EP3823922B1 - Procédé et dispositif de surveillance d'une installation de transport de passagers à l'aide d'un dispositif de détection et d'un double numérique - Google Patents

Procédé et dispositif de surveillance d'une installation de transport de passagers à l'aide d'un dispositif de détection et d'un double numérique Download PDF

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EP3823922B1
EP3823922B1 EP19734421.1A EP19734421A EP3823922B1 EP 3823922 B1 EP3823922 B1 EP 3823922B1 EP 19734421 A EP19734421 A EP 19734421A EP 3823922 B1 EP3823922 B1 EP 3823922B1
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Prior art keywords
transport system
passenger transport
physical
data
components
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German (de)
English (en)
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EP3823922A1 (fr
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Martin BRESTENSKY
Robert BARTONIK
Thomas Novacek
Ulrich HÄBERLE
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Inventio AG
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Inventio AG
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B25/00—Control of escalators or moving walkways
    • B66B25/006—Monitoring for maintenance or repair
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B21/00—Kinds or types of escalators or moving walkways
    • B66B21/02—Escalators
    • B66B21/04—Escalators linear type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B21/00—Kinds or types of escalators or moving walkways
    • B66B21/10—Moving walkways

Definitions

  • the present invention relates to a method and a device for monitoring properties of a passenger transport system which is designed as an escalator or moving walk. Furthermore, the invention relates to a passenger transport system equipped with a proposed device, a computer program product designed to carry out the proposed method and a computer-readable medium storing this computer program product.
  • Passenger transport systems in the form of escalators or moving walks are used to transport people within buildings or structures. Sufficient operational reliability must always be guaranteed, but also availability that is as continuous as possible.
  • passenger transport systems are usually checked and/or serviced at regular intervals. The intervals are usually based on experience with similar passenger transport systems, whereby the intervals selected to ensure operational safety must be sufficiently short so that a check or maintenance can be carried out in good time before any operating conditions that endanger safety occur.
  • the document DE 10 2010 049954A1 discloses a method for monitoring a condition of a people transportation system using a data set that captures characterizing properties of components of the physical people transportation system in a machine-processable manner using acceleration and inclination sensors in order to detect changes in the operation of the conveyor belt as well as escalator steps.
  • a method for monitoring a state of a physical people transportation facility using an updated digital double record is proposed.
  • the Updated Digital Doppelganger dataset is constructed from component model datasets, which include data obtained by measuring characterizing properties on the physical transportation system after it has been assembled and installed in a structure.
  • the updated digital double data set is referred to below in abbreviated form as "ADDD" for the sake of better legibility.
  • the physical passenger transport system includes a revolving conveyor belt which has at least one escalator step or pallet with a detection device. Accelerations and changes in position in all three axes during operation can be detected by the detection device and output as measurement data, with this measurement data being able to be transmitted to the ADDD. Dynamic simulations using the ADDD can be used to determine and assess the forces, impulses and vibrations resulting from the measurement data, which act on the virtual components of the virtual conveyor belt that correspond to the physical components and on the virtual components that interact with the virtual conveyor belt. This means that the forces, impulses and vibrations resulting from the dynamic behavior of the conveyor belt, which act on the virtual components of the virtual conveyor belt and on the virtual components interacting with the virtual conveyor belt, are determined and assessed by dynamic simulations using the ADDD be able.
  • the ADDD enables the measurement data supplied by the acquisition device to be comprehensively examined in its field of application and the right measures to be taken at the time of the evaluation can be derived from this.
  • the control of the passenger transport system can be informed immediately that the conveyor belt must be fixed.
  • the ADDD can be used to determine the position at which the escalator step or pallet has become detached from the step band and whether there is further damage at this position is to be expected so that appropriate maintenance and repair material can be provided. The cause of damage can also be determined more precisely and quickly using simulations on the ADDD.
  • Another passenger transport system of the same type which has a conveyor chain with the same chain elongation, can continue to be operated without immediate measures due to the arrangement of its guide rails and tangential rails.
  • the advantage lies in maintenance that is individually tailored to each passenger transport system.
  • the ADDD provides a virtual simulation environment that is almost identical to the physical passenger transport system due to the characterizing properties that depict reality, by means of which the effects of the accelerations and changes in position of the physical escalator step or pallet in question recorded by the detection device can be assessed.
  • the movements corresponding to the measurement data are transferred to the corresponding virtual escalator step or pallet and then, for example, using the known calculation methods from the fields of physics, mechanics and strength of materials, the forces and impulses that occur when components collide, for example a step roller with the leading flank of a guide rail. Possible oscillation phenomena can also be recognized from the impulses.
  • the forces calculated from the simulation are strength considerations for example using the finite element method for the individual components, so that the time of a possible failure of individual components can be calculated in advance.
  • Structural changes can be localized with regard to the occurrence of accelerations and position changes that differ from the measurement data measured during commissioning. If, for example, the escalator step or pallet with the detection device always "hops" at the same point when running around the physical conveyor belt, the peaks detected as a result indicate that something is wrong with the guide rail. This can be, for example, a displacement of two rail joints or a localized deposit of compressed lubricant and dirt. However, if as the physical conveyor belt rotates, its escalator step or pallet detects a continuous "chattering" with the detector, this may indicate that the step roller or chain roller of that escalator step or pallet is defective.
  • imminent collisions can also be detected if the play in the conveyor chains of the conveyor belt increases due to signs of wear and the escalator steps or pallets can therefore collide with the comb plates of the entry areas of the passenger transport system due to an increase in their degree of freedom.
  • the ADDD depicts the associated physical passenger transport system. Therefore, it is essential that the ADDD is built from component model data sets, which include data obtained by measuring characterizing properties on the physical transportation system after its assembly and installation in a structure.
  • the characterizing properties of a component model data record can be the existing geometric relationships, the physical properties stored in the component model data records and the like.
  • the ADDDs themselves differ from identically constructed passenger transport systems, because they have the actual mass of the physical components as characterizing properties, for example instead of the target mass. This replaces a tolerance chain of multiple composite component model datasets with accurate actual masses so that the positions of the virtual components in the ADDD exactly match their physical counterparts in the associated physical people mover.
  • the ADDD is a precise virtual passenger transport system that is almost identical to the physical passenger transport system assigned to it, it can also be displayed on a suitable output device, for example on a computer screen, as a three-dimensional, animated graphic.
  • a suitable output device for example on a computer screen
  • the unevenness and damage on the virtual component model data sets that underlie the accelerations and changes in position can be precisely modeled and contrasted in color with the original constitution of the components, so that the viewer, for example a service technician, can see exactly where damage needs to be repaired or adjustments made are to be carried out.
  • the dynamics of the physical step band measured by the recording device on the physical passenger transport system are transferred to the virtual step band of the ADDD, so that forces and impulses on components are determined and the unevenness and damage that cause the accelerations and changes in position are modeled and calculate.
  • fatigue strength calculations can be used to calculate the point in time of a possible failure of components
  • a device for monitoring a state of a physical people transportation system includes an ADDD constructed from component model data sets, which reproduces characterizing properties of components of the physical passenger transport system in an actual configuration of the physical passenger transport system after it has been assembled and installed in a building in a machine-processable manner.
  • At least one detection device with a 3-axis acceleration sensor and gyroscope is provided.
  • accelerations and changes in position of a physical escalator step or pallet of a conveyor belt can be recorded as measurement data in all three axes along their guide path.
  • This measurement data can be transferred to the ADDD.
  • the resulting forces can be calculated using static and dynamic simulations on the ADDD, Impulses and vibrations are determined and assessed, which act on the virtual components of the virtual conveyor belt corresponding to the physical components and on the virtual components interacting with these virtual components.
  • a physical people transport system which comprises a device according to an embodiment of the second aspect of the invention.
  • a computer program product which comprises machine-readable program instructions which, when executed on a programmable device, cause the device to carry out or control a method according to an embodiment of the first aspect of the invention.
  • a computer-readable medium is proposed, on which a computer program product according to an embodiment of the fourth aspect of the invention is stored.
  • passenger transport systems have usually had to be inspected on site in order to be able to see whether maintenance or repairs are actually necessary and, if this is the case, what specific measures need to be taken, i.e. which ones, for example Replacement parts and/or tools are required.
  • the ADDD should include data that characterize the properties of the components that form the passenger transport system and, in its entirety, represents a digital representation that is as complete as possible of the physical passenger transport system assigned to the ADDD.
  • the data of the ADDD should characterize the properties of the components in their actual configuration , the that is, in a configuration in which the components have been fully completed and then assembled into the people mover and installed in a structure. Accelerations and changes in position of components of the conveyor belt are also transmitted to the ADDD, so that it also has dynamic information about the running behavior of the physical conveyor belt and its changes over time.
  • the data contained in the ADDD does not merely reflect the desired properties of the components, as they are assumed, for example, when planning, designing or commissioning the passenger transport system and as they can be taken, for example, from the CAD data used here relating to the components.
  • the data contained in the ADDD should reflect the actual properties of the components installed in the completely assembled and installed passenger transport system.
  • the ADDD can thus be viewed as a virtual image of the finished passenger transport system or the components contained therein.
  • the data contained in the ADDD should reflect the characterizing properties of the components in sufficient detail to be able to derive statements about the current structural and/or functional properties of the physical passenger transport system.
  • the ADDD should be used to derive statements about current structural and/or functional properties that characterize an updated state of the entire passenger transport system, which are necessary for an assessment of its current or future operational safety, its current or future availability and/or a current or future need for maintenance or repair.
  • a particular advantage derives from using the ADDD throughout the lifetime of the physical people-transport facility. If the ADDD is to be used further, continuous documentation or updating of the ADDD data is required, since otherwise the operational monitoring, the maintenance forecasts and the status determinations are based on faulty data. This means that when components are replaced, the characterizing properties of the spare parts must be recorded in digital form. During maintenance work, the characteristic properties of the removed components are defined in the ADDD by the characterizing properties of the spare parts. Likewise, any settings must be recorded and transferred to the ADDD. In order to make the work easier for the fitters, the measurement work on the components and setting dimensions can be recorded on the construction site by optical recording devices such as a laser scanner or a TOF camera (time of flight camera). Their data is then automatically evaluated by a processing program, prepared for the ADDD and transferred to it.
  • optical recording devices such as a laser scanner or a TOF camera (time of flight camera). Their data is then automatically evaluated by a processing program, prepared for the ADDD and transferred to
  • the ADDD thus differs, for example, from digital data which are conventionally generated or used in the production of passenger transport systems.
  • digital data which are conventionally generated or used in the production of passenger transport systems.
  • CAD data does not indicate which geometry a manufactured component actually has, whereby, for example, manufacturing tolerances or the like can lead to the actual geometry differing significantly from the target geometry. Exactly such differences have an elementary effect on the simulation results and thus on their significance.
  • conventionally used data such as CAD data do not indicate which characteristic properties components have assumed after they have been assembled into the people-transport system and installed in a structure.
  • CAD data do not indicate which characteristic properties components have assumed after they have been assembled into the people-transport system and installed in a structure.
  • the ADDD also differs from data that is sometimes used conventionally during the manufacture of complex workpieces or machines.
  • a method for checking consistency between reference data of a production object and data of a so-called digital twin of the production object is described.
  • a region of the workpiece is removed in a production step by grinding, turning or the like according to target specifications, so that after the production step has been carried out, the digital twin is also modified according to the target specifications.
  • the digital twin should always provide information about the current intermediate status of the workpiece during its production.
  • the ADDD provides information about the characterizing properties of the components installed in the passenger transport system in their actual configuration, which goes beyond mere target properties and is compared with the physical passenger transport system. Such information can advantageously be used, for example, to be able to recognize deviations in the actual characterizing properties from originally designed characterizing properties of the passenger transport system.
  • the ADDD as a virtual digital copy of the actual passenger transport system, allows conclusions to be drawn about the characterizing properties currently prevailing in the passenger transport system, information can at best be obtained solely by analyzing and/or processing the ADDD, which allows conclusions to be drawn about the current state of the passenger transport system and, in particular, conclusions about enable any necessary maintenance or repairs to be carried out. If necessary, information can even be derived as to which spare parts and/or tools are required for an upcoming maintenance or repair.
  • the ADDD can be stored, analyzed and/or processed in a computer configured to carry out the method proposed here or in a corresponding data processing system.
  • the computer or the data processing system can be arranged remotely from the passenger transport system to be monitored, for example in a remote monitoring center.
  • the use of the ADDD makes it possible to monitor the state of the properties characterizing the people transport system continuously or at suitable time intervals remote from the physical people transport system in order in particular to identify simulation results that make maintenance or repair appear necessary. If necessary, based on this, specific information regarding work to be carried out during maintenance or repair can be derived in advance based solely on an analysis of the ADDD, without a technician actually inspecting the passenger transport system place to inspect. As a result, considerable effort and costs can be saved.
  • the measurement data transmitted by the detection device and/or the characterizing properties determined therefrom can be stored in a log file with time information.
  • a data history is available from which, for example, special events can be read, such as a momentary excessive force effect due to improper use or external influences such as seismic shocks and the like.
  • a change trend in the measurement data can be determined using stochastic methods using the measurement data and/or characterizing properties stored in the log file and operating data stored in the log file.
  • Operating data are data that arise during the operation of a passenger transport system, for example the total operating time, the power consumption of the drive machine, the ambient temperature, the operating temperature and the like. The knowledge gained in this way can be used in many ways. If the change trend in the measurement data is linear, the end of the service life for the affected component can be predicted quite well as a result of increasing impulse strength or increasing force. If the change trend shows a decreasing tendency, this indicates a running-in behavior and thus an increasingly stable condition of the affected component. If the change trend increases, increased signs of wear, decomposition or destruction can be diagnosed. Further benefits are given below.
  • the measurement data can be transmitted continuously, periodically and/or depending on the change trend in the measurement data. If there is a dependency on the change trend, this means that a fixed period can be selected if the change trend has a linear tendency. If there is a decreasing trend, the period can be increasingly lengthened, while if there is an increasing trend, the period between two measurements can be increasingly shortened.
  • the monitoring of the state of the physical people transportation system also includes simulating future characterizing properties of the people transportation system using the ADDD and based on the change trends of the measurement data acquired by the acquisition device.
  • the characterizing properties of the physical components can be geometrical dimensions of the component, the weight of the component and/or the surface finish of the component. Geometric dimensions of the components can be, for example, a length, a width, a height, a cross section, radii, roundings, etc. of the components.
  • the surface properties of the components can include, for example, roughness, textures, coatings, colors, reflectivities, etc. of the components.
  • the characterizing properties can relate to individual components or groups of components.
  • the characterizing properties can relate to individual components from which larger, more complex groups of components are assembled.
  • the properties can also relate to more complex equipment composed of several components, such as drive machines, gear units, conveyor chains, etc.
  • the characterizing properties before commissioning can be determined or measured with high precision.
  • the characterizing properties can be determined or measured with a precision that is more precise than the tolerances to be observed in the manufacture of the components.
  • changes can also be modeled on the component model data sets, which cause corresponding changes in position and acceleration. For example, if the detection device registers a sudden, permanent misalignment of the escalator step or pallet in two axes, this can be transferred to the corresponding component model data set of the ADDD.
  • the virtual step roller or Chain roller of the virtual escalator step or pallet enters the virtual guide rail. If the depth of penetration matches the radius of the step roller or chain roller, it means that the physical step roller or chain roller is defective or has broken away altogether.
  • the ADDD can now be updated to remove the corresponding component model data set of the step roller or chain roller and track the misalignment by changing the corresponding characterizing features of the escalator step or pallet.
  • a dynamic simulation with the inclined escalator step or pallet can be used to simulate a collision with fixed component model data sets, for example with the virtual comb plate, and to detect this by means of a collision check.
  • the dynamic simulation with the ADDD will result in a spatial intersection of the virtual escalator step or pallet with the virtual combplate.
  • the system can carry out a corresponding evaluation automatically using suitable image analysis methods (comparison with the original state) and output the results via a suitable interface, for example as a graphic representation on a screen. If a collision hazard is detected by the dynamic simulation, a safety signal is instantaneously sent to the physical controller of the physical people mover, which immediately locks the conveyor belt.
  • the change trend of a misalignment to one side increases continuously, this indicates, for example, an at least partially blocked or stiff-running step roller or chain roller, which is pulled over the guide rail by the circulating movement of the conveyor belt and is continuously being ground down on the circumference.
  • the simulation shows that the step roller or chain roller seems to penetrate the guide rail continuously.
  • the detection device only detects a local misalignment, i.e. only at a specific point of the circulation path of the escalator step or pallet, this can be due to a deformation or local subsidence of one of the physical guide rails indicate.
  • the component model data set of the corresponding guide rail can now be adjusted by changing the corresponding characterizing features that describe the three-dimensional shape accordingly. This updates the ADDD.
  • Subsequent dynamic simulation can be used to determine the effects on the step rollers or chain rollers (e.g. transverse forces) and the resulting additional wear or even a possible progressive destruction of the step roller or chain roller can be determined, for example, by means of an analysis using the finite element method.
  • the ADDD should preferably not only be able to monitor currently prevailing properties in the passenger transport system, but also to be able to draw conclusions about future characterizing properties in the passenger transport system by means of simulations to be carried out using the ADDD.
  • the simulations can be run on a computer system. With the help of the simulations, based on the data currently contained in the updated digital double dataset and, if necessary, taking into account data previously contained in the updated digital double dataset, conclusions can be drawn about a development over time in the measured values recorded and thus relating to forecasts or extrapolation expected future measured values can be obtained. In the simulations, natural laws can be taken into account as well as experiences from other passenger transport systems.
  • the accelerations and changes in position detected by the detection device can also be examined for periodically occurring peaks.
  • the peaks that occur can be assigned to a point on the guide path of the conveyor belt. Usually such peaks are caused by collisions. This means that there must be a problem at this point in the guide path that needs to be rectified quickly so that no physical components are destroyed or safety-critical situations can arise.
  • the method proposed here can also include planning maintenance work to be carried out on the passenger transport system based on the monitored accelerations and changes in position of the passenger transport system.
  • the information obtained during the inventive monitoring of the accelerations and changes in position of the passenger transport system can be used to plan future maintenance work, including any repairs that may be necessary, in advance. It can be advantageous here that just by analyzing the updated digital double data set, valuable information can already be obtained, for example about what changes have occurred in a monitored passenger transport system and/or what wear and tear on components of the passenger transport system must actually be expected.
  • This information can be used for maintenance work, for example with regard to a maintenance time and/or with regard to activities to be carried out during maintenance and/or with regard to spare parts or tools to be kept available during maintenance and/or with regard to the technicians carrying out the maintenance who may have special skills or knowledge need to be able to plan.
  • the planning of the maintenance work can be based purely on an analysis of the updated digital double data set, i.e. without a technician having to inspect the people transport system on site.
  • New, improved physical components and in particular control components or detection devices can also be developed and tested with the aid of the updated digital double data set.
  • the component model data set of a component to be tested can be deactivated in the updated digital double data set and this can be connected to the component to be tested via suitable interfaces.
  • the suitable interface can be a test bench which is adapted to the mechanical and/or electrical interfaces of the physical component and which is connected to a computer system having the ADDD.
  • an embedded system e.g.
  • the ADDD serves as a simulation of the real environment of the system or the entire escalator or the entire moving walk. From the point of view of the test, the ADDD can thus be used to secure embedded systems, to provide support during development and to commission machines and systems early.
  • ADDD Another benefit of the ADDD is its inherent systems engineering approach.
  • the focus of systems engineering is to meet the customer's desired requirements for the system to be delivered, which are contained in the specification, within the cost and time frame by firstly breaking down the system into subsystems, devices and software and specifying it and secondly the implementation is continuously monitored at all levels up to handover to the customer.
  • the entire problem operations, costs, schedule, performance, training and support, test, production and recycling
  • Systems engineering integrates all of these engineering disciplines and skills into a unified, team-oriented, structured process that, depending on the complexity of the system, can extend over several levels to a subcontractor's device. This process is applied from conception to production to operation and in some cases to dismantling or recycling.
  • the ADDD can be created in several partial steps.
  • the data contained in the data set can be successively refined and made more precise, so that the characterizing properties of the components installed in the passenger transport system are reproduced more and more precisely with regard to their actual current configuration as they are created.
  • a refinement is achieved in particular through the transfer of position changes and accelerations, which allows the virtual guide path of the conveyor belt to be remodeled and thus creates an extremely precise simulation environment.
  • the previously described picking digital double data set is not simply available "off the shelf".
  • the creation of the picking digital doppelganger data record includes a prior creation of a digital doppelganger data record, taking into account customer-specific configuration data, and creating production data by modifying the digital doppelganger data record, taking production-specific data into account.
  • both customer-specific configuration data and production-specific data should be taken into account when the commissioning digital double data set is initially created.
  • a digital doppelganger data record is first created from component model data records, taking into account the customer-specific configuration data, and then this digital doppelganger data record is modified or refined, taking into account the production-specific data for the commissioning digital doppelganger data record.
  • the creation of the picking digital double dataset can also iteratively include multiple calculation and modification of data of the digital double dataset, taking into account the customer-specific and/or production-specific data.
  • customer-specific configuration data can be understood to mean specifications which are specified by the customer on a case-by-case basis, for example when ordering the passenger transport system.
  • the customer-specific configuration data typically relate to a single passenger transport system to be manufactured.
  • the customer-specific configuration data can include prevailing spatial conditions at the installation site, interface information for attachment to load-bearing structures of a building, etc.
  • the customer-specific configuration data can specify, for example, what length the people-transport system should have, what height difference should be overcome, how the people-transport system should be connected to load-bearing structures within the building, and the like.
  • Customer-specific configuration data can also include customer requirements in terms of functionality, conveying capacity, appearance, etc.
  • the data of the digital double data set can, for example, as CAD data set are present, which reproduces, among other things, as characterizing properties, geometric dimensions and/or other characterizing properties of the components forming the passenger transport system.
  • the production-specific data typically relate to properties or specifications within a manufacturing factory or production line in which the passenger transport system is to be manufactured. For example, depending on the country or location in which a manufacturing plant is located, for example, different conditions can prevail in the manufacturing plant and/or specifications must be observed. For example, certain materials, raw materials, shell parts or similar may not be available or cannot be processed in some manufacturing plants. Some manufacturing factories can use machines that other manufacturing factories lack. Due to their layout, some manufacturing factories are subject to restrictions with regard to the passenger transport systems or components thereof to be manufactured. Some manufacturing plants allow for a high level of automated manufacturing, while other manufacturing plants may use more manual manufacturing, for example due to low labor costs. There may be a variety of other conditions and/or specifications with respect to which manufacturing environments may differ.
  • All of this production-specific data typically has to be taken into account when planning or commissioning a passenger transport system, since the manner in which a passenger transport system can actually be built can depend on them. It may be necessary to fundamentally modify the initially created digital double data set, which only took into account the customer-specific configuration data, in order to be able to take the production-specific data into account.
  • Static and/or dynamic simulations are preferably already carried out when the digital double data record is created, and the order-picking digital double data record is created taking into account the results of the simulations.
  • One of these dynamic simulations can be, for example, the start-up behavior of an escalator. Here, from standstill to nominal speed, all frictional forces as well as play and the properties dependent on the drive machine are simulated. With these simulations, collision-critical Points are checked and the dynamic forces acting on the individual components or component model data sets are determined during the start-up.
  • simulations can be carried out with which static and/or dynamic properties of the picked passenger transport system are simulated. Simulations can be carried out in a computer system, for example.
  • Static simulations analyze, for example, a static interaction of several assembled components.
  • Static simulations can be used, for example, to analyze whether there may be complications when assembling several predefined components or components specified on a case-by-case basis on the basis of component model data sets, for example because each of the components is manufactured with certain manufacturing tolerances, which means that there are unfavorable additions of manufacturing tolerances problems can arise.
  • Dynamic simulations mentioned above when creating the digital double dataset analyze, for example, a dynamic behavior of components during operation of the assembled passenger transport system.
  • Dynamic simulations can be used, for example, to analyze whether moving components, in particular the peripherally arranged components, can be relocated in a desired manner within a passenger transport system or whether, for example, there is a risk of collisions between components that can move relative to one another.
  • target data is stored in the picking digital doppelganger data set, which is based on the data that was determined during the planning or picking of the passenger transport system.
  • the target data can be obtained, among other things, if, for example, characterizing properties of a passenger transport system to be manufactured are calculated with computer-aided commissioning tools depending on customer-specific configuration data.
  • the picking digital double record Data relating to target dimensions, target numbers, target material properties, target surface texture, etc. of components to be used in the manufacture of the passenger transport system can be stored.
  • the commissioning digital doppelganger data set thus represents a virtual image of the passenger transport system in its planning phase or commissioning phase, ie before the passenger transport system is actually manufactured and installed using the commissioning digital doppelganger data set.
  • the target data contained therein can then be successively replaced by actual data as production progresses, and a completion digital double data set can thereby be generated.
  • the actual data indicate characterizing properties of the components of the passenger transport system, initially only defined with regard to their target configuration, in their actual configuration directly after the assembly of the passenger transport system and its installation in the building.
  • the actual data can be determined by manually and/or mechanically measuring the characterizing properties of the components. For this purpose, separate measuring devices and/or sensors integrated into components or arranged on components can be used.
  • the completion digital double dataset thus represents a virtual image of the passenger transport system directly after its completion, i.e. after the assembly of the components and installation in the building.
  • a detection device is provided for at least one of the physical escalator steps or pallets of a physical people moving system. At least one of the physical escalator steps or pallets of the conveyor belt of the physical people moving facility may have an identifier.
  • the detection device can also include an identification and receiver module for detecting the identifiers, with the identification and receiver module being arranged in a stationary manner in the physical passenger transport system. This can be precisely determined at which point or points of the guide path of the circulating conveyor belt abnormal position changes and accelerations occur.
  • those measurement data from the recording device that were recorded when the transport system was put into operation or after it was serviced and repaired are preferably used as the basic measurement data.
  • the measurement data recorded by the recording device can now be compared with this basic measurement data.
  • the guide path can be remodeled by updating the corresponding characterizing properties of the component model data sets involved. This means that, for example, at a certain point the geometric coordinates of a guide rail component model data set present as characterizing properties are changed in such a way that its roadway has a "hump" that causes the same accelerations and position changes on the virtual escalator step in the dynamic simulation, as detected by the detector on the physical escalator step or pallet of the physical conveyor.
  • a detection device can also be provided for several or for each physical escalator step or pallet.
  • the ADDD can be updated continuously or at suitable time intervals.
  • the data initially stored in the ADDD is modified during operation of the passenger transport system such that changes in the characterizing properties of the components forming the passenger transport system calculated on the basis of the position changes and accelerations detected by the detection device are taken into account.
  • the ADDD represents a very precise, virtual image of the passenger transport system during operation and taking into account, for example, wear-related changes compared to the characteristic properties originally measured directly after completion and can therefore be used as an ADDD for continuous or repeated monitoring of the properties of the passenger transport system be used.
  • the characterizing properties of a component that are available as target data have to be updated with actual data of the component or with the characterizing properties calculated on the basis of the load profile. Accordingly, the characterizing properties of most of the components of a completed digital double data set and the resulting ADDD are characterized by a mixture of target data, actual data and calculated data.
  • Embodiments of the method presented here for monitoring the status of a passenger transport system can be carried out using a device specially configured for this purpose.
  • the device may include one or more computers.
  • the device can be formed from a computer network which processes data in the form of a data cloud (cloud).
  • the device can have a memory in which the data of the ADDD can be stored, for example in electronic or magnetic form.
  • the device can also have data processing options.
  • the device can have a processor that can be used to process ADDD data.
  • the device can also have interfaces via which data can be input into the device and/or output from the device.
  • the device can have a detection device that is arranged on or in at least one escalator step or pallet of the physical conveyor belt of the passenger transport system and with the help of which accelerations and changes in position in all three axes can be recorded.
  • the device can in principle be part of the passenger transport system.
  • the device or parts thereof are preferably not arranged in the passenger transport system, but remotely from it, for example in a remote control center from which the status of the passenger transport system is to be monitored.
  • the device can also be implemented in a spatially distributed manner, for example when data is processed in a data cloud distributed over a number of computers.
  • the device can be programmable, ie it can be prompted by a suitably programmed computer program product to execute or control the method according to the invention.
  • the computer program product can contain instructions or code which, for example, cause the processor of the device to store, read out, process, modify, etc. data of the digital double data set.
  • the computer program product can be written in any computer language.
  • the computer program product can be stored on any computer-readable medium, for example a flash memory, a CD, a DVD, RAM, ROM, PROM, EPROM, etc.
  • the computer program product and/or the data to be processed with it can also be stored on one or more servers Be stored on servers, for example in a data cloud, from where they can be downloaded over a network, for example the Internet.
  • figure 1 shows a device according to the invention, having a detection device, which is arranged in a physical passenger transport system configured as an escalator, and an updated digital double data record (ADDD) that maps the physical passenger transport system, which is stored in a data cloud (cloud) and with which device a method according to the invention can be carried out.
  • a detection device which is arranged in a physical passenger transport system configured as an escalator
  • ADDD digital double data record
  • figure 2 shows schematically an escalator step of the escalator from FIG figure 1 in a three-dimensional view, the tread element and setting element of which are only indicated in order to be able to better show the arrangement of the detection device in the escalator step.
  • figure 3 shows a possible course of the measurement data, which is generated by the in figure 2 shown detection device was detected during a displacement of the escalator step along its guide path.
  • FIG. 11 illustrates creating an Updated Digital Doppelganger Record (ADDD) and producing and commissioning a physical personnel transportation system and continuously updating the ADDD from configuration to operation of the physical personnel transportation system.
  • ADPD Updated Digital Doppelganger Record
  • FIG 1 shows a device 1 according to the invention, comprising a detection device 200, which is arranged in a physical passenger transport system 2, and an updated digital double data record (ADDD) 102 of the physical passenger transport system 2, which is stored in a data cloud (cloud) 50, wherein a method 100 according to the invention can be carried out by means of the device 1 .
  • a detection device 200 which is arranged in a physical passenger transport system 2
  • an updated digital double data record (ADDD) 102 of the physical passenger transport system 2 which is stored in a data cloud (cloud) 50
  • a method 100 according to the invention can be carried out by means of the device 1 .
  • physical passenger transport system 2 is designed in the form of an escalator and connects in a building 5 at different heights located and horizontally spaced planes E1 and E2.
  • the physical passenger transport system 2 can be used to transport passengers between the two levels E1 and E2.
  • the physical passenger transport system 2 rests on support points 9 of the structure 5 at its opposite ends.
  • the physical passenger transport system 2 also includes a support structure 19, shown only in outline, which accommodates all other components of the physical passenger transport system 2 in a load-bearing manner.
  • This includes statically arranged physical components such as guide rails 25, 26, 27, 28 (see figure 2 ), the hardware of a controller 17 with implemented control software, as well as well-known components that are not shown, such as a drive machine, a drive train, drive sprockets driven by the drive machine via the drive train, a deflection arch and the like.
  • the physical passenger transport system 2 also includes balustrades 13, which are arranged on its two longitudinal sides above the supporting structure 19 on the latter. Below are the figures 1 and 2 described together.
  • the physical passenger transport system 2 also has peripherally arranged components 7, 11, which are naturally subject to position changes and accelerations during operation.
  • components 7, 11 which are naturally subject to position changes and accelerations during operation.
  • These are in particular a conveyor belt 7, which is arranged circumferentially between the two levels E1, E2 in the supporting structure 19 along a guide path 10 (only the guide path of the forward run can be seen), two handrails 11 or handrail belts, which are arranged circumferentially on the balustrades 13 as well as the components of the drive train, not shown, which transmit the movements of the drive machine to the conveyor belt 7 and the handrails 11 .
  • the conveyor belt 7 includes escalator steps 29 and conveyor chains 31 as well as a large number of other components such as step rollers 32, chain rollers 33, step axles 34 and the like.
  • the physical passenger transport system 2 can also be designed as a moving walkway (not shown), which is constructed similarly or identically to the physical passenger transport system 2 shown as an escalator with regard to many of its components.
  • a moving walkway (not shown), which is constructed similarly or identically to the physical passenger transport system 2 shown as an escalator with regard to many of its components.
  • many components of the physical passenger transport system 2 such as the supporting structure 19, the guide rails 25, 26, 27, 28, the entire drive train, the drive sprockets and deflection arches, the electrical equipment such as power and signal lines, sensors and the control 17 are covered by cladding components 15 and protected and therefore not visible from the outside.
  • Also from the conveyor belt 7 are in the figure 1 only a part of the escalator steps 29 of the forerun that can be walked on by passengers is visible.
  • the detection device 200 is in the figure 2 shown in even more detail in a three-dimensional view, with the stepping element 36 and the setting element 37 of the escalator step 29 only being indicated in order to be able to show the arrangement of the elements of the detection device 200 in the escalator step 29 better.
  • the detection device 200 essentially comprises a sensor element 201, a signal processing and signal transmission module 203, a power supply module 205, an identification device 207 and an identification and receiver module 209.
  • the sensor element 201 may be, for example, an MPU-6050 sensor that includes a three-axis MEMS accelerometer and a MEMS gyroscope in a single chip. As is shown schematically outside the escalator step 29, this chip measures very precisely accelerations a x , a y , a z and changes in position ⁇ , ⁇ , ⁇ in all three axes x, y, z, since a 16-bit Analog to digital conversion hardware is present.
  • sensor elements 201 or more sensor elements 201 can be used, as in FIG figure 2 specified, can record a total of accelerations a x , a y , a z and position changes ⁇ , ⁇ , ⁇ in all three axes x, y, z and output them as measured data.
  • the energy supply module 205 has an energy store 204 and a contactless energy transmission device 206 which transmits electrical energy via an induction loop and can thus charge the energy store 204 .
  • the energy store 204 can be an accumulator, capacitor or the like.
  • the identifier 207 can be a simple tag with a matrix code or barcode. However, an RFID tag is particularly advantageous because it is very robust and functionally reliable. Both passive and active RFID tags can be used, with the active RFID tag having to have an electrical connection to an energy store, for example to the energy store 204 of the detection device 200. All escalator steps 29 of the conveyor belt 7 can be provided with a marking device 207 be, not just the illustrated escalator step 29 with the detection device 200.
  • the identification and receiver module 209 is matched to the identification device 207 in a suitable manner and, on the one hand, identifies the escalator steps 29 that are just passing by it. Accordingly, position information is generated as to which escalator step 29 is currently in the detection range of the identification and receiver module 209 .
  • the respective measurement data of the occurring accelerations a x , a y , a z and position changes ⁇ , ⁇ , ⁇ can be assigned precisely to that point of the guide path 10 at which they occurred.
  • the identification and receiver module 209 can also serve as an incorrect step detector because the sequence of the identification devices 27 can also be stored in the identification and receiver module 209 . If an escalator step 27 is missing, the identification and receiver module 209 immediately sends a warning signal to the controller 17 of the physical people moving system 2 and the physical conveyor belt 7 stops.
  • the identification and receiver module 209 can also receive the measurement data of the accelerations a x , a y , a z and position changes ⁇ , ⁇ , ⁇ determined by the acquisition device 200, process them if necessary (for example filter out certain operational frequencies) and send them to the data cloud 50 and/or forward the controller 17.
  • the identification and recipient module 209 can also be present in two separate units.
  • a deposit 300 is shown on the right-hand guide rail 26 of the chain roller 33, over which the chain roller 33 is currently rolling. So that this deposit 300 can be better recognized, a Piece of the guide rail 26 broken shown. This deposit 300 can be compacted dirt, but it can also be an object drawn into the physical people-transportation system 2, such as a sandal or a piece of cloth. As soon as the chain roller 33 rolls over the deposit 300, this corner of the escalator step 29 rises. Due to the deflection, the chain roller 33 collides with the guide flank 24 of the guide rail 26 and is thrown back by it. In the figure 3 this event can also be seen from the measurement data for the accelerations a x , a y , a z and changes in position ⁇ , ⁇ , ⁇ at time t 4 .
  • the figure 3 shows a diagram of the measurement data recorded by the recording device 200 or the measurement value curves, since the measurement data are plotted over a time axis t.
  • the measurement data for the accelerations a x , a y , a z for the corresponding axes x, y, z are plotted above the time axis t; below the time axis t, the measurement data for the position changes a, ⁇ , ⁇ or, more precisely, the position change angles um the respective axes x, y, z.
  • the escalator is started at time t 0 , which means that the physical conveyor belt 7 and thus the escalator step 29 are accelerated in the travel direction L until the rated speed is reached.
  • the acceleration of the escalator step 29 is reflected both in the measurement data of the x-axis and in the z-axis, since the escalator step 29 with the detection device 200 is located in the inclined part of the guide path 10 .
  • the measurement data of these accelerations a x , a z therefore increase until time t 1 and are maintained constant up to time t 2 , as a result of which the conveyor belt 7 accelerates uniformly. From time t 2 the acceleration is reduced since at time t 3 the nominal speed of the conveyor belt 7 is reached. During this phase, there is no significant change in position.
  • the escalator step 29 tilts up while driving over it, which can be clearly seen from the measured data recorded, which represent the change in position ⁇ around the x-axis.
  • the escalator step 29 tilts up while driving over it, which can be clearly seen from the measured data recorded, which represent the change in position ⁇ around the x-axis.
  • the device 1 for this purpose, the device 1 according to the figure 1 the Updated Digital Doppelganger Record 102, hereinafter abbreviated to ADDD 102 for readability.
  • the ADDD 102 is a virtual image that is as comprehensive as possible and tracks the current physical state of the physical passenger transport system 2 and therefore represents a virtual passenger transport system assigned to the physical passenger transport system 2. This means that the ADDD 102 is not just a virtual shell model of the physical passenger transport system 2 , which roughly represents its dimensions, but each individual physical component from the handrail 11 to the last screw is also present and depicted in digitized form in the ADDD 102 with as many of its characterizing properties as possible.
  • the characterizing properties of components can be geometric dimensions of the components such as a length, a width, a height, a cross section, radii, roundings, etc.
  • the surface properties of the components such as roughness, textures, coatings, colors, reflectivities, etc. are also part of the characterizing properties.
  • material values such as the modulus of elasticity, the reverse bending strength value, the hardness, the notched impact strength value, the tensile strength value, and/or degrees of freedom that describe possible relative movements of a component to neighboring components, etc. can be stored as characterizing properties of the respective component.
  • These are not theoretical properties (target data), such as can be found on a production drawing, but characterizing properties actually determined on the physical component (actual data).
  • Information relevant to assembly such as the tightening torque actually applied to a screw and thus its pretensioning force, is preferably assigned to the respective component.
  • the device 1 can comprise one or more computer systems 111, for example.
  • the device 1 can comprise a computer network which stores and processes data in the form of a data cloud 50 (cloud).
  • the device 1 can have a memory, or as shown symbolically, memory resources in the data cloud 50, in which the data of the ADDD 102 (shown symbolically as a three-dimensional image of the physical passenger transport system 2) can be stored, for example in electronic or magnetic form . This means that the ADDD 102 can be stored in any memory location.
  • the device 1 can also have data processing options.
  • the device 1 can have a processor, with the aid of which data from the ADDD 102 can be processed.
  • the device 1 can also have interfaces 53, 54 via which data can be input into the device 1 and/or can be output from the device 1.
  • the device 1 can have internal interfaces 51, 52, the interface 51 between the ADDD 102 and the physical passenger transport system 2 enabling communication with the detection device 200, which is arranged on or in the passenger transport system 2 and with the help of which position changes a, ⁇ , ⁇ and accelerations a x , a y , a z of at least one escalator step 29 can be measured and determined.
  • the device 1 can be implemented entirely in the physical passenger transport system 2, with its ADDD 102 being stored, for example, in its controller 17 and its data being able to be processed by the controller 17.
  • the ADDD 102 of the device 1 is not stored in the physical passenger transport system 2, but remotely from it, for example in a remote control center from which the state of the physical passenger transport system 2 is to be monitored or from anywhere, for example via an Internet connection achievable data cloud 50.
  • the device 1 can also be implemented in a spatially distributed manner, for example when data from the ADDD 102 are processed in the data cloud 50, distributed over a number of computers.
  • the device 1 can be programmable, ie it can be prompted to execute or control the method 100 according to the invention by a suitably programmed computer program product 101 comprising the ADDD 102 .
  • the computer program product 101 can contain instructions or code which, for example, cause a processor of the device 1 to store, read out, process, modify, etc. data from the ADDD 102 in accordance with the implemented method 100.
  • the computer program product 101 can be written in any computer language .
  • the computer program product 101 can be stored on any computer-readable medium, for example a flash memory, a CD, a DVD, RAM, ROM, PROM, EPROM, etc.
  • the computer program product 101 and/or the data to be processed with it can also be stored on a server or several servers, e.g. in the data cloud 50, from where they can be downloaded via a network, e.g. the Internet.
  • this or its virtual components can be called up by executing the computer program product 101 in a computer system 111 and represented as a three-dimensional, virtual passenger transport system. This can be "wandered through” and explored virtually using zoom functions and movement functions. Movement sequences, collision simulations, static and dynamic strength analyzes with the help of the finite element method and interactive queries on the current characterizing properties of individual virtual components and component groups are also possible. This means that, for example, from the ADDD 102, the virtual circulating conveyor belt 107, which is the counterpart of the physical Conveyor belt 7 represents, can be selected.
  • these simulations can be initialized automatically by the method 100 implemented in the computer program product 101 .
  • they can also be initialized from "outside", ie via an input, for example via the interface 53 of the computer system 111, which is shown as a keyboard.
  • the measurement data is transmitted via the interface 51 between the physical passenger transport system 2 and the ADDD 102 or the running computer program (method 100) of the computer program product 101.
  • the measurement data from the acquisition device 200 see also Figures 2 and 3 ) .
  • the measurement data or entire measurement data profiles can be stored in a log file 104 . In order to arrange these entries historically, they can be stored in the log file 104 with time information 103 .
  • a user can query the status of the physical passenger transport system 2 by starting the computer program 100 of the computer program product 101 via the computer system 111 or accessing it.
  • the computer system 111 can be an integral part of the device 1, but it can also only assume a temporary affiliation while it is used to access data in the ADDD 102 via the interface 52.
  • the technician has selected an area 60 of the ADDD 102 using zoom functions.
  • a small navigation graphic 55 can be displayed on the screen 54 serving as data output, on which the selected area 60 is displayed by means of a pointer 56 .
  • the selected area 60 is the virtual access area present in the plane E2, in which the virtual escalator steps 129 run under the virtual comb plate 132 arranged there. Due to the zoomed area 60, only the virtual guide rails 126, 128, the virtual comb plate 132 and two virtual escalator steps 129 of the conveyor belt 107 can be seen.
  • the effects of the deviating measurement data can be assessed by means of dynamic simulations on the ADDD 102, for example by modifying the virtual guide path 310 such that a virtual escalator step 129 traveling over this guide path 310 has the same accelerations a x , a y , a z and changes in position ⁇ , ⁇ , ⁇ experiences how the physical escalator step 29.
  • the virtual guideway 310 is remodeled by, for example, adding a virtual deposit 330 to the virtual guide rail 126 at the correct location.
  • the measured value history stored in the log file 104 can also be used to simulate whether the virtual deposit 330 migrates towards the virtual comb plate 132 .
  • the virtual escalator steps 129 rise and fall in a direction orthogonal to the direction of travel L as the virtual chain rollers 127 ride over the deposit 330 .
  • the leading edge 122 of the virtual escalator step 129 may collide with the virtual combplate 132 .
  • the same is logically to be feared for the physical passenger transport system 2, which is why on the basis of the preceding described simulation results maintenance of the physical passenger transport system 2 should be initiated.
  • the time of a possible damage event can be determined by means of a suitable simulation extrapolation based on the history of measured values, and preventive maintenance work can be planned and carried out before this time.
  • a traceable history can also be limited to a time window, with the measurement data recorded during commissioning having to be retained as reference values.
  • the deposit 300 is logically no longer present, so that the accelerations a x , a y , a z and changes in position ⁇ , ⁇ , ⁇ at this point on the guide path 10 again approximately correspond to the measured values that were recorded by the detection device 200 during the Commissioning of the physical escalator 2 were recorded.
  • the now current accelerations a x , a y , a z and changes in position ⁇ , ⁇ , ⁇ correspond to the virtual guideway 310 being remodeled or the ADDD 102 updated accordingly.
  • each physical passenger transport system 2 has exactly the same geometric relationships with regard to the components and their installation position. Strictly speaking, each physical passenger transport system is unique in the totality of the characterizing properties of its components and accordingly all ADDD 102 differ (albeit only slightly) from one another. In the area 60 selected as an example, this means that a specific change in position detected by the detection device 200 in the one physical passenger transport system 2 already leads to a collision of the escalator step 29 and Comb plate can lead, while in another physical passenger transport system 2 of the same design there is still no risk of a collision.
  • the starting position 99 for carrying out the method 100 according to the invention can be a planning and subsequent construction or conversion of a building 5 such as a shopping center, an airport building, a subway station and the like.
  • a passenger transport system 2 configured as an escalator or moving walk is also provided here, if necessary.
  • the desired passenger transport system 2 is configured on the basis of the application profile and the installation conditions.
  • An Internet-based configuration program can be available for this purpose, for example, which is permanently or temporarily installed in a computer system 111 .
  • Customer-specific configuration data 113 are queried using various input masks 112 and stored in a log file 104 under an identification number.
  • the log file 104 can be stored in the data cloud 50, for example.
  • the architect of the building 5 can be provided with a digital shell model based on his customer-specific configuration data 113, which he can insert into his digital building model for the purpose of visualizing the planned building.
  • customer-specific configuration data 113 for example, coordinates of the planned installation space, the required maximum delivery rate, delivery height, operational environment, etc. are queried.
  • the architect is satisfied with the passenger transport system 2 configured by him, he can order this from the manufacturer by specifying the customer-specific configuration data 113, for example by indicating the identification number or the identification code of the log file 104.
  • a digital double data record 121 is first created, which specifies a target configuration.
  • the digital double data set 121 has target data for all physical components to be manufactured or procured, which reflect characterizing properties of the components of the passenger transport system 2 required for construction in a target configuration.
  • the digital double data record 121 can be stored in the data cloud 50, as shown by the arrow 161, and to a certain extent also forms the starting basis of the ADDD 102.
  • the picking digital double data set 135 is generated by supplementing the digital, three-dimensional double data set 121 with production-specific data 136, which contains all production data required for the production of the picked passenger transport system 2.
  • production-specific data 136 can contain, for example, the production site, the material that can be used at this production site, the manufacturing equipment used to produce the physical component, throughput times and the like.
  • this supplementary step is carried out on ADDD 102, which is still under construction.
  • the picking digital double data record 135 can then be processed in the production systems 142 of Manufacturer's plant (representative of this is the image of a welding gauge for a structure 19) are used to enable the production of the physical components (representative of this is the image of a structure 19) of the physical passenger transport system 2.
  • the assembly steps for the physical passenger transport system 2 are also defined in the picking digital double data record 135 .
  • At least some of the characterizing properties of components and assembled assemblies are recorded, for example by measuring and non-destructive testing methods, and these are assigned to the corresponding virtual components in the still unfinished ADDD 102 transferred.
  • the ACTUAL data measured on the physical components replace the assigned target data of the picking digital doppelganger data record 135.
  • the picking digital doppelganger data record changes as production progresses 135 more and more towards the ADDD 102.
  • this is still not quite complete, but first forms a so-called completion digital double data record.
  • the physical passenger transport system 2 can be installed in the building 5 created according to the plans of the architect, as shown in the fifth method step 150 . Since certain adjustment work has to be carried out during installation and operating data are already generated during the first commissioning (e.g. also the accelerations a x , a y , a z and position changes ⁇ , ⁇ , ⁇ recorded by the detection device 200 along the guide path 10), these are also Data transferred to the completion digital double data set and converted into characterizing properties of the virtual components affected. With this update, represented by the dot-dash arrow 164, the completion digital double data set is transformed into the ADDD 102, which, like the physical people-transport system 2, achieves full operational readiness. From this point in time, the ADDD 102 can be loaded into the computer system 111 at any time and used for a detailed analysis of the state of the physical passenger transport system 2 .
  • the ADDD 102 can be loaded into the computer system 111 at any time and used for a detailed analysis of the state of the physical passenger transport system
  • the fifth method step 150 does not actually conclude the method 100 according to the invention, since the ADDD 102 is updated again and again during its lifetime. This conclusion does not take place until the end of the service life of the physical passenger transport system 2, in which case the data from the ADDD 102 can be usefully used for the disposal process of the physical components for the last time.
  • the ADDD 102 is updated continuously and/or periodically over the entire service life of the passenger transport system 2 by the transmission of measurement data.
  • these measurement data can be recorded both by the recording device 200 and by an input, for example by the maintenance personnel, and can be transmitted to the ADDD 102 .
  • the ADDD 102 can be stored on any storage medium as a computer program product 101 together with the program instructions 166 required to work with the ADDD102.

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  • Escalators And Moving Walkways (AREA)
  • Management, Administration, Business Operations System, And Electronic Commerce (AREA)

Claims (13)

  1. Procédé (100) de surveillance d'un état d'une installation de transport (2) de personnes physiques à l'aide d'un jeu de données de double numérique actualisé ADDD (102) qui comprend les propriétés caractéristiques des éléments structuraux de l'installation de transport (2) de personnes physiques, sous une forme apte à être traitée par machine, dans lequel
    • l'ADDD (102) est construit à partir de jeux de données de modèles d'éléments structuraux (114 - NN) comprenant des données obtenues par la mesure des propriétés caractéristiques au niveau de l'installation de transport (2) de personnes physiques après son assemblage et son installation dans un édifice (5) ;
    • l'installation de transport (2) de personnes physiques comprend également une bande transporteuse rotative (7) qui comporte au moins une marche d'escalier mécanique (29) ou palette avec un dispositif de détection (200) à travers lequel les accélérations (ax, ay, az) et les changements de position (a, β, y) peuvent être détectés sur les trois axes (x, y, z) pendant le fonctionnement et émis sous forme de données de mesure ;
    ces données de mesure sont transmises à l'ADDD (102) et, par des simulations dynamiques au moyen de l'ADDD (102), des forces, impulsions et vibrations résultant des données de mesure et agissant sur les éléments structuraux virtuels (129), correspondant aux éléments structuraux physiques, de la bande transporteuse virtuelle (107) ainsi que sur les éléments structuraux virtuels (126, 128) interagissant avec la bande transporteuse virtuelle (107), sont déterminées et évaluées.
  2. Procédé (100) selon la revendication 1, dans lequel les données de mesure des accélérations (ax, ay, az) et des changements de position (a, β, y) transmises par le dispositif de détection (200) sont enregistrées avec une information temporelle (103) dans un fichier journal (104).
  3. Procédé (100) selon la revendication 2, dans lequel une tendance de modification des données de mesure est déterminée au moyen de méthodes stochastiques à l'aide des données de mesure des accélérations (ax, ay, az) et des changements de position (a, β, y) enregistrées dans le fichier journal (104) ainsi que des données de fonctionnement enregistrées dans ledit fichier journal (104).
  4. Procédé (100) selon la revendication 3, dans lequel la surveillance de l'état de l'installation de transport (2) de personnes physiques comprend la simulation de propriétés caractéristiques futures de l'installation de transport (2) de personnes physiques en utilisant l'ADDD (102) et sur la base des tendances de variation des accélérations (ax, ay, az) et des changements de position (a, β, y).
  5. Procédé (100) selon l'une des revendications précédentes, dans lequel les accélérations (ax, ay, az) et les changements de position (a, β, y) détectés par le dispositif de détection (200) sont examinés pour détecter des pics (73) apparaissant périodiquement et, en cas d'apparition de pics (37), ceux-ci sont associés à un point du trajet de guidage (10) de la bande transporteuse physique (7) ou, après la transmission des données de mesure à l'ADDD (102), à un point du trajet de guidage virtuel (310).
  6. Procédé (100) selon l'une des revendications précédentes, comprenant en outre la création de l'ADDD (102) ; la création de l'ADDD (102) comprenant :
    • la création d'un jeu de données de double numérique de préparation de commandes (135) avec des données de consigne qui reflètent les propriétés caractéristiques des éléments structuraux de l'installation de transport (2) de personnes dans une configuration de consigne ;
    • la création d'un jeu de données de double numérique d'achèvement sur la base du jeu de données de double numérique de préparation de commandes (135) par la mesure des données réelles représentant des propriétés caractéristiques des éléments structuraux de l'installation de transport (2) de personnes physiques dans la configuration réelle de l'installation de transport (2) de personnes immédiatement après son assemblage et son installation dans un édifice (5) et par le remplacement des données de consigne dans le jeu de données de double numérique de préparation de commandes (135) par des données réelles correspondantes ; et
    • la création de l'ADDD (102) sur la base du jeu de données de double numérique d'achèvement par la mise à jour du jeu de données de double numérique d'achèvement pendant le fonctionnement de l'installation de transport (2) de personnes physiques en tenant compte des accélérations (ax, ay, az) et des changements de position (a, β, y) détectés par le dispositif de détection (200).
  7. Procédé (100) selon la revendication 6, dans lequel la création du jeu de données de double numérique de préparation de commande (135) comprend une création d'un jeu de données de double numérique (121) à partir de jeux de données de modèle d'éléments structuraux (114, ..., NN) en tenant compte des données de configuration (113) spécifiques au client, ainsi qu'une création de données de fabrication par la modification du jeu de données de double numérique (121) en tenant compte des données (136) spécifiques à la production.
  8. Dispositif (1) de surveillance d'un état d'une installation de transport (2) de personnes physiques, comprenant :
    • un ADDD (102) construit à partir de jeux de données de modèles des éléments structuraux (114 - NN) qui reproduit des propriétés caractéristiques des éléments structuraux de l'installation physique de transport (2) de personnes dans une configuration réelle de l'installation physique de transport de personnes (2) après son assemblage et son installation dans un édifice (5), d'une manière pouvant être traitée par une machine ; ainsi
    • qu'au moins un dispositif de détection (200), doté d'un élément capteur (201) à 3 axes comportant un capteur d'accélération et un gyroscope, par lequel des accélérations (ax, ay, az) et des changements de position (a, β, y) d'une marche d'escalier mécanique physique (29) ou d'une palette d'une bande transporteuse physique (7) d'une installation de transport (2) de personnes physiques peuvent être détectés comme données de mesure dans tous les trois axes (x, y, z) le long de son trajet de guidage (10) pendant le fonctionnement ;
    dans lequel lesdites données de mesure sont transmises à l'ADDD (102) et les forces, impulsions et vibrations qui en résultent aux éléments structuraux virtuels de la bande transporteuse virtuelle (107) correspondant aux éléments structuraux physiques et aux éléments structuraux virtuels interagissant avec lesdits éléments structuraux virtuels peuvent être déterminées et évaluées au moyen de l'ADDD (102) par des simulations dynamiques.
  9. Dispositif selon la revendication 8, dans lequel un dispositif de détection (200) est prévu pour au moins l'une des marches physiques d'escalier mécanique (29) ou des palettes d'une installation de transport (2) de personnes physiques et chaque marche physique d'escalier mécanique (29) ou palette de la bande transporteuse (7) de l'installation de transport (2) de personnes physiques présente un marquage (207), et le dispositif de détection (200) comprend en outre un module d'identification et de réception (209) pour la détection des marquages (207), dans lequel le module d'identification et de réception (207) est disposé de manière fixe dans l'installation de transport (2) de personnes physiques.
  10. Dispositif selon la revendication 8, dans lequel, pour chaque marche physique d'escalier mécanique (29) ou palette d'une installation de transport (2) de personnes physiques, un dispositif de détection (200) est prévu.
  11. Installation de transport (2) de personnes physiques, comprenant un dispositif (1) selon l'une des revendications 8 à 10.
  12. Produit programme informatique (101), comprenant des instructions de programme lisibles par machine (166), lesquelles, lorsqu'elles sont exécutées sur un dispositif programmable (50, 111), amènent le dispositif (50, 111) à effectuer ou à commander un procédé (100) conformément à l'une des revendications 1 à 7.
  13. Support lisible par ordinateur sur lequel un produit programme informatique (101) est stocké conformément à la revendication 12.
EP19734421.1A 2018-07-19 2019-07-04 Procédé et dispositif de surveillance d'une installation de transport de passagers à l'aide d'un dispositif de détection et d'un double numérique Active EP3823922B1 (fr)

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EP18184382 2018-07-19
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US11691853B2 (en) * 2020-05-26 2023-07-04 Otis Elevator Company Escalator with distributed state sensors
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GB2605564B (en) * 2021-03-17 2023-09-13 Jr Dynamics Ltd Path characterising
WO2023194135A1 (fr) * 2022-04-07 2023-10-12 Inventio Ag Procédé et dispositif de surveillance automatisée de l'opération de conduite d'un système de transport de passagers

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PL3823922T3 (pl) 2022-12-19
ES2929004T3 (es) 2022-11-24
CA3105141A1 (fr) 2020-01-23
SG11202012527TA (en) 2021-02-25
CN112424108B (zh) 2023-01-24
AU2019305982A1 (en) 2021-01-07
AU2019305982B2 (en) 2022-07-21
EP3823922A1 (fr) 2021-05-26
WO2020016017A1 (fr) 2020-01-23
CN112424108A (zh) 2021-02-26

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