EP4090621B1 - Method for digital documentation and simulation of components installed in a passenger transport system - Google Patents

Description

The present invention relates to a method for digital documentation and simulation of components installed in a passenger transport system.

Passenger transport systems in the sense of this document are designed as escalators, moving walks or elevators. These are generally used to transport people or objects within a structure. Elevators usually connect several floors of the building. Escalators and inclined moving walks usually connect two floors of the structure, while horizontal moving walks are located on the same floor.

In the case of elevators, an elevator shaft or installation space is provided in the building or outside of the building, within which movable components of the elevator such as one or more elevator cars, a counterweight or the like can be moved. The movable components are usually moved with the help of suspension devices such as ropes or belts, which in turn are moved by a traction sheave driven by a motor. There are also elevators that are hydraulically operated.

In addition to the movable components mentioned, a large number of static components of the elevator are usually arranged in the elevator shaft. For example, guide rails can be firmly anchored in the elevator shaft, along which the movable components can be moved in a guided manner. A buffer is usually provided at the bottom of the elevator shaft in order to prevent the elevator car from hitting the floor hard, for example in the event of a malfunction or defect in the elevator system. A drive unit is provided near a ceiling of the elevator shaft or in a separate machine room of the structure, which, for example, drives the suspension means and thereby moves the movable components attached to these suspension means within the elevator shaft. Automatically movable doors are usually provided in the elevator shaft on different floors of the building, which provide access to the elevator shaft You can release the stopped elevator car on the floor or block this access as soon as the elevator car moves away from this floor. In addition, additional safety-relevant elevator components such as sensors, switches, detectors, emergency braking devices, evacuation devices and the like can be arranged in the elevator shaft. Due to their size and close connection to the building structure, elevators are usually broken down into components and brought into the building and installed there. In other words, when installing an elevator, it is not installed as a whole in the designated installation space, but rather its components are mounted at the designated locations in the elevator shaft and the elevator system is thus successively built up in the elevator shaft.

Escalators have a step conveyor and moving walkways have a pallet conveyor that can be entered via a first access area and left via a second access area. Balustrades with circumferential handrail straps are arranged on the side of the step band or pallet band. There is also a drive unit, a controller and, if necessary, additional safety-relevant components such as sensors, switches, detectors and emergency braking devices. All of these components are arranged in and on a supporting structure, which is supported at at least two support points of the structure. It is common practice to completely assemble an escalator or moving walkway at the manufacturer's factory, pack it up and transport it to the intended location and install it into the structure there. Although the installation of an escalator or a moving walk can be incorporated into a structure as a whole, these passenger transport systems are usually so long that they are divided into sections in the manufacturing plant after functional testing and these sections are then packaged for shipping. However, depending on the design of the structure and the escalator or moving walk, it may also be the case that these have to be dismantled into components, delivered and successively assembled in the structure. This is particularly the case when modernizing escalators and moving walks, where the supporting structure of the previously used passenger transport system continues to be used.

To assemble the components of passenger transport systems, mechanical connection components such as anchors, screws, clamping and tensioning elements as well as material connection components such as adhesive joints or weld seams are used used, the correct application of which depends heavily on the installer. However, the quality of the application of connection components in particular can have a strong impact on the quality of the installed passenger transport system in terms of its smooth running, wear resistance, energy consumption, noise emissions and the like.

During the initial installation of a passenger transport system and, if necessary, also during subsequent maintenance or modernization of an existing passenger transport system, it is therefore common practice for many manufacturers or operators to carry out a final inspection or final acceptance of the components of the passenger transport system installed in the structure and to record the results in a protocol. Such an inspection usually includes at least a note of serial numbers and the type of components included and documentation of their proper installation. In the case of safety-relevant components of a passenger transport system, a certificate number is usually also recorded and functional tests are carried out.

The inspection or logging process has so far mostly been carried out manually by a person such as a suitably qualified and certified fitter, whereby this person has to inspect a huge number of the components of the passenger transport system accommodated in the structure, compare them with target specifications and create a corresponding report . This can lead to safety-relevant errors when documenting the installation and/or maintenance of the passenger transport system. Errors in the documentation of the installation can also cause considerable additional workload and associated longer downtimes and higher costs when the systems are serviced later.

The document WO 2019/219553 A1 discloses a method and apparatus for monitoring a condition of a passenger transportation system using an updated digital doppelganger data set ADDD.

The patent letter EP 3 377 436 B1 describes a process in which the operating states of elevator components in an elevator shaft can be automatically read out in order to log them and compare them with the target specifications. However, this type of logging only allows a rudimentary comparison with the target specifications and no further considerations, such as those that would have to be carried out in the event of assembly errors. In addition, every component must to be installed, already have a clear identification, even if this is bulk material, such as screws, pins, bolts, nuts, etc. serving as connecting components. Labeling such connecting components represents a considerable effort for production and logistics.

The task is therefore to provide a method and a recording device for the digital documentation of installed components of a passenger transport system, which enables further considerations and is also more cost-effective.

• ein zentrales Positionsanalysegerät;
• mindestens ein lokales Positionserfassungsgerät;
• mindestens ein tragbares Werkzeug mit technischen Mitteln zur Erfassung von Daten von mit diesem Werkzeug verbauten Verbindungskomponenten, zusammen mit deren Position und Parametern, die von dem tragbaren Werkzeug während des Einbaus gemessen werden; sowie
• eine zentrale Datenspeicherungs- und Datenverarbeitungseinheit, in welcher Parameter zur Dokumentation und Simulation der Personentransportanlage gespeichert werden.

This task is solved by the detection device described below and by the method for digital documentation and simulation of a passenger transport system to be carried out with this detection device. The detection device has at least the following elements:

• a central position analyzer;
• at least one local position detection device;
• at least one portable tool with technical means for collecting data from connection components installed with this tool, together with their position and parameters measured by the portable tool during installation; as well as
• a central data storage and data processing unit in which parameters for documentation and simulation of the passenger transport system are stored.

The method to be carried out with this detection device has at least the steps of establishing a communication connection between the tool, the at least one local position detection device, the central position analysis device and the central data storage and data processing unit. As soon as these communication connections have been established, installation data sets can be generated using data from the installed connection components, which are transmitted from the tool via the at least one local position detection device and the central position analysis device to the central data storage and data processing unit. Here, an installation data record includes at least one identification code of the assigned, installed connection component measured position and the installation parameters measured by the tool when assembling this connecting component. These installation data sets are entered into a digital double data set that represents the physical passenger transport system in a position-defined manner. This creates direct links between the installation parameters and the components influenced by them, which enable documentation of the installation to be sufficiently precise and continuously growing as the installation progresses, and thus error-free documentation and meaningful simulation.

Of course, the components that are connected to each other and/or to fastening points formed on the structure using this connecting component can also be recorded. In most cases, these components already have a clear, electronically detectable identification code at the factory, such as a barcode, a matrix code, a serial number, an RFID tag and the like, which can also be detected by the tool or by a separate device. If necessary, it is also possible to assign an identification code to the component using the tool without this being physically recorded on the connection component.

Since the position of the connecting component is recorded with the tool, the exact positions of the associated components in space are also defined at the same time and can therefore also be entered or adjusted accordingly in the digital doppelganger data set.

1. (i) Erstellen eines Kommissionierungs-Digitaler-Doppelgänger-Datensatzes aus kundenspezifischen Konfigurierungsdaten und Bauteilmodell-Datensätzen mit Soll-Daten, welche charakterisierende Eigenschaften von Bauteilen der Personentransportanlage in einer Soll-Konfiguration wiedergeben;
2. (ii) Erstellen eines Fertigungs-Digitaler-Doppelgänger-Datensatzes basierend auf dem Kommissionierungs-Digitaler-Doppelgänger-Datensatz durch Messen von Ist-Daten, welche charakterisierende Eigenschaften von Komponenten der physischen Personentransportanlage direkt nach deren Fertigung wiedergeben und Ersetzen von Soll-Daten in dem Kommissionierungs-Digitaler-Doppelgänger-Datensatz durch entsprechende Ist-Daten; und
3. (iii) Erstellen und kontinuierliches Aktualisieren des digitalen Doppelgänger-Datensatzes basierend auf dem Fertigungs-Digitaler-Doppelgänger-Datensatz durch Modifizieren des Fertigungs-Digitaler-Doppelgänger-Datensatzes während der Montage der physischen Personentransportanlage unter Berücksichtigung von durch die Erfassungseinrichtung erfassten Daten, welche als Einbaudatensätze zumindest die ermittelten Identifikationskennungen für die eingebauten Verbindungskomponenten, deren gemessene Positionen und deren gemessene Einbauparameter wiedergeben. Die Erstellung und kontinuierliche Aktualisierung des digitalen Doppelgänger-Datensatzes erfolgt insbesondere dadurch, dass diese Einbaudatensätze auf den digitaler Doppelgänger-Datensatz übertagen werden und diesen entsprechend, charakterisierende Eigenschaften der von den übertragenen Daten betroffenen Bauteilmodell-Datensätze aktualisiert werden. An dieser Stelle sei erwähn, dass auch die vorgesehenen Verbindungskomponenten als Bauteilmodell-Datensätze im digitalen Doppelgänger-Datensatz abgebildet sind.

As mentioned above, a digital double data set is provided for documentation and simulation. The creation of the digital doppelganger data set includes at least the following steps, preferably but not necessarily strictly in the specified order:

1. (i) creating a commissioning digital doppelganger data set from customer-specific configuration data and component model data sets with target data, which reflect characterizing properties of components of the passenger transport system in a target configuration;
2. (ii) creating a manufacturing digital doppelganger data set based on the picking digital doppelganger data set by measuring actual data, which reflect the characterizing properties of components of the physical passenger transport system directly after their production and replace target data in the picking digital doppelganger data set with corresponding actual data; and
3. (iii) creating and continuously updating the digital doppelganger data set based on the manufacturing digital doppelganger data set by modifying the manufacturing digital doppelganger data set during assembly of the physical passenger transport system, taking into account data acquired by the acquisition device, which are used as installation data sets at least reflect the identified identification identifiers for the installed connection components, their measured positions and their measured installation parameters. The creation and continuous updating of the digital doppelganger data set takes place in particular by transferring these installation data sets to the digital double data set and correspondingly updating the characterizing properties of the component model data sets affected by the transferred data. It should be mentioned at this point that the intended connection components are also shown as component model data sets in the digital doppelganger data set.

In other words, creating and updating the digital doppelganger data set can be done in several 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 physical passenger transport system are reproduced more and more precisely with regard to their actual current configuration in the digital doppelganger data set with ongoing creation and with continuous assembly of the physical passenger transport system the digital doppelganger data set is completed in terms of documentation and usable data for a simulation.

This means that the installation data sets recorded during assembly and entered into the digital doppelganger data set can also influence at least one characterizing property of at least one component model data set, or this characterizing property of the component model data set must be updated accordingly. As described below in connection with the As it is explained in detail in the figures, an installation data set usually concerns several characterizing properties of several component model data sets. By means of simulations, changes in each of these characterizing properties can be determined for each affected component model data set from the tool data recorded with the help of the geometric relationships present in the digital doppelganger data set, the physical properties stored in the component model data sets and the known calculation methods from the areas of Physics, mechanics and strength of materials can be calculated. The changed characterizing properties of the affected component model data sets determined based on the recorded changes can now be assessed as to whether the assembly was carried out sufficiently correctly at this point or not. Specifically, for example, if a screw is tightened too tightly, a plastic damping element that is also compressed could be damaged. Appropriate simulations can be carried out using the data measured by the tool, which is transferred to the digital double data set as an installation data set.

With regard to the previous example, thanks to the position detection described, it is also clearly clear which damping element needs to be replaced before the physical passenger transport system is put into operation due to faulty assembly. In this way, consequential damage to other components that might occur during commissioning can be avoided. In addition, the components damaged as a result of incorrect assembly could also influence settings made on the passenger transport system before or during commissioning, which could, for example, lead to higher energy consumption and greater wear in subsequent operation.

The documentation and simulation of the components is carried out in an analogous manner for all passenger transport systems, although these are recorded on a system-specific basis. Differences between escalators, moving walks and elevators lie in the choice of data fields and in the simulation of the technical processes.

In other words, the adaptation of the digital doppelganger data set consists in a suitable choice of the data fields of the installation data sets, the technical parameters a specifically assigned passenger transport system, the identification code for an installed connection component, its measured installation position, the measured installation parameters such as the tightening torque when installing the connection component, its dimensions or dimensional changes and the like, as well as the documentation of the installation, for example using camera recordings, where all of these parameters are usually collected or measured by a portable tool. The entered data, together with the data from the customer specification, the component model data sets compiled from them and from production, form the digital double data set that consistently describes the passenger transport system.

In other words, the documentation includes a digital double data set (Digital Twin), which includes, as far as possible, all of the system-specific data arising during the design and production of each intended component or component. The digital double data set thus creates the spatial and physical relationships of these data fields with one another, which describes and defines the spatial arrangement of the components forming the passenger transport system or their component model data sets with one another, with the corresponding data fields corresponding to the component model data sets affected by it and their interfaces assigned.

The adaptation of the simulation on the data storage and data processing unit consists of simulating the behavior, forces and moments of an installed connection component, in particular in interaction with the component model data sets of the other physical components of the passenger transport system. This allows material changes and stresses that lie outside predefined tolerance ranges to be determined, so that safety-critical conditions can be avoided proactively, i.e. before a component or assembly fails.

Described in more detail, the following procedural steps can be carried out during the installation or assembly of the physical components of the passenger transport system with the detection device: S1 Establishing a first communication connection between the central position analysis device and the central data storage and data processing unit; S2 Establishing a second communication connection between the central position analysis device and the at least one local position detection device, each local position detection device being uniquely assigned to a central position analysis device; and S3 Establishing a third communication connection between the local position analysis device and the at least one tool; S4 Assembly of at least one component of the passenger transport system in the intended structure by means of a connecting component using the tool; S5 Determining an identification identifier by automatically assigning it or, if present, by detecting an identification of the connection component for the installed connection component by the tool, as well as measuring installation parameters by the tool and measuring the installation position of the connection component by the local position detection device during installation; S6 Documentation of the installation process using the tool; S7 Compilation of an installation data set, which includes the determined identification code for the installed connection component, its measured position, the measured installation parameters and the documentation of the installation process, in at least one local position detection device which is assigned to the portable tool; S8 Transmission of the installation data set from the at least one local position detection device to the central position analysis device via the second communication connection; S9 Transmission of the installation data sets from the central position analysis device to the central data storage and data processing unit via the first communication connection; S10 Position-defined entry of the installation data records and the associated metadata, in particular log data, into the fields provided for this purpose in the digital double data record of the passenger transport system is provided on the central data storage and data processing unit.

The establishment of the first, second and third communication connection can be technically implemented both wirelessly and wired. The only important thing is that each local position detection device is clearly assigned to a central position analysis device. The separation between the first and second communication connection enables one communication connection to be wireless and the other to be wired. In addition, this separation also enables a switch between wireless communication technologies such as Bluetooth, NfC, Infrared, RFID, Wi-Fi, Wireless HART, Wireless USB or ZigBee depending on the geometric and electrical conditions and restrictions in the installation shafts of elevators or the spatial conditions of escalators and moving walkways. The separation between the communication connections also offers the possibility of aggregating the installation data sets in the local position detection devices before further data transmission. The first communication connection can also be established via a communication component of the passenger transport system. This has the advantage that the data recorded by the recording device can also be stored in a data storage unit of the passenger transport system. As a result, this data is uniquely linked to the physical passenger transport system and can be accessed there again and again. It may be advantageous if this data is stored in a persistent memory (read only memory) of the data storage unit.

Due to the presence of a tool, at least one position detection device and a position analysis device, there are at least three points in three-dimensional space whose distances and position angles to one another can be measured with high precision and thereby the coordinates or the installation position of the assembled connection component can be precisely determined. Here, for example, the position analysis device can serve as a temporary reference zero point, from which the installation positions of all installed connection components and thereby also all installed components of the passenger transport system can be determined and entered into the digital double data set can be entered. To measure distances and position angles, transit times of radio signals can be evaluated, or laser measuring devices, TOF image capture systems and the like can be used. In principle, all known measuring systems can be used, with which the position of a predetermined point of the connection component to a predefined reference point in the installation space of the passenger transport system can be measured with sufficiently high precision, for example for the direction vector to be detected in three-dimensional space to a tenth of a millimeter.

Furthermore, the detection device can include at least one removable, portable display device to support the assembly personnel. The portable display device can be, for example, a tablet, a laptop, a smartphone or VR glasses (virtual reality glasses). Together with the previously described elements of the detection device, the following method step can be carried out in addition to method step S4: S4A Display of an activity to be carried out by a technician on the portable display device, this activity being carried out using the portable tool and a connection component based on an assembly specification, which assembly specification is stored as part of the digital double data set of the passenger transport system in the central data storage and data processing unit.

As is well known, it can hardly be avoided that different connection components that are very similar to one another are required for the assembly of a passenger transport system. For example, this difference can only be the thread length of the screws to be installed. In order to prevent confusion when using different connection components, the detection device can comprise a provision system for connection components. Such a provision system can include an output device with an output control, which also releases or outputs only the connection component to be installed based on the assembly specification. Together with the previously described elements of the detection device, the following method steps can be carried out in addition to method step S4: S4B automatically provisioning the connection component by the provisioning system based on the assembly specification; and S4C Installation of the indicated connection component in connection component receptacles, which are provided for this connection component on components of the passenger transport system or in the structure into which the passenger transport system is installed, by the fitter using the portable tool.

This delivery system can be managed in terms of a KANBAN production process control approach. The output control automatically monitors the supply of connection components and, in coordination with the assembly specification, orders the connection components that still need to be installed from the supplier if they fall below a certain number in the provision system.

Furthermore, the following procedural steps can be carried out using the data from the digital doppelganger data set: S11 Simulation of the behavior, forces and moments of an installed connection component in cooperation with the other components of the passenger transport system to determine material changes and material stresses that lie outside predefined tolerance ranges, the simulation taking place on the data storage and data processing unit; S12 Determination of corrective work based on the determined material changes and material tensions.

The method according to the invention thereby makes it possible to simulate its effects on the installed components immediately after a connection component has been installed. In other words, the internal stresses caused by the connection component in the area of the connection component receptacles of the components can be calculated, and shape changes in the area of these connection component receptacles can be determined from this. As long as these do not exceed a permissible range (for example the permissible material tension), there is one correct assembly. If this is exceeded, the incorrectly assembled connection component or the component damaged by it can be identified immediately and replaced immediately. Through continuous logging, as assembly progresses, a final inspection to be carried out after assembly can be eliminated or at least limited to a minimum, such as certain functional checks. In this way, the assembly quality of the entire passenger transport system can be significantly increased, and the time required for commissioning tests and acceptance inspections between the completion of the passenger transport system and its handover can be significantly reduced.

In order to structure the flood of data generated during assembly and bring it into a consistently comprehensible form, the installation data sets can be aggregated on the at least one local position recording device and/or on the central position analysis device. The aggregated data sets are then periodically entered into the designated data fields of the digital doppelganger data set. Aggregation also has the advantage that more data transmission and data processing resources are temporarily available for simulation processes.

Preferably, the measurement of the installation position and the installation parameters is technically implemented by the portable local position detection device during installation by determining the position of the tool relative to the position of the central position analysis device and / or by determining the current GPS data of the tool during the assembly process. Several position detection devices can also be involved here, so that these distances and angles to one another can be measured and, based on this data in the position analysis device, the position of the installed connection component can be calculated with high precision through the precise localization of the installing tool.

As already mentioned above, the installation of a connection component can be documented. Not only can the installed condition be recorded in this documentation, but preferably the entire or at least essential sequences of the installation process can also be recorded. Documentation of the completed installation is preferably camera-based.

In a possible embodiment of the invention, the data storage and data processing unit for documenting and simulating the passenger transport system can have the design specification, its parameterization, the assembly specification and, for each connection component, data fields for the identification code, for the position, for the measured installation parameters and for the documentation. At least the design specification, its parameterization, and the data fields for each connection component are summarized in the digital doppelganger data set. The design specification and its parameterization indicate how and which components of the passenger transport system should be connected to each other or to parts of the structure in which spatial position relative to each other and to the building, with which connecting components, in order to build the passenger transport system defined according to the customer-specific configuration data from these components.

The assembly specification contains all the information required to assemble the passenger transport system in the structure. This can include the assembly process, assembly instructions, data for optical pointers, torques, lubricants and their dosage, and the like. An optical pointer can be integrated in a local position detection device or in the portable tool and, for example, using a laser beam, based on the target specifications provided by the digital doppelganger data set, mark the exact location at which the connection component to be installed is to be mounted. Due to the data available through the digital doppelganger data set, there is also the possibility of projecting the components to be assembled with the connecting component in the right place and in the right position, for example on the shaft wall of the elevator shaft of the building.

The data storage and data processing unit does not necessarily have to be present at the installation site. This can also be implemented by a remote system, in particular a cloud system.

The method according to the invention can be implemented in a computer program product that has computer-executable instructions for implementing the Contains detection device which is designed to implement at least the method steps S1 to S10. This computer program product may be persistently stored in a computer-readable medium.

• Mindestens ein lokales Positionserfassungsgerät mit technischen Mitteln, die dazu ausgebildet sind, die weiter oben beschriebenen Schritte S2 bis S8 des Verfahrens zu implementieren. Vorzugsweise ist dieses tragbar und entfernbar ausgestaltet, so dass es nur während der Montagezeit auf dem Montageplatz verbleibt und nach dem Abschluss der Montagearbeiten an einem neuen Montageplatz verwendet werden kann.
• Ein zentrales Positionsanalysegerät mit technischen Mitteln, die dazu ausgebildet sind, die weiter oben beschriebenen Schritte S 1, S8 und S9 des Verfahrens zu implementieren. Auch dieses ist vorzugsweise tragbar und entfernbar ausgestaltet.
• Mindestens ein entfernbares, tragbares Anzeigegerät zur Unterstützung von Monteuren. Auf diesem Anzeigegerät werden Instruktionen über den aktuell durchzuführenden Montageschritt übermittelt. Ferner kann das Anzeigegerät über Eingabemöglichketen verfügen, mit dem durchgeführte Montageschritte bestätigt werden können.
• Mindestens ein entfernbares, tragbares Werkzeug WZ mit technischen Mitteln zur Erfassung einer Identifikationskennung für eingebaute Verbindungskomponenten VE zusammen mit deren Position und Parametern, die von dem tragbaren Werkzeug WZ während des Einbaus des gemessen werden;
• Eine zentrale Datenspeicherungs- und Datenverarbeitungseinheit mit technischen Mitteln, die dazu ausgebildet sind, die weiter oben beschriebenen Schritte S 10 bis S 12 zu implementieren. In der zentralen Datenspeicherungs- und Datenverarbeitungseinheit können auch Parameter zur Dokumentation und Simulation der Personentransportanlage gespeichert werden. Um die Erfassungseinrichtung zu betreiben, kann eine Kommunikationsverbindung zwischen dem Werkzeug, dem mindestens einen lokalen Positionserfassungsgerät, dem zentralen Positionsanalysegerät und der zentralen Datenspeicherungs- und Datenverarbeitungseinheit aufgebaut werden.
• Einen digitalen Doppelgänger-Datensatz, welcher die Designspezifikation, deren Parametrierung, die Montagespezifikation für jede Verbindungskomponente, sowie Datenfelder für die Identifikationskennung, für die Position, für die gemessenen Einbauparameter und für die Dokumentation jeder Verbindungskomponente, aufweist.

A detection device required to carry out the method can have the following elements:

• At least one local position detection device with technical means that are designed to implement the steps S2 to S8 of the method described above. This is preferably designed to be portable and removable, so that it only remains at the assembly site during the assembly period and can be used at a new assembly site after the assembly work has been completed.
• A central position analysis device with technical means that are designed to implement the steps S1, S8 and S9 of the method described above. This is also preferably designed to be portable and removable.
• At least one removable, portable display device to assist installers. Instructions about the assembly step currently to be carried out are transmitted on this display device. Furthermore, the display device can have input options with which assembly steps that have been carried out can be confirmed.
• At least one removable, portable tool WZ with technical means for detecting an identification code for installed connection components VE together with their position and parameters that are measured by the portable tool WZ during installation of the;
• A central data storage and data processing unit with technical means that are designed to implement the steps S 10 to S 12 described above. Parameters for documenting and simulating the passenger transport system can also be stored in the central data storage and data processing unit. In order to operate the detection device, a communication connection can be established between the tool, the at least one local position detection device, the central position analysis device and the central data storage and data processing unit.
• A digital doppelganger data set containing the design specification, its parameterization, the assembly specification for each connection component, as well as data fields for the identification code, for the position, for the measured installation parameters and for the documentation of each connection component.

In addition, the detection device can include a provision system for connection components. The provision system has technical means that are designed to implement steps S4B and S4C of the method. In other words, the provision system can only release the connection component required in each case, which is intended for the upcoming assembly step. This eliminates confusion between similar connection components, structures assembly steps precisely and makes the quality of the assembly work much more independent of the skills of the assembly personnel. This means that the effort required for the conformity inspection following completion of the passenger transport system can be reduced to just a few functional tests.

Embodiments of the invention are described below with reference to the accompanying drawing, whereby neither the drawing nor the description are to be construed as limiting the invention. The figures are only schematic and not to scale.

Figure 1 shows a passenger transport system designed as an elevator system with a detection device according to the invention for using a method according to the invention, as well as a digital doppelganger data set stored in a data cloud (cloud), which depicts the elevator system shown.

Figure 2 describes the elements of the detection device and their communication connections and communication networks within the Figure 1 Detection device shown and their interaction divided into steps S1 to S12.

Figure 1 shows a passenger transport system 11 designed as an elevator system, in which two movable elevator elements 5, 7 in the form of an elevator car 5 and a counterweight 7 can be moved vertically in an elevator shaft 25. The elevator shaft 25 is the installation area of the passenger transport system 11 formed in a structure 3. The elevator car 5 as well as the counterweight 7 are held by a suspension element 9 in the form of one or more belts or ropes. The suspension element 9 can be displaced via a traction sheave 13 of a drive 15 provided with a motor in order to move the elevator car 5 suspended thereon and the counterweight 7 in opposite directions within the elevator shaft 25. The ends of the suspension element 9 are each attached to fastening devices 17 on a ceiling 23 of the elevator shaft 25.

In addition to the above-mentioned movable elevator components and permanently installed elevator components, a large number of other elevator components are accommodated in the elevator shaft 25. For example, a buffer 21 is provided on a floor 19 of the elevator shaft 25. Guide rails 27 can be attached to walls of the elevator shaft 25 using retaining clips 29 (“brackets”). The guide rails 27 can, for example, serve to guide the elevator car 5 or the counterweight 7 during a vertical movement. Adjacent to floors 37 (indicated by a broken line) of the building 3, shaft doors 31 can be provided, which can provide access to an elevator car 5 stopping on floor 37. Furthermore, sensors 33 or other parts of a sensor system can be provided in the elevator shaft 25, which can interact with corresponding counterparts, for example on the elevator car 5, in order, for example, to be able to determine an exact position of the elevator car 5 within the elevator shaft 25. The sensors 33 and the counterpart thus form a position measuring unit for the position of the elevator car 5. In addition to the elevator components mentioned as examples, further elevator components can be arranged in the elevator shaft 25.

According to the invention, a digital double data set 111 depicts the passenger transport system 11 before its physical components have been manufactured and assembled in the correct position and position in the building 3. The digital doppelganger data set 111 thus accompanies the entire product life cycle Passenger transport system 11 from planning through assembly and operation to disposal. The data of the digital doppelganger data set 111 can be present, for example, as a CAD data set in component model data sets 112, which, among other things, represent geometric dimensions and/or other characterizing properties of the components forming the passenger transport system 11 as characterizing properties.

The customer-specific configuration data 178 required for planning is used, which was created by the customer or in collaboration with the customer. Such customer-specific configuration data 178 include, for example, the desired transport capacity, the number of floors 37 as well as their floor heights, the dimensions of the planned or available elevator shaft 25 and the width v, depth u and height w of the elevator car 5 that can be derived from this. Customer-specific configuration data 178 can thus be used Specifications are understood, which are specified by the customer on a case-by-case basis, for example when ordering the passenger transport system 11 to be created. The customer-specific configuration data 178 typically relate to an individual passenger transport system 11 to be manufactured. For example, the customer-specific configuration data 178 can include prevailing spatial conditions at the installation site, interface information for attachment to supporting structures of the building 3, etc. Customer-specific configuration data 178 may also include customer wishes regarding functionality, conveying capacity, appearance, etc.

In addition, the components of a planned passenger transport system 11 are specifically selected during its conception in order to be able to meet the requirements and/or regulations specified for the specific passenger transport system 11. For this purpose, each component is precisely specified with regard to, for example, its type and functionality and, for example, a specific design type of a component such as a retaining clip 29 is selected for the specific application.

The digital doppelganger data set 111 of the passenger transport system 11 can be constructed from component model data sets 112 using a computer program 189 and stored in a storage medium 115, whereby the component model data sets 112 can have different configurations and are characterized by Properties are defined. Each characterizing property of a component model data set 112 is predefined by a default value, specified by a target value, or determined by an actual value. Typically, a component model data set 112 depicts a physical component in its entirety, which means that the information that provides the characterizing properties represents the physical component as precisely as possible in virtual form. This means that the characterizing properties can relate to individual components from which larger, more complex component groups are assembled.

The digital doppelganger data set 111 can be created automatically as long as a clear selection of the component model data sets 112 is possible based on the customer-specific configuration data 178. As soon as a selection between different, similar components or component model data sets 112 depicting them is possible, the available component model data sets 112 of components can be selected, for example via a graphical user interface 173 of an input interface/output interface 103 such as the laptop shown Passenger transport system 11 is selected from one or more databases 115, 175 and inserted into the digital double data record 111 via predefined interfaces 135. Standard components of elevator systems 11 depicted as component model data sets 112 can be available for selection in the database 175, such as various counterweight component model data sets 177, guide rail component model data sets 179, shaft door component model data sets 161, car door component model -Data sets 163, drive component model data sets 181 and suspension element component model data sets 183 in different suspension element guidance variants. Logically, a virtual image 171 of the digital doppelganger data set 111 can also be displayed on the input interface/output interface 103.

The predefined interfaces 135 are characterizing properties which define coordinates on the component model data set 112 in three-dimensional virtual space, in their place with other component model data sets 112 using the recorded data or installation data sets DS of connection components VE (see also Figure 2 ) can be connected. The target data of these predefined interfaces 135 generated for the digital doppelganger data set 111 becomes in particular when creating the digital doppelganger data set 111 by machine-readable instructions 191 generated and processed, so that taking into account the customer-specific configuration data 178 and a configurable master layout plan (product-specific generative layout plan and parts list) implemented in the machine-readable instructions 191, everyone selected and therefore all The component model data sets 112 required to form the digital doppelganger data set 111 can be arranged correctly to one another in a target configuration in three-dimensional, virtual space.

Characterizing properties of a component model data set 112 in the sense of the present invention can be geometric dimensions q, r, s, surface properties, physical properties, dynamic properties and the like of the component depicted by it, as shown using the example of a cabin component model data set 153 is.. Geometric dimensions can be, for example, a length, a width, a height, a cross section, radii, roundings, etc. of the component. The surface quality of the component can include, for example, roughness, textures, coatings, colors, reflectivity, etc. Physical properties can be the weight or the material density, the modulus of elasticity, the conductivity, the moment of inertia, the bending strength value and the like. Dynamic properties can be degrees of freedom of movement, speed profiles and the like assigned to the component model data set.

However, the characterizing properties can refer not only to individual components, but also to groups of components in the case of self-contained subsystems. This means that the characterizing properties can also refer to more complex equipment composed of several components, such as drive motors, gear units, suspension means 9, etc. Over the course of the product life cycle of a passenger transport system 11, the characterizing properties of its digital doppelganger data set 111 can change from default values to target values to actual values.

Default values in the sense of the present invention are values that predefine the characterizing properties of a component model data set 112.

This means, for example, that a default value of a component model data set 112 configured as a guide rail component model data set 179, which depicts a guide rail 27, defines a standard length in the sense of a placeholder. The cross-sectional shape of this guide rail component model data set 179 can also be predefined by default values. It is now obvious that the characterizing property of the guide rail component model data set 179, which represents the length of the guide rail 27, must be adjusted when creating the digital double data set 111, while the cross-sectional shape may already be sufficiently defined by the default values is. Even for characterizing properties that reflect material-specific properties of a component such as its modulus of elasticity, its impact strength and the like, the information taken from the manufacturer's information is often sufficient as default values.

Target values in the sense of the present invention are values that define the characterizing properties of a component model data set 112 in a target configuration. Such target values are usually defined by the customer-specific configuration data 178 in a planned passenger transport system 11 or can be calculated on their basis. For example, in the car component model data set 153, the width s, the depth r and the height q of the elevator car are calculated from the desired transport capacity of the passenger transport system 11, which is recorded in the customer-specific configuration data 178.

In the case of the previously mentioned component model data record 112 configured as a guide rail component model data record 179, its default value for the length, which is defined as a standard length in the sense of a placeholder, is now replaced by a target value which is represented by the customer-specific configuration data 178 is specified. If necessary, the target value is also provided with a tolerance information.

Actual values in the sense of the present invention are values that were determined by measuring, checking and testing on the physical component, which is virtually mapped by the component model data set 112 and was produced according to this. In the case of the cabin component model data set 153, the data that characterizes it Characteristics defining target values width s, depth r and height q are now modified by the measured width P, the measured depth O and the measured height N.

The more characterizing properties of a component model data set 112 are defined by an actual value, the more precise the simulation environment is overall and the more precisely the effects of the assembly work on the components of the assembled passenger transport system 11 can be determined in the simulation environment. For the reasons mentioned above, the component model data sets 112 of the digital doppelganger data set 111 serving as a simulation environment can be characterized in a mixed manner by default values, target values and actual values. The close and unique relationship between the digital doppelganger data set 111 and the physical passenger transport system 11 is symbolized by the double arrow 113.

The digital doppelganger data set 111 can be created and used using a programmable device 101. The programmable device 101 may be a standalone device such as a personal computer, a laptop, a cell phone, a tablet, or the like. However, the programmable device 101 can also include one or more computers. In particular, the programmable device 101 can be formed from a computer network that processes data in the form of a data cloud. For this purpose, the programmable device 101 can have the already mentioned storage medium 115, in which the data of the digital doppelganger data set 111 and the component model data sets 112 of different configurations required to create it can be stored, for example in electronic or magnetic form. The programmable device 101 may also have data processing capabilities. For example, the programmable device 101 can have a processor 117, with the help of which data from all of these component model data sets 112 and machine-readable program instructions 191 of the computer program 189, in particular also program instructions for creating or generating a three-dimensional digital doppelganger data set 111, are processed.

The programmable device 101 can also have the device interface symbolically represented by the double arrow 119, via which data can be entered into the programmable device 101 and/or output from the programmable device 101. The programmable device 101 can also be implemented in a spatially distributed manner, for example when data is processed across multiple computers in a data cloud.

In particular, the programmable device 101 can be programmable, that is to say can be caused by a suitably programmed computer program product 109 to carry out computer-processable steps and data based on the data in connection with the Figure 2 to carry out or control the method 151 according to the invention described.

The computer program product 109 can contain instructions or code which, for example, cause the processor 117 of the programmable device 101 to store, read out, process, modify data generated by a detection device 201, a simulation environment for carrying out a simulation 141 (see Figure 2 ) based on the three-dimensional digital doppelganger data set 111, carry out optimization routines, etc. In particular, the computer program product 109 can be written in any computer language and contain program instructions 107, which are processed in the simulations 141 based on the digital doppelganger data set 111 can. The computer program product 109 can be stored on any computer-readable medium 105, for example a flash memory, a CD, a DVD, RAM, ROM, PROM, EPROM, etc. The computer program product 109 and / or the data to be processed with it can also be on a Server or multiple servers, for example a data cloud, from where they can be downloaded via a network, for example the Internet.

To do that in the Figure 2 To be able to carry out the method 151 according to the invention for digital documentation and simulation of a passenger transport system 11, as shown in the Figure 1 Symbolically shown, a detection device 201 is used during the assembly work, which has at least one central position analysis device PAG, at least one local position detection device PEG, at least one portable tool WZ with technical means for acquiring data from connection components VE installed with this tool WZ, together with their position and parameters, which are measured by the portable tool WZ during installation; and a central data storage and data processing unit ZD, in which parameters for documentation and simulation of the passenger transport system 11 are stored. If necessary, the detection device also has a provision system BSS, which outputs connection components VE in an assembly process-oriented manner for assembly of the components of the passenger transport system 11.

The Figure 2 thus describes the elements of the Figure 1 Detection device 201 shown, its communication connections, communication networks and their interaction, as well as the method 151 that can be carried out with these elements, divided into steps S1 to S12.

• Ein zentrales Positionsanalysegerät PAG, in welchem durch ein Werkzeug WZ1, WZ2, ..., WZn der Erfassungseinrichtung 201 ermittelte Daten analysiert, zu Einbaudatensätzen DS zusammengestellt und den richtigen Schnittstellen 135 zugeordnet werden.
• Mindestens ein lokales Positionserfassungsgerät PEG1, ..., PEGn, das eindeutig einem zentralen Positionsanalysegeräten PAG zugeordnet ist.
• Mindestens ein tragbares Werkzeug WZ1, WZ2, ..., WZn, welches technische Mittel zur Erfassung von Daten von mit diesem Werkzeug WZ1, WZ2, ..., WZn verbauten Verbindungskomponenten VE, VE1.
• Eine zentrale Datenspeicherungs- und Datenverarbeitungseinheit ZD, in welcher Parameter zur Dokumentation und Simulation der Personentransportanlage 11 gespeichert werden.
• Optional ein Bereitstellungsystem BSS zur Bereitstellung von Verbindungskomponenten VE, VE1
• Optional mindestens ein tragbares Anzeigegerät DG zur Unterstützung von Monteuren.

The detection device 201 has in particular the following elements:

• A central position analysis device PAG, in which data determined by a tool WZ1, WZ2, ..., WZn of the detection device 201 is analyzed, compiled into installation data sets DS and assigned to the correct interfaces 135.
• At least one local position detection device PEG1, ..., PEGn, which is clearly assigned to a central position analysis device PAG.
• At least one portable tool WZ1, WZ2, ..., WZn, which has technical means for recording data from connection components VE, VE1 installed with this tool WZ1, WZ2, ..., WZn.
• A central data storage and data processing unit ZD, in which parameters for documentation and simulation of the passenger transport system 11 are stored.
• Optionally a provision system BSS for providing connection components VE, VE1
• Optionally at least one portable display device DG to support technicians.

In the following text, elements of the detection device 201 that occur several times and the connection components VE, VE1 are only specifically differentiated with regard to their reference symbols for reasons of clarity if they are related to the exemplary assembly process of the connection component VE1. In general, the tool has the reference symbol WZ, the local position detection device has the reference symbol PEG and a connection component has the reference symbol VE.

Since the elements of the detection device 201 to be arranged in the building 3 are only required during the assembly of the passenger transport system 11, the central position analysis device PAG and the at least one position detection device PEG as well as the tool WZ and the optional components are preferably designed to be portable and removable from the building 3. The central data storage and data processing unit ZD can be as in Figure 2 shown, can be established in the programmable device 101.

A communication connection is established between the above-mentioned elements of the detection device 201, via which the data recorded and generated by the tool WZ of a connection component VE installed with this tool WZ is sent via the at least one local position detection device PEG and the central position analysis device PAG to the central data storage and Data processing unit ZD are transmitted. The central data storage and data processing unit ZD maintains this data, preferably prepared as an installation data record DS, in a position-defined manner into the digital double data record 111.

• Eine erste drahtlose oder kabelgebundene Kommunikationsverbindung K1A, K1B zwischen dem zentralen Positionsanalysegerät PAG und der zentralen Datenspeicherungs- und Datenverarbeitungseinheit ZD, wobei gemäß dem Verfahrensschritt S1 diese entweder über ein Kommunikationsmodul 43 der Steuerung 41 der Personentransportanlage 11 oder über eine direkte Internetverbindung etabliert wird;
• Eine zweite Kommunikationsverbindung K2, die gemäß dem dargestellten Verfahrensschritt S2 zwischen dem zentralen Positionsanalysegerät PAG und dem mindestens einen lokalen Positionserfassungsgeräte PEG etabliert wird; und
• Eine dritte drahtlose oder kabelgebundene Kommunikationsverbindung K3, die gemäß dem dargestellten Verfahrensschritt S3 zwischen einem lokalen Positionserfassungsgerät PEG und dem damit zu verbindenden tragbaren Werkzeug WZ etabliert wird, wobei jeweils ein tragbares Werkzeug WZ einem Positionserfassungsgerät PEG eindeutig zugeordnet ist.

The communication connection between the tool WZ and the central data storage and data processing unit ZD can have the following architecture:

• A first wireless or wired communication connection K1A, K1B between the central position analysis device PAG and the central data storage and data processing unit ZD, which, according to method step S1, is established either via a communication module 43 of the controller 41 of the passenger transport system 11 or via a direct Internet connection;
• A second communication connection K2, which is established according to the illustrated method step S2 between the central position analysis device PAG and the at least one local position detection device PEG; and
• A third wireless or wired communication connection K3, which is established according to the method step S3 shown between a local position detection device PEG and the portable tool WZ to be connected to it, with each portable tool WZ being uniquely assigned to a position detection device PEG.

Preferably, the detection device 201 is set up in the building 3 before the actual assembly of the passenger transport system 11. Here, as in the Figure 1 shown, at least the central position detection device PAG of the detection device 201 is arranged at a suitable position in the area of the passenger transport system 11 to be created in the building 3. If the position detection device PEG is not firmly connected to the tool WZ, it can be arranged at a distance from the position analysis device PAG in the area of the personnel transport system 11 to be created.

Because of the geometric and electrical conditions and restrictions in buildings 3, such as reinforced concrete parts, through which wireless signals cannot be transmitted or can only be transmitted poorly, localization of the installed connection component VE from outside the building 3, for example using the GPS system, is almost impossible. In addition, it would hardly be possible to determine the installation position POS of the installed connection component VE1 with the precision required for simulations. It is therefore advantageous to have the communication connection between the tool WZ and the central data storage and data processing unit ZD, as already mentioned and in the Figure 2 shown, to be divided into several separate communication connections K1A, K1B, K2, K3 and to use the elements of the detection device 201 temporarily installed as a local GPS system within the building 3.

To establish the first wireless or wired communication connection K1A, the central position analysis device PAG can be connected to a bus or an interface of the controller 41 of the passenger transport system 11 using a suitable cable be connected. Connecting the central position analysis device PAG to a bus or an interface of the passenger transport system 11 using a suitable cable has the advantage that this wired connection increases the security of the system against manipulation. However, wirelessly implemented communication routes or communication sections may be necessary if longer distances have to be overcome between the central position analysis device PAG and the control 41 of the passenger transport system 11, where a cable connection poses a risk to occupational and operational safety.

Integrated into the controller 41 or connected to it is a communication module 43, via which data can be exchanged between the central position analysis device PAG and the central data storage and data processing unit ZD. The communication between the communication module 43 and the central data storage and data processing unit ZD can be carried out wirelessly, but can also be cable-based in large installations or for security reasons. For security reasons, the installation data sets DS can alternatively be first uploaded to a portable computer of the fitter, which then transmits the data via the communication module 43 to the central data storage and data processing unit ZD. Furthermore, the separation between the communication connections offers the possibility of aggregating the installation data sets DS in the central position analysis device PAG before further data transmission and the change of communication technology.

In a further advantageous embodiment, the first communication connection K1B between the central position analysis device PAG and the data storage and data processing unit ZD can also have completely wireless communication routes or communication sections, for which purpose the central position analysis device PAG has communication means, not shown in more detail, through which the central position analysis device PAG can be connected directly to a transmission network, for example a mobile phone network. Via this communication connection K1B, data can be transmitted essentially wirelessly between the central position analysis device PAG and the data storage and data processing unit ZD.

The second communication connection K2 can be technically implemented wirelessly or wired for the reasons already discussed above. The only important thing is that each local position detection device PEG is uniquely assigned to a central position analysis device PAG. The separation between the first and second communication connection K1A, K2 or K1B, K2 enables one communication connection to be wireless and the other to be wired. In addition, this separation also enables a switch between wireless communication technologies such as Bluetooth, NfC, Infrared, RFID, Wi-Fi, Wireless HART, Wireless USB or ZigBee depending on the geometric and electrical conditions and restrictions in the structures surrounding the passenger transport systems 11 3. The separation Between the communication connections of course also offers the possibility of aggregating the installation data sets DS before their further data transmission in the local position detection devices PEG.

The third wireless or wired communication connection K3 is established between a local position detection device PEG and the respective connected portable tool WZ, with each portable tool WZ being uniquely assigned to a position detection device PEG. For the reasons and advantages already discussed in detail above, this third communication connection can also be technically implemented wirelessly or wired. Alternatively, the local position detection device PEG can be integrated in the respective portable tool WZ. As indicated, several tools WZ1, WZ2, ... WZn and several local position detection devices PEG1, PEG2, ... PEGn can of course be used on the construction site for assembly.

As soon as the communication connections K1A, K1B, K2, K3 have been established, as explained above, assembly of the components 29, 39 of the passenger transport system 11 can begin. Since these components 39 55 were produced accompanying the digital doppelganger data set 111, this is logically already present. The generation and position-defined entry of the installation data records DS into the digital double data record 111 then takes place on the central data storage and data processing unit ZD in accordance with Process steps S4 to S12 explained below, which are also in the Figure 2 are shown. Step S4 is divided into sub-steps S4A to S4C.

Representing at least some connection components VE of the passenger transport system 11, the following is based on the information in the Figure 2 illustrated connection component VE1 describes a possible sequence of the method 151 according to the invention in more detail.

There as in the Figures 1 and 2 shown, the installation data record DS1 contains the installation data of the assigned connection component VE1, which connects the two components 39, 55 of the passenger transport system 11 to one another and to the building 3 via connection component receptacles 35, this installation data record DS1 can be assigned to the corresponding interface 135 in the digital double data record 111 . The connecting component receptacles 35 thus serve as interfaces for the components 39, 55.

The position-defining, spatial coordinates or the installation position POS of the respective installation data set DS can refer to a reference point RP of the digital double data set 111 (see Figure 1 ), whose reference coordinates x', y', for example to a buffer component model data set 165, correspond to the measured coordinates x, y of the buffer 21 to the position analysis device PAG. Of course, other options can be used here to establish a position-defining relationship between the physical passenger transport system 11 and the three-dimensional, virtual model of the digital double data set 111.

If a portable display device DG is present, an activity to be carried out by a technician can be displayed on this portable display device DG in a substep S4A. The information displayed is part of an assembly or installation specification, which is preferably stored in the digital double data record 111 in the central data storage and data processing unit ZD.

On the portable display device DG, a fitter is shown the activity to be carried out in accordance with the assembly specification MS or

Installation specification is defined for the respective assembly step. Such an instruction can say, for example: "Attach a component 55 together with a second component 39 to the structure 3 at a specific installation position POS x, y, z in the installation space of the building 3 using the connecting component VE1 and tighten this connection with a predetermined torque M .

If a provision system BSS is available, in a next sub-step S4B the connection component VE1 required for the previously described activity can be automatically provided by the provision system BSS based on the assembly specification MS. In this sub-step S4B, corresponding control signals are transmitted from the central data storage and data processing unit ZD to the provision system BSS.

In a next step S4C, the displayed connection component VE1 is installed together with the components 39, 55 of the passenger transport system 11 in the building 3 at the specified location by the fitter, using the portable tool WZ2. Here, the tool WZ2, and/or the local position detection device PEG and/or the central position analysis device PAG can have a pointer PT, which marks the predetermined installation position in the installation space of the building 3, for example by means of a laser beam. The data required for this can be transmitted from the central data storage and data processing unit ZD to the pointer PT via the established communication connections K1A, K1B, K2, K3. As shown, the local position detection device PEG2 can be integrated in the tool WZ2, so that the communication connection K3 takes place here over a very short distance.

In the example shown, the fitter fastens the two components 39, 55 in the structure 3 with a predetermined torque M using the connecting component VE1 via its connecting component receptacles 35. The torque M specified in the specification can be automatically transmitted to the tool WZ2 in order to trigger its triggering mechanism . This allows further sources of error to be avoided during installation.

In a next step S5, an identification identifier ID for the installed connection component VE1 is determined by the tool WZ2 and the installation position POS and the installation parameter EP are measured by the portable tool WZ2 during installation.

The determination of an identification code ID can be carried out, for example, using a suitable reading device, which can detect a unique identification of the connection component VE1. If the connection component VE1 does not have a unique identification, as occurs in most cases, the identification identifier ID can also be assigned continuously by the tool WZ. If necessary, the components 39, 55 of the passenger transport system to be assembled have markers MK1, MK2, which can also be detected by the tool WZ. The detection of the markers MK1, MK2 enables continuous control based on the digital double data set 111 as to whether the correct components 39, 55 are actually installed at the corresponding installation position.

The installation position POS can be measured using position determination sensors, such as GPS-based sensors, which are arranged, for example, in the tool WZ2 and/or in the local position detection device PEG and/or in the central position analysis device PAG. GPS-based triangulation methods or differential GPS are preferred. Alternatively, the installation position measurement can be carried out using laser-assisted position determination methods, preferably through laser-assisted position determination sensors that communicate with one another. Of course, the position determination sensors (not shown) can also be independent elements of the detection device 201 and can be connected via their own communication connections to the tool WZ and/or local position detection device PEG and/or central position analysis device PAG.

In the pictured. For example, the fitter uses the tool WZ2 to determine an identification identifier ID for the installed connection component VE1 and records its installation position POS in the building 3, for example via the position of the tool WZ2 relative to the central position analysis device PAG when the predetermined torque M or tightening torque of the connecting component VE1 designed as a screw. In addition, he uses the tool WZ to measure installation parameters EP, such as the torque M applied at the end of the screwing process.

In a next step S6, which takes place after or during the screwing-in process, documentation DK of the installation can, if necessary, be created by the tool WZ2. The documentation DK can be carried out, for example, by means of a camera 57 and, if necessary, by feature extraction from the camera images. Matches and/or differences between the actual information read from the camera images about the installed components and, if applicable, their installation, on the one hand, and the target specifications from the digital doppelganger data set 111, on the other hand, can be determined and these can be added to the installation data set DS as documentation DS.

In a next step S7, the installation data set DS1 is preferably compiled in the local position detection device PEG2, which is assigned to the portable tool WZ2 with which the corresponding connection component VE1 was installed. The installation data set DS1 includes at least the determined identification identifier ID of the installed connection component VE1, its measured position POS, its measured installation parameters EP and, if necessary, the documentation DK. If necessary, several installation data sets DS are aggregated on the local position detection device PEG2 before their further data transmission.

In a next step S8, the installation data sets DS are transmitted from the at least one local position detection devices PEG1, PEG2, ... PEGn to the central position analysis device PAG via the second communication connection K2.

During this transmission via the second communication connection K2, a change between wireless communication technologies such as Bluetooth, NfC, Infrared, RFID, Wi-Fi, Wireless HART, Wireless USB or ZigBee can be made depending on the geometric and electrical conditions and restrictions in the installation spaces of passenger transport systems 11 in the buildings 3.

In a next step S9, the installation data sets DS can be transferred from the central position analysis device PAG to the central data storage and data processing unit ZD directly via the first communication connection K1B. If necessary, several installation data sets DS are further aggregated on the central position analysis device PAG before they are transmitted. A change between the above-mentioned wireless communication technologies can also take place with this first communication connection K1B. Alternatively, as in Figure 2 Also shown, the first communication connection K1A also takes place via a communication module 43 of the controller 41 of the passenger transport system 11 to the data storage and data processing unit ZD. The installation data sets DS can also be stored in a local data memory LS of the controller 41 in order to persistently link them to the passenger transport system 11 as digital assembly documentation.

In a next step S10, the installation data sets DS and the associated metadata, in particular log data, are entered in a position-defined manner into fields provided for this purpose in the digital double data set 111, which are provided for this purpose on the central data storage and data processing unit ZD.

The installation data sets DS and associated metadata are further processed using the data from the digital double data set 111. The installation data record DS can be assigned to the respective interface 135 and stored in the digital double data record 111. In addition, due to the measured position POS, the spatial position of the respective interface 135 that actually corresponds to reality and the component model data sets 112 connected to each other at this interface 135 can be tracked in virtual, three-dimensional space compared to the originally defined target position, so that a more precise Correspondence of the digital doppelganger data set 111 with the passenger transport system 11 depicted by it is achieved. Through the data of the installation data set DS, characterizing properties of component model data sets 112 may also be subject to changes, so that through simulations (see steps S11, S12 below) and calculations, these characterizing properties can be redetermined and the previous ones characterized Properties in the corresponding component model data sets 112 can be updated.

The digital doppelganger data set 111 can be represented in the central data storage and data processing unit ZD by a database DB with corresponding data structures. Alternatively, the digital doppelganger data set 111 and/or the installation data sets DS and associated metadata can be represented by XML documents with corresponding grammars, for example in XSD. The data storage and data processing unit ZD thus contains a digital double data set 111 with at least one design specification, its parameterization, the installation or assembly specification MS for the passenger transport system 11 to be installed and, for each connection component VE, data fields for the data of the associated installation data set DS.

As already mentioned, the data storage and data processing unit ZD can be technically implemented by a remote system or a programmable device 101, in particular by a cloud storage for the data storage unit and a cloud computing system or hosted server for the data processing unit. As explained in step S9, it is possible to store the installation data sets DS locally in a local persistent data memory LS, which is connected to the controller 41 of the passenger transport system 11. This local data memory LS is regularly synchronized with a data memory in the programmable device 101. Such data synchronization between local and remote data storage is common in cloud solutions at user-defined times, for example every 10 minutes or once per hour or per day depending on the rate of change of the data.

In a next step S11, using the data of the digital double data set 111 and the installation data sets DS, a simulation 141 of the behavior, the forces and moments of each installed connection component VE can be carried out in cooperation with the other physical components of the passenger transport system 11 to determine material changes and material stresses. that lie outside predefined tolerance ranges be, with the simulation taking place on the data storage and data processing unit ZD.

The simulation 141 of the behavior, forces and moments can be carried out using common software solutions such as MATLAB, SIMULINK or MAPLE with the aid of programs for calculating finite elements. As already stated above, the simulation 141 can also take place on cloud computing systems or hosted servers. Such solutions scale better than local computing capacities because only the computing capacities for the duration of the simulation 141 have to be provided and paid for. The Figure 2 symbolically shows a simulation 141 of the assembled connection component VE1 with an exaggerated crushing of the connection component receptacles 35 due to an excessively applied torque M.

This means that the installation data sets DS recorded during assembly and entered into the digital double data set 111 can also influence at least one characterizing property of at least one component model data set 112, or this characterizing property of the component model data set 112 must be updated accordingly. In concrete terms, this means that an installation data set DS usually concerns several characterizing properties of several component model data sets 112. By means of the simulations 141, changes in each of these characterizing properties can be determined for each affected component model data set 112 from the recorded installation parameters EP of the tool WZ with the aid of the geometric relationships present in the digital double data set 111, the physical properties stored in the component model data sets 112 as well as the well-known calculation methods from the fields of physics, mechanics and strength of materials. The changed characterizing properties of the affected component model data sets 112 determined on the basis of the recorded installation data sets DS can now be assessed as to whether the installation was carried out sufficiently correctly at this point or not. Specifically, for example, if a screw is tightened too tightly, a plastic damping element that is also compressed could be damaged. Through the data measured by the tool WZ, which is saved to the digital as installation data set EP Doppelganger data set 111 is transmitted position-related, corresponding simulations 141 can thus be carried out.

In a next step S12, correction work can be determined based on the material changes and material stresses determined by the simulation 141.

If the simulation 141 of the behavior, the forces and moments of the installed connection component VE in cooperation with the other physical components 39, 55 of the passenger transport system 11 result in material changes and stresses outside predefined tolerance ranges, corrective work can be initiated immediately after the incorrect assembly Analyze the corresponding components 39, 55 and replace them if necessary. Through these proactive measures, longer unplanned downtimes of the passenger transport system 11 can be avoided and spare parts can be delivered at an early stage to rectify these assembly errors.

Thanks to the position detection described, it is also clearly clear which damping element needs to be replaced before the physical passenger transport system 11 is put into operation. In this way, consequential damage to other components that might occur during commissioning can be avoided. In addition, the components damaged by incorrect assembly could also influence settings on the passenger transport system 11 made before or during commissioning, which could, for example, lead to higher energy consumption and greater wear in subsequent operation.

It is also possible that settings on components of the passenger transport system 11 have to be made before assembly or even during assembly. Such settings can, for example, be a braking torque for an elevator safety brake or a maximum permitted speed for speed monitoring. These settings can also be stored as data in the digital doppelganger data set 111 and later read out and used in simulations 141.

Furthermore, a protocol 261 can be output, which indicates the component-specific information read out and, if necessary, the installation-specific information for all components or for selected, in particular function-critical, components of the passenger transport system 11. In other words, the information about the components of a passenger transport system 11 installed in the structure 3 as part of the method 151 can be entered as installation data sets DS or parts thereof in the designated fields of the digital double data set 111 on the central data storage and data processing unit ZD and in a protocol 261 can be recorded.

Such a protocol 261 can be output in a human-readable form. For example, protocol 261 can be printed out as a list. In such a list, for example, all components 39, 55, VE, VE1 accommodated in the building 3 can be listed together with their installation-specific information or installation data sets DS.

Alternatively, the log 261 can be created in a machine-readable manner, for example as an electronic log. In addition, the installation data records DS read can be compared with target specifications. In this case, a protocol 261 can also be output that, for example, lists matches and/or differences between the read-out installation data sets DS on the one hand and the target specifications on the other. The matches and/or differences regarding the installation data sets DS can be contained in the protocol 261 with regard to the component-specific information or a separate protocol 261 can be created with regard to the installation data sets DS.

It should be noted that some of the possible features and advantages of the invention are described herein with reference to various embodiments. One skilled in the art will recognize that the features may be appropriately combined, adapted or interchanged to achieve further embodiments of the invention.

Finally, it should be noted that terms such as "comprising", "comprising", etc. do not exclude other elements or steps, and terms such as "a" or "an" do not exclude a plurality. Furthermore, it should be noted that features or steps that have been described with reference to one of the above-described exemplary embodiments can also be used in combination with other features or steps of other above-described embodiments. Reference symbols in the claims are not to be viewed as a limitation.

Claims (15)

1. Method (151) for the digital documentation and simulation of a passenger transport installation (11) by means of a detection apparatus (201), comprising:

   - a central position analysis device (PAG);

   - at least one local position detection device (PEG);

   - at least one portable tool (WZ) having technical means for recording data from connection components (VE) installed with this tool (WZ), together with their position (POS) and installation parameters (EP) which are measured by the portable tool (WZ) during installation;

   - a central data storage and data processing unit (ZD) in which parameters for the documentation and simulation of the passenger transport installation (11) are stored,

   - wherein a communication connection (K1A, K1B, K2, K3) is set up between the tool (WZ), the at least one local position detection device (PEG), the central position analysis device (PAG) and the central data storage and data processing unit (ZD),

   - wherein, using data of the installed connection components (VE) which are transmitted from the tool (WZ) via the at least one local position detection device (PEG) and the central position analysis device (PAG) to the central data storage and data processing unit (ZD), installation data records (DS) are generated,

   - wherein an installation data record (DS) comprises at least one identifier (ID) for the assigned, installed connection component VE, its measured position (POS) and the installation parameters (EP) measured by the tool (WZ), and

   - wherein these installation data records (DS) are entered in a position-defined manner into a digital twin data record (111) which maps the physical passenger transport installation (11).
2. Method (151) according to claim 1, wherein the following method steps are carried out using the detection apparatus (201): S1 setting up a first communication connection (K1A, K1B) between the central position analysis device (PAG) and the central data storage and data processing unit (ZD); S2 setting up a second communication connection (K2) between the central position analysis device (PAG) and the at least one local position detection device (PEG), wherein each local position detection device (PEG) is uniquely assigned to a central position analysis device (PAG); and S3 setting up a third communication connection (K3) between the local position analysis device (PEG) and the at least one tool (WZ); S4 assembly of at least one component (33, 55) of the passenger transport installation (11) in the building (3) provided for this purpose by means of a connection component (VE) using the tool (WZ); S5 determining an identifier (ID) for the installed connection component (VE) by means of the tool (WZ), measuring installation parameters (EP) by means of the tool (WZ), and measuring the installation position (POS) of the connection component (VE) by means of the local position detection device (PEG) during installation; S6 documentation (DK) of the installation process by means of the tool (WZ); S7 compiling an installation data record (DS), which comprises the identified identifier (ID) for the installed connection component (VE), its measured position (POS), the measured installation parameters (EP) and the documentation (DK), in at least one local position detection device (PEG) associated with the portable tool (TM); S8 transmitting the installation data record (DS) from the at least one local position detection device (PEG) to the central position analysis device (PAG) via the second communication connection (K2); S9 transmitting the installation data records (DS) from the central position analysis device (PAG) to the central data storage and data processing unit (ZD) via the first communication connection (K1A, K1B); S10 position-defined entry of the installation data records (DS) and the associated metadata, in particular log data, into the fields provided therefor in the digital twin data record (111) of the passenger transport installation (11), which is provided for this purpose on the central data storage and data processing unit (ZD).
3. Method (151) according to claim 2, wherein the first communication connection (K1A) is set up via a communication component (43) of the passenger transport installation (11).
4. Method (151) according to either claim 2 or claim 3, wherein the detection apparatus (201) comprises at least one removable, portable display device (DG) for assisting fitters and, supplementing method step S4, the following method step is carried out using the detection apparatus (201): S4A displaying an activity to be carried out by a fitter on the portable display device (DG), wherein this activity takes place using the portable tool (WZ) and a connection component (VE) on the basis of an assembly specification (MS), which assembly specification (MS) is stored in the central data storage and data processing unit (ZD) as part of the digital twin data record (111) of the passenger transport installation (11).
5. Method (151) according to claim 4, wherein the detection apparatus (201) comprises a provision system (BSS) for connection components (VE) and, supplementing method step S4, the following method steps are carried out using the detection apparatus (201): S4B automatically providing the connection component (VE) by means of the provision system (BSS) on the basis of the assembly specification (MS); and S4C installing the displayed connection component (VE) in connection component receptacles (35), which are provided for this connection component (VE) on components (39, 55) of the passenger transport installation (11) or in the building (3) in which the passenger transport installation (11) is installed, by the fitter using the portable tool (TM).
6. Method (151) according to any of claims 2 to 5, wherein the following method steps are carried out using the data of the digital twin data record (111): S11 simulation (141) of the behavior, the forces and moments of the installed connection component (VE) in interaction with the other components (39, 55) of the passenger transport installation (11) in order to determine material changes and stresses that are outside predefined tolerance ranges, wherein the simulation (141) takes place on the data storage and data processing unit (ZD); S12 determining correction work based on the determined material changes and material stresses.
7. Method (151) according to any of claims 1 to 6, wherein the installation data records (DS) are aggregated on the at least one local position detection device (PEG) and/or on the central position analysis device (PAG).
8. Method (151) according to any of claims 1 to 6, wherein the measuring of the installation position (POS) and the installation parameters (EP) is technically implemented by means of the portable local position detection device (PEG) during installation by determining the position of the tool (WZ) relative to the position of the central position analysis device (PAG) and/or by determining the current GPS data of the tool (WZ) during the assembly process.
9. Method (151) according to any of claims 2 to 8, wherein the documentation (DK) of the installation that has taken place is camera-based.
10. Method (151) according to any of claims 1 to 9, wherein the data storage and data processing unit (ZD) for the documentation and simulation of the passenger transport installation (11) comprises the design specification, its parameterization, the assembly specification (MS) and, for each connection component (VE), data fields for the identifier (ID), for the installation position (POS), for the measured installation parameters (EP) and for the documentation (DK); all combined in the digital twin data record (111).
11. Method (151) according to claim 1, wherein the data storage and data processing unit (ZD) is implemented in a programmable apparatus (101), preferably in a remote system, in particular a cloud system.
12. Computer program product (109) containing computer-executable instructions (107) for implementing the detection apparatus (201), which are designed to implement at least method steps S1 to S3 and S5 to S10 from claim 2.
13. Computer-readable medium (105) having a persistently stored computer program product (109) according to claim 12.
14. Detection apparatus (201) for carrying out the method (151) according to any of claims 2 to 11, comprising:

    - at least one local position detection device (PEG) having technical means that are designed to implement steps S2 to S8 of the method (151);

    - a central position analysis device (PAG) having technical means that are designed to implement steps S1, S8 and S9 of the method (151);

    - at least one display device (DG) for assisting fitters;

    - at least one portable tool (WZ) having technical means for recording an identifier (ID) for installed components (VE) together with their position (POS) and installation parameters (EP) which are measured by the portable tool (WZ) during installation of the connection component (VE);

    - a central data storage and data processing unit (ZD) having technical means that are designed to implement steps S10 to S12 and in which installation parameters (EP) for documentation and simulation (141) of the passenger transport installation (111) are stored, wherein
    a communication connection (K1A, K1B, K2, K3) can be set up between the tool (WZ), the at least one local position detection device (PEG), the central position analysis device (PAG) and the central data storage and data processing unit (ZD), and

    - a digital twin data record (111), which comprises the design specification, its parameterization, the assembly specification (MS) and, for each connection component (VE), data fields for the identifier (ID), for the installation position (POS), for the measured installation parameters (EP) and for the documentation (DK).
15. Detection apparatus (201) according to claim 14, further comprising a provision system (BSS) for connection components (VE), having technical means which are designed to implement steps S4B and S4C of the method (151).

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