EP3652099B1 - Method for configuring safety related configuration parameters in a person transport installation - Google Patents

Description

The present application relates to passenger transport systems such as elevators, escalators or moving walks. In particular, the application relates to a method for configuring safety-relevant configuration parameters in a passenger transportation system and to a passenger transportation system designed to carry out such a method.

Passenger transport systems are generally installed in structures and are used to transport people within the structures. The passenger transport system must meet high safety requirements. For this purpose, the passenger transportation system generally has a control system, with the aid of which the safety-relevant functions of the passenger transportation system can be controlled. Such safety-relevant functions can be, for example, drive devices, braking devices, door devices, alarm devices, etc. of the passenger transport system. Furthermore, various sensors are usually provided in the passenger transportation system, which are designed to detect current operating parameters within the passenger transportation system. Such operating parameters can be, for example, current states, positions or speeds of components of the passenger transport system. Operating parameters measured or detected by the sensors can be forwarded to the controller in the form of sensor signals, so that the controller can control the safety-relevant functions of the passenger transport system, taking into account the operating parameters detected and taking into account previously defined configuration parameters.

In the EP 3231753 A1 describes a system for determining the position of an elevator car in an elevator shaft of an elevator installation. For this purpose, a measuring tape with an optical coding for length measurement is arranged vertically in the elevator shaft in the elevator shaft. A marking element is arranged on the measuring tape. A sensor device, which comprises an illumination source and a sensor, which form a detection field for detecting the measuring tape, is fastened to the elevator car. The elevator system comprises an evaluation device for decoding the Codings in the detection field and a control device for controlling the elevator system as a function of the coding and / or the position of the at least one marking element on the measuring tape. After the elevator system has been installed, the control device is put into a learning mode and the elevator car is moved in the elevator shaft in such a way that the marking elements can be detected. From the position or the coding of the marking elements, the control derives specifications for the operation of the elevator system, such as, for example, a maximum speed, and stores these for normal operation of the elevator system.

In the US 2003/080851 A1 describes an elevator installation with an access control system. To configure the access control system, a so-called master identification code can be entered via a human-machine interface otherwise used by passengers in the elevator system, for example to enter a destination floor, and a configuration mode can thus be activated. The input can take place, for example, by means of an identification transmitter in the form of a transponder with a transponder antenna and transmitter electronics. Settings of the access control system can be changed in the configuration mode.

The EP 3231753 A1 describes an optical method for configuring an elevator.

The US 2013/284544 A1 discloses a method for calibrating a measuring tape with the features of the preamble of claim 1.

In the following, passenger transport systems and their operation are explained using an elevator as an example. Correspondences can, however, easily be transferred to escalators, moving walks and the like.

In an elevator, a controller is used to ensure the safety of the elevator by monitoring typical elevator operating parameters and corresponding control of elevator-typical safety-relevant functions. Safety-relevant functions are, for example, limiting a maximum travel speed of an elevator car or the maximum permissible accelerations that occur, ensuring that all doors within the elevator system are closed before the elevator car is moved, etc.

In order to be able to control the safety-relevant functions at all times according to the situation, various sensors are provided in the elevator system, with the aid of which current operating parameters within the elevator system, such as a current one, for example Speed of the elevator car, accelerations currently acting on the elevator car, currently prevailing closing states of the doors within the elevator system, etc. can be measured or detected.

The safety-relevant functions are controlled by the controller, taking into account both the operating parameters currently detected by the sensors and the specified configuration parameters. Such configuration parameters are generally individually tailored to a specific passenger transport system or a specific type of passenger transport system and specify, for example, how the control should act if certain predefined operating states are recognized within the passenger transport system based on the operating parameters detected by the sensors. For example, the configuration parameters can indicate which maximum speed an elevator car must not exceed or from what speed braking processes must be initiated and / or in what way such braking processes should be controlled.

Conventionally, type-specific configuration parameters are usually predefined for each elevator type and an identification number (ID) is then assigned to the elevator type. In other words, configuration parameters are already defined during the development of an elevator type and these configuration parameters are then permanently specified for each individual elevator, i.e. permanently programmed into an elevator controller, for example.

However, it was recognized that it can be advantageous or necessary to configure individual elevators of one and the same elevator type differently, depending on how and / or where the individual elevator is to be used. For example, safety-relevant configuration parameters such as a maximum speed of the elevator car that is not to be exceeded can be selected depending on how the elevator is to be used and / or how long an actual travel path of an individual elevator is. Furthermore, for example, legal requirements that an elevator must meet can differ regionally or nationally, so that corresponding safety-relevant configuration parameters must be specified in a suitable manner in order to take account of these local legal regulations.

Accordingly, the aim is to be able to configure each individual elevator of an elevator type individually, i.e. to be able to individually specify safety-relevant configuration parameters. This can take place, for example, in the context of commissioning, in which an already prefabricated or largely completed elevator is configured individually for its intended use and / or its place of use. For example, all elevators of one elevator type can be assembled centrally in a manufacturing plant and then delivered to different regions of the world. In each of the regions, the elevators can then be configured or commissioned individually and in accordance with local requirements and legal regulations. This can take place in particular before the respective elevator is actually installed at its place of use.

However, the provision of a possibility of being able to configure elevators individually with regard to their security-relevant configuration parameters can also entail risks. In particular, there can be a risk that safety-relevant configuration parameters are inadvertently or intentionally configured incorrectly and thus dangers can arise when operating the elevator and / or the elevator is operated at least not in accordance with local regulations.

There may therefore be a need for a method for configuring safety-relevant configuration parameters in a passenger transport system, with the aid of which, on the one hand, passenger transport systems can be configured individually and, on the other hand, in particular the mentioned risks of incorrect configuration can be minimized as far as possible. Furthermore, there may be a need for a passenger transport system which is designed to carry out such a method or to be configured by means of such a method.

Such a need can be met by the subject matter according to one of the independent claims. Advantageous embodiments are specified in the dependent claims and the description below.

According to a first aspect of the invention, a method for configuring safety-relevant configuration parameters in a passenger transport system is proposed. The passenger transport system has a controller and at least one sensor which is connected to the controller for exchanging sensor signals. The sensor is set up to detect operating parameters within the passenger transport system and to output corresponding sensor signals. Operating parameters should be understood to mean current properties of components of the passenger transport system or information contained on information carriers, possibly encoded. Operating parameters are to be distinguished from inputs by a passenger or a service technician, which are input via a man-machine interface of the passenger transport system. Operating parameters within the meaning of the invention can be, for example, current states, positions, rotational speeds, rotational accelerations, speeds or accelerations of components of the passenger transport system. In this context, the state of a switch can be, for example, whether it is open or closed. A state can also be understood to mean, for example, the temperature of a component. Coded information contained on an information carrier can be implemented, for example, as a coding representing a position of the elevator car on a magnetic tape arranged in the elevator shaft. The operating parameters are detected within the passenger conveyor system. In the case of an elevator, this is to be understood in particular as meaning that the operating parameters are detected within an elevator shaft or a possibly existing machine room, that is to say in areas that are not entered during normal operation of the passenger conveyor system. In the case of an escalator or a moving walk, this is to be understood in particular as meaning that the operating parameters are recorded in an interior space of the escalator or moving walk. The interior of an escalator or a moving walk is closed by cladding and covers.

• Vergleichen von durch den Sensor ausgegebenen Sensorsignalen mit einem vordefinierten Schlüssel-Signalmuster;
• Betreiben der Steuerung temporär in einem Konfigurationsmodus ausschliesslich, wenn die verglichenen Sensorsignale dem Schlüssel-Signalmuster entsprechen;
• Konfigurieren der sicherheitsrelevanten Konfigurationsparameter während des Konfigurationsmodus, insbesondere ausschliesslich während des Konfigurationsmodus.

The controller is set up to control safety-relevant functions of the passenger transport system, taking into account the sensor signals output by the sensor and taking into account the configuration parameters. The method comprises at least the following steps, preferably in the order given:

• Comparing sensor signals output by the sensor with a predefined key signal pattern;
• Operation of the controller temporarily in a configuration mode only if the compared sensor signals correspond to the key signal pattern;
• Configuring the security-relevant configuration parameters during the configuration mode, in particular exclusively during the configuration mode.

According to a second aspect of the invention, a passenger transport system is described which is designed as specified in relation to the first aspect of the invention and which is designed to configure the configuration parameters by means of a method according to an embodiment of the first aspect of the invention.

Possible features and advantages of embodiments of the invention can be viewed, inter alia and without restricting the invention, as being based on the ideas and findings described below.

As already indicated in the introduction, it was recognized that, on the one hand, it can be advantageous to be able to configure passenger transport systems individually with regard to their safety-relevant configuration parameters, but that, on the other hand, there can also be a risk of incorrect configuration.

In particular, it was considered to configure configuration parameters in a control of a passenger transport system via a conventional man-machine interface. For example, a keyboard, a touch-sensitive screen or the like could be provided and connected to the controller, via which configuration parameters could be entered by an installer or other qualified personnel. Such a man-machine interface could, for example, be individually wired to the controller or communicate with it via a bus system, for example a safe CAN bus. However, with such an approach there arises a need for additional hardware components for the man-machine interface and / or for additional expenditure for connecting the man-machine interface to the controller. Furthermore, a risk is seen in the fact that the human-machine interface is handled incorrectly, for example could be and thereby inadvertently or even manipulatively incorrect configuration parameters are entered in the controller.

According to the approach presented here, a separate human-machine interface is dispensed with. Instead, sensors, which are already provided in the passenger transport system, should be used to configure a controller communicating with the sensors according to predetermined safety-relevant configuration parameters.

For this purpose, sensor signals output by the sensors should be examined continuously or at suitable time intervals to determine whether they correspond to a predetermined so-called key signal pattern. If this is the case, the controller understands that the controller should temporarily switch to a configuration mode in which the safety-relevant configuration parameters to be taken into account can be changed. In other words, if the key signal pattern is recognized in the sensor signals output by the sensors, the controller enables the configuration mode so that the controller can be reconfigured. As soon as this configuration mode is enabled, the safety-relevant configuration parameters are configured in the controller. If the control is in the configuration mode, in particular no operation of the passenger transport system is possible. In the case of an elevator, for example, the elevator car must not be moved for safety reasons.

This approach can be based on the consideration that the sensors originally provided in the passenger transportation system for other purposes, namely for monitoring operating parameters within the passenger transportation system, can be used in order to use these sensors to specifically generate certain sensor signals and to send them to the controller output, whereby these signals can correspond to the previously defined key signal pattern. As soon as this is recognized by the control, it temporarily switches to its configuration mode so that new or changed configuration parameters can then be entered. In other words, at least one of the sensors provided in the passenger transport system can be specifically stimulated in such a way that it corresponds to the key signal pattern outputs corresponding sensor signals to the controller and thus switches the controller to its configuration mode. Receiving a sensor signal or a sensor signal sequence which corresponds to the key signal pattern can thus be used in a similar way to a key in order to temporarily bring the controller into its configuration mode and thus configure or reconfigure it.

According to the invention, the sensor signals which correspond to the key signal pattern differ from all of the sensor signals to be output by the sensor during normal operation of the passenger transport system.

In other words, the key signal pattern can be a unique sensor signal or a unique sequence of sensor signals, such as can be generated by the relevant sensor in general, i.e. based on its structural and functional properties. The sensor signals can be analog signals or digital signals. The key signal pattern should preferably be a sensor signal or a sequence of sensor signals such as are not detected by the sensor during normal operation of the transport system, i.e. while the sensor is monitoring the operating parameters within the passenger transport system in accordance with its actual purpose.

In other words, sensor signals which correspond to the key signal pattern can correspond to operating parameters which normally do not occur in the passenger transport system. Such extraordinary sensor signals can therefore be distinguished by the control from the normal signals to be expected from the sensor during operation and thus, similar to a type of "code", used as an indicator that the control is to be caused to take actions deviating from its normal operation perform and, for example, go to their configuration mode.

As soon as the controller has switched to its configuration mode, a configuration process can be started in which safety-relevant configuration parameters are set or modified within the controller. In principle, the configuration parameters can be specified for the controller in various ways. For example, it is conceivable to have configuration parameters to be able to enter via a man-machine interface as soon as the control has been "enabled" in its configuration mode by receiving the sensor signals corresponding to the key signal pattern. Other types of transmission of configuration parameters to be set are also conceivable.

According to one embodiment of the invention, it can be viewed as particularly preferred that the safety-relevant configuration parameters are configured based on sensor signals output by the sensor during the configuration mode.

In other words, for example, the sensor that was used to transmit the sensor signals corresponding to the key signal pattern to the controller can then also be used to transmit sensor signals to the controller that correspond to the configuration parameters to be set. These sensor signals can be referred to as configuration signal patterns in analogy to the designation "key signal pattern". The sensor signals can represent a type of “code”, for example, which reproduces the configuration parameters to be set in coded form.

Similar to the sensor signals corresponding to the key signal pattern, it can be advantageous to use or induce special sensor signals, which are not output by the sensor during normal operation, as sensor signals reproducing the configuration parameters. In this way, confusion with operating parameters normally monitored by the sensor or correspondingly output sensor signals can be avoided. However, such a choice of the sensor signals reproducing the configuration parameters is not mandatory. It could also be provided that the controller, while it is in its configuration mode, interprets sensor signals, which would normally reproduce operating parameters of the passenger transport system, not as such, but rather as sensor signals which reproduce the configuration parameters. In this case, only after the control has left the configuration mode again would the sensor signals transmitted by the sensor be interpreted again in the normal way as sensor signals reflecting the current operating parameters.

Different types of sensors can be used as sensors whose sensor signals can be used to put the controller into configuration mode. In particular, it may be preferred to use absolute value sensors for this purpose, for example so-called absolute value encoders, i.e. sensors which generate their sensor signals not based on a relative comparison, for example with a reference value, but based on absolute measurements.

According to one embodiment, the sensor is a magnetic field sensor. The magnetic field sensor can then be made to output a signal pattern corresponding to the key signal pattern by bringing a suitably statically pre-magnetized test piece into proximity to the magnetic field sensor.

In other words, the sensor can be designed to detect magnetic fields with regard to their strength and / or their direction. Such magnetic field sensors are used in passenger transport systems, for example, in order to be able to determine positions and / or speeds of moving components relative to stationary components. For example, a magnetic field sensor can be provided on the movable elevator car in an elevator. A magnetic tape can be provided in a stationary manner in the elevator shaft. The magnetic tape can have a local magnetization or magnetization sequence that is dependent on the location within the elevator shaft. This can then be read out by the magnetic field sensor in order to be able to determine a current position and / or speed of the elevator car therefrom.

Such a magnetic field sensor can be specifically manipulated in such a way that it outputs a signal pattern corresponding to the key signal pattern, i.e. a special sensor signal or a special sensor signal sequence. For this purpose, a suitably statically pre-magnetized test piece can be brought to the magnetic field sensor so that the magnetic field sensor can detect its pre-magnetization and can output sensor signals corresponding to this pre-magnetization.

The pre-magnetized test piece can, for example, be a type of magnetic tape. The magnetic tape can be premagnetized locally differently along its direction of extension. This allows a kind of magnetic "code" to be attached to the magnetic tape. be statically impressed, which can be read out by the magnetic field sensor and which causes the magnetic field sensor to output sensor signals corresponding to the key signal pattern. The magnetic tape can have the same or similar physical properties as magnetic tapes which are used in the elevator shafts in order to determine the position or determine the speed. A suitable choice of physical parameters such as, for example, the geometric dimensions of the magnetic tape, the type, direction and strength of the magnetic fields implemented therein, etc., can provide at least a certain level of security against manipulation, forgery or unauthorized copies. Furthermore, magnetic tapes can be manufactured and magnetized inexpensively and easily and thus easily transported.

The pre-magnetized sample or, in the specific case, the magnetic tape can thus serve as a type of key that can be held against the magnetic field sensor or moved past it in order to cause the magnetic field sensor to output the sensor signals corresponding to the key signal pattern, in order to switch the control of the passenger transport system to its configuration mode in this way.

A corresponding test piece or magnetic tape can, for example, already be developed during the development or production of an elevator type and the magnetic "code" stored on the test piece / magnetic tape is compared with the key signal pattern expected from the control of the passenger transport system. Such a test piece / magnetic tape can then be reproduced if necessary and then, for example, made available to the respective departments commissioned with the picking of elevators of this elevator type.

For example, an appropriate sample / magnetic tape can be made available to a picking point, which is to configure all elevators to be delivered to a predefined region, so that the picking point can use the associated sensor to bring the controller into its configuration mode so that it can then, for example, comply with regional regulations to be able to configure accordingly.

Since the statically pre-magnetized test piece / magnetic tape can be manufactured as dedicated hardware, for example by a manufacturer of the passenger transport system, and can then be made available to the respective picking points, a risk of unauthorized persons configuring a passenger transport system can be minimized. Furthermore, the handling of the specimen / magnetic tape is extremely simple, so that an incorrect configuration of the control of the passenger transport system due to incorrect handling is unlikely.

According to an alternative embodiment, the sensor is again designed as a magnetic field sensor. In this case, the magnetic field sensor is caused to output a signal pattern corresponding to the key signal pattern, in that a suitably predefined magnetic field is dynamically generated in proximity to the magnetic field sensor by means of a magnetic field generator.

In other words, similar to the embodiment described above, the sensor used to trigger the configuration mode can be a magnetic field sensor. Instead of a statically pre-magnetized test piece / magnetic tape, however, a magnetic field generator can be used in this case in order to induce the output of the sensor signals corresponding to the key signal pattern in the magnetic field sensor.

The magnetic field generator can generate magnetic fields dynamically. The magnetic field generator can be designed to generate temporally varying, differently strong and / or aligned magnetic fields. For example, the magnetic field generator can have one or more electrically excitable coils which can generate a sequence of magnetic fields when different currents are applied. Such a magnetic field generator can in principle generate any sequence of magnetic fields and thereby, for example, emulate different types of key signal patterns.

A picking point can, for example, have such a magnetic field generator and in addition, for example, receive a program code that instructs the magnetic field generator to generate a sequence of magnetic fields that corresponds to a certain predetermined key signal pattern. In contrast to the embodiment described above, in this case corresponding physical test pieces / magnetic tapes do not need to be kept in the picking stations for each elevator type and these are accordingly first sent to the respective picking stations, for example by a manufacturer of the passenger transport system. Instead, each picking point can be equipped with a magnetic field generator once. For example, by electronically transmitting the program code, this magnetic field generator can then be enabled to generate the key signal pattern required there in an individual passenger transport system in order to then be able to configure it.

According to one embodiment, if the controller has been switched to its configuration mode as described above, the magnetic field sensor is prompted during the configuration mode to output signals indicating desired configuration parameters by bringing a suitably statically premagnetized test piece into proximity to the magnetic field sensor.

In other words, the magnetic field sensor is not only used to put the controller into its configuration mode by detecting the key signal pattern, but also to subsequently carry out the actual configuration, i.e. to enter the desired configuration parameters into the controller.

A statically pre-magnetized test piece, for example in the form of a magnetic tape, can also be used for this purpose. A locally varying premagnetization, which reproduces the desired configuration parameters in coded form, can be implemented on the test piece. The configuration parameters can differ, for example depending on where, how and / or for what purpose an individual elevator is to be used. For each constellation, for example, a special pre-magnetized test piece can be kept available on which the corresponding configuration parameters are magnetically coded.

If necessary, the premagnetized test piece, which is to be used to generate the key signal pattern, and the premagnetized test piece, by means of the the desired configuration parameters are to be specified, be designed as a common, ie one-piece, premagnetized test piece.

According to an alternative embodiment, the magnetic field sensor can be caused during the configuration mode to output signals indicating desired configuration parameters by dynamically generating a suitably predefined magnetic field in proximity to the magnetic field sensor by means of a magnetic field generator.

Similar to the embodiment explained above, in this case too the magnetic field sensor can not only be used to "activate" the configuration mode, but also dynamically generated magnetic fields using a magnetic field generator so that suitable sensor signals are transmitted to the controller via the magnetic field sensor, which of these communicate the desired configuration parameters. The magnetic field generator can in turn be designed to generate magnetic fields of different strengths and / or aligned.

Since the magnetic field generator is capable of generating different magnetic fields or different magnetic field sequences, the magnetic field generator can be used, for example, to generate both magnetic fields that generate the sensor signals corresponding to the key signal pattern in the magnetic field sensor, and magnetic fields that generate the desired ones in the magnetic field sensor Generate sensor signals corresponding to the configuration parameters. If necessary, a type of program code must be made available to the magnetic field generator in order to program it to generate the desired magnetic fields.

According to an alternative embodiment, the sensor is an optical sensor. In this case, the optical sensor can be made to output a signal pattern corresponding to the key signal pattern by bringing a test piece with a suitable, optically readable, static pattern into a field of view of the optical sensor.

In other words, the sensor can be designed to recognize optically detectable physical properties such as light intensities, colors, etc. and to be able to resolve them spatially and / or temporally if necessary. In particular, the sensor can be designed as a light sensor, for example in the form of a photodiode, a laser scanner, a camera or in a similar manner.

Optical sensors can be used in passenger transport systems similar to the magnetic field sensors described above or in addition to these, in order to be able to measure a current position or speed of a movable component relative to static components within the passenger transport system, for example by attaching the optical sensor to the movable component such as an elevator car is attached and suitable optically readable markings are provided on the static components such as an elevator shaft.

With such an optical sensor, sensor signals can be generated by specifying a specific light pattern for the sensor, for example. The light pattern can contain, for example, a time sequence of light intensities and / or colors. The light pattern can reproduce a type of "code" which causes the optical sensor to output the sensor signals corresponding to the key signal pattern. The light pattern can shine on its own or be illuminated by an external light source. For example, the light pattern can be a bar code, QR code or the like.

For example, the light pattern can be formed on a test piece. The light pattern can be statically impressed on the test piece. The sample can be, for example, a simple substrate, e.g. in the form of a paper, a film, etc., on the surface of which there are formed optically reflective or absorbent areas of different strengths.

The specimen configured in this way can then be brought into the field of view of the optical sensor or moved through it. In this way, for example, a sensor signal sequence can be generated in the optical sensor which corresponds to the key signal pattern.

Similar to the statically pre-magnetized test pieces described above, the described test piece provided with the light pattern can thus be used for this purpose in order to switch the control of the passenger transport system to the configuration mode via the optical sensor. The test piece can in turn be made available to a picking point, for example. The test piece can be provided in a suitable form in order to ensure its easy handling and / or to largely avoid incorrect use, manipulation or the like.

According to an alternative embodiment, the sensor is again an optical sensor, but in this case the optical sensor is caused to output a signal pattern corresponding to the key signal pattern by using a controllable light source in a field of view of the optical sensor to create a suitably predefined, optically readable pattern is generated dynamically.

Instead of a test piece with an optically readable pattern statically defined on it, a controllable light source can thus be used to dynamically generate an optically recognizable pattern. The pattern can be, for example, a sequence of different light intensities, colors, etc., such as can be generated in a controlled manner with the light source. A spatial distribution of the light emitted by the light source can also be modifiable in a controlled manner, i.e. the light source can possibly generate light patterns that vary not only over time, but also spatially. The light source can be a largely punctiform, i.e. zero-dimensional, light source, i.e. for example a simple lamp, an LED, a laser or the like. Alternatively, the light source can also be designed as a one-dimensional or two-dimensional light source, for example in the form of a light band, a screen or the like. The light source can have a light source control with the aid of which a light intensity, color, spatial distribution or other optical properties of the emitted light can be controlled.

Similar to the case of the magnetic field generator described above, the controllable light source can thus in principle be used to induce any control signals in the optical sensor of the passenger transport system. By making a special program code available to the controllable light source, for example, the light source can be made to emit light in a dynamic pattern in this way to generate that the sensor signals corresponding to the key signal pattern are generated in the optical sensor.

A corresponding light source can for example be made available to a picking point and the special program code can then be transmitted to the picking point so that the picking point can activate the configuration mode in the control of a passenger transport system.

According to one embodiment, the optical sensor is used not only to activate the configuration mode in the control of the passenger transport system, but also to cause the optical sensor to output signals indicating desired configuration parameters during the configuration mode. This can be done in particular by bringing a test piece with a suitable, optically readable, static pattern into a field of view of the optical sensor.

The optically readable sample can be similar or identical to that with which the sensor signals corresponding to the key signal pattern were previously induced and differ only with regard to the optically readable pattern deposited thereon. If necessary, a common test piece can contain both the pattern for the generation of the key signal pattern and for the generation of the signal pattern reproducing the desired configuration parameters.

The handling described above in relation to the statically pre-magnetized test piece and the advantages that can be achieved therewith in the configuration or commissioning of passenger transport systems can also be transferred analogously to the optically readable test piece.

According to an alternative embodiment, the optical sensor can be caused during the configuration mode to output signals indicating desired configuration parameters by dynamically generating a suitably predefined, optically readable pattern in a field of view of the optical sensor by means of a controllable light source.

The controllable light source can be the same light source or a similarly structured light source as that which is used to generate the optically readable pattern, with the aid of which the sensor signals corresponding to the key signal pattern are induced in the optical sensor.

The operations described above in relation to the magnetic field generator and the advantages that can be achieved therewith in the configuration or commissioning of passenger transport systems can also be transferred analogously to the embodiment with the controllable light source.

According to one embodiment, the method proposed herein is carried out exclusively within a predefined limited period of time following a system start of the passenger transport system.

In other words, it can be advantageous not to allow the method for configuring the configuration parameters in a passenger transportation system to be carried out at any point in time during the operation of the passenger transportation system. Instead, it can be advantageous to be able to carry out this implementation only as part of a system start of the passenger transport system or in a limited period of time after this system start. A system start can be interpreted as the initial commissioning of the passenger transport system or as a restart, for example after a system failure. A period of time within which the configuration process is still permitted after a system start can be limited to a few seconds or a few minutes, in particular, for example, less than 30 minutes or preferably less than 3 minutes.

The fact that the control of the passenger transport system is switched to its configuration mode by means of the described method only during or shortly after the system start means that the security against an accidentally or intentionally incorrect configuration can be further increased.

In particular, it can be avoided that, for example, during the operation of the passenger transport system, errors, for example in one of the sensors or during the transmission of sensor signals, can lead to incorrect results Sensor signals are generated or transmitted to the controller, which correspond to the key signal pattern and thereby the controller is switched to the configuration mode in an unjustified manner.

It is pointed out that some of the possible features and advantages of the invention are described herein with reference to different embodiments of the configuration method on the one hand and the passenger transport system designed for its execution on the other hand. A person skilled in the art recognizes that the features can be combined, adapted or exchanged in a suitable manner in order to arrive at further embodiments of the invention. The scope of the invention is to be determined by the appended claims.

Embodiments of the invention are described below with reference to the accompanying drawings, wherein neither the drawings nor the description are to be interpreted as restricting the invention.

Fig. 1 shows a passenger transport system according to the invention in the form of an elevator.

Fig. 2 shows components of a passenger transport system according to the invention when configuring safety-relevant configuration parameters.

The figures are only schematic and not true to scale. In the various figures, the same reference symbols denote the same or equivalent features.

Figure 1 shows a passenger transport system 1 in the form of an elevator according to an embodiment of the present invention. The elevator has a movable component in the form of an elevator car 3, which can be moved within an elevator shaft 5 relative to the elevator shaft and, for example, stationary components attached to its shaft walls 7.

The elevator has a controller 15, with the aid of which safety-relevant functions of the elevator can be controlled. For example, the controller 15 can detect safety-critical situations within the elevator, such as an elevator car 3 traveling too fast in an upward or downward direction, incorrectly closed shaft doors, an incorrectly closed car door, etc.

The controller 15 is connected to elevator components to be controlled by it, such as a drive unit 17, a brake unit 19, an alarm unit 21 (each not shown explicitly) and can control their operation as appropriate to the situation.

In order to be able to recognize the safety-critical situations, the controller 15 is connected to various sensors 13, i.e. the controller 15 can communicate with these sensors 13, for example by wire or wirelessly. Each of these sensors 13 can be designed to measure or detect operating parameters within the passenger transport system, which enable conclusions to be drawn about any existing safety-critical situations.

A sensor 13 in the form of an optical sensor 14 is shown merely by way of example. This optical sensor 14 is arranged on the elevator car 3 and is moved through the elevator shaft 5 together with it. The optical sensor 14 can for example be designed as a camera, laser scanner, photodiode or the like.

A field of view 31 of the optical sensor 14 is directed to visually recognizable markings 11 which are provided on one of the shaft walls 7 in the form of a band provided with a bar code. By reading out the markings 11, the controller 15 can obtain a conclusion about a current position and / or a current speed of the elevator car 3.

Since, for example, a maximum permissible maximum speed of the elevator car 3 can be dependent not only on the elevator type containing this elevator car 3, but also, for example, on regional or national legal regulations, it may be necessary to use such physical variables, which are referred to herein as safety-relevant configuration parameters, to be able to configure individually for each elevator.

In order to make this possible, it can be provided that the security-relevant configuration parameters are not permanently programmed into the controller 15, but rather can be modified. The controller 15 can for this purpose, for example, a Have rewritable memory in which the configuration parameters can be stored.

In this case, however, it should be ensured that configuration parameters for the respective elevator are correctly entered and stored, since configuration parameters entered incorrectly or manipulatively can result in safety-relevant hazards during the operation of the elevator.

It is therefore proposed to use one of the sensors 13 already provided in the passenger transport system 1 for monitoring the operating parameters in order to effect a suitable configuration of the controller 15 by specifically inducing sensor signals.

To this end, as part of a configuration process, measures can be carried out which cause the sensor 13 to generate sensor signals in the form of a special pattern, the pattern corresponding to a previously defined key signal pattern. The key signal pattern differs from signal patterns that are generated by the sensor 13 during normal operation.

As soon as the controller 15 recognizes by comparing the sensor signals output by the sensor 13 with the predefined key signal pattern that the sensor 13 apparently does not transmit any current operating parameters, but instead receiving sensor signals corresponding to the key signal pattern, this is indicated by the controller 15 as An indicator interpreted that the controller 15 is to be transferred to its configuration mode.

As soon as the controller 15 is in this configuration mode, it is permitted that, for example, previously stored configuration parameters or a random memory content can be replaced in a data memory provided for storing such configuration parameters. The desired configuration parameters are then subsequently transmitted to the controller 15 and stored by the controller as safety-relevant configuration parameters to be observed in the future.

An example in this context is in Fig. 2 shows how with the aid of a sample 23 in the optical sensor 14 sensor signals are first generated that correspond to the key signal pattern, in order then, after the controller 15 has assumed its configuration mode, to generate sensor signals in the optical sensor 14 that correspond to the desired configuration parameters .

In the example shown, the test piece 23 is designed as a substrate strip, on the surface of which a bar code is applied. This bar code is a static pattern which can be read out optically by the optical sensor 14. The bar code can be divided into two areas 25, 27. In both areas, line patterns 29 encode certain information with lines of different widths and with different distances from one another. For example, a bar code indicated in the first area 25 can be an encoded reproduction of the key signal pattern. A bar code indicated in the second area 27 can be an encoded reproduction of the desired configuration parameters.

Instead of the test piece 23, the optical sensor 14 can also be made to generate the sensor signals corresponding to the key signal pattern or the sensor signals corresponding to the desired configuration parameters with a dynamically controllable light source 33. For this purpose, the light source 33 can generate, for example, controlled by a light source control 35, light patterns which vary over time and which lead to the output of corresponding sensor signals in the optical sensor 14.

As an alternative to the embodiment described with an optical sensor 14 and optically readable static or dynamic patterns on a sample or generated by a controllable light source, embodiments are also conceivable in which other sensors 13 of the passenger transport system are used as input interfaces to the controller 15.

For example, magnetic field sensors (not shown) can be used and sensor signals that correspond to the key signal pattern or the desired configuration parameters can be induced in them by a suitably statically pre-magnetized test piece or a dynamically controllable magnetic field generator. Finally, it should be pointed out that terms such as “having”, “comprising”, etc. do not exclude any other elements or steps and that terms such as “a” or “an” do not exclude a multitude. Furthermore, it should be pointed out that features or steps that have been described with reference to one of the above exemplary embodiments can also be used in combination with other features or steps of other exemplary embodiments described above. The scope of the invention is to be determined by the appended claims. Reference signs in the claims are not to be regarded as a restriction.

Claims (12)

1. A method of configuring security related configuration parameters in a passenger transport installation (1),
   wherein the passenger transport installation (1) comprises a control (15) and at least one sensor (13) which is connected to the control (15) for exchanging sensor signals, wherein the sensor (13) is designed to detect operating parameters within the passenger transport installation (1) and to emit corresponding sensor signals,
   wherein the control (15) is designed to control security related functions of the passenger transport installation (1), taking into account sensor signals emitted by the sensor (13) and taking into account the configuration parameters,
   wherein the method comprises the following steps:

   - comparing sensor signals emitted by the sensor (13) with a predefined key signal pattern;

   - operating the control (15) temporarily in a configuration mode exclusively if the compared sensor signals correspond to the key signal pattern;

   - configuring the security related configuration parameters during the configuration mode,

   characterized in that the sensor signals corresponding to the key signal pattern differ from all sensor signals to be emitted by the sensor (13) during normal operation of the passenger transport installation (1).
2. The method according to claim 1, wherein the security related configuration parameters are configured based on sensor signals emitted by the sensor (13) during the configuration mode.
3. The method according to one of claims 1 and 2, wherein the sensor (13) is a magnetic field sensor, and wherein the magnetic field sensor is prompted to emit a signal pattern corresponding to the key signal pattern by a suitably statically premagnetized test piece (23) being brought close to the magnetic field sensor.
4. The method according to one of claims 1 and 2, wherein the sensor (13) is a magnetic field sensor, and wherein the magnetic field sensor is prompted to emit a signal pattern corresponding to the key signal pattern by dynamically generating a suitably predefined magnetic field close to the magnetic field sensor by means of a magnetic field generator.
5. The method according to one of claims 3 and 4, wherein, during the configuration mode, the magnetic field sensor is prompted to emit signals indicating desired configuration parameters by a suitably statically pre-magnetized test piece (23) being brought close to the magnetic field sensor.
6. The method according to one of claims 3 and 4, wherein the magnetic field sensor is prompted, during the configuration mode, to emit signals indicating desired configuration parameters by dynamically generating a suitably predefined magnetic field close to the magnetic field sensor by means of a magnetic field generator.
7. The method according to one of claims 1 and 2, wherein the sensor (13) is an optical sensor (14), and wherein the optical sensor (14) is prompted to emit a signal pattern corresponding to the key signal pattern by a test piece (23) with a suitable optically readable static pattern (29) being brought into a field of view (31) of the optical sensor (14).
8. The method according to one of claims 1 and 2, wherein the sensor (13) is an optical sensor (14), and wherein the optical sensor (14) is prompted to emit a signal pattern corresponding to the key signal pattern by dynamically generating a suitably predefined, optically readable pattern in a field of view (31) of the optical sensor (14) by means of a controllable light source (33).
9. The method according to one of claims 7 and 8, wherein the optical sensor (14) is prompted, during the configuration mode, to emit signals indicating desired configuration parameters by a test piece (23) with a suitable optically readable static pattern (29) being brought into a field of view (31) of the optical sensor (14).
10. The method according to one of claims 7 and 8, wherein during the configuration mode, the optical sensor (14) is prompted to emit signals indicating desired configuration parameters by dynamically generating a suitably predefined, optically readable pattern in a field of view (31) of the optical sensor (14) by means of a controllable light source (33).
11. The method according to one of the preceding claims, wherein the method is carried out exclusively within a predefined limited period of time following a system start of the passenger transport installation (1).
12. Passenger transport installation (1) comprising:

    a control (15) and at least one sensor (13) which is connected to the control (15) for exchanging sensor signals,

    wherein the control (15) is designed to control security related functions of the passenger transport installation (1), taking into account configuration parameters,

    wherein the sensor (13) is designed to detect operating parameters within the passenger transport installation (1) and to emit corresponding sensor signals, wherein the passenger transport installation (1) is designed to configure the configuration parameters by means of a method according to one of claims 1 to 11.

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