this takes place further detection simultaneously with the determination of the position of the guide surface.

In measurement mode, the receiver detects while moving along the guide surface of the Rail track is moved over the entire length of the rail track, preferably continuously the distances to the individual transmitters or in each case the Position of rail fasteners, rail straps and landing doors with respect to Displacement distance of the receiver. Preferably, the receiver determines from the detected radio signals distance data, i. the current distance to the stations. For example, this distance data becomes incremental per unit length and time determined.

Preferably, the resulting distance data are forwarded to the evaluation unit. The evaluation unit compares the distance data with reference data from Distance of the receiver to the transmitters. Such reference data are used for example in a calibration process is determined and stored. This comparison yields as a result Deviations from the straightness of the rail track. This result can be For example, graphically represent curvature in space. An advantageous result the evaluation is a correction protocol, according to which the fitter the individual Align guide rails of the rail track. Equipped with precise Diagrams as well as alignment proposals, the fitter the rail track concretely news and thus quickly achieve optimum handling of the elevator car or maintained.

Fig. 1

eine schematische Darstellung einen Teils einer ersten Ausführungsform einer Aufzugsanlage mit drei Sendern und einem Empfänger,

Fig. 2

eine schematische Darstellung einen Teils einer zweiten Ausführungsform einer Aufzugsanlage mit Sensoren an Schienenbefestigungen, Schienenlaschen und Schachttüren,

Fig. 3

eine schematische Darstellung einen Teils einer dritten Ausführungsform einer Aufzugsanlage mit einem Beschleunigungssensor in der Aufzugskabine, und

Fig. 4

ein Blockdiagramm der Erfassung, Weiterleitung und Auswertung von Abstandsdaten respektive Hubhöhendaten respektive zusätzliche Abstandsdaten respektive Beschleunigungsdaten.

Fig. 1 zeigt schematisch eine erste beispielhafte Ausführungsform einer Vorrichtung zur Ermittlung des Zustandes eines Schienenstranges SS in einem Aufzugsschacht mit mindestens drei Sendern S1, S2, S3 und einem Empfänger E. Der Empfänger E ist bezüglich des Schienenstranges SS beweglich, was durch einen länglichen Doppelpfeil dargestellt wird. Die Sender S1, S2, S3 sind beliebig im Aufzugsschacht verteilt und ortsfest fixiert. Um die Messgenauigkeit zu erhöhen, sind die Sender vorzugsweise so anzubringen, dass ein möglichst grossen Winkel zum Empfänger entsteht.In the following the invention will be explained in detail with reference to exemplary embodiments according to FIGS. 1 to 4, in which:

Fig. 1

a schematic representation of a portion of a first embodiment of an elevator system with three transmitters and a receiver,

Fig. 2

a schematic representation of part of a second embodiment of an elevator system with sensors on rail fasteners, rail straps and shaft doors,

Fig. 3

a schematic representation of part of a third embodiment of an elevator system with an acceleration sensor in the elevator car, and

Fig. 4

a block diagram of the detection, forwarding and evaluation of distance data respectively Hubhöhendaten respectively additional distance data respectively acceleration data.

Fig. 1 shows schematically a first exemplary embodiment of a device for determining the state of a rail track SS in a lift shaft with at least three transmitters S1, S2, S3 and a receiver E. The receiver E is movable with respect to the rail track SS, which is represented by an elongated double arrow is pictured. The transmitters S1, S2, S3 are arbitrarily distributed in the elevator shaft and fixed in place. In order to increase the measuring accuracy, the transmitters are preferably to be mounted in such a way that the largest possible angle to the receiver is produced.

1. Führungsschienen provisorisch zu einem Schienenstrang montieren

2. Sender im Schacht und den Empfänger am Schienenstrang positionieren

3. Messung der Geradheit des Schienenstranges bzw. Aufnahme von Abstandsdaten

4. Auswertung der Abstandsdaten

5. Ausrichten des Schienenstranges anhand des Korrekturprotokolls

Advantageously, the alignment of the rail track in the elevator shaft takes place in five process steps:

1. Mount guide rails provisionally to a rail track

2. Position the transmitter in the shaft and the receiver on the rail track

3. Measurement of the straightness of the rail track or recording of distance data

4. Evaluation of the distance data

5. Align the rail line using the correction log

For the individual process steps:

In a first method step guide rails FS are successively on the entire stroke of the elevator car mounted in the elevator shaft. The Guide rails FS are for example T-beams made of steel with known standardized Building masses. The length of the guide rails FS is known and is for example 5 m. Height and width of the guide rail is for example 88mm or 16mm. According to FIGS. 1 and 2, individual guide rails FS are connected via connecting links VL connected together to form a rail track SS. For example, at a Initial installation of the rail track SS by means of rail fasteners SB, for example fastened by screws to a shaft wall and aligned provisionally.

In a second method step, transmitters S1, S2, S3 are mounted in the elevator shaft. Any stations that transmit radio signals can be used. According to Fig. 1 is a first transmitter S 1 in a front area (front wall) at a bottom of Elevator shaft fixed, a second transmitter S2 is centered in a right area (Sidewall) of the elevator shaft fixed, a third transmitter S3 is in a rear Area (rear wall) fixed to a ceiling of the elevator shaft. advantageously, are the transmitter S1, S2, S3 with the greatest possible angular distance from each other appropriate. Advantageously, can be at high lifting heights or shaft heights mount several groups of transmitters S1, S2, S3. For example, several will Triples arranged in series one behind the other over the entire shaft height. Starting from a lift shaft with high lift height is with the arrangement several subgroups of broadcasters achieved that the individual transmitters of such groups take a large angular distance to each other and so an exact Triangolation within the transmission range of the respective group of transmitters is ensured. Of the Transition from a transmitter group to the adjacent transmitter group can, for example be marked by a recorded by the receiver E Hubhöhensignal. For example, the lifting height signal is received mechanically by the receiver E. or sent by the transmitters S1, S2, S3, to the receiver E. The first and second Process step refer to the assembly of the device for determining the Condition of a rail track, for example, in any order or be carried out simultaneously.

In the third method step, to measure the straightness of the rail track SS of Receiver E either by hand, by driving on a roof of the elevator car and / or but by rappelling or pulling up the receiver E along the Rail tracks SS moves. Preferably, and externally conditioned To avoid measurement inaccuracies, the receiver E is controlled and reproducible moved and, for example via a roller guide along a guide surface FF moves, while, for example, at least one magnet the receiver E in the permanent Contact with the rail track SS or at a constant distance to the rail track SS holds.

In measuring operation, the receiver E preferably continuously detects the distances to the individual transmitters S1, S2, S3. The receiver E determines based on the detected radio signals Distance data AD, i. the current distance to the transmitters S1, S2, S3. These Distance data AD is advantageously incremental per unit length and time determined.

Optionally, sensors S4, S5, S6 may be provided, which in addition to the receiver E important feature of the rail track SS detect. In the second exemplary Embodiment of a device for determining the condition of a rail track SS according to FIG. 2 is via sensors S4, S5, S6 respectively the position of Rail fasteners SB, the position of screws of connecting lugs VL, as well as the position of shaft doors ST detected. Advantageously, such is done Detection by the sensors S4, S5, S6 simultaneously with the receiver the Rail track SS are guided along and the positions of the rail fasteners SB resp. the connecting straps VL resp. the shaft doors ST located in the elevator shaft become. By detecting the position of the rail fasteners SB, the screws of Connecting straps VL, as well as the shaft doors ST during the passage of the receiver E, can be the distance data AD of the receiver E to the transmitters S1, S2, S3 with prepare additional distance data ZAD. Such additional sensors S4, S5, S6 determine additional distance data ZAD. A first sensor S4 determines the position of the Rail fasteners SB to rail track SS, a second sensor S5 detects the Position of the connecting plate or their screws in the rail track SS, a third sensor S6 determines the distance and the position of shaft doors ST to Rail track SS. Preferably, these additional distance data ZAD determined incrementally per unit length and time. The sensors S4, S5, S6 are For example, commercially available distancers of mechanical, electronic and / or optical type.

• Anhand der Beschleunigungsdaten BD können Bereiche des Schienenstranges SS lokalisiert werden, in welchen der Schienenstrang SS in unzulässiger Weise ungenau montiert ist. Die Beschleunigungsdaten BD dienen dann als Lokalisierungshilfe von unzulässigen Abweichungen. Der Monteur muss den Schienenstrang SS dann nur in solchen lokalisierten "auffälligen Bereichen" ausrichten, was die Montagezeiten respektive die Korrekturzeiten merklich reduziert.
• Durch die Abstandsdaten AD des Schienenstranges SS einerseits und durch das Beschleunigungsdaten BD andererseits ist es möglich, ein für die Aufzugsanlage charakteristisches Übertragungsverhalten in Abhängigkeit des Weges zu bestimmen. Das Übertragungsverhalten kann dann beispielsweise für eine aktive Ausreglung der Schienenungenauigkeiten "Active Ride" verwendet werden. Nachdem die "kritischen Bereiche" in oben beschriebener Weise in Form des Korrekturprotokolls bekannt sind, kann mit Hilfe der Einrichtung zur Messung der Geradheit des Schienenstranges SS, insbesondere mit Hilfe des Empfängers E, die jeweilige Stelle einfach und schnell wiedergefunden werden. Dazu bewegt der Monteur den Empfänger E wiederum entlang des Schienenstranges SS und verfolgt dabei beispielsweise in Echtzeit das Ergebnis der Triangolation, aus dem er die momentane Position des Empfängers E ablesen kann. Auf diese Weise bewegt er den Empfänger E bis an die "kritische Stelle", die er dann entsprechend dem Korrekturprotokoll ausrichten kann.

Optionally, it is possible, during the determination of the distance data AD, preferably simultaneously to determine the lateral acceleration in the elevator car AK via at least one acceleration sensor S7. In the third exemplary embodiment of a device for determining the state of a rail track SS according to FIG. 3, a statement about the transverse accelerations actually transmitted to the elevator car AK thus also takes place. Preferably, these acceleration data BD are determined incrementally per unit length and time. The acceleration sensor S7 path-dependent determined acceleration data BD and thus takes in two ways in the evaluation of the straightness of the rail line SS influence:

• On the basis of the acceleration data BD areas of the rail track SS can be located, in which the rail track SS is improperly mounted inaccurate. The acceleration data BD then serve as a localization aid of impermissible deviations. The installer must then align the rail track SS only in such localized "conspicuous areas", which significantly reduces the assembly times and the correction times.
• By the distance data AD of the rail line SS on the one hand and by the acceleration data BD on the other hand, it is possible to determine a characteristic of the elevator system transmission behavior as a function of the path. The transmission behavior can then be used, for example, for an active balancing of the rail inaccuracies "Active Ride". After the "critical areas" in the manner described above in the form of the correction protocol are known, with the help of the device for measuring the straightness of the rail line SS, in particular with the aid of the receiver E, the respective location can be found easily and quickly. For this purpose, the fitter moves the receiver E in turn along the rail track SS and tracks, for example, in real time the result of the triangulation, from which he can read the current position of the receiver E. In this way he moves the receiver E up to the "critical point", which he can then align according to the correction protocol.

Fig. 4 shows a schematic block diagram of the detection, transmission and Evaluation of distance data AD, respectively additional distance data ZAD, respectively lift height data HD, respectively acceleration data BD. From the receiver E determined distance data AD and Hubhöhendaten HD are sent to the Evaluation unit AE forwarded. Additional sensors detected by sensors S4, S5, S6 Distance data ZAD are forwarded to the evaluation unit AE. from Acceleration sensor S7 detected acceleration data BD are sent to the Evaluation unit AE forwarded. For example, the distance data AD, respectively additional distance data ZAD, respectively lift height data HD, respectively Acceleration data BD as signals, preferably as digital signals, for example via an electrical signal line or cordless by radio to the evaluation unit AE transmitted. The evaluation unit AE is advantageously a commercial computer with central processing unit and at least one memory, communication interfaces, etc..

a) Eine Gerade, welche durch Interpolation durch den untersten- und den obersten Punkt der Referenzkurve R gelegt wird.

b) Eine Interpolation, welche den zuvor gemessenen Positionen der Schienenbefestigungen SB und/oder Befestigungslaschen BL und/oder Schachttüren ST angepasst ist.

c) Einer von den Querbeschleunigungen abhängigen Referenzkurve R.

In the fourth method step, in the evaluation unit AE, based on previously determined distance data AD, respectively additional distance data ZAD, respectively lift height data HD, respectively acceleration data BD, which correspond to an actual course of the guide surface FF of the rail track SS, advantageously first a lowest point of a reference curve R and a top point of a reference curve R is calculated. Between this lowest and highest point of a reference curve R, the entire reference curve R is advantageously calculated with reference data RD by means of analytical methods. This reference curve R represents the target profile of the guide surface FF of the rail track SS provided under different optimization considerations. Three exemplary types of reference curves R can be calculated as follows:

a) A straight line, which is placed by interpolation through the lowest and the highest point of the reference curve R.

b) An interpolation, which is adapted to the previously measured positions of the rail fasteners SB and / or fastening straps BL and / or shaft doors ST.

c) a reference curve R dependent on the lateral accelerations

In determining the reference curves R of the first to third types a) to c) are optional recorded Hubhöhendaten HD for distinguishing individual groups of stations, so that for evaluating the distance data AD advantageously only one evaluation unit AE is needed.

In the determination of reference curves R of the second kind b) extends the Interpolation on the areas between the individual rail fasteners SB, Fixing straps BL, shaft doors ST. The optional extra recorded Distance data ZAD thus serve to process the distance data AD or the Correction data in the evaluation unit AE. The distance of the shaft door ST is at a Correction of the rail track is important, as in this area the Distance is defined and may not be arbitrarily adjusted. Corrections can be made at the Mounting straps BL and SB rail fasteners are made, it However, the distance to the shaft doors ST may not be out of the tolerance range be moved.

When determining reference curves R of the third kind c), for example, the Slope of the reference curve R calculated. From the slope of the reference curve R is a calculated horizontal lateral acceleration, which of the rail track SS on the Elevator car AK is induced. It is intended, a maximum allowable Acceleration range or a freely adjustable permissible acceleration interval pretend, and calculate the course of the reference curve R so that this moved within this acceleration interval. Once the reference data RD the Reference curve R exceed the acceleration range, the rail track SS aligned. This ensures that on the one hand, the rail track SS only as accurate as needs to be aligned and expensive assembly time can be saved, on the other hand but not the ride comfort impairing vibrations from the rail track SS be transferred to the elevator car AK. The reference curve R and the Reference data RD can be stored and retrieved. It is possible the Reference data RD in a central database, for example in an archive, too store and the fitter, for example, on demand as signals, preferably as digital signals, for example via an electrical signal line or cordless per To deliver radio. Of course it is also possible to have the reference data RD decentralized in one Save evaluation unit AE. With knowledge of the present invention, the Professional manifold possibilities of variation when saving and available set reference curves or reference data.

On the basis of a reference curve R and the reference data RD can be for each position From the rail track SS, the relative deviation of the actual course of the guide surface FF of the rail line SS with respect to the reference curve R. The obtained relative deviations are provided to the fitter, who thereby a position-dependent information about it receives in which direction and around which Amount the provisionally mounted guide rail FS must be aligned so that they corresponds to the selected reference curve R with reference data RD.

In a fifth process step, localized oddities of the rail track are determined SS from the fitter, for example, according to a correction protocol based on a Reference curve R aligned with reference data RD. The reference data allow precise Diagrams and concrete alignment suggestions, so that the fitter the rail track SS can accurately and quickly message. Also it is possible the correction or the Result of the correction "Online" i. in real time, for example on a monitor M display. In the embodiment according to FIG. 4, the monitor M is part of a mobile one Computer, for example, a handheld, which for example via signal cable or wireless radio reference data RD receives. In principle, it is possible the Evaluation unit AE and the monitor M in a mobile computer, for example in to realize a handheld. Overall, this will improve the quality of the alignment work significantly increased.

• Der Schienenstrang wird mit Hilfe von ortsfest angeordneten Sendern im Aufzugsschacht erfasst. Dies erfolgt in inkrementalen Schritten und liefert AbsolutPositionen des Schienenstranges. Ungeradheiten des Schienenstranges lassen sich so sehr exakt lokalisieren.
• Gegenüber bisher bekannten Laserjustiereinrichtungen entfällt das Ausrichten des Laserstrahles, treten keine Verfälschungen auf, welche durch optische Effekte bzw. durch Ablenkung, mangels unzureichender Strahlbündelung oder aber Hindernisse im Aufzugsschacht bedingt sind.
• Bestimmung/Ermittlung des Übertragungsverhaltens zwischen Schienenstrang und Aufzugskabine bei Ausführungsformen mit Beschleunigungsmessung in der Aufzugskabine.
• Ausrichtung des Schienenstranges ohne Aufzugskabine möglich, z.B. durch Absenken/Hochziehen des Empfängers entlang des Schienenstranges.
• Kontinuierliche Erfassung der Ungeradheit des Schienenstranges.
• Sensoren detektieren die Schienenbefestigungen und Schienenlaschen. Damit werden Störstellen und gleichzeitig Stellen, wo der Schienenstrang korrigiert werden kann, sehr exakt lokalisiert.
• Exaktes Ausrichten des Schienenstranges dank konkreter Angaben in Millimetern wo und wieviel korrigiert werden muss.

In contrast to previously known methods and devices for measuring rail inaccuracy, the method proposed here offers the advantages:

• The rail track is detected by means of stationary transmitters in the elevator shaft. This is done in incremental steps and provides absolute positions of the rail track. Oddities of the rail track can be localized so exactly.
• Compared to previously known laser alignment devices eliminates the alignment of the laser beam, no distortions occur, which are due to optical effects or by deflection, lack of insufficient beam focusing or obstacles in the elevator shaft.
• Determination / determination of the transmission behavior between rail track and elevator car in embodiments with acceleration measurement in the elevator car.
• Alignment of the rail track without elevator car possible, eg by lowering / raising the receiver along the rail track.
• Continuous detection of the oddness of the rail track.
• Sensors detect the rail fasteners and rail straps. Thus, defects and at the same time places where the rail track can be corrected, located very accurately.
• Exact alignment of the rail track thanks to concrete figures in millimeters where and how much must be corrected.

Claims (11)

1. Method of determining the state of a rail stretch (SS) of a lift, characterised in that a receiver (E) is moved along the rail stretch (SS), that radio signals are transmitted by at least three transmitters (S1, S2, S3), that these radio signals are received by the receiver (E), that spacing data (AD) for a spacing of the receiver (E) from the transmitters (S1, S2, S3) are determined from these radio signals, that these spacing data (AD) are compared by an evaluating unit (AE) with reference data (RD) for the spacing of the receiver (E) from the transmitters (S1, S2, S3) and that a result with respect to the state of the rail stretch (SS) is delivered therefrom.
2. Method according to claim 1, characterised in that the transmitters (S1, S2, S3) are stationary and/or the spacing data (AD) are determined incrementally per unit of length and unit of time.
3. Method according to one of claims 1 and 2, characterised in that several groups of transmitters (S1, S2, S3) are arranged and/or that the transmitters (S1, S2, S3) of a group are arranged at an angular spacing relative to one another and/or that a transition from one group of transmitters (S1, S2, S3) to an adjoining group of transmitters (S1, S2, S3) is flagged by stroke height data (HD) and that these stroke height data (HD) are passed on to an evaluating unit (AE).
4. Method according to one of claims 1 to 3, characterised in that the receiver (E) is moved by way of a guide system, for example a roller guide or a slide guide, along a guide surface (FF) and/or that the receiver (E) is held by at least one magnet at a constant spacing from the rail stretch (SS).
5. Method according to one of claims 1 to 4, characterised in that the position of rail fastenings (SB) in the rail stretch (SS) is determined by a first sensor (S4) and/or that the position of connecting straps (VL) relative to the rail stretch (SS) is determined by a second sensor (S5) and/or that the position of shaft doors (S2) relative to the rail stretch (SS) is determined by a third sensor (S6).
6. Method according to one of claims 1 to 5, characterised in that a transverse acceleration in a lift cage (AK) is determined, particularly incrementally per unit of length and unit of time, by way of at least one acceleration sensor (S7) and is delivered in the form of acceleration data (BD) and/or that these acceleration data (BD) are passed on to an evaluating unit (AE).
7. Method according to one of claims 1 to 6, characterised in that a reference curve (R) together with reference data (RD) is calculated in the evaluating unit (AE) starting from previously determined spacing data (AD), additional spacing data (ZAD), stroke height data (HD) and acceleration data (BD).
8. Method according to claim 7, characterised in that a lowermost point of the reference curve (R) and an uppermost point of the reference curve (R) are calculated from spacing data (AD) and that the entire reference curve (R) together with reference data (RD) is calculated between this lowermost point and uppermost point of the reference curve (R), wherein a straight line is laid through the lowermost point and the uppermost point of the reference curve (R) and/or a straight line through the lowermost point and the uppermost point of the reference curve (R) is adapted by additional spacing data (ZAD) and/or a straight line through the lowermost point and the uppermost point of the reference curve (R) is adapted by acceleration data (BD).
9. Method according to claim 8, characterised in that a maximum permissible acceleration range is predetermined and that the rail stretch (SS) is straightened as soon as the acceleration range is exceeded.
10. Device for determining the state of a rail stretch (SS) of a lift, characterised in that the device comprises: at least three transmitters (S1, S2, S3) for transmitting radio signals, a device (E) for receiving these radio signals, which is arranged to be movable along the rail stretch (SS), a device (E) for determining spacing data (AD) from the radio signals, wherein the spacing data (AD) gives the spacing of the receiver (E) from the transmitters (S1, S2, S3), and an evaluating unit (AE) for comparing the spacing data (AD) with reference data (RD) for the spacing of the receiver (E) from the transmitters (S1, S2, S3) and for delivering a result with respect to the state of the rail stretch (SS).
11. Device according to claim 10, characterised in that it comprises: several groups of transmitters (S1, S3, S3) arranged at a spacing from one another, and/or a guide system for guiding the receiver (E) along a guide surface (FF) and/or a magnet so as to keep the receiver (E) in contact with the rail stretch (SS) or at a spacing from the rail stretch (SS) and/or a first sensor (S4) for determining a position of a rail fastening (SB) in the rail stretch (SS) and/or a second sensor (S5) for determining a position of a connecting strap (VL) and/or a third sensor (S6) for determining a position of a shaft door (ST) and/or an acceleration sensor (BD) for determining a transverse acceleration.

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