Patent ID: 12221321

The figures are merely schematic and are not true to scale. Identical reference numbers designate identical or equivalent features in the various figures.

DETAILED DESCRIPTION

FIG.1illustrates a device1according to the disclosure comprising a detection device200which is arranged in a physical passenger transport system2and an actualized digital replica dataset (ADRD)102of the physical passenger transport system2, which is stored in a data cloud (cloud)50, wherein a method100according to the disclosure can be carried out by means of the device1.

The physical passenger transport system2illustrated inFIGS.1and2(described together below) is configured in the form of an escalator and connects levels E1and E2, which are at different elevations and spaced horizontally apart from one another in a building5. The physical passenger transport system2can be used to transport passengers between the two levels E1and E2. The physical passenger transport system2is supported at its opposing ends on support points9of the building5.

The physical passenger transport system2further comprises a support structure19, shown only in its outline inFIG.2, which receives all other components of the physical passenger transport system2in a load-bearing manner. These include statically arranged physical components such as guide rails25, a drive motor33, a transmission element35, a control unit17, drive sprockets37driven by the drive motor33via the transmission element35, and a deflection curve39. The physical passenger transport system2further comprises balustrades13arranged above and on the support structure19on its two longitudinal sides. The deflection curve39is part of a conveyor chain tensioning device40.

Furthermore, the physical passenger transport system2also has traveling components7,11,31,36which are naturally subject to wear during operation. These are, in particular, a step belt7, which is arranged traveling between the drive sprockets37and the deflection curves39, two handrails11or handrail belts, which are arranged traveling on the balustrades13, and a drive chain36, which is part of the transmission element35as a transmission member. The step belt7comprises escalator steps29and conveyor chains31as well as a number of further components such as step rollers, chain rollers, step axles, and the like.

Alternatively, the passenger transport system2can also be configured as a moving walkway (not shown) constructed similar or identical to an escalator2in terms of many of its components.

AsFIG.1illustrates, many components of the physical passenger transport system2, such as the panel wall19, guide rails25, the entire drive train35, the drive sprockets37and deflection curves39, the electrical equipment such as power and signal lines, sensors, and the control unit17, are covered and protected using trim components15and are therefore not visible from the outside. Only part of the escalator steps29of the advance that can be accessed by passengers is visible for the step belt7inFIG.1, as well.

According toFIG.1, the device1also comprises an actualized digital replica dataset102, referred to as ADRD102in the following for better readability. The ADRD102is a virtual copy that is as comprehensive as possible and tracks the current physical state of the physical passenger transport system2and therefore represents a virtual passenger transport system assigned to the physical passenger transport system2. This means that the ADRD102is not just a virtual envelope model of the physical passenger transport system2, roughly representing its dimensions, but also includes and reproduces in digital form in the ADRD102every single physical component, from the handrail11to the last screw, with as many of its characterizing properties as possible.

According to the disclosure, characterizing properties of components can be geometric dimensions of the components, such as, for example, a length, width, height, cross-section, radii, fillets, etc. The surface quality of the components, such as, for example, roughness, textures, coatings, colors, reflectivities, etc., are also characterizing properties. Furthermore, material values such as, for example, the modulus of elasticity, bending fatigue strength, hardness, notched impact strength, tensile strength, etc., can also be stored as characterizing properties of each component. These are not theoretical properties (target data) such as those found on a production drawing, but rather characterizing properties actually determined on the physical component (actual data). Information relevant to assembly, such as the actually applied tightening torque for a screw, and thus its pretensioning force, is preferably assigned to each component.

The device1can comprise one or a plurality of computer systems111, for example. In particular, the device1can comprise a computer network which stores and processes data in the form of a data cloud50(cloud). For this purpose, the device1can have a storage element or, as shown symbolically, storage resources in the data cloud50in which the data of the ADRD102(symbolically illustrated as a three-dimensional copy of the physical passenger transport system2) can be stored, for example, in electronic or magnetic form. This means that the ADRD102can be stored in any storage location.

The device1can also have data processing options. For example, the device1can have a processor that can be used to process the data in the ADRD102. The device1can furthermore have interfaces53,54via which the data can be input into the device1and/or output from the device1. In particular, the device1can have internal interfaces51,52, wherein the interface51between the ADRD102and the physical passenger transport system2enables communication with sensors of the detection device200which are arranged on or in the passenger transport system2and with which characterizing properties of components of the passenger transport system2can be measured and determined directly or indirectly.

In principle, the device1can be implemented in its entirety in the physical passenger transport system2, wherein the ADRD102thereof is stored, for example, in control unit17thereof and the data of the ADRD102can be processed by the control unit17.

However, the ADRD102of the device1is preferably not stored in the physical passenger transport system2, but instead remote therefrom, for example, in a remote control center from which the state of the physical passenger transport system2is to be monitored or in which a data cloud50can be accessed from anywhere, for example, via an internet connection. The device1can also be implemented in a spatially distributed manner, for example, when data of the ADRD102are processed in a distributed manner in the data cloud50via a plurality of computers.

In particular, the device1can be programmable, that is to say it can be caused to execute or control the inventive method100using a suitably programmed computer program product101comprising the ADRD102. The computer program product101can contain instructions or code which, for example, cause a processor of the device1to store, read, process, modify, etc., data of the ADRD102according to the implemented method100. The computer program product101can be written in any computer language.

The computer program product101can be stored on any computer-readable medium, for example, a flash memory, CD, DVD, RAM, ROM, PROM, EPROM, etc. The computer program product101and/or the data to be processed therewith can also be stored on a server or a plurality of servers, for example, in the data cloud50, from where these data can be downloaded via a network, for example, the internet.

Based on the data available in the ADRD102, the latter or its virtual components can be called up by executing the computer program product101in a computer system111and represented as a three-dimensional, virtual passenger transport system. The latter can be “walked through” and explored virtually using zoom functions and movement functions. Movement sequences, collision simulations, static and dynamic strength analyses using the finite element method, and interactive queries on current characterizing properties of individual virtual components and component groups are also possible. This means that, for example, the virtual traveling step belt107, which is the counterpart of the physical step belt7, is selected from the ADRD102and its updated, characterizing property, such as a change in length due to wear, can be queried in comparison to the new state.

In order for it to be possible for meaningful state analyses and state simulations to be carried out by means of the ADRD102, in particular the characterizing properties of components subject to wear must be updated continuously or periodically in the virtual component datasets of the ADRD102. These update queries can be initialized automatically using the method100implemented in the computer program product101. However, they can also be initialized from “outside,” that is, via an input, for example, via the interface53of the computer system111illustrated as a keyboard. The actual updating of the characterizing properties takes place via the interface51between the physical passenger transport system2and the ADRD102or the running computer program (method100) of the computer program product101. In this case, measured values from corresponding sensors or sensor systems of the detection device200(see alsoFIG.3A through3C) are queried and these measured values are optionally further processed in order to arrive at the characterizing properties of the components influenced or affected by the measured value. The measured values and the resulting characterizing properties can be stored in a log file104. In order to sort these entries historically, said entries can be stored in the log file104with time information103. The acquisition of measured values and their further processing in order to arrive at characterizing properties of the components influenced or affected by the measured value is explained in greater detail below in connection withFIG.3A through3C.

As illustrated schematically inFIG.1, a user, for example, a technician, can query the state of the physical passenger transport system2by starting or accessing the computer program100of the computer program product101via the computer system111. The computer system111can be a fixed component of the device1, but it can also assume only a temporary association while it is used to access data from the ADRD102via the interface52.

In the present exemplary embodiment inFIG.1, the technician selected a region60of the ADRD102via zoom functions. A small navigation graphic55can be displayed on the screen54which acts as data output and on which the selected region60is indicated by means of a pointer56. The selected region60is the virtual access region available in the level E2, the virtual escalator steps129moving under the virtual comb plate132arranged there. Because the region60has been zoomed in on, only the virtual guide rails125, the virtual comb plate132, and two virtual escalator steps129of the step belt107can be seen.

Since the physical step belt7has already been in operation for a few operating hours, the articulation points of its conveyor chains exhibit a certain amount of wear as a result of the constant relative movements between the chain links under load. This wear leads to an elongation of the step belt7, so that the gap between two escalator steps29can become slightly larger. The wear-related elongation of the step belt7can be measured as described below in connection withFIG.3Aand this measured value can be transmitted to the ADRD102in that the corresponding characterizing properties are updated for the virtual components affected. If the measured value with all its effects on the components affected thereby is transmitted to the ADRD102, the components of the virtual step belt107as well as the articulation points128of its conveyor chains131have the same wear-related changes, so that the gap between two virtual escalator steps129becomes slightly larger in the ADRD102, as well.

Specifically, this means that the elongation of the conveyor chain131recorded as a measured value is divided between the number of articulation points128of the conveyor chain131, so that the change in play per articulation point128can be determined. Depending on the strength properties of the chain pin134and the chain bushing123of the articulation point28, this play is divided, for example, between the inner diameter of the chain bushing123and the outer diameter of the chain pin134. As a result, the characterizing property “inner diameter” of the chain bushing123and the characterizing property “outer diameter” of the chain pin134of each articulation point128of the conveyor chains131change.

From this, for example, strength calculations can be carried out for the chain pins134, so that the current safety factor of the virtual conveyor chain131and thus of the physical conveyor chain31against breakage can also be determined in the course of the analysis to be carried out according to the inventive method100.

However, the wear described above leads not only to a weakening of the chain pin134, but also to greater play within the articulation points128. The effects of this greater play can be evaluated by means of dynamic simulations on the ADRD102. In these simulations, for example, the escalator step129can move orthogonally to the provided direction of movement Z within this play (extremely exaggerated inFIG.1) and, when the load F is unfavorable for this case, can tilt somewhat more than the normal play between the chain rollers127and the guide rails125would allow. If the play is too large and the tilt is too great, the leading edge122of the escalator step129can collide with the comb plate132.

As already mentioned above, the measured values transmitted by the detection device can be provided with time information103and stored in a log file104. Of course, the same can also be done with the characterizing properties of the virtual components of the ADRD102, so that a traceable history is also available for the characterizing properties and a change trend for the corresponding characterizing properties can be calculated based on this history by means of known analytical methods. Using suitable extrapolation based on the history, the time of a possible damage event can be determined and preventive maintenance can be planned and carried out before this time. In the example described above, the remaining time can be extrapolated using the decrease in diameter of the chain pin134as a result of wear until there is a drop below the prescribed safety factor for the chain pin134. Likewise, a possible point in time for a step collision with the comb plate132can be determined using the dynamic simulation described above, the earlier possible point in time of the two events determining the time for maintenance.

In order to limit the amount of data that occurs, a traceable history can also be created with only a few selected characterizing properties of a few selected components that are particularly subject to signs of wear.

For reasons of the manufacturing tolerances of the components and due to the settings made during the manufacture and/or start up and/or during prior maintenance, not every physical passenger transport system2has the exact same geometric relationships with regard to the components and their installation position. Strictly speaking, each physical passenger transportation system is unique in the totality of the characterizing properties of its components and accordingly all ADRD102differ (even if only slightly) from one another. In the region60selected by way of example, this leads to the fact that a certain sign of wear (quantitatively the same, on a specific component) can lead to a collision of escalator step29and comb plate in one physical passenger transport system2, while in another physical passenger transport system2of the same design there is no risk of a collision for quite some time. This example makes it easy to see that, based on the analysis options that the ADRD102offers with its virtual components, for each physical component of a passenger transport system2, its further use, its adjustment in its environment, or its replacement can determined using the ADRD102, and appropriate maintenance work can be planned.

In the following,FIGS.3A through3Cshow, by way of example, how wear-related changes to traveling components of the physical passenger transport system2can be detected. To this end, the three regions indicated inFIG.2have been selected and shown enlarged inFIG.3A through3C, parts of a detection device200of the inventive device1being arranged in each of these regions.

FIG.3Aillustrates the deflection curve39of the physical passenger transport system2shown inFIG.2and arranged in the first level E1. The deflection curve39deflects the step belt7from an advance V to a return R.

For the sake of clarity, only one travel stage29and one part of the conveyor chain31from the step belt7are illustrated. The deflection curve39is also part of the conveyor chain tensioning device40. To this end, the former is slidably mounted in a horizontal linear guide61, so that the deflection curve39can be displaced relative to the guide rails25fixed in position on the support structure19. A compression spring63arranged between the support structure19and the deflection curve39acts as clamping means. There is a pivoting movement in the articulation points28of the conveyor chain31at the at the point where the latter is deflected. These relative movements cause friction between a chain pin34and a chain bushing23, which form the articulation point28, and thus to material removal on the chain pin34and on the chain bushing23. Due to these signs of wear, the play in the articulation points28gradually increases and the total increasing play in all articulation points28leads to elongation of the conveyor chain31.

The chain elongation in turn leads to displacement of the deflection curve39relative to the guide rails25or to the support structure19. As illustrated, this displacement can be measured continuously or periodically, for example, with a distance measuring sensor65arranged between the deflection curve39and the support structure19. The measured values therefrom are transmitted to the control unit17of the passenger transport system2using a suitable transmission means66, for example, via a CAN bus or via a Bluetooth connection. The distance measuring sensor65and the transmission means66are parts of the detection device200.

As already shown inFIG.1, the control unit17communicates via the interface51with the ADRD102installed in the data cloud50, so that the measured value determined by the distance measuring sensor65can be transmitted. Then, based on this measured value, the characterizing properties of components affected by the measured values are updated in the ADRD102. For example, the measured value can be used directly in order to update the characterizing property “horizontal position” of the existing virtual deflection curve in the ADRD102. As already explained above, in order to update the outer diameter of the chain pin34and the inner diameter of the chain bushing23, the diameter values thereof, which have changed due to wear, must first be calculated, which is why characterizing properties of these components are detected indirectly using the distance sensor65.

The chain rollers27can also experience a change in diameter due to wear, which can cause an additional displacement of the deflection curve39. Additional sensors or other detection principles (e.g., optical) would have to be provided in order to refine the distribution of the various characterizing properties of the affected components.

FIG.3Billustrates the drive train35of the physical passenger transport system2shown inFIG.2. In the illustrated embodiment, it is arranged in the second level E2. The drive chain36arranged in the drive train35between the drive sprocket37and a gear pinion38is also a traveling component which has to meet high safety requirements. As already described in detail in connection with the conveyor chain31, the articulation points of the drive chain36are also subject to wear, which leads to elongation of the drive chain36. There are various options for determining the elongation of the drive chain36, and thus a change in the characterizing properties of the components affected by this type of wear, by means of a detection device200, or by means of at least part thereof, and transmitting it to the ADRD102.

The simplest option is for a technician assigned to do maintenance work to check the chain tension of the drive chain36as part of an inspection and to adjust it by moving the gear pinion38or the motor/gear unit relative to the drive sprocket37. The technician measures the displacement X and enters this into a mobile input device67from which he also receives his maintenance instructions. This mobile input device67communicates via the control unit17of the passenger transport system2, or directly, with the ADRD102implemented in the data cloud50. It is also possible to store in the ADRD102maintenance-related queries, which, for example, require the technician to enter the displacement X before the physical passenger transport system2is released for operation.

Another option is to use a prestressing touch wheel69or chain tensioning wheel which engages in the chain loop of the drive chain36to detect its slack in that a sensor71continuously or periodically checks the position of the touch wheel69. From this position, or from a change in position, taking into account the geometric relationships in this region, in particular using the diameter and the position of the gear pinion38and the diameter and the position of the drive sprocket37, it is possible to calculate the elongation of the drive chain36and thus the play in its individual articulation points. From this, as explained using the example inFIG.3A, it is then possible to determine the characterizing properties of the individual components of the drive chain36. The measured values determined by the sensor71can be transmitted from the sensor71directly to the ADRD102via the control unit17or via wireless connections. The determination of the characterizing properties of the components affected by the measured value of the sensor71described above in rudimentary fashion is preferably carried out using the ADRD102, in particular using the geometric relationships existing through the virtual component models.

A much more direct measuring method for measuring the elongation of the drive chain36is to add a marking73(magnet, color marking, RFID chip, etc.) to the drive chain36. As the drive chain73travels, a suitable sensor75(optical, magnetic, RFID reader, etc.) detects the passing of the marking73as a pulse. The time measured between two detected pulses in relation to the speed of the drive chain36yields the effective length thereof. The speed of the drive chain36can be calculated from the speed of the step belt7specified by the control unit17by means of the transmission ratio.

A time difference can be determined from two measurements made at different times, and can be converted to the wear-related elongation of the drive chain36, taking into account the speed at the time the measurements were made. The measurement values determined by the sensor75can be transmitted directly to the ADRD102via the control unit17or via wireless connections. The determination of the characterizing properties of the components affected by the measured value, described in the foregoing in rudimentary fashion, is preferably carried out using the ADRD102created in the data cloud50and the ADRD102is then updated accordingly.

A handrail tensioning device80is illustrated inFIG.3C. It has a displaceable roller curve83guided on the support structure19by means of linear guides81. The roller curve83is prestressed against the support structure19by means of a spring element85. If the endless loop of the handrail11now elongates due to wear, the handrail tensioning device80compensates this elongation of the handrail11by displacing the roller curve83linearly. The distance Y to the roller curve83can be measured by means of a sensor87attached to the support structure19. The sensor87can also be part of the detection device200. The measured value of the sensor87is transmitted to the ADRD102, and from this the characterizing properties of the virtual components affected by this measured value are determined and the affected virtual components of the ADRD102are updated accordingly.

Since the spring prestressing of the spring element85is a function of the distance Y for a given setting, the tensile force in the handrail11or handrail belt can be calculated from the existing geometry. The contact pressure Fp and the force transmission from the handrail drive wheel88to the handrail11can then be calculated from this tensile force (Euler-Eytelwein formula). All these forces are also characterizing properties for those components on which they act and in ADRD102replace the corresponding older characterizing properties of virtual components or component model datasets therein.

FIG.4uses a diagram provided with additional information to illustrate the most important method steps of the inventive method100(indicated by a broken line) for creating an ADRD102, producing a physical passenger transport system2during this creation, and the start-up of the physical passenger transport system2, and continuous updating of the ADRD102. The primary method steps of the method100can be include the following:In a first method step110, acquiring the customer-specific configuration data113;In a second method step120, creating a commissioning digital replica dataset, including component model datasets and the customer-specific configuration data113;In a third method step130, transmitting the commissioning digital replica dataset to a production digital replica dataset;In a fourth method step140, producing the physical passenger transport system2using the production digital replica dataset; and,In a fifth method step150, installing the physical passenger transport system2in a building5and continuously updating the ADRD102.

All data processing and data storage, as well as the step-by-step creation of the ADRD102, can take place, for example, via the data cloud50.

The starting position99for executing the inventive method100can be planning and later creating or converting a building5, such as a shopping center, an airport building, a subway station, or the like. A passenger transport system2configured as an escalator or moving walkway is also optionally provided. The desired passenger transport system2is configured based on the operational profile and installation conditions.

For example, an internet-based configuration program which is permanently or temporarily installed in a computer system111can be available for this purpose. Customer-specific configuration data113are queried using various input masks112and stored in a log file104under an identification number. The log file104can be stored, for example, in the data cloud50. The architect of the building5can optionally be provided with a digital envelope model using his customer-specific configuration data113, and he can insert this envelope model into his digital building model for the purpose of visualizing the planned building. Coordinates of the intended installation space, the required maximum conveying capacity, conveying height, operating environment, etc., are queried, for example, as customer-specific configuration data113.

If the architect is satisfied with the passenger transport system2he has configured, he can order it from the manufacturer by specifying the customer-specific configuration data113, for example, by referring to the identification number or the identification code of the log file104.

When an order is received, represented by the second method step120, which is referenced to a log file104, a digital replica dataset121specifying a target configuration is initially created. When creating the digital replica dataset121, component model datasets114,115, . . . , NN which are provided for manufacturing the physical components are used. This means that for each physical component, a component model dataset114,115, . . . , NN is stored, for example, in the data cloud50and contains all the characterizing properties (dimensions, tolerances, material properties, surface quality, interface information for further component model datasets, etc.) for this component in a target configuration.

Now the component model datasets114,115, . . . , NN required to create the digital replica dataset121are selected, and their number and arrangement in three-dimensional space are determined, by means of the customer-specific configuration data113. These component model datasets114,115, . . . , NN are then combined by means of their interface information to form a corresponding digital replica dataset121of the passenger transport system2. It is obvious that an escalator or moving walkway comprises several thousand individual parts (represented by the reference symbols . . . , NN) and consequently just as many component model datasets114,115, . . . , NN must be used and processed to create a digital replica dataset121. The digital replica dataset121has target data for all physical components to be manufactured or procured, these target data representing characterizing properties of the components required to construct the passenger transport system2in a target configuration. As illustrated by the arrow161, the digital replica dataset121can be stored in the data cloud50and to a certain extent also forms the starting basis for the ADRD102.

In the third method step130, the commissioning digital replica dataset135, which contains all the production data required for producing the commissioned passenger transport system2, is created by supplementing the digital, three-dimensional replica dataset121with production-specific data136. Such production-specific data136can include, for example, the production location, the material that can be used at this production location, the production means used to produce the physical component, lead times, and the like. As illustrated by arrow162, this supplementing step is carried out in ADRD102, which is still being constructed.

According to the fourth method step140, the commissioning digital replica dataset135can then be used in the production facilities142of the manufacturing plant (herein represented by welding template for a support structure19) to enable production of the physical components (represented by a support structure19) of the physical passenger transport system2. The assembly steps for the physical passenger transport system2are also defined in the commissioning digital replica dataset135. During and after the manufacture of the physical components and during the assembly of the resulting physical passenger transport system2, at least some of the characterizing features of components and assembled component groups are recorded, for example, using measurement and non-destructive testing methods, and are assigned to the corresponding virtual components and transmitted to the still unfinished ADRD102. The actual data measured on the physical components replace the assigned target data of the commissioning digital replica dataset135as the characterizing properties. As production progresses, the commissioning digital replica dataset135increasingly becomes the ADRD102with this transmission, illustrated by the arrow163. However, it is still not entirely complete; instead, a so-called production digital replica dataset is formed first.

As shown in the fifth method step150, after completion the physical passenger transport system2can be installed in the building5according to the architect's plans. Since certain adjustments have to be made during installation and operating data arise even during the initial start-up, these data are also transmitted to the production digital replica dataset and converted to characterizing properties of the virtual components affected thereby. With this update, illustrated by the dash-dotted arrow164, the production digital replica dataset becomes the ADRD102, and, like the physical passenger transport system2, reaches full operational readiness. From this point in time, the ADRD102can be loaded into the computer system111at any time and used for detailed analysis of the state of the physical passenger transport system2.

The fifth method step150does not, however, represent the actual conclusion of the inventive method100. This conclusion does not occur until the end of the service life of the physical passenger transport system2, wherein in this case the data of the ADRD102can be used for the last time for the process of disposing of the physical components.

As described in detail above and symbolized by the dash-dotted arrow164, the ADRD102is updated continuously and/or periodically throughout the entire service life of the passenger transport system2by the transmission of measurement data. As already mentioned, these measurement data can be recorded both by the detection device200and by an input, for example, by maintenance personnel, and transmitted to the ADRD102. Of course, the ADRD102can be stored together with the program instructions166required for working with the ADRD102on any storage medium as computer program product101.

AlthoughFIGS.1through4relate to different aspects of the present disclosure and these have been described in detail using the example of an escalator, it is obvious that the described method steps and a corresponding device may be used in the same way for moving walkways, as well. Finally, it should be noted that terms such as “having,” “comprising,” etc., do not preclude other elements or steps, and terms such as “a” or “an” do not preclude a plurality. Furthermore, it should be noted that features or steps that have been described with reference to one of the above exemplary embodiments can also be used in combination with other features or steps of other exemplary embodiments described above. Reference signs in the claims should not be considered limiting.