Method for digital documentation and simulation of personnel-carrying equipment components - Patents.com

Abstract

The present invention relates to a method 151 for digital documentation and simulation of passenger transport equipment 11 using a detection device 201. A connection part VE is attached using a tool WZ of the detection device 201, which measures positions POS and attachment parameters EP of said part during attachment, and these data are entered in a position-defined manner as attachment data record DS into a digital twin data record 111 mapping the physical passenger transport equipment 11.

Description

[Technical field]

[0001] The present invention relates to a method for the digital documentation and simulation of parts installed in passenger transport equipment. [Background technology]

[0002] Passenger transport facilities within the meaning of this document consist of escalators, moving walkways or elevators. They are generally used to make it possible to transport people or objects inside a building. Elevators usually connect several floors of a building. Escalators and inclined moving walkways usually connect two floors of a building, while horizontal moving walkways are located on the same floor.

[0003] In the case of an elevator, an elevator shaft or installation space is provided inside or outside a building, within which one or more elevator cars, counterweights, and other movable parts of the elevator can move. The movable parts are usually moved by a suspension means such as a cable or belt, which is then moved by a traction sheave driven by a motor. Additionally, there are also hydraulically operated elevators.

[0004] In addition to the above-mentioned moving parts, many static parts of the elevator are usually arranged in the elevator shaft. For example, guide rails are fixed to the elevator shaft, along which the moving parts are guided and can move. A buffer is usually provided at the bottom of the elevator shaft, for example to prevent the elevator car from hitting the ground hard in the event of malfunction or defect in the elevator installation. A drive unit is provided near the ceiling of the elevator shaft or in a separate machine room of the building, for example, which drives the suspension means, thereby moving the moving parts attached to those suspension means in the elevator shaft. At different floors of the building, automatically operable doors are usually provided in the elevator shaft, which can open to allow access to the elevator car stopped at a certain floor and close off the access as soon as the elevator car leaves that floor. Additional safety-related elevator parts, such as sensors, switches, detectors, emergency braking devices, evacuation devices, etc., may also be arranged in the elevator shaft. Due to their size and close connection to the building structure, elevators are usually disassembled into parts before being brought into the building and installed there. In other words, when installing an elevator, it is not installed as a whole in an installation space provided for this purpose, but rather its parts are assembled at designated positions in the elevator shaft, so that the elevator installation is assembled continuously in the elevator shaft.

[0005] The escalator has a step band and the moving walk has a pallet band, into which it can be entered through a first access area and from which it can be exited through a second access area. Handrails with circulating balustrade belts are arranged on the sides of the step belt or pallet belt. In addition, there is a drive unit, a controller, and optional additional safety-related parts such as sensors, switches, detectors, and emergency braking devices. All of these parts are arranged in and on a support structure, which is supported at least two bearing points on the building. It is common practice to fully assemble and package the escalator or moving walk in a manufacturing factory, and then transport it to the intended place of use and install it in the building. Although the escalator or moving walk can be installed entirely in the building, this passenger transport equipment is usually very long, so it is divided into parts in the manufacturing factory after functional testing, and then the parts are packaged and shipped. However, depending on the building and the design of the escalator or moving walk, it is also possible that the parts are disassembled, delivered, and assembled in the building in succession. This is especially the case for modern escalators and moving walkways where the support structures of previously used passenger transport equipment are still in use.

[0006] Mechanical connection parts such as anchors, screws, clamping elements and tension elements, as well as material connection parts such as glued joints or welds, are used to assemble parts of passenger transport equipment and their correct application depends to a large extent on the fitter who applies them. However, it is precisely the quality of application of the connection parts that can have a strong influence on the quality of the installed passenger transport equipment with regard to its smooth operation, wear resistance, energy consumption, noise emission, etc.

[0007] Thus, upon initial installation of passenger transport equipment, and optionally during subsequent maintenance or refurbishment of existing passenger transport equipment, it is common practice for many manufacturers or operators to subsequently perform and log an inspection or acceptance check of the passenger transport equipment components installed in a premises. Such an inspection typically includes, at a minimum, recording the serial numbers and types of the components involved and documentation of their correct installation. For safety-related components of the passenger transport equipment, certification numbers are also typically recorded and functional tests are performed.

[0008] This inspection or logging process has traditionally been performed largely manually by a person, such as a properly qualified certified mechanic, who inspects numerous components of the passenger transportation equipment housed in a building, compares them to target specifications, and creates corresponding logs. This can lead to safety-related errors in the installation and / or maintenance documentation of the passenger transportation equipment. Errors in the installation documentation can further result in a large amount of additional work, associated increased downtime periods, and increased costs when maintenance is subsequently performed.

[0009] Patent EP3377436B1 describes a method in which the operating state of elevator parts in an elevator shaft can be automatically read in order to log it and compare it with a target specification. However, this kind of logging only allows a basic comparison with a target specification, without further considerations such as what has to be done in case of an assembly error. In addition, each part to be attached must already have a clear marker, even for the bulk materials such as screws, pins, bolts, nuts, etc. used as connecting parts. Marking such connecting parts is a huge task in production and distribution. [Prior art documents] [Patent documents]

[0010] [Patent Document 1] European Patent No. 3377436 Summary of the Invention [Problem to be solved by the invention]

[0011] It is therefore an object of the present invention to specify a method and detection device for digital documentation of installed parts of passenger transport equipment that allows for further consideration and is less expensive. [Means for solving the problem]

[0012] The above object is achieved by the detection device described below and the method implemented using said detection device for the digital documentation and simulation of passenger transport installations. The detection device comprises at least the following elements: - a central location analysis device; - at least one local location detection device; - at least one portable tool having technical means for recording data from connection parts installed with said tool together with positions and parameters of the connection parts measured by the portable tool during installation; - a central data storage and data processing unit in which parameters for the documentation and simulation of passenger transport installations are stored.

[0013] The method carried out using this detection device comprises at least a step in which a communication connection is set up between the tool, at least one local position detection device, a central position analysis device and a central data storage and data processing unit. As soon as the communication connection is set up, an installation data record is generated using data of the installed connection parts transmitted from the tool via the at least one local position detection device and the central position analysis device to the central data storage and data processing unit. In this case, the installation data record comprises at least one identifier for the assigned installed connection part, its measured position and the installation parameters measured by the tool during the installation of this connection part. These installation data records are entered in a position-defined manner into a digital twin data record that maps the physical passenger transport installation. This is the only way to form a direct link between the installation parameters and the parts affected by them, allowing a sufficiently accurate documentation of the installation, which continuously grows as the installation progresses, and therefore an error-free documentation and a valid simulation.

[0014] Of course, parts that are connected to each other by this connection part and / or to fixed points formed on the building can be detected here as well. Often these parts already have unique electronically recordable identifiers such as bar codes, matrix codes, serial numbers, RFID tags, etc., that can also be detected by the tool or a separate device. If necessary, it is also possible to assign identifiers to the parts using the tool, without them being physically recorded on the connection part.

[0015] Since the position of the connected parts is detected by the tool, the exact position of the connected parts in space is also defined at the same time and can thereby be entered into the digital twin data record or adjusted accordingly.

[0016] As mentioned above, a digital twin data record is provided for documentation and simulation purposes. The generation of the digital twin data record preferably includes at least the following steps, not necessarily in the given order: (i) creating a commissioning digital twin data record from the customer-specific configuration data and part model data records using target data that replicates characteristic properties of the passenger transportation equipment parts in a target configuration; (ii) creating a production digital twin data record based on the commissioning digital twin data record by measuring actual data that reproduces characteristic properties of the parts of the physical passenger transportation equipment immediately after production and replacing the target data in the commissioning digital twin data record with the corresponding actual data; (iii) creating and continuously updating a digital twin data record based on the fabricated digital twin data record by modifying the fabricated digital twin data record during assembly of the physical passenger transportation equipment, taking into account the data recorded by the detection device, which reproduces at least the determined identifiers of the installed connection parts, their measured positions, and their measured installation parameters.

[0017] The digital twin data record is created and continuously updated, in particular by those attachment data records being sent to the digital twin data record and the characteristic properties of the part model data records that are affected by the sent data being updated accordingly, at which point the provided connection parts are also mapped as part model data records in the digital twin data record.

[0018] In other words, the digital twin data record can be created and updated in several sub-steps, so that the data contained in the data record can be continuously improved and refined, whereby the characteristic properties of the parts installed in the physical passenger transportation equipment are more and more accurately reproduced with respect to their actual current configuration in the continually created digital twin data record, and with the continued assembly of the physical passenger transportation equipment, the digital twin data record is completed with respect to documentation and usable data for simulation.

[0019] This means that the installation data records recorded during assembly and entered into the digital twin data record may also affect at least one characteristic property of at least one part model data record or this characteristic property of the part model data record needs to be updated accordingly. As will be explained in more detail below in relation to the figures, the installation data records usually relate to a number of characteristic properties of several part model data records. Using the simulation, the respective changes of those characteristic properties can be calculated for each affected part model data record from the recorded data of the tool using the geometrical relations available in the digital twin data record, the physical properties stored in the part model data records and known calculation methods from the fields of physics, mechanical engineering and material mechanics. The changed characteristic properties of the affected part model data records, determined on the basis of the detected changes, can be evaluated at this point in time to determine whether the assembly was performed correctly at this point in time or not. In particular, for example, if a screw is over-tightened, a plastic damping element, which is also pressurized thereby, may break. A corresponding simulation can be performed with the data measured by the tool and transferred to the digital twin data record as the installation data record.

[0020] With regard to the above example, by the described position detection, it is also very clear which damping elements need to be replaced due to assembly errors before the physical passenger transport equipment is put into operation. In this way, serious damage to other parts that may occur during start-up can be avoided. In addition, parts damaged due to assembly errors may also affect adjustments made to the passenger transport equipment before or during start-up, which may lead to, for example, high energy consumption and high wear during subsequent operation.

[0021] Although their parts are detected in an installation-specific manner, the documentation and simulation of the parts is performed in the same way for all passenger transport installations. The difference between an escalator, a moving walkway and an elevator is the selection of the data fields and the simulation of the technological processes.

[0022] In other words, the adaptation of the digital twin data record consists in the appropriate selection of data fields of the installation data record that reproduce the dedicated and assigned technical parameters of the passenger transport equipment, the identifiers of the installed connecting parts, their measured installation positions, the measured installation parameters such as the starting torque when installing the connecting parts, their dimensions or changes in dimensions, etc., as well as the documentation of the installation using, for example, a camera recording, all of which parameters are typically collected or measured by hand-held tools. Together with the data from the customer specifications, the part model data records compiled from that data and the fabrication, the input data forms a digital twin data record that consistently describes the passenger transport equipment.

[0023] In other words, the documentation includes a digital twin data record that contains, as far as possible, all data of each intended part or each part that occurs during design and fabrication in an installation-specific manner, and the spatial and physical relationships between those data fields are thus created by the digital twin data record that describes and defines the spatial configuration of the parts that form the passenger transport installation, or their part model data records, with respect to each other, and corresponding data fields are assigned to the related part model data records and their interfaces.

[0024] The application of the simulation on the data storage and data processing unit consists in simulating the behavior, forces and moments of the attached connection parts, in particular in interaction with the part model data records of other physical parts of the passenger transport installation, so that material changes and material stresses lying outside predefined tolerance ranges can be determined, whereby safety-critical situations can be avoided in advance, i.e. before the parts or units fail.

[0025] More specifically, the following method steps may be performed during installation or assembly of a physical part of a passenger transport facility having a detection device: A step S1 of setting up a first communication connection between a central location analysis device and a central data storage and data processing unit, a step S2 of setting up a second communication connection between the central location analysis device and at least one local location detection device, each local location detection device being uniquely assigned to the central location analysis device; a step S3 of setting up a third communication connection between the local position analysis device and the at least one tool; a step S4 of assembling, by means of a tool, at least one part of the passenger transport facility in the building with the connecting parts provided for this purpose; a step S5 of determining identifiers by automatically assigning or by detecting, if present, markers of the connection parts for connection parts installed with the tool, and further measuring installation parameters with the tool and measuring the installation positions of the connection parts with a local position detection device during installation; A step S6 of documenting the installation process using the tools; a step S7 of compiling, in at least one local position detection device associated with the portable tool, an installation data record comprising the identified identifier for the installed connection part, its measured position, the measured installation parameters and a documentation of the installation process; a step S8 of transmitting the attachment data record from the at least one local location detection device to the central location analysis device via a second communication connection; A step S9 of transmitting the attachment data record from the central location analysis device via a first communication connection to the central data storage and data processing unit; and Step S10 of performing a location-defined input of the mounting data records and associated metadata, in particular log data, into fields provided in the digital twin data record of the passenger transport facility provided for this purpose on a central data storage and data processing unit.

[0026] The structure of the first, second and third communication connections can be technically implemented both wirelessly and wired. It is only necessary that each local location detection device is uniquely assigned to the central location analysis device. The separation of the first and second communication connections allows one communication connection to be wireless and the other wired. This separation also allows switching between wireless communication technologies such as Bluetooth, NfC, infrared, RFID, Wi-Fi, WirelessHART, WirelessUSB or ZigBee depending on the geometrical and electrical conditions and regulations in the installation shaft of the elevator or the indoor conditions in the escalators and moving walkways. The separation between the communication connections also allows the installation data records to be aggregated in the local location detection device before further data transmission. The first communication connection can also be set up via the communication components of the passenger transport equipment. This has the advantage that the data recorded by the detection device can also be stored in a data storage unit of the passenger transport equipment. As a result, these data are unmistakably linked to the physical passenger transport equipment and can be retrieved from there many times. This is beneficial if the data are stored in a persistent memory (read only memory) of the data storage unit.

[0027] Due to the presence of the tool, at least one position detection device and a position analysis device, there are at least three points in three-dimensional space, between which the distances and angles can be measured with high precision, and the coordinates or mounting positions of the assembled connecting parts can thus be determined with precision. Here, for example, the position analysis device serves as a temporary reference zero point, starting from which the mounting positions of all installed connecting parts and thus of all installed parts of the passenger transport installation can be determined and entered into the digital twin data record. To measure the distances and position angles, the propagation times of radio signals can be evaluated or laser measuring devices, TOF image acquisition systems, etc. can be used. In principle, all known measuring systems can be used, with which the position of a given point of the connecting part can be measured with sufficiently high precision, for example to within a tenth of a millimeter of a direction vector detected in three-dimensional space, relative to a predefined reference point in the installation space of the passenger transport installation.

[0028] Furthermore, the detection apparatus may comprise at least one removable portable display device for assisting the assembly personnel. The portable display device may be, for example, a tablet, a laptop, a smartphone, or VR (Virtual Reality) glasses. Together with the above-mentioned elements of the detection apparatus, the following method steps are possible, which support method step S4: Step S4A of displaying on the portable display device activities to be performed by a mechanic using portable tools and connection parts based on an assembly specification, which assembly specification is stored in the central data storage and data processing unit as part of the passenger transport equipment's digital twin data record.

[0029] As is well known, it is almost inevitable that different connection parts very similar to each other are required for the assembly of passenger transport equipment. In case of screw installation, this difference may for example only be in the length of the thread. In order to avoid confusion when using different connection parts, the detection device may comprise a presentation system for the connection parts. Such a presentation system may comprise an output device with an output controller, which releases or outputs only the relevant connection parts to be installed also based on the assembly specifications. Together with the elements of the detection device mentioned above, the following method steps are possible, which support method step S4: Step S4B of automatically providing connection parts using a providing system based on the assembly specification; Step S4C involves installing the indicated connection part by a mechanic using a hand-held tool onto the piece of passenger-transport equipment or at the building in which the passenger-transport equipment is installed, into a connection part receptacle provided for the connection part.

[0030] This delivery system can be managed using a Kanban manufacturing process control approach: an output controller automatically monitors the supply of connection parts and orders the connection parts still to be installed from the supplier when there are less than a predetermined number of connection parts in the delivery system according to the assembly specifications.

[0031] Furthermore, the following method steps may be performed using data of the digital twin data record: A step S11 of simulating the behavior, forces and moments of the attached connection parts interacting with other parts of the passenger transport installation in order to determine material changes and material stresses that are outside of predefined tolerance ranges, the simulation being carried out on a data storage and data processing unit; and Step S12 of determining corrective actions based on the determined material changes and material stresses.

[0032] The method according to the invention thereby makes it possible to simulate the influence of the connection parts on the installed parts immediately after assembly. In other words, the internal stresses caused by the connection parts in the area of ​​the connection part receptacles of the parts can be calculated, from which the geometric changes in the area of ​​these connection part receptacles can be determined. If they do not exceed the tolerances (e.g. permissible material stresses), the assembly is correct. If they do exceed these, incorrectly assembled connection parts, or parts damaged thereby, can be recognized immediately and replaced immediately. As a result of the ongoing logging, when the assembly proceeds, the final inspection carried out after the assembly can be omitted or at least reduced to a minimum, such as a predefined function check. As a result, the assembly quality of the entire passenger transport installation is decisively increased and the time required for start-up tests and acceptance tests between the completion of the passenger transport installation and its handover can be decisively reduced.

[0033] In order to structure the large amount of data generated during assembly into a more consistent and understandable form, the assembly data records can be aggregated on at least one local location detection device and / or on a central location analysis device. The aggregated data records are then periodically entered into designated data fields of the digital twin data record. This aggregation also has the advantage that more data transmission and data processing resources are temporarily available for the simulation operation.

[0034] Preferably, the measurement of the installation position and installation parameters is technically performed with a portable local position detection device during installation, by determining the position of the tool relative to the position of a central position analysis device and / or by determining the current GPS data of the tool during the assembly process. Multiple position detection devices may also be involved, by which distances and angles relative to each other are measured, based on which data in the position analysis device the position of the installed connection parts can be calculated with high precision by high precision localization of the installation tool.

[0035] As already mentioned above, the installation of the connection parts can be documented. In this documentation, not only the installation state can be recorded, but also preferably the entire or at least a substantial sequence of the installation process. The documentation of the completed installation is preferably camera-based.

[0036] In one possible embodiment of the invention, a data storage and data processing unit for documentation and simulation of passenger transport equipment may include a design specification, its parameterization, assembly specification and for each connected part a data field for an identifier, a data field for a position, a data field for measured installation parameters and a data field for documentation. At least the design specification, its parameterization and the data fields for each connected part are compiled in a digital twin data record. The design specification and its parameterization indicate how and which parts of the passenger transport equipment are connected to each other or to parts of the building in which spatial positions relative to each other and to the building and from which parts are connected to each other or to parts of the building in order to build a passenger transport equipment defined according to the customer-specific configuration data.

[0037] The installation specifications contain all the information necessary to assemble the passenger transport equipment in the building. This may include data such as the assembly process, assembly instructions, optical pointers, torques, lubricants and their application amounts. The optical pointers can be integrated into local position detection devices or handheld tools, and can also use, for example, a laser beam to mark the exact points where the connecting parts to be installed are to be assembled based on the target specifications available from the digital twin data record. The data available from the digital twin data record also allows the parts to be assembled with the connecting parts to be projected in the right place and in the right position, for example on the shaft wall of the elevator shaft of the building.

[0038] The data storage and data processing unit does not necessarily have to be present at the assembly site: it can also be implemented by a remote system, in particular a cloud system.

[0039] The method according to the invention may be embodied in a computer program product comprising computer executable instructions for implementing a detection device designed to perform at least the method steps S1 to S10. This computer program product may be persistently stored on a computer readable medium.

[0040] The detection device necessary to carry out the method may comprise the following elements: At least one local location detection device having technical means designed to implement the further above-mentioned steps S2 to S8 of the method, which is preferably designed to be portable and removable, so that it is present at the assembly site only during assembly and can be used at a new assembly site after the assembly work has been completed.

[0041] A central location analysis device having technical means designed to implement the further above-mentioned steps S1, S8 and S9 of the method, which is also preferably configured to be portable and removable.

[0042] At least one removable portable display device for assisting the mechanic, to which instructions regarding the currently performed assembly step are sent, said display device furthermore possibly having an input option by which the performed assembly step can be determined.

[0043] At least one removable portable tool WZ having technical means for recording the identifiers of the installed part VE together with the position and parameters of the installed part VE measured by the portable tool WZ during installation.

[0044] a central data storage and data processing unit having technical means designed to implement steps S10 to S12 described above. Parameters for documentation and simulation of the passenger transport installation may also be stored in the central data storage and data processing unit. To operate the detection apparatus, a communication connection may be set up between the tool, the at least one local position detection device, the central position analysis device and the central data storage and data processing unit.

[0045] A digital twin data record containing the design specification, its parameterization, the assembly specification for each connected part as well as a data field for the identifier, a data field for the position, a data field for the measured mounting parameters and a data field for the documentation of each connected part.

[0046] In addition, the detection device may comprise a provision system for the connection parts, which has technical means designed to implement the method steps S4B and S4C. In other words, the provision system can only release the connection parts required in each case, which are then provided for the next assembly step. As a result, confusion between similar connection parts is eliminated, the assembly steps are precisely structured, and the quality of the assembly work is significantly less dependent on the skills of the assembly workers. As a result, the amount of work involved in checking the compliance after completion of the passenger transport installation can be reduced to only a few functional tests.

[0047] Embodiments of the invention are described below with reference to the accompanying drawings, but it is not intended that either the drawings or the description be construed as limiting the invention. The drawings are only schematic and are not drawn to scale. [Brief description of the drawings]

[0048] [Figure 1]FIG. 1 shows a digital twin data record stored in a data cloud mapping the shown elevator installation together with a passenger transport installation designed as an elevator installation with a detection device according to the invention for applying the method according to the invention. [Diagram 2] FIG. 2 is a diagram illustrating the elements of the detection device and their communication connections and communication network within the detection device shown in FIG. 1 and their interactions divided into steps S1 to S12. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0049] FIG. 1 shows a passenger transport installation 11 designed as an elevator installation, in which two mobile elevator elements 5, 7 in the form of an elevator car 5 and a counterweight 7 are vertically movable in an elevator shaft 25, where the elevator shaft 25 is the installation area of ​​the passenger transport installation 11 in a building 3. The elevator car 5 and the counterweight 7 are held by a suspension means 9 in the form of one or more belts or cables. The support means 9 can be displaced via a drive sheave 13 of a driver 15 provided with a motor in order to move the elevator car 5 and the counterweight 7 suspended thereon in opposite directions in the elevator shaft 25. The ends of the suspension means 9 are respectively fixed to fastening devices 17 in the ceiling 23 of the elevator shaft 25.

[0050] In addition to the above-mentioned movable and permanently installed elevator parts, a number of other elevator parts are accommodated in the elevator shaft 25. For example, the buffer 21 is provided on the floor 19 of the elevator shaft 25. The guide rails 27 can be fixed to the walls of the elevator shaft 25 by means of fastening clips 29 ("brackets"). The guide rails 27 can be used, for example, to guide the elevator car 5 or the counterweight 7 during vertical movement. Adjacent to a floor 37 (shown in dashed lines) of the building 3, a shaft door 31 can also be provided, allowing access to the elevator car 5 resting on the floor 37. Furthermore, sensors 33 or other parts of a sensor system can be provided in the elevator shaft 25, which can interact with corresponding counterparts on the elevator car 5, for example, to be able to determine the exact position of the elevator car 5 in the elevator shaft 25. The sensors 33 and the counterparts thus form a position measurement unit for the position of the elevator car 5. In addition to the elevator parts described above by way of example, further elevator parts can also be arranged in the elevator shaft 25.

[0051] According to the invention, the digital twin data record 111 maps the passenger transport equipment 11 before its physical parts are manufactured and assembled in the building 3 in the correct position and orientation. The digital twin data record 111 thereby accompanies the entire product lifecycle of the passenger transport equipment 11, from planning to assembly and disposal after operation. The data for the digital twin data record 111 may be present, for example, as a CAD data record 112, which reproduces, in particular, as characteristic properties, the geometric dimensions and / or other characteristic properties of the parts forming the passenger transport equipment 11.

[0052] In this case, customer-specific configuration data 178 necessary for planning is used, which were created by the customer or in collaboration with the customer. Such customer-specific configuration data 178 include, for example, the desired transport capacity, the number and floor level of floors 37, the planned or available dimensions of the elevator shaft 25, and the width v, depth u and height w of the elevator car 5 derivable therefrom. The customer-specific configuration data 178 can thus be understood to mean specifications given by the customer on a case-by-case basis, for example when ordering the creation of a passenger transport installation 11. The customer-specific configuration data 178 usually relates to a single passenger transport installation 11 to be created. For example, the customer-specific configuration data 178 can include the general spatial conditions at the installation site, interface information for attachment to the support structure of the building 3, etc. The customer-specific configuration data 178 can further include the customer's wishes regarding functionality, transport volumes, optics, etc.

[0053] In addition, the components of the planned passenger transport facility 11 are specifically selected during its design phase so as to be able to meet the requirements and / or regulations specified for the particular passenger transport facility 11. For this purpose, each component is precisely specified, for example, with regard to its type and mode of operation, and for example, a specific design type of component, such as the fastening clip 29, is selected for a particular application.

[0054] The digital twin data record 111 of the passenger transport facility 11 can be constructed using a computer program 189 from the part model data records 112, which can have different configurations and can be defined by characteristic properties. Each characteristic property of the part model data records 112 is predefined by default, target or actual values. The part model data records 112 usually represent the physical part as a whole, i.e. the information providing the characteristic properties reproduces the physical part in virtual form as accurately as possible. In other words, the characteristic properties can relate to individual parts of which larger and more complex part groups are composed.

[0055] The creation of the digital twin data record 111 may be automatic, as long as an unambiguous selection of part model data records 112 is possible based on the customer-specific configuration data 178. As soon as a selection between different similar parts or part model data records 112 that map said parts is possible, available part model data records 112 of parts of the passenger transport installation 11 may be selected from one or more databases 115, 175 via a graphical user interface 173 of the input / output interface 103, e.g. a laptop as shown, and entered into the digital twin data record 111 via a predefined interface 135. Standard parts of the elevator installation 11, illustrated in the database 175 as part model data records 112, such as various counterweight part model data records 177, guide rail part model data records 179, shaft door part model data records 161, car door part model data records 163, drive part model data records 181, and suspension means part model data records 183 in various suspension means guide variants, may be available for selection. Logically, the virtual image 171 of the digital twin data record 111 may also be displayed on the input interface / output interface 103.

[0056] The predefined interfaces 135 are characteristic features that define coordinates on the part model data records 112 in the three-dimensional virtual space, at which positions in space they can be connected to other part model data records 112 using the recorded data of the connection parts VE or the attachment data records DS (see also FIG. 2). The target data of those predefined interfaces 135 generated for the digital twin data record 111 are generated and processed by the machine-readable instructions 191, in particular when the digital twin data record 111 is created, so that, taking into account the customer-specific configuration data 178 and the configurable master assembly plan (product-specific generative assembly plan and parts list) implemented in the machine-readable instructions 191, each selected part model data record 112 and thus all part model data records required to form the digital twin data record 111 can be correctly positioned with respect to each other in the three-dimensional virtual space in the target configuration.

[0057] Characteristic properties of a part model data record 112 within the meaning of the present invention may be geometric dimensions q, r, s, surface properties, physical properties, dynamic properties, etc. of the part mapped therewith, as shown in the example of a cage part model data record 153. Geometric dimensions may be, for example, the length, width, height, cross-sectional area, radius, fillets, etc. of the part. The surface quality of the part may include, for example, roughness, texture, coating, color, reflectivity, etc. Physical properties may be weight or material density, elastic modulus, conductivity, moment of inertia, bending strength value, etc. Dynamic properties may be the degrees of freedom of movement, velocity profile, etc. associated with the part model data record.

[0058] However, characteristic properties can relate not only to individual parts, but also to groups of parts within independent subsystems, in other words, characteristic properties can also refer to more complex equipment consisting of multiple parts, such as drive motors, gear units, suspension means 9, etc. During the product lifecycle of a passenger transport facility 11, characteristic properties of its digital twin data record 111 can change from default values ​​to target values ​​of actual measurements.

[0059] Default values ​​within the meaning of the present invention are values ​​that predefine characteristic properties of the part model data record 112. This means, for example, that the default values ​​of the part model data record 112 configured as the guide rail part model data record 179 mapping the guide rail 27 define a standard length in the sense of a placeholder. The cross-sectional shape of this guide rail part model data record 179 can also be predefined by default values. Here, it is clear that the cross-sectional shape is already well defined by default values, but the characteristic property of the guide rail part model data record 179 that represents the length of the guide rail 27 has to be adapted when the digital twin data record 111 is created. Information obtained from the manufacturer's specifications is also often sufficient as default values ​​for characteristic properties that reproduce the material-specific properties of the part, such as its elastic modulus, impact strength, etc.

[0060] Target values ​​within the meaning of the present invention are values ​​that define characteristic properties of the part model data record 112 in the target configuration. Such target values ​​are typically defined by or may be calculated on the basis of the customer-specific configuration data 178 for the planned passenger transport facility 11. For example, in the case of the car part model data record 153, the width s, depth r and height q of the elevator car are calculated from the desired transport capacity of the passenger transport facility 11, which is recorded in the customer-specific configuration data 178.

[0061] In the case of the above-mentioned part model data record 112 configured as a guide rail part model data record 179, the default value for the length, defined as a standard length in the sense of a placeholder, is now replaced by a target value specified by the customer-specific configuration data 178. If necessary, this target value is also given a tolerance specification.

[0062] Actual values ​​within the meaning of the present invention are values ​​determined by measurements, checking and tests for a physical part that is virtually mapped by the part model data record 112 and produced accordingly. In the case of the car part model data record 153, the desired values ​​defining its characteristic properties width s, depth r and height q are now modified by the measured width P, measured depth O and measured height N.

[0063] As more characterizing properties of the part model data records 112 are defined by actual measurements, the more precise the simulation environment as a whole becomes, and the more precisely the effects of assembly operations on the parts of the assembled passenger transportation facility 11 can be determined in the simulation environment. For the reasons discussed above, the part model data records 112 of the digital twin data records 111 that serve as the simulation environment can be characterized by a mix of default values, target values, and actual measurements. The close one-to-one relationship between the digital twin data records 111 and the physical passenger transportation facility 11 is represented by the double arrow 113.

[0064] The digital twin records 111 can be created and used by means of the programmable device 101. The programmable device 101 may be a single device such as a personal computer, a laptop, a mobile phone, a tablet, etc. However, the programmable device 101 may also comprise one or several computers. In particular, the programmable device 101 may be formed from a computer network that processes data in the form of a cloud. For this purpose, the programmable device 101 may have a storage medium 115 already described, in which the data of the digital twin data records 111 of various configurations and the part model data records 112 required for their creation may be stored, for example in electronic or magnetic form. The programmable device 101 may also have data processing options. For example, the programmable device 101 may have a processor 117, with which data from all those part model data records 112 and machine-readable program instructions 191 of the computer program product 189 may be processed, in particular program instructions for creating or generating the three-dimensional digital twin data records 111.

[0065] The programmable device 101 may also have a device interface, symbolically represented by a double arrow 119, through which interface data may be input to and / or output from the programmable device 101. The programmable device 101 may also be implemented in a spatially distributed manner, for example when data is processed in a data cloud distributed over multiple computers.

[0066] In particular, the programmable device 101 can be programmable, i.e. prompted by a computer program product 109 suitably programmed to execute or control the computer processable steps and data of the method 151 according to the invention described in relation to FIG. 2.

[0067] The computer program product 109 may include instructions or code, for example, for causing the processor 117 of the programmable device 101 to store, read, process and modify data generated by the sensing device 201, set up a simulation environment for performing a simulation 141 (see FIG. 2) based on the three-dimensional digital twin data records 111, execute optimization routines, etc. In particular, the computer program product 109 may include program instructions 107 that may be written in any computer language and that may be processed in a simulation 141 based on the digital twin data records 111. The computer program product 109 may be stored on any computer readable medium 105, for example flash memory, CD, DVD, RAM, ROM, PROM, EPROM, etc. The computer program product 109 and / or data processed thereby may be stored on a server or several servers, for example a data cloud, from where it may be downloaded via a network, for example the Internet.

[0068] In order to be able to carry out the method 151 according to the invention shown in Fig. 2 for the digital documentation and simulation of the passenger transport installation 11, a detection arrangement 201 is used during the assembly work, as symbolically shown in Fig. 1, which comprises at least one central position analysis device PAG, at least one local position detection device PEG, at least one portable tool WZ having technical means for recording data from the connection parts VE attached with the tool WZ as well as positions and parameters of the connection parts VE measured by the portable tool WZ during the attachment, and a central data storage and data processing unit ZD in which the parameters for the documentation and simulation of the passenger transport installation 11 are stored. The detection arrangement optionally further comprises a provision system BSS which outputs the connection parts VE on the basis of an assembly process for the assembly of the parts of the passenger transport installation 11.

[0069] FIG. 2 thereby illustrates the elements of the detection device 201 shown in FIG. 1, their communication connections, the communication network and their interactions, as well as a method 151 that may be performed using those elements, divided into steps S1 to S12.

[0070] The detection device 201 comprises in particular the following elements: a central position analysis device PAG, by means of which the data determined by the tools WZ1, WZ2, ..., WZn of the detection device 201 are analyzed and compiled to form a mounting data record DS and assigned to the correct interface 135; At least one local location detection device PEG1, PEGn, uniquely assigned to a central location analysis device PAG; at least one portable tool WZ1, WZ2, ..., WZn, having technical means for recording data from the connecting parts VE, VE1, which are attached using the tools WZ1, WZ2, ..., WZn; a central data storage and data processing unit ZD in which parameters for the documentation and simulation of the passenger transport installation 11 are stored, Optionally, providing system BSS, providing connecting parts VE, VE1, Optionally, at least one portable display device DG for assisting the mechanic.

[0071] In the following text, the elements of the detection device 201 and the connecting parts VE, VE1 which occur multiple times are specifically distinguished with respect to their reference signs for reasons of clarity only insofar as they relate to an exemplary assembly process of the connecting part VE1. In general, the tool bears the reference sign WZ, the local position detection device bears the reference sign PEG and the connecting parts bear the reference sign VE.

[0072] Since the elements of the detection device 201 located in the building 3 are only needed during the assembly of the passenger transport installation 11, the central position analysis device PAG and the at least one position detection device PEG as well as the tools WZ and optional parts are preferably designed to be portable and removable from the building 3. The central data storage and data processing unit ZD may be provided in a programmable device 101, as shown in FIG.

[0073] A communication connection is set up between the above-mentioned elements of the detection arrangement 201, via which connection the data recorded and generated by the tool WZ of the connection part VE attached with the tool WZ is transmitted via at least one local position detection device PEG and a central position analysis device PAG to a central data storage and data processing unit ZD which enters this data, preferably processed as an attachment data record DS, in a position-defined manner into the digital twin data record 111.

[0074] The communication connection between the tool WZ and the central data storage and data processing unit ZD may have the following architecture: - a first wireless or wired communication connection K1A, K1B between the central location analysis device PAG and the central data storage and data processing unit ZD, which is established according to method step S1 either via the communication module 43 of the controller 41 of the passenger transport installation 11 or via a direct Internet connection, a second communication connection K2 established between the central location analysis device PAG and at least one local location detection device PEG according to the illustrated method step S2, and - a third wireless or wired communication connection K3 which is established in accordance with the illustrated method step S3 between the local position detection device PEG and the portable tools WZ connected thereto, each portable tool WZ being uniquely assigned to the position detection device PEG.

[0075] The detection arrangement 201 is preferably set up in the building 3 before the actual installation of the passenger transport installation 11. Here, as shown in Fig. 1, at least the central position detection device PEG of the detection arrangement 201 is placed at a suitable position in the area of ​​the passenger transport installation 11 to be created in the building 3. If the position detection device PEG is not fixedly connected to the tool WZ, it may be placed at a distance away from the position analysis device PAG in the area of ​​the passenger transport installation 11 to be created.

[0076] Due to the geometrical and electrical conditions in the building 3 as well as regulations, such as reinforced concrete parts where radio signals cannot be transmitted or are transmitted only with low quality, it is virtually impossible to locate the installed connection part VE from outside the building 3, for example using a GPS system. In addition, it is virtually impossible to determine the installation position POS of the installed connection part VE1 with the accuracy required for the simulation. It is therefore advantageous to split the communication connection between the tool WZ and the central data storage and data processing unit ZD as already described and illustrated in FIG. 2 into several individual communication connections K1A, K1B, K2, K3 and to use elements of the detection device 201, which are to some extent temporarily installed in the building 3 as a local GPS system.

[0077] To establish the first wireless or wired communication connection K1A, the central location analysis device PAG can be connected to a bus or interface of the controller 41 of the passenger transport installation 11 using a suitable cable. The connection of the central location analysis device PAG to the bus or interface of the passenger transport installation 11 using a suitable cable has the advantage that the wired connection increases the protection against manipulation of the installation. On the other hand, if long distances have to be effected between the central location analysis device PAG and the controller 41 of the passenger transport installation 11 and a cable connection would pose a risk to occupational and operational safety, a wirelessly implemented communication path or partial communication path may be necessary.

[0078] The communication module 43 is integrated with or connected to the controller 41, via which module data can be exchanged between the central location analysis device PAG and the central data storage and data processing unit ZD. The communication between the communication module 43 and the central data storage and data processing unit ZD can be wireless, but also wired for large-scale installations or security reasons. For safety reasons, the installation data record DS can alternatively be uploaded first to a portable computer belonging to the mechanic, who then transmits the data via the communication module 43 to the central data storage and data processing unit ZD. Furthermore, the separation between the communication connections allows the installation data record DS to be aggregated in the central location analysis device PAG before further data transmission and a change in communication technology.

[0079] In a further advantageous embodiment, the first communication connection K1B between the central location analysis device PAG and the data storage and data processing unit ZD can comprise a complete wireless communication path or a partial communication path, for this purpose the central location analysis device PAG has communication means (not shown in detail), by means of which it can be directly connected to a transmission network, for example a cellular network. Data can be transmitted substantially wirelessly between the central location analysis device PAG and the data storage and data processing unit ZD via this communication connection K1B.

[0080] For the reasons already mentioned above, the second communication connection K2 can be technically implemented wirelessly or wired. It is only necessary that each local location detection device PEG is uniquely assigned to the central location analysis device PAG. The separation of the first and second communication connections K1A, K2 or K1B, K2 allows one of the communication connections to be wireless and the other wired. This separation further allows switching between wireless communication technologies such as Bluetooth, NfC, infrared, RFID, Wi-Fi, WirelessHART, WirelessUSB or ZigBee depending on the geometrical and electrical conditions and regulations in the building 3 surrounding the passenger transport installation 11. The separation between the communication connections naturally also provides the possibility of aggregating the attachment data records DS before further data transmission in the local location detection device PEG.

[0081] A third wireless or wired communication connection K3 is established between the local position detection device PEG and the respective connected portable tool WZ, each portable tool WZ being uniquely assigned to the position detection device PEG. For reasons and advantages already explained in detail above, this third communication connection may also be technically implemented wirelessly or wired. Alternatively, the local position detection device PEG may be integrated with the associated portable tool WZ. As mentioned above, a plurality of tools WZ1, WZ2, ..., WZn and a plurality of local position detection devices PEG1, PEG2, ..., PEGn may of course be used on a building site for assembly.

[0082] As explained above, as soon as the communication connections K1A, K1B, K2, K3 have been established, the assembly of the parts 29, 39 of the passenger transport installation 11 can start. These parts 39, 55 are created in association with the digital twin data record 111, and therefore also logically exist. The generation of the installation data record DS and the location-defined input into the digital twin data record 111 are carried out on the central data storage and data processing unit ZD according to the method steps S4 to S12 described below and also shown in Fig. 2. Step S4 is further divided into sub-steps S4A to S4C.

[0083] By way of example of at least some connection parts VE of a passenger transport installation 11, a possible sequence of the method 151 according to the invention is explained in more detail below with reference to the connection part VE1 shown in FIG.

[0084] 1 and 2 , since the installation data record DS1 contains the installation data of the assigned connection part VE1, which connects two parts 39, 55 of the passenger transport facility 11 to each other and further to the building 3 via the connection part receptacle 35, this installation data record DS1 can be assigned to a corresponding interface 135 in the digital twin data record 111. The connection part receptacle 35 thereby serves as an interface for the parts 39, 55.

[0085] The spatial coordinates or mounting position POS defining the position of the associated mounting data record DS can be related to the reference point RP of the digital twin data record 111 (see FIG. 1 ), whose reference coordinates x′, y′ relative to the cushion part model data record 165 correspond, for example, to the measured coordinates x, y of the cushion 21 relative to the position analysis device PAG. Naturally, further options can also be used here to create a positionally defined relationship between the physical passenger transport equipment 11 and the three-dimensional virtual model of the digital twin data record 111.

[0086] If a portable display device DG is present, then in substep S4A the activities performed by the mechanic may be displayed on this portable display device DG. The displayed information is part of the assembly or installation specification, which is preferably stored in the digital twin data record 111 of the central data storage and data processing unit ZD.

[0087] The activities to be performed in each case, defined according to the assembly specification MS or the installation specification for the relevant pending assembly step, are displayed to the mechanic on the portable display device DG. Such instructions may for example be written as follows: "Using the connection part VE1, fix the part 55 together with the second part 39 to the building 3 at a specific installation position POS, x, y, z of the installation space of the building 3 and tighten this connection with a predetermined torque M."

[0088] If a provision system BSS is present, in a next sub-step S4B the connection parts VE1 required for the above-mentioned activities can be automatically provided by the provision system BSS on the basis of the assembly specification MS, in which sub-step S4B corresponding control signals are sent from the central data storage and data processing unit ZD to the provision system BSS.

[0089] In the next step S4C, the displayed connection part VE1 together with the parts 39, 55 of the passenger transport installation 11 are attached in the building 3 by a mechanic using a portable tool WZ2 in the specified location. The tool WZ2 and / or the local position detection device PEG and / or the central position analysis device PAG may have a pointer PT which marks the specified attachment position in the installation space of the building 3, for example using a laser beam. The data required for this can be transmitted from the central data storage and data processing unit ZD to the pointer PT via the established communication connections K1A, K1B, K2, K3. As shown, the local position detection device PEG2 can be integrated in the tool WZ2, so that the communication connection K3 is here effected over a very short distance.

[0090] In the illustrated example, a mechanic uses a connection part VE1 to fasten two parts 39, 55 to a building 3 via its connection part receptacle 35 with a predetermined torque M. The torque M specified in the specifications can be automatically transmitted to the tool WZ2 to trigger its trigger mechanism, which avoids a further source of error during installation.

[0091] In the next step S5, the identifier ID of the installed connecting part 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.

[0092] The identifier ID can be determined, for example, by means of a suitable reading device, which can record a unique marker of the connection part VE1. If the connection part VE1 does not have a one-to-one marker, as is the case in most cases, the identifier ID can also be assigned continuously by the tool WZ. The parts 39, 55 to be assembled of the passenger transport installation optionally have markers MK1, MK2 that can also be detected by the tool WZ. Detection of the markers MK1, MK2 allows a continuous check based on the digital twin data record 111 as to whether the correct parts 39, 55 are actually installed in the corresponding installation positions.

[0093] The mounting position POS can be measured using a positioning sensor, such as a GPS-based sensor, arranged on the tool WZ2 and / or on the local position detection device PEG and / or on the central position analysis device PAG. Here, preferably, GPS-based triangulation or differential GPS is used. Alternatively, the mounting position can be measured using a laser-based positioning method, preferably using laser-based positioning sensors that communicate with each other. Of course, the positioning sensors (not shown in detail) can also be independent elements of the detection arrangement 201 and can be connected to the tool WZ and / or the local position detection device PEG and / or the central position analysis device PAG via their own communication connections.

[0094] In the illustrated example, the mechanic determines the identifier ID of the connection part VE1, which is installed using the tool WZ2, and detects the installation position POS of the connection part VE1 in the building 3, for example via the position of the tool WZ2 relative to a central position analysis device PAG when a specified torque M or a start-up torque of the connection part VE1, designed as a screw, is reached. In addition, the mechanic uses the tool WZ to measure installation parameters EP, such as the torque M applied at the end of the screwing process.

[0095] In the next step S6, which takes place after or during the screwing process, a documentation DK of the installation can be created by the tool WZ2. The documentation DK can be done, for example, by means of the camera 57 and, optionally, further by extracting features from the camera images. Matches and / or mismatches between the actual information read from the camera images regarding the installed parts and, if applicable, their installation on the one hand and the target specifications from the digital twin data record 111 on the other hand can be determined and these can be added to the installation data record DS as documentation DS.

[0096] In a next step S7, an installation data record DS1 is preferably compiled on the local position detection device PEG2 and assigned to the portable tool WZ2 used to install the corresponding connecting part VE1. The installation data record DS1 contains at least the determined identifier ID of the installed connecting part VE1, its measured position POS, its measured installation parameters EP and optionally documentation DK. If necessary, several installation data records DS are aggregated on the local position detection device PEG2 before further data transmission.

[0097] In a next step S8, the attachment data record DS is transmitted from the at least one local location detection device PEG1, PEG2, . . . , PEGn via a second communication connection K2 to the central location analysis device PAG.

[0098] Transmission via this second communication connection K2 allows switching between wireless communication technologies such as Bluetooth, NfC, infrared, RFID, Wi-Fi, WirelessHART, Wireless USB or ZigBee depending on the geometrical and electrical conditions and regulations in the installation space of the passenger transport equipment 11 in the building 3.

[0099] In the next step S9, the installation data records DS can be transmitted from the central location analysis device PAG directly via the first communication connection K1B to the central data storage and data processing unit ZD. If necessary, a plurality of installation data records DS are further aggregated on the central location analysis device PAG before transmission. The change between the above-mentioned wireless communication technologies can also be performed by means of the first communication connection K1B. Alternatively, as also illustrated in FIG. 2, the first communication connection K1A can also be established to the data storage and data processing unit ZD via the communication module 43 of the controller 41 of the passenger transport installation 11. In this case, the installation data records DS can also be stored in a local data store LS of the controller 41 in order to persistently link them to the passenger transport installation 11 as digital assembly documentation.

[0100] In a next step S10, there is a location-defined input of the attachment data record DS and associated metadata, in particular log data, into fields provided in the digital twin data record 111 provided for this purpose on the central data storage and data processing unit ZD.

[0101] In this case, the installation data record DS and the associated metadata are further processed using the data of the digital twin data record 111. The installation data record DS can be assigned to an associated interface 135 and stored in the digital twin data record 111. In addition, based on the measured position POS, the actual spatial position of the associated interface 135 and the part model data record 112 connected to each other at this interface 135 can be tracked in the virtual three-dimensional space with respect to the original defined target position, thereby realizing a more precise match between the digital twin data record 111 and the passenger transport facility 11 mapped thereby. Characteristic properties of the part model data record 112 may also be changed as a result of the data in the installation data record DS, whereby they can be redetermined by simulation (see steps S11 and S12 below) and the calculated results and previous characteristic properties in the corresponding part model data record 112 updated.

[0102] The digital twin data records 111 may be represented in the central data storage and data processing unit ZD by a database DB having a suitable data structure, or the digital twin data records 111 and / or the attachment data records DS and the associated metadata may be represented by XML documents having a suitable grammar, for example in XSD.

[0103] Thereby, the data storage and data processing unit ZD contains, for each of the passenger transport equipment 11 to be installed, at least one design specification, its parameterization, installation or assembly specification MS and connecting parts VE, a digital twin data record 111 having data fields for the data of the associated installation data record DS.

[0104] As already mentioned, the data storage and data processing unit ZD can be technically implemented by a remote system or programmable device 101, in particular by a cloud memory for the data storage unit and a cloud computing system or host server for the data processing unit. As explained in step S9, it is possible to locally store the attached data records DS in a local persistent data store LS connected to the controller 41 of the passenger transport facility 11. In this case, this local data store LS is regularly synchronized with the data store in the programmable device 101. Such data synchronization between local and remote data storages is common in cloud solutions at user-defined times depending on the rate of change of the data, such as once every 10 minutes, hourly or daily.

[0105] In the next step S11, using the data of the digital twin data record 111 and the installation data record DS, a simulation 141 of the behavior, forces and moments of each installed connection part VE interacting with other physical parts of the passenger transportation equipment 11 can be performed in order to determine material changes and material stresses outside predefined tolerance ranges, the simulation being carried out on a data storage and data processing unit ZD.

[0106] The simulation 141 of the behavior, forces and moments can be carried out using common software solutions such as MATLAB, SIMULINK or MAPLE with the aid of programs for calculating finite elements. As already explained above, the simulation 141 can also be carried out on a cloud computing system or a host server. Such solutions scale better than local computing power, since the computing power is only provided and paid for at the time of the simulation 141. Figure 2 shows a symbolic simulation 141 of the assembled connection part VE1, where the crushing of the connection part receptacle 35 due to the application of an excessively high torque M is shown in an exaggerated manner.

[0107] This means that the installation data record DS recorded during assembly and entered in the digital twin data record 111 may also affect at least one characteristic property of at least one part model data record 112 or this characteristic property of the part model data record 112 needs to be updated accordingly. In particular, this means that the installation data record DS usually relates to multiple characteristic properties from multiple part model data records 112. The simulation 141 can calculate the respective changes of said characteristic properties for each affected part model data record 112 from the recorded installation parameters EP of the tool WZ using the geometrical relations available in the digital twin data record 111, the physical properties stored in the part model data record 112 and known calculation methods from the fields of physics, mechanical engineering and material mechanics. The changed characteristic properties of the affected part model data records 112, determined on the basis of the recorded installation data record DS, can now be evaluated in order to determine whether the assembly was performed correctly at the time or not. In particular, if for example a screw is over-tightened, a plastic damping element, which is also pressurized thereby, may break. A corresponding simulation 141 can therefore be performed using data measured by the tool WZ, which is transmitted in relation to position to the digital twin data record 111 as an attachment data record EP.

[0108] In a next step S12, corrective actions may be determined based on the material changes and material stresses determined by the simulation 141.

[0109] If the simulation 141 of the behavior, forces and moments of the attached connection parts VE interacting with other physical parts 39, 55 of the passenger transport installation 11 results in material changes and material stresses outside predefined tolerance ranges, corrective actions can be initiated immediately after the faulty assembly to analyze and, if necessary, replace the corresponding parts 39, 55. These preventive measures make it possible to avoid long unscheduled downtimes of the passenger transport installation 11, and spare parts can be delivered at an early stage to correct those assembly errors.

[0110] By the described position detection, it is also clearly evident which damping elements still need to be replaced before the physical passenger transport equipment 11 is put into operation. In this way, serious damage to other components that may occur during start-up can be avoided. In addition, components damaged due to assembly errors may also affect adjustments made to the passenger transport equipment 11 before or during start-up, which may lead, for example, to high energy consumption and high wear during subsequent operation.

[0111] It may also be that parts of the passenger transport facility 11 need to be adjusted before or even during assembly. Such adjustments may be, for example, the brake torque in the case of elevator safety brakes, or the maximum allowed speed in the case of speed monitoring. These adjustments may also be stored as data in the digital twin data record 111 and later retrieved and used in the simulation 141.

[0112] Furthermore, a log 261 specifying the retrieved part-specific information and, where applicable, the installation-specific information for all or selected parts of the passenger transport installation 11, in particular for functionally critical parts, may be output. In other words, the information determined as part of the method 151 regarding the parts of the passenger transport installation 11 installed in the building 3 can be entered into the installation data record DS or part thereof in fields provided for this purpose in the digital twin data record 111 on the central data storage and data processing unit ZD and recorded in the log 261.

[0113] Such a log 261 may be output in a human readable form, for example the log 261 may be printed as a list, in which for example all of the parts 39, 55, VE, VE1 housed in the building 3 may be listed together with their installation specific information or installation data records DS.

[0114] Alternatively, the log 261 may be created in a machine-readable manner, for example as an electronic log. In addition, the retrieved installation data records DS may be compared with a target specification. In this case, for example, a log 261 listing matches and / or mismatches between the installation data records DS and the target specification may also be output. The matches and / or mismatches regarding the installation data records DS may be included in the log 261 for part-specific information or a separate log 261 for the installation data records DS may be created.

[0115] It should be noted that some of the possible features and advantages of the present invention have been described herein with reference to different embodiments, and those skilled in the art will appreciate that the features may be combined, adapted, or exchanged as appropriate to arrive at further embodiments of the present invention.

[0116] Finally, it should be noted that terms such as "comprises", "having" and the like do not exclude other elements or steps, and words such as "a" or "an" do not exclude a plurality. Furthermore, it should be noted that features or steps described with reference to one of the above embodiments can be used in combination with other features or steps of other embodiments described above. Reference signs in the claims should not be considered as limiting.

Claims

1. A method (151) for digital documentation and simulation of a passenger transport facility (11) using a detection device (201), the detection device (201) comprising: a central location analysis device (PAG), at least one local position detection device (PEG), at least one portable tool (WZ) having technical means for recording data from the connecting parts (VE) attached with said tool (WZ) together with the positions (POS) and attachment parameters (EP) of the connecting parts (VE) measured by the portable tool (WZ) during attachment, - a central data storage and data processing unit (ZD) in which parameters for the documentation and simulation of the passenger transport installation (11) are stored, communication connections (K1A, K1B, K2, K3) are set up between the tool (WZ), at least one local position detection device (PEG), a central position analysis device (PAG) and a central data storage and data processing unit (ZD), - an installation data record (DS) is generated using the data of the installed connection parts (VE) transmitted from the tool (WZ) via at least one local position detection device (PEG) and a central position analysis device (PAG) to a central data storage and data processing unit (ZD), the installation data record (DS) contains at least one identifier (ID) for the assigned installed connection part VE, its measured position (POS) and the installation parameters (EP) measured by the tool (WZ), - These attachment data records (DS) are entered in a location-defined manner into a digital twin data record (111) that maps the physical passenger transport equipment (11), a method (151).

2. Using a detection device (201), A step S1 of setting up a first communication connection (K1A, K1B) between a central location analysis device (PAG) and a central data storage and data processing unit (ZD), A step S2 of setting up a second communication connection (K2) between a central location analysis device (PAG) and at least one local location detection device (PEG), each local location detection device (PEG) being uniquely assigned to the central location analysis device (PAG); a step S3 of setting up a third communication connection (K3) between the local position analysis device (PEG) and at least one tool (WZ); a step S4 of assembling at least one part (33, 55) of the passenger transport installation (11) in the building (3) provided for this purpose with the aid of a tool (WZ) and a connecting part (VE); S5, determining an identifier (ID) for the attached connection part (VE) using the tool (WZ), measuring attachment parameters (EP) using the tool (WZ) and measuring the attachment position (POS) of the connection part (VE) using a local position detection device (PEG) during attachment; Step S6 of documentation (DK) of the installation process using the tool (WZ); a step S7 of compiling, in at least one local position detection device (PEG) associated with the portable tool (TM), an installation data record (DS) comprising the identified identifier (ID) for the installed connection part (VE), its measured position (POS), the measured installation parameters (EP) and the documentation (DK), a step S8 of transmitting the attachment data record (DS) from the at least one local location detection device (PEG) to the central location analysis device (PAG) via a second communication connection (K2); a step S9 of transmitting the attachment data record (DS) from the central location analysis device (PAG) via a first communication connection (K1A, K1B) to a central data storage and data processing unit (ZD), Step S10 of location-defined input of the attachment data record (DS) and associated metadata into fields provided in the digital twin data record (111) of the passenger transport installation (11) provided for this purpose on a central data storage and data processing unit (ZD). The method of claim 1 , further comprising:

3. The method (151) of claim 2, wherein the associated metadata includes log data.

4. 4. The method (151) according to claim 2 or 3, wherein the first communication connection (K1A) is set up via a communication part (43) of the passenger transport installation (11).

5. The detection device (201) comprises at least one removable portable display device (DG) for assisting the mechanic and for assisting the method step S4, and using the detection device (201) A method (151) according to any of claims 2 to 4, wherein a step S4A of displaying on a portable display device (DG) an activity to be performed by a mechanic is carried out using a portable tool (WZ) and connection parts (VE) based on an assembly specification (MS), the assembly specification (MS) being stored in a central data storage and data processing unit (ZD) as part of a digital twin data record (111) of the passenger transport facility (11).

6. The detection device (201) comprises a provision system (BSS) for the connection part (VE) and for supporting the method step S4, using the detection device (201) Step S4B of automatically providing connection parts (VE) using a provision system (BSS) based on the assembly specification (MS); a step S4C of mounting the indicated connection part (VE) on the part (39, 55) of the passenger transport installation (11) or in the building (3) in which the passenger transport installation (11) is installed, by a mechanic using a portable tool (TM) in a connection part receptacle (35) provided for said connection part (VE); The method (151) of claim 5, wherein:

7. Using the data from the digital twin data record (111), a step S11 of simulating (141) the behavior, forces and moments of the attached connecting part (VE) interacting with other parts (39, 55) of the passenger transport installation (11) in order to determine material changes and material stresses which are outside of a predefined tolerance range, the simulation (141) being carried out on a data storage and data processing unit (ZD); Step S12 determining corrective actions based on the determined material changes and material stresses. The method (151) according to any one of claims 2 to 6, wherein:

8. The method (151) according to any one of claims 1 to 7, wherein the attachment data records (DS) are aggregated in at least one local location detection device (PEG) and / or a central location analysis device (PAG).

9. The method (151) according to any one of claims 1 to 7, wherein the measurement of the installation position (POS) and installation parameters (EP) is technically performed using a portable local position detection device (PEG) during installation by determining the position of the tool (WZ) relative to the position of a central position analysis device (PAG) and / or by determining current GPS data of the tool (WZ) during the assembly process.

10. The method (151) according to any one of claims 2 to 9, wherein the documentation (DK) of the performed installation is camera-based.

11. The method (151) according to any one of claims 1 to 10, wherein a data storage and data processing unit (ZD) for documentation and simulation of a passenger transport installation (11) contains for each design specification, its parameterization, assembly specification (MS) and connection part (VE) a data field for an identifier (ID), a data field for the mounting position (POS), a data field for measured mounting parameters (EP) and a data field for documentation (DK), all of which are combined in a digital twin data record (111).

12. The method (151) of claim 1, wherein the data storage and data processing unit (ZD) is implemented in a programmable device (101).

13. The method (151) of claim 1, wherein the data storage and data processing unit (ZD) is implemented in a remote system or in a cloud system.

14. A computer program product (109) comprising computer executable instructions (107) for implementing a detection device (201) designed to implement at least the method steps S1 to S10 of claim 2 or 3.

15. A computer readable medium (105) having a persistently stored computer program product (109) according to claim 14.

16. A detection device (201) for carrying out the method (151) according to any one of claims 2 to 13, comprising: at least one local positioning device (PEG) having technical means designed to implement steps S2 to S8 of the method (151); a central location analysis device (PAG) having technical means designed to implement steps S1, S8 and S9 of the method (151), at least one display device (DG) for assisting the mechanic, at least one portable tool (WZ) having technical means for recording an identifier (ID) of the attached part (VE) together with the position (POS) and the attachment parameters (EP) of the attached part (VE) measured by the portable tool (WZ) during the attachment of the connecting part (VE); a central data storage and data processing unit (ZD) having technical means designed to implement steps S10 to S12 and in which installation parameters (EP) for the documentation and simulation (141) of the passenger transport installation (111) are stored, communication connections (K1A, K1B, K2, K3) can be set up between the tool (WZ), at least one local position detection device (PEG), a central position analysis device (PAG) and a central data storage and data processing unit (ZD), a design specification, its parameterization, an assembly specification (MS) and a digital twin data record (111) for each connected part (VE) comprising a data field for the identifier (ID), a data field for the mounting position (POS), a data field for the measured mounting parameters (EP) and a data field for the documentation (DK); Detection device (201).

17. The detection device (201) according to claim 16, further comprising a provision system (BSS) for a connection part (VE), the provision system (BSS) having technical means designed to perform steps S4B and S4C of the method (151).

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