EP4090621A1 - Procédé de documentation et de simulation numériques de composants dans une installation de transport de personnes - Google Patents

Procédé de documentation et de simulation numériques de composants dans une installation de transport de personnes

Info

Publication number
EP4090621A1
EP4090621A1 EP21700157.7A EP21700157A EP4090621A1 EP 4090621 A1 EP4090621 A1 EP 4090621A1 EP 21700157 A EP21700157 A EP 21700157A EP 4090621 A1 EP4090621 A1 EP 4090621A1
Authority
EP
European Patent Office
Prior art keywords
data
installation
detection device
tool
transport system
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP21700157.7A
Other languages
German (de)
English (en)
Other versions
EP4090621B1 (fr
EP4090621C0 (fr
Inventor
Elena Cortona
Frankie Schmid
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Inventio AG
Original Assignee
Inventio AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Inventio AG filed Critical Inventio AG
Publication of EP4090621A1 publication Critical patent/EP4090621A1/fr
Application granted granted Critical
Publication of EP4090621B1 publication Critical patent/EP4090621B1/fr
Publication of EP4090621C0 publication Critical patent/EP4090621C0/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B19/00—Mining-hoist operation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B19/00—Mining-hoist operation
    • B66B19/007—Mining-hoist operation method for modernisation of elevators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B19/00—Mining-hoist operation
    • B66B19/06—Applications of signalling devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/0006—Monitoring devices or performance analysers
    • B66B5/0018—Devices monitoring the operating condition of the elevator system

Definitions

  • the present invention relates to a method for digital documentation and simulation of components installed in a passenger transport system.
  • Passenger transport systems within the meaning of this document are designed as escalators, moving walks or elevators. These are generally used to be able to transport people or objects within a building. Elevators usually connect several floors of the building. Escalators and inclined moving walks usually connect two floors of the building, while horizontal moving walks are arranged on the same floor.
  • an elevator shaft or installation space is provided in the building or on the 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 mostly moved with the help of suspension means such as ropes or belts, which in turn are moved by a drive pulley driven by a motor.
  • suspension means such as ropes or belts, which in turn are moved by a drive pulley driven by a motor.
  • lifts that are hydraulically operated.
  • a large number of static components of the elevator are generally arranged in the elevator shaft.
  • 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 on the floor of the elevator shaft in order, for example, to prevent the elevator car from hitting the floor hard in the event of a malfunction or a defect in the elevator installation.
  • a drive unit is provided near a ceiling of the elevator shaft or in a separate machine room of the building, which drives the suspension means, for example, and thereby moves the movable components attached to these suspension means within the elevator shaft.
  • elevator shaft On different floors of the building, automatically movable doors are usually provided in the elevator shaft, which provide access to the in a certain Floor stopped elevator car can release or block this access as soon as the elevator car moves away from this floor.
  • 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 dismantled into components and brought into the building and installed there. In other words, when an elevator is installed, it is not installed as a whole in the installation space provided for it, but its components are mounted at the designated locations in the elevator shaft and the elevator system is thus built up successively in the elevator shaft.
  • Escalators have a step belt and moving walks have a pallet belt that can be entered via a first access area and exited via a second access area.
  • At the side of the step band or pallet band are balustrades with circumferential handrail straps.
  • connection components such as anchors, screws, clamping and tensioning elements as well as material connection components such as glued joints or weld seams are used to assemble the components of passenger transport systems are used, the correct application of which depends heavily on the installing fitter.
  • connection components that can have a strong effect on the quality of the installed passenger transport system with regard to its smooth running, its wear resistance, its energy consumption, its noise emissions and the like.
  • the inspection or logging process has so far mostly been carried out manually by a person such as a suitably qualified and certified fitter, this person having to inspect a huge number of the components of the passenger transport system included in the structure, compare them with target specifications and create a corresponding protocol .
  • This can lead to safety-related errors in the documentation of the installation and / or maintenance of the passenger transport system. Errors in the documentation of the installation can result in considerable additional work and the associated longer downtimes and higher costs, even if the systems are serviced later.
  • the patent document EP 3 377436 B1 describes a method in which the operating states of elevator components in an elevator shaft can be read out in an automated manner in order to be able to log them and compare them with the target specifications.
  • this type of logging only enables a rudimentary comparison with the target specifications and no further considerations, as would have to be carried out, for example, in the event of assembly errors.
  • every component that should be installed already have a clear identification, even if this is bulk material, such as screws, pins, bolts, nuts, etc. serving as connecting components. Marking such connecting components represents a considerable effort for production and logistics.
  • the detection device has at least the following elements: a central position analysis device; at least one local position detection device; at least one portable tool with technical means for acquiring data from connection components installed with this tool, together with their position and parameters, which are 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 acquisition device has at least the steps of establishing a communication link between the tool, the at least one local position acquisition device, the central position analysis device and the central data storage and data processing unit.
  • installation data records can be generated using data from the installed connection components, which are transmitted from the tool to the central data storage and data processing unit via the at least one local position detection device and the central position analysis device.
  • an installation data record comprises at least one identification code of the assigned, installed connection component, its measured position and the installation parameters measured by the tool during the assembly of this connection component.
  • These installation data records are entered in a position-defined manner in a digital double data record depicting the physical passenger transport system. This creates direct links between the installation parameters and the components that are influenced by them, which first enable a sufficiently precise documentation of the installation, which grows continuously with the progress of the installation, and thus error-free documentation and meaningful simulation.
  • connection component the components that are connected to one another with this connection component and / or to fastening points formed on the building can also be recorded here.
  • these components already have a unique, electronically detectable identification code 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, there is also the possibility of assigning an identification code to the component using the tool, without this being physically recorded on the connection component.
  • connection component Since the position of the connection component is recorded with the tool, the exact positions of the connected components in space are also defined at the same time and can thus also be entered or adapted accordingly in the digital double data record.
  • a digital doppelganger data set is provided for documentation and simulation.
  • the generation of the digital doppelganger data set comprises at least the following steps, preferably but not necessarily strictly in the specified order:
  • the creation and updating of the digital double data record can take place in several sub-steps.
  • the data contained in the data record can be successively refined and specified, so that the characterizing properties of the components built into the physical passenger transport system are reproduced more and more precisely with regard to their actual current configuration in the digital double data record as they are continuously created, and with continuous assembly of the physical passenger transport system the digital doppelganger data set is completed in terms of documentation and useful data for a simulation.
  • an installation data set usually relates to several characterizing properties of several component model data sets. By means of simulations, changes can be made to each of these characterizing properties for each affected component model dataset from the recorded data of the tool with the aid of the geometric relationships present in the digital doppelganger dataset, the physical properties stored in the component model datasets and the known calculation methods from the areas of Physics, mechanics and strength theory can be calculated.
  • the changed characterizing properties of the affected component model data records determined on the basis of the recorded changes can now be assessed to determine whether the assembly was carried out sufficiently correctly at this point or not. Specifically, if the screw is tightened too tightly, a plastic damping element that is also pressed together could be damaged. Corresponding simulations can be carried out with the data measured by the tool, which is transferred as an installation data record to the digital double data record.
  • the components are documented and simulated in the same way for all passenger transport systems, but these are recorded system-specifically. There are differences between escalators, moving walks and elevators in the choice of data fields and in the simulation of the technical processes.
  • 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 a built-in 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 typically collected or measured by a portable tool.
  • the documentation includes a digital double data record (digital twin) which, system-specific, includes as much as possible all of the data of each intended component or component that arises during the design and production.
  • digital twin digital double data record
  • the spatial and physical relationships between these data fields are created by the digital doppelganger data set, which describes and defines the spatial arrangement of the components forming the passenger transport system or their component model data sets, with the corresponding data fields corresponding to the component model data sets and their interfaces assigned.
  • the adaptation of the simulation on the data storage and data processing unit consists in simulating the behavior, the forces and moments of a built-in connection component, in particular in cooperation 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 of predefined tolerance ranges to be determined, so that safety-critical states can be proactively avoided, i.e. before a component or assembly fails.
  • the following process steps can be carried out during the installation or assembly of the physical components of the passenger transport system with the detection device: 51 Establishment of a first communication link between the central position analysis device and 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. It is only important that each local position detection device is uniquely assigned to a central position analysis device.
  • the separation between the first and second communication links enables one communication link to be wireless and the other to be wired. This separation also enables a change 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 room conditions on escalators and moving walks.
  • the separation between the communication connections also offers the possibility of aggregating the installation data records in the local position detection devices before further data transmission.
  • the first communication connection can also be set up via a communication component of the passenger transport system.
  • the data acquired by the acquisition device can also be stored in a data storage unit of the passenger transport system. This means that this data is unmistakably linked to the physical passenger transport system and can be called up there again and again. It may be advantageous if these data are stored in a persistent memory (read only memory) of the data storage unit.
  • the position analysis device can serve as a temporary reference zero point from which the installation positions of all built-in connection components and thus also all built-in components of the passenger transport system can be determined and stored in the digital doppelganger data set can be entered.
  • transit times of radio signals can be evaluated, or laser measuring devices, TOF image acquisition systems and the like can be used.
  • all known measuring systems can be used with which the position of a predetermined point of the connection component can be measured with a sufficiently high precision, for example for the direction vector to be recorded in three-dimensional space to a tenth of a millimeter, to a predefined reference point in the installation space of the passenger transport system.
  • the detection device can comprise 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).
  • method step S4 can also be carried out, the following method step:
  • connection components that are very similar to each other are required for the assembly of a passenger transport system. In the case of screws to be installed, this difference can, for example, only be their thread length.
  • the detection device can comprise a supply system for connection components.
  • Such a provision system can comprise an output device with an output control which, based on the assembly specification, only releases or outputs the connection component to be installed in each case.
  • method step S4 can be supplemented by the following method steps: S4B automatic provision of the connection component by the provision system based on the assembly specification; and
  • Connection component mounts which are provided on components of the passenger transport system or in the structure in which the passenger transport system is installed, for this connection component, by the fitter using the portable tool.
  • This provision system can be managed in the sense of a KANBAN production process control approach.
  • the output controller automatically monitors the supply of connection components and, in coordination with the assembly specification, orders the connection components that are still to be installed from the supplier if these are less than a certain number in the supply system.
  • the method according to the invention thereby makes it possible to simulate its effects on the built-in components immediately after a connection component has been installed.
  • the internal stresses caused by the connection component in the area of the connection component mounts of the components can be calculated, and changes in shape in the area of these connection component mounts can be determined therefrom. If these do not exceed a permissible range (for example the permissible material stress), there is a correct assembly. If this is exceeded, the incorrectly installed connection component or the component damaged by it can be identified immediately and replaced immediately. Due to the continuous logging, as the assembly progresses, a final inspection to be carried out after assembly can be dispensed with or at least limited to a minimum, such as certain functional checks, for example. As a result, the assembly quality of the entire passenger transport system can be increased significantly and the time required for commissioning tests and the acceptance inspection between the completion of the passenger transport system and its handover can be reduced significantly.
  • the installation data records can be aggregated on the at least one local position detection device and / or on the central position analysis device.
  • the aggregated data records are then periodically entered into the data fields provided for this purpose in the digital double data record.
  • the aggregation also has the advantage that more data transmission and data processing resources are temporarily available for simulation processes.
  • the measurement of the installation position and the installation parameters by the portable local position detection device is technically implemented during installation by determining the position of the tool relative to the position of the central position analyzer and / or by determining the current GPS data of the tool during the installation process.
  • position detection devices can also be involved, so that they measure distances and angles to one another and, based on this data, the position of the installed connection component can be calculated with high precision in the position analysis device through the precise localization of the tool used.
  • the installation of a connection component can be documented.
  • this documentation not only the installed condition can be recorded, the entire or at least essential sequences of the installation process can preferably also be recorded.
  • the documentation of the installation that has taken place is preferably based on a camera.
  • the data storage and data processing unit for documentation and simulation of 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 double data record.
  • design specification and its parameterization indicate how and which components of the passenger transport system in which spatial position to each other and to the building with which connecting component are to be connected to each other or to parts of the building 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, by means of a laser beam based on the target specifications provided by the digital doppelganger data set, it can mark the exact point at which the connection component to be installed is to be mounted.
  • connection component Due to the data available from the digital doppelganger data set, there is also the possibility of projecting the components to be assembled with the connection 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 contains computer-executable instructions for implementing the Contains detection devices which are designed to implement at least method steps S1 to S10.
  • This computer program product can be stored persistently in a computer-readable medium.
  • 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 above-described steps S2 to S8 of the method. This is preferably designed to be portable and removable, so that it only remains in the assembly area during the assembly time and can be used at a new assembly area 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 on the assembly step currently to be carried out are transmitted on this display device. Furthermore, the display device can have input options with which the assembly steps that have been carried out can be confirmed.
  • Connection components VE together with their position and parameters, which are measured by the portable tool WZ during the installation of the;
  • a communication link can be established between the tool, the at least one local position acquisition device, the central position analysis device and the central data storage and data processing unit.
  • a digital doppelganger data set which contains 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.
  • the detection device can comprise a supply system for connection components.
  • the provision system has technical means which are designed to implement steps S4B and S4C of the method.
  • the provision system can only just release the connection component required in each case, which is provided for the upcoming assembly step. This prevents mix-ups of similar connection components, precisely structures assembly steps and makes the quality of the assembly work much more independent of the skills of the assembly staff. As a result, the effort for the conformity inspection following the completion of the passenger transport system can be reduced to a few functional tests.
  • FIG. 1 shows a passenger transport system designed as an elevator system with a detection device according to the invention for the application of a method according to the invention, as well as a digital doppelganger data set stored in a data cloud, which depicts the elevator system shown.
  • FIG. 2 describes the elements of the detection device and their communication connections and communication networks within the detection device shown in FIG. 1, as well as their interaction, divided into steps S 1 to S 12.
  • FIG. 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 built-in 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 fastened to fastening devices 17 on a ceiling 23 of the elevator shaft 25.
  • a large number of further elevator components are accommodated in the elevator shaft 25.
  • a buffer 21 is provided on a floor 19 of the elevator shaft 25.
  • Guide rails 27 can be attached to the walls of the elevator shaft 25 with the aid of retaining clips 29 (“brackets”).
  • the guide rails 27 can serve, for example, to guide the elevator car 5 or the counterweight 7 during a vertical movement.
  • Shaft doors 31 can be provided adjacent to floors 37 (indicated by a broken line) of the building 3, which can enable access to an elevator car 5 held in the floor 37.
  • 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.
  • further elevator components can be arranged in the elevator shaft 25.
  • a digital doppelganger data record 111 maps the passenger transport system 11 before its physical components have been manufactured and installed in the building 3 in the correct position and location.
  • the digital doppelganger data set 111 thus accompanies the entire product life cycle of the Passenger transport system 11 from planning through assembly and operation to their 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, reproduce as characterizing properties geometric dimensions and / or other characterizing properties of the components forming the passenger transport system 11.
  • customer-specific configuration data 178 required for planning are used which have been created by the customer or in cooperation with the customer.
  • Such customer-specific configuration data 178 include, for example, the desired transport capacity, the number of floors 37 and 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 therefrom Specifications are understood which are specified in a specific case by the customer, 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.
  • the customer-specific configuration data 178 can include prevailing spatial conditions at the installation site, interface information for attachment to load-bearing structures of the building 3, etc.
  • Customer-specific configuration data 178 can also include wishes of the customer with regard to functionality, conveying capacity, optics, etc.
  • each component of a planned passenger transportation system 11 is specially selected during their conception in order to be able to meet the requirements and / or regulations specified for the specific passenger transportation system 11.
  • each component is precisely specified with regard to, for example, its type and mode of operation and, for example, a certain type of design 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 built up from component model data sets 112 by means of a computer program 189 and stored in a storage medium 115, the component model data sets 112 being able to have different configurations and by means of characterizing Properties are defined.
  • Each characterizing property of a component model data record 112 is predefined by a default value, predefined by a setpoint value, or determined by an actual value.
  • a component model data record 112 usually depicts a physical component in its entirety, that is to say that the information that provides the characterizing properties reproduces 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 put together.
  • the creation of the digital doppelganger data record 111 can take place automatically as long as a clear selection of the component model data records 112 is possible on the basis of the customer-specific configuration data 178.
  • the available component model data sets 112 of components of a component can be selected via a graphical user interface 173 of an input / output interface 103 such as the laptop shown
  • Passenger transport system 11 can be selected from one or more databases 115, 175 and inserted into the digital doppelganger 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 guide variants.
  • a virtual image 171 of the digital double data record 111 can also be displayed on the input / output interface 103.
  • the predefined interfaces 135 are characterizing properties which define coordinates on the component model data record 112 in three-dimensional virtual space, instead of which they can be connected to other component model data records 112 by means of the recorded data or installation data records DS from connection components VE (see also FIG. 2) .
  • the target data generated for the digital double data record 111 of these predefined interfaces 135 are generated and processed in particular during the creation of the digital doppelganger data record 111 by machine-readable instructions 191, so that, taking into account the customer-specific configuration data 178 and a configurable master construction plan (product-specific generative construction plan and parts list) implemented in the machine-readable instructions 191, each selected and thus all Component model data sets 112 required to form the digital double data set 111 can be correctly arranged in relation to one another in a target configuration in three-dimensional, virtual space.
  • a configurable master construction plan product-specific generative construction plan and parts list
  • Characterizing properties of a component model data set 112 within the meaning of the present invention can be geometric dimensions q, r, s, surface properties, physical properties, dynamic properties and the like of the component represented by them, as is the case with the example of a cabin component model data set 153 is shown.
  • Geometric dimensions can for example be a length, a width, a height, a cross section, radii, Vemmdisme, etc. of the component.
  • the surface properties of the component can include roughness, textures, coatings, colors, reflectivities, etc., for example.
  • Physical properties can be the weight or the material density, the modulus of elasticity, the conductivity, the moment of inertia, the flexural strength value and the like.
  • Dynamic properties can be degrees of freedom of movement assigned to the component model data record, speed profiles and the like.
  • the characterizing properties can not only relate to individual components, but also to component groups in the case of self-contained subsystems.
  • the characterizing properties can also relate to more complex equipment composed of several components, such as drive motors, gear units, suspension means 9, etc.
  • the characterizing properties of its digital doppelganger data record 111 can change from default values via target values to actual values.
  • Default values in the context of the present invention are values that predefine the characterizing properties of a component model data record 112.
  • a default value of a component model data record 112 configured as a guide rail component model data record 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 record 179 can also be predefined by default values. It is now evident that the characterizing property of the guide rail component model data record 179, which represents the length of the guide rail 27, must be adapted when the digital doppelganger data record 111 is created, while the cross-sectional shape may already be sufficiently defined by the default values is.
  • the information taken from the manufacturer's information is often sufficient as default values.
  • Target values in the context of the present invention are values that define the characterizing properties of a component model data record 112 in a target configuration. Such target values are usually defined by the customer-specific configuration data 178 for a planned passenger transport system 11 or can be calculated on the basis thereof. In the case of the car component model data record 153, for example, 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.
  • component model data record 112 configured as a guide rail component model data record 79
  • 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 that is replaced by the customer-specific configuration data 178 is specified. If necessary, the target value is also provided with a tolerance specification.
  • Actual values within the meaning of the present invention are values that have been determined on the physical component, which is virtually mapped by the component model data record 112 and was produced according to this, by measuring, checking and testing.
  • the cabin component model data record 153 its characterizing Properties 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 record 112 are defined by an actual value, the more precise the overall simulation environment 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.
  • the component model data sets 112 of the digital double data set 111 serving as the simulation environment can be characterized in a mixed manner by default values, setpoint values and actual values.
  • the close and one-to-one relationship between the digital double data record 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 with the aid of a programmable device 101.
  • the programmable device 101 can be a single device such as, for example, a personal computer, a laptop, a mobile phone, a tablet or the like.
  • the programmable device 101 can, however, also comprise one or more computers.
  • the programmable device 101 can be formed from a computer network which processes data in the form of a data cloud.
  • the programmable device 101 can have the aforementioned storage medium 115, in which the data of the digital doppelganger data set 111 and the component model data sets 112 of various configurations required for its creation can be stored, for example in electronic or magnetic form.
  • the programmable device 101 can also have data processing options.
  • the programmable device 101 can have a processor 117, with the aid of which data from all 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 double data set 111, are processed.
  • the programmable device 101 can also have the device interface represented symbolically by the double arrow 119, via which data can be input 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 in a data cloud, distributed over several computers.
  • the programmable device 101 can be programmable, that is, it can be caused by a suitably programmed computer program product 109 to execute or control computer-processable steps and data of the method 151 according to the invention described in connection with FIG.
  • 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 and modify data generated by a detection device 201, a simulation environment for carrying out a simulation 141 (see FIG. 2) To establish the basis of the three-dimensional digital double data set 111, to carry out optimization routines etc.
  • the computer program product 109 can be written in any computer language and contain program instructions 107 which can be processed in the simulations 141 based on the digital double data set 111.
  • 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 stored on a Server or multiple servers can be stored, for example a data cloud, from where they can be downloaded via a network, for example the Internet.
  • the detection device In order to be able to carry out the method 151 according to the invention shown in FIG. 2 for digital documentation and simulation of a passenger transport system 11, as shown symbolically in FIG PAG, at least one local position detection device PEG, at least one portable tool WZ with technical means for recording 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.
  • the detection device also has a provision system BSS, which outputs connection components VE in an assembly process-oriented manner for assembling the components of the passenger transport system 11.
  • FIG. 2 thus describes the elements of the detection device 201 shown in FIG.
  • 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 acquisition device 201 is analyzed, compiled into installation data records 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 is the technical means for acquiring 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.
  • connection components VE, VE1 • Optionally a provision system BSS for the provision of connection components VE, VE1
  • At least one portable display device DG to support fitters.
  • multiple occurring elements of the detection device 201 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.
  • the tool has the reference symbol WZ, the local position detection device the reference symbol PEG and a connection component the reference symbol VE.
  • 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 established in the programmable device 101, as shown in FIG.
  • a communication link is established between the above-mentioned elements of the acquisition device 201 via which the data acquired and generated by the tool WZ of a connection component VE installed with this tool WZ via the at least one local position acquisition device PEG and the central position analysis device PAG to the central data storage and storage facility Data processing unit ZD are transmitted.
  • the central data storage and data processing unit ZD maintains this data, preferably processed as an installation data set DS, in a position-defined manner in the digital double data set 111.
  • the communication link 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 link K1A A first wireless or wired communication link K1A,
  • the detection device 201 is preferably set up in the building 3 before the actual assembly of the passenger transport system 11.
  • 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 permanently connected to the tool WZ, this can be arranged at a distance from the position analysis device PAG in the area of the personnel transport system 11 to be created.
  • 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 by means of a suitable cable be connected.
  • the connection of the central position analysis device PAG to a bus or an interface of the passenger transport system 11 by means of a suitable cable has the advantage that this wired connection increases the system's security against manipulation.
  • Communication routes or communication sections implemented wirelessly may be necessary if longer distances have to be overcome between the central position analyzer PAG and the controller 41 of the passenger transport system 11, where a cable connection poses a risk to occupational and operational safety.
  • 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, is integrated in or connected to the controller 41.
  • the communication between the communication module 43 and the central data storage and data processing unit ZD can be wireless, but can also be cable-based for large installations or for security reasons.
  • the installation data sets DS can alternatively also first be 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.
  • the separation between the communication connections offers the possibility of aggregating the installation data records DS in the central position analysis device PAG before further data transmission and the change in communication technology.
  • the first communication link K1B between the central position analysis device PAG and the data storage and data processing unit ZD can also have completely wirelessly implemented communication links or communication sections, for this purpose the central position analysis device PAG has communication means (not shown) through which the central position analysis device PAG can be connected directly to a transmission network, for example a cellular network.
  • a transmission network for example a cellular network.
  • the second communication connection K2 can be technically implemented in a wireless or wired manner. It is only important 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 links K1A, K2 or K1B, K2 enables one communication link to be wireless and the other to be wired.
  • this separation also enables a change 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, there is also the possibility of aggregating the installation data records DS before their further data transmission in the local position detection devices PEG.
  • the third wireless or wired communication link K3 is established between a local position detection device PEG and the respectively connected portable tool WZ, one portable tool WZ being uniquely assigned to a position detection device PEG.
  • this third communication connection can also be technically implemented in a wireless or wired manner.
  • the local position detection device PEG can be integrated in the respective portable tool WZ.
  • 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.
  • Step S4 is divided into sub-steps S4A to S4C.
  • connection component VE1 Representing at least some connection components VE of the passenger transport system 11, a possible sequence of the method 151 according to the invention is described in more detail below with reference to the connection component VE1 shown in FIG.
  • the installation data record DS1 contains the installation data of the associated connection component VE1, which connects the two components 39, 55 of the passenger transport system 11 to one another and to the structure 3 via connection component receptacles 35, this installation data record DS1 of the corresponding interface 135 can be assigned in the digital double data record 111.
  • the connection 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 relate to a reference point RP of the digital double data set 111 (see FIG. 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 for the position analyzer PAG.
  • a reference point RP of the digital double data set 111 see FIG. 1
  • a buffer component model data set 165 correspond to the measured coordinates x, y of the buffer 21 for the position analyzer PAG.
  • further possibilities 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 record 111.
  • a portable display device DG If a portable display device DG is present, an activity to be carried out by a fitter can be displayed on this portable display device DG in a sub-step S4A.
  • the information displayed is part of an assembly or installation specification that is preferably stored in the digital double data record 111 in the central data storage and data processing unit ZD.
  • a fitter is shown the activity to be carried out, which is carried out in accordance with the assembly specification MS or Installation specification for the pending assembly step is determined.
  • Such an instruction can mean, for example: “Using the connection component VE1, fasten 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 structure 3 and tighten this connection with a predetermined torque M. .
  • connection component VE1 required for the activity described above can be automatically provided by the provision system BSS based on the assembly specification MS.
  • corresponding control signals are transmitted from the central data storage and data processing unit ZD to the provision system BSS.
  • 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 location specified for this purpose by the fitter using the portable tool WZ2.
  • 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 specified installation position in the installation space of the structure 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 links K1A, K1B, K2, K3.
  • the local position detection device PEG2 can be integrated in the tool WZ2, so that the communication link K3 takes place over a very short distance here.
  • the fitter uses the connection component VE1 to fasten the two components 39, 55 in the building 3 with a predetermined torque M via its connection component receptacles 35.
  • the torque M specified in the specification can be automatically transmitted to the tool WZ2 in order to trigger its release mechanism . This avoids further sources of error during installation.
  • an identification code ID for the installed connection component VE1 is determined by the tool WZ2 and the installation position POS and the installation parameters EP are measured by the portable tool WZ2 during installation.
  • An identification identifier ID can be determined, for example, by means of a suitable reading device which can detect a unique identification of the connection component VE1. If the connection component VE1, as occurs in most cases, does not have a unique identifier, the identification identifier ID can also be assigned continuously by the tool WZ.
  • the components 39, 55 of the passenger transport system to be assembled may have markers MK1, MK2, which can also be detected by the tool WZ. The detection of the markers MK1, MK2 enables a continuous check on the basis of the digital double data record 111, whether the correct components 39, 55 are actually installed at the corresponding installation position.
  • the installation position POS can be measured using position detection 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 preferably used here.
  • the installation position can be measured by laser-assisted position determination methods, preferably by laser-assisted communicating with one another
  • Position detection sensors can also be independent elements of the detection device 201 and be connected to the tool WZ and / or local position detection device PEG and / or central position analysis device PAG via their own communication connections.
  • the fitter uses the tool WZ2 to determine an identification identifier ID for the built-in connection component VE1 and detects its installation position POS in the building 3, for example via the position of the tool WZ2 relative to the central position analyzer PAG when it is reached predetermined torque M or tightening torque of the connecting component VE1 designed as a screw. He also uses the WZ tool to measure installation parameters EP, such as the torque M applied at the end of the screwing-in process.
  • documentation DK of the installation by the tool WZ2 can optionally be created.
  • the documentation DK can take place, for example, by means of a camera 57 and optionally by means of extraction of features from the camera images. Correspondences and / or differences between the actual information read out from the camera images about the built-in components and possibly their installation on the one hand and the target specifications from the digital doppelganger data record 111 on the other hand can be determined and these can be added as documentation DS to the installation data record DS.
  • the assembly 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 record DS1 comprises at least the identified identification identifier ID of the installed connection component VE1, its measured position POS, its measured installation parameters EP and possibly the documentation DK. If necessary, several installation data sets DS are aggregated on the local position detection device PEG2 before their further data transmission.
  • the installation data records DS are transmitted from the at least one local position detection device PEG1, PEG2,... PEGn to the central position analysis device PAG via the second communication link K2.
  • the installation data records DS can be transmitted from the central position analysis device PAG to the central data storage and data processing unit ZD directly via the first communication link K1B. If necessary, several installation data records DS are aggregated further 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 also shown in FIG.
  • the first communication connection K1A can also take 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 records DS can also be stored in a local data memory LS of the controller 41 in order to link them persistently with the passenger transport system 11 as digital installation documentation.
  • a next step S10 the installation data records DS and the associated metadata, in particular log data, are entered in a position-defined manner in the fields of the digital double data record 111 provided for this purpose, which are provided on the central data storage and data processing unit ZD for this purpose.
  • the installation data records DS and associated metadata are further processed using the data from the digital double data record 111.
  • the installation data record DS can be assigned to the respective interface 135 and stored in the digital double data record 111.
  • the actual spatial position of the respective interface 135 and the component model data records 112 connected to one another at this interface 135 can be tracked in the virtual, three-dimensional space with respect to the originally defined target position, so that a more precise Correspondence of the digital doppelganger data record 111 with the passenger transport system 11 depicted by it is achieved.
  • characterizing properties of component model data sets 112 may also be subject to changes, so that these characterizing properties and the previous characterizing properties can be determined anew through simulations (see steps S 1, S 12 below) and calculations Properties in the corresponding component model records 112 can be updated.
  • the digital double data record 111 can be represented in the central data storage and data processing unit ZD by a database DB with corresponding data structures.
  • the digital double data record 111 and / or the installation data records DS and associated metadata can be represented by XML documents with corresponding grammars, e.g. in XSD.
  • the data storage and data processing unit ZD thus contains a digital double data record 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 record DS.
  • the data storage and data processing unit ZD can be technically implemented by a remote computer system or a programmable device 101, in particular by a cloud memory for the data storage unit and a cloud computing system or hosted server for the data processing unit.
  • a cloud memory for the data storage unit
  • a cloud computing system or hosted server for the data processing unit.
  • 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.
  • a simulation 141 of the behavior, the forces and moments of each built-in connection component VE in cooperation with the other physical components of the passenger transport system 11 to determine material changes and material stresses can be carried out using the data of the digital double data record 111 and the installation data records DS, that lie outside of the predefined tolerance ranges
  • the simulation takes place on the data storage and data processing unit ZD.
  • the simulation 141 of the behavior, the forces and moments can be carried out using common software solutions e.g. 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 time of the simulation 141 have to be provided and paid for.
  • FIG. 2 symbolically shows a simulation 141 of the mounted connection component VE1 with an exaggerated squeezing of the connection component receptacles 35 due to an excessively high torque M.
  • installation data records DS recorded during assembly and entered in the digital doppelganger data record 111 can also influence at least one characterizing property of at least one component model data record 112, or this characterizing property of the component model data record 112 must be updated accordingly.
  • an installation data set DS usually relates to a plurality of characterizing properties of a plurality of component model data sets 112.
  • changes to each individual properties characterizing these properties for each affected component model data record 112 can be made from the recorded installation parameters EP of the tool WZ with the aid of the geometric relationships present in the digital double data record 111, the physical properties stored in the component model data records 112 as well as the known calculation methods from the fields of physics, mechanics and strength theory.
  • the changed characterizing properties of the relevant component model data records 112 determined on the basis of the recorded installation data records DS can now be assessed to the effect of whether the assembly was carried out sufficiently correctly at this point or not. Specifically, if the screw is tightened too tightly, a damping element made of plastic that is also pressed together could be damaged. With the data measured by the tool WZ, which are saved as installation data set EP on the digital Doppelganger data set 111 are transmitted in a position-related manner, corresponding simulations 141 can thus be carried out.
  • correction work can be determined based on the material changes and material stresses determined by the simulation 141.
  • settings have to be made on components of the passenger transport system 11 prior to assembly or also during assembly.
  • Such settings can be, for example, a braking torque in the case of a safety brake of an elevator or a maximum permitted speed in the case of speed monitoring.
  • These settings can also be stored as data in the digital doppelganger data record 111 and later read out and used in simulations 141.
  • a log 261 can be output which specifies the component-specific information that has been read out and, if applicable, the installation-specific information for all components or for selected, in particular function-critical components of the passenger transport system 11.
  • the information determined as part of the method 151 about the components of a passenger transport system 11 installed in the building 3 can be entered as installation data records DS or parts thereof in the fields of the digital double data record 111 on the central data storage and data processing unit ZD and in a log 261 can be recorded.
  • Such a log 261 can be output in a form that can be read by a human being.
  • the log 261 can be printed out as a list.
  • all of the components 39, 55, VE, VE1 accommodated in the building 3 can be listed together with their installation-specific information or installation data records DS.
  • the log 261 can be created in a machine-readable manner, for example as an electronic log.
  • the read out installation data records DS can be compared with target specifications.
  • a protocol 261 can additionally be output that, for example, lists matches and / or differences between the read-out installation data records DS on the one hand and the target specifications on the other.
  • the matches and / or differences with regard to the installation data records DS can be contained in the log 261 with regard to the component-specific information, or a separate log 261 with regard to the installation data records DS can be created.

Landscapes

  • Indicating And Signalling Devices For Elevators (AREA)
  • Management, Administration, Business Operations System, And Electronic Commerce (AREA)
  • Lift-Guide Devices, And Elevator Ropes And Cables (AREA)
  • Maintenance And Inspection Apparatuses For Elevators (AREA)

Abstract

L'invention concerne un procédé 151 de documentation et de simulation numériques d'une installation de transport de personnes 11 au moyen d'un dispositif de détection 201. Des composants de connexion VE sont montés au moyen d'un outil WZ du dispositif de détection 201. Le dispositif de détection 201 mesure ici les paramètres de position POS et d'installation EP desdits composants lors du montage, et ces données sont entrées d'une manière définie par la position dans un ensemble de données de doubles numériques 111 mappant l'installation physique de transport de personnes 11 en tant qu'ensembles de données d'installation DS.
EP21700157.7A 2020-01-16 2021-01-04 Procédé de documentation et de simulation numériques des composants installés dans une installation de transport des personnes Active EP4090621B1 (fr)

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PCT/EP2021/050020 WO2021144157A1 (fr) 2020-01-16 2021-01-04 Procédé de documentation et de simulation numériques de composants dans une installation de transport de personnes

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AU2021208274A1 (en) 2022-08-11
JP7657808B2 (ja) 2025-04-07
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BR112022013947A2 (pt) 2022-09-20
WO2021144157A1 (fr) 2021-07-22
JP2023510404A (ja) 2023-03-13
AU2021208274B2 (en) 2024-08-15
US20220411229A1 (en) 2022-12-29
ES2963659T3 (es) 2024-04-01
EP4090621C0 (fr) 2023-10-25
CN114981196B (zh) 2024-08-06
US12540054B2 (en) 2026-02-03

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