METHOD AND DEVICE FOR MONITORING A PASSENGER TRANSPORT SYSTEM USING A DETECTION DEVICE AND A DIGITAL DOUBLE

Abstract

The disclosure relates to monitoring a state of a physical passenger transport system. A method comprises monitoring the state of the passenger transport system using an updated digital-double dataset (UDDD) that reproduces in a machine-processable manner characterizing properties of components of the physical passenger transport system in an actual configuration after its assembly and installation. At least one detection device is arranged in the conveyor belt of the physical passenger transport system that detects accelerations and changes in position in all three axes during operation, which are transmitted to the virtual conveyor belt of the UDDD. Using dynamic simulations, forces, impulses and vibrations resulting from the dynamic behavior of the conveyor belt, which act on the virtual components of the virtual conveyor belt, corresponding to the physical components, and on the virtual components which interact with the virtual conveyor belt, can be determined and evaluated.

Claims

1. A method for monitoring a state of a physical passenger transport system using an updated digital-double dataset UDDD which comprises characterizing properties of components of the physical passenger transport system in a machine-processable manner, wherein: the UDDD is assembled from component model datasets that comprise data which were determined by measuring characterizing properties on the physical passenger transport system after it was assembled and installed in a structure; the physical passenger transport system comprises a continuously arranged conveyor belt including at least one escalator step or pallet with a detection device, configured to detect accelerations and changes in position detected in all three axes during operation of the physical passenger transport system and output the detected accelerations and changes in position as measurement data; said measurement data are transmitted to the UDDD; with dynamic simulations, forces, impulses and vibrations resulting from the measurement data, which act on the virtual components of the virtual conveyor belt, corresponding to the physical components, and on the virtual components which interact with the virtual conveyor belt, can be determined and evaluated using the UDDD.

2. The method of claim 1, wherein the measurement data of the accelerations and changes in position transmitted by the detection device are stored with time information in a log file.

3. The method of claim 2, wherein, based on the measurement data of the accelerations and changes in position stored in the log file as well as operating data stored in the log file, a change trend in the measurement data can be determined using stochastic methods.

4. The method of claim 3, wherein the monitoring of the state of the physical passenger transport system comprises a simulation of future characterizing properties of the physical passenger transport system using the UDDD and is based on change trends of the accelerations and changes in position.

5. The method of claim 1, wherein the accelerations and changes in position detected by the detection device are examined for periodically occurring peaks and, in the event of peaks, are assigned to a point on a guide path of the physical conveyor belt or, after the transmission of the measurement data to the UDDD, assigned to a point of a virtual guide path.

6. The method of claim 1, further comprising a creating the UDDD, wherein creating the UDDD comprises: creating a commissioning digital-double dataset with target data which reproduce characterizing properties of components of the passenger transport system in a target configuration; creating a finalization digital-double dataset based on the commissioning digital-double dataset by measuring actual data which reproduce characterizing properties of components of the physical passenger transport system in the actual configuration of the passenger transport system immediately after its assembly and installation in a structure, and replacing target data in the commissioning digital-double dataset with corresponding actual data; and creating the UDDD based on the finalization digital-double dataset by updating and matching the finalization digital-double dataset during the operation of the physical passenger transport system, taking into account accelerations and changes in position detected by the detection device.

7. The method of claim 6, wherein the creating the commissioning digital-double dataset further comprises: creating a digital-double dataset from the component model datasets based on customer-specific configuration data, and creating production data by modifying the digital-double dataset, based on production-specific data.

8. A device for monitoring a state of a physical passenger transport system, the device comprising: a UDDD assembled from component model datasets, which reproduces in a machine-processable manner characterizing properties of components of the physical passenger transport system in an actual configuration of the physical passenger transport system after its assembly and installation in a structure; and at least one detection device with a 3-axis sensor element, having an acceleration sensor and a gyroscope, the at least one detection device configured to detect and output as measurement data accelerations and changes in position of a physical escalator step or pallet of a physical conveyor belt of the physical passenger transport system in all three axes along a guide path of the physical passenger transport system during operation; wherein said measurement data are transmitted to the UDDD and resulting forces, impulses and vibrations, which act on virtual components of a virtual conveyor belt, corresponding to physical components of the physical passenger transport system, and on the virtual components which interact with said virtual components, can be determined and evaluated with dynamic simulations based on the UDDD.

9. The device of claim 8, wherein: the at least one detection device is provided for at least one of the physical escalator steps or pallets of the physical passenger transport system; each physical escalator step or pallet of the conveyor belt of the physical passenger transport system has an identification, and the at least one detection device further comprises an identification and receiver module for detecting the identifications, wherein the identification and receiver module is arranged in a stationary manner in the physical passenger transport system.

10. The device of claim 8, wherein each of the at least one detection device is provided for each physical escalator step or pallet of the physical passenger transport system.

11. A physical passenger transport system, comprising the device of claim 8.

12. A computer readable medium comprising non-transitory machine-readable program instructions that, when executed on a programmable device, cause the device to execute the method of claim 1.

13. (canceled)

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0082] In the following, embodiments of the disclosure shall be described with reference to the accompanying drawings, wherein neither the drawings nor the description should be construed as limiting the disclosure.

[0083] FIG. 1 shows a device according to the disclosure, having a detection device arranged in a physical passenger transport system designed as an escalator, and an updated digital-double dataset (UDDD) which images the physical passenger transport system and is stored in a data cloud, and with which device the method according to the disclosure can be carried out.

[0084] FIG. 2 schematically shows an escalator step of the escalator from FIG. 1 in a three-dimensional view, wherein its step element and setting element are only indicated in order to better illustrate the arrangement of the detection device in the escalator step.

[0085] FIG. 3 schematically shows a possible profile of the measurement data which were detected by the detection device shown in FIG. 2 during a displacement of the escalator step along its guide path.

[0086] FIG. 4 illustrates a creation of an updated digital-double dataset (UDDD) and the production of a physical passenger transport system as well as its startup and the continuous updating of the UDDD from configuration to operation of the physical passenger transport system.

[0087] The figures are merely schematic and not true to scale. Identical reference signs denote identical or identically acting features in the different figures.

DETAILED DESCRIPTION

[0088] FIG. 1 shows a device 1 according to the disclosure, comprising a detection device 200 which is arranged in a physical passenger transport system 2 and an updated digital-double dataset (UDDD) 102 of the physical passenger transport system 2, which is stored in a data cloud 50, wherein a method 100 according to the disclosure can be carried out using the device 1.

[0089] The physical passenger transport system 2 shown in FIG. 1 is configured in the form of an escalator and connects levels E1 and E2 which are located at different heights and spaced apart from one another horizontally in a structure 5. Using the physical passenger transport system 2, passengers can be conveyed between the two levels E1 and E2. The physical passenger transport system 2 rests at its opposing ends on support points 9 of the structure 5.

[0090] The physical passenger transport system 2 further comprises a support structure 19, shown only in its outline, which receives all further components of the physical passenger transport system 2 in a load-bearing manner. This includes statically arranged physical components, such as guide rails 25, 26, 27, 28 (see FIG. 2), the hardware of a controller 17 with implemented control software, as well as well-known components (not depicted), such as a drive motor, a drive train, drive chain sprockets driven by the drive motor via the drive train, a deflection arc, and the like. The physical passenger transport system 2 further comprises balustrades 13 arranged on its two longitudinal sides above and on the support structure 19. In the following, FIGS. 1 and 2 shall be described jointly.

[0091] Furthermore, the physical passenger transport system 2 also has continuously arranged components 7, 11 which are naturally subject to changes in position and accelerations during operation. In particular, they include a conveyor belt 7, which is arranged continuously between the two levels E1, E2 in the support structure 19 along a guide path 10 (only the guide path of the forward run can be seen), two handrails 11 or handrail straps which are arranged continuously on the balustrades 13, and the components (not depicted) of the drive train, which transfer the movements of the drive motor to the conveyor belt 7 and the handrails 11. The conveyor belt 7 comprises escalator steps 29 and conveyor chains 31 as well as a multiplicity of further components, such as step rollers 32, chain rollers 33, step axles 34, and the like.

[0092] Alternatively, the physical passenger transport system 2 can also be configured as a moving walkway (not depicted) which, in terms of many of its components, is constructed similarly or identically to the physical passenger transport system 2 depicted as an escalator.

[0093] As FIG. 1 shows, many components of the physical passenger transport system 2, such as the support structure 19, the guide rails 25, 26, 27, 28, the entire drive train, the drive chain sprockets and the deflection arcs, the electrical equipment, such as power and signal lines, sensors, and the controller 17, are covered and protected by covering components 15 and are therefore not visible from the outside. FIG. 1 also only shows part of the escalator steps 29 of the forward run, which is accessible by passengers, of the conveyor belt 7.

[0094] FIG. 2 shows the detection device 200 in more detail in a three-dimensional view, wherein the step element 36 and the setting element 37 of the escalator step 29 is only indicated in order to better show the arrangement of the elements of the detection device 200 in the escalator step 29. The detection device 200 essentially comprises a sensor element 201, a signal processing and signal transmission module 203, an energy supply module 205, an identification device 207, and an identification and receiver module 209.

[0095] The sensor element 201 can be, for example, an MPU-6050 sensor that contains a three-axis MEMS accelerometer and a MEMS gyroscope or gyroscope in a single chip. As shown schematically outside the escalator step 29, this chip measures accelerations a.sub.x, a.sub.y, a.sub.z and changes in position α, β, γ very precisely in all three axes x, y, z because a 16-bit analog-digital conversion hardware is present for each channel. Of course, other sensor elements 201 or a plurality of sensor elements 201 can also be used which, as indicated in FIG. 2, collectively detect accelerations a.sub.x, a.sub.y, a.sub.z and changes in position α, β, γ in all three axes x, y, z and output them as measurement data.

[0096] The energy supply module 205 has an energy storage device 204 and a contactless energy transmission device 206, which transmits electrical energy via an induction loop and can thus charge the energy storage device 204. The energy storage device 204 can be an accumulator, a capacitor, or the like.

[0097] The identification device 207 can be a simple label with a matrix code or barcode. However, an RFID tag is particularly advantageous because it is very robust and functionally reliable. Both passive and active RFID tags can be used, wherein the active RFID tag must have an electrical connection to an energy storage device, for example, to the energy storage device 204 of the detection device 200. All escalator steps 29 of the conveyor belt 7 can be provided with an identification device 207, not only the depicted escalator step 29 with the detection device 200.

[0098] The identification and receiver module 209 is matched in a suitable manner with the identification device 207 and identifies the escalator steps 29 currently moving past it. Position information as to which escalator step 29 is currently in the detection area of the identification and receiver module 209 is generated accordingly. This allows for the respective measurement data of the occurring accelerations a.sub.x, a.sub.y, a.sub.z and changes in position α, β, γ to be assigned precisely to the point on the guide path 10, at which they occurred.

[0099] If all escalator steps 29 have an identification device 207, the identification and receiver module 209 can also serve as a missing step detector because the sequence of the identification devices 27 can also be stored in the identification and receiver module 209. If an escalator step 27 is missing, the identification and receiver module 209 immediately transmits a warning signal to the controller 17 of the physical passenger transport system 2 and the physical conveyor belt 7 is locked.

[0100] The identification and receiver module 209 can also receive, and possibly process (for example, filter out certain operation-related frequencies), the measurement data of the accelerations a.sub.x, a.sub.y, a.sub.z and changes in position α, β, γ determined by the detection device 200 and forward them to the data cloud 50 and/or the controller 17. The identification and receiver module 209 can naturally also be present in two separate units.

[0101] For a better understanding of the function of the detection device 200, a deposit 300 is shown on the right guide rail 26 of the chain roller 33, over which the chain roller 33 currently rolls. In order to make said deposit 300 more noticeable, a piece of the guide rail 26 is shown broken away. This deposit 300 can be firmly pressed dirt, but it can also be an object pulled into the physical passenger transport system 2, for example, a sandal or a piece of cloth. As soon as the chain roller 33 rolls over the deposit 300, this corner of the escalator step 29 rises. In addition, due to the one-sided resistance of the deposit 300, the escalator step 29 deflects to the right when it moves in the direction of travel L. As a result of the deflection, the chain roller 33 strikes the guide flank 24 of the guide rail 26 and is thrown back by it. In FIG. 3, this event is also evident from the measurement data for the accelerations a.sub.x, a.sub.y, a.sub.z and changes in position α, β, γ at the time t.sub.4.

[0102] FIG. 3 shows a diagram of the measurement data detected by the detection device 200 or the measured value profiles because the measurement data are plotted over a time axis t. The measurement data of the accelerations a.sub.x, a.sub.y, a.sub.z for the corresponding axes x, y, z are plotted above the time axis t, and the measurement data of the changes in position α, β, γ, or more precisely, the angles of the changes in position about the respective axis x, y, z, are plotted below the time axis t.

[0103] The escalator is started at time to, e.g., the physical conveyor belt 7 and thus the escalator step 29 are accelerated in the direction of travel L until the nominal speed is reached. The acceleration of the escalator step 29 is reproduced both in the measurement data of the x-axis and in the z-axis because the escalator step 29 with the detection device 200 is located in the inclined part of the guide path 10. The measurement data of these accelerations a.sub.x, a.sub.z therefore increase until time t.sub.1 and are kept constant until time t.sub.2, as a result of which the conveyor belt 7 accelerates uniformly. Starting at time t.sub.2, the acceleration is reduced because at time t.sub.3, the nominal speed of the conveyor belt 7 is reached. During this phase, there is no significant change in position.

[0104] When the chain roller 33 rolls over the deposit 300 at time t.sub.4, it becomes evident from all six measured value profiles as the peak 73. In the z-axis, the acceleration a.sub.z increases when the chain roller rolls up and down, so that the measured value profile shows two “camel humps.” As a result of the deflection and the impact of the escalator step 29 on the guide flank 24, a two-time increase in the corresponding acceleration measurement data a.sub.x can also be seen in the x-axis. In the y-axis, the resistance of the deposit 300 initially causes a slight deceleration with subsequent acceleration to the nominal speed.

[0105] Since the chain roller 33 is first raised when rolling over the deposit 300 and then lowered again to the level of the guide rail, the escalator step 29 tilts up during the roll-over, which can be clearly seen from the detected measurement data which represent the change in position α about the x-axis. However, the escalator step 29 is also tilted, so that a change in position with respect to the y-axis β is also detectable. Also of interest is the profile of the measurement data on the change in position γ about the z-axis, which clearly document the deflection of the escalator step 29 up to the impact of the chain roller 33 on the guide flank 24 and the subsequent resetting of the escalator step 29, due to the tensile force on the conveyor chains 31, to the intended guide path 10 of the chain roller 33. However, as shown in FIG. 1, static and dynamic simulations can also be carried out with the accelerations a.sub.x, a.sub.y, a.sub.z and changes in position α, β, γ.

[0106] For this purpose, the device 1 according to FIG. 1 also comprises the updated digital-double dataset 102, referred to in the following as UDDD 102 for better readability. The UDDD 102 is a virtual image that is as comprehensive as possible and tracks the current physical state of the physical passenger transport system 2 and therefore represents a virtual passenger transport system assigned to the physical passenger transport system 2. This means that the UDDD 102 is not just a virtual envelope model of the physical passenger transport system 2, roughly representing its dimensions, but also includes and images in digital form in the UDDD 102 every single physical component, from the handrail 11 to the last screw, with as many of its characterizing properties as possible.

[0107] The characterizing properties of components can be geometric dimensions of the components, for example, a length, a width, a height, a cross-section, radii, fillets, etc. The surface quality of the components, for example, roughnesses, textures, coatings, colors, reflectivities, etc., is also part of the characterizing properties. Furthermore, material values, for example, the modulus of elasticity, bending fatigue strength value, hardness, notched impact strength value, tensile strength value and/or the degrees of freedom which describe the possible relative movements of a component to adjacent components, etc., can also be stored as characterizing properties of the respective component. In this case, 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). Assembly-relevant specifications, such as the actually applied tightening torque of a screw, and thus its pretensioning force, are preferably also assigned to the respective component.

[0108] The device 1 can comprise, for example, one or more computer systems 111. In particular, the device 1 can comprise a computer network which stores and processes data in the form of a data cloud 50. For this purpose, the device 1 can have a storage device or, as shown symbolically, storage resources in the data cloud 50, in which the data of the UDDD 102 (symbolically depicted as a three-dimensional image of the physical passenger transport system 2) can be stored, for example, in electronic or magnetic form. This means that the UDDD 102 can be stored in any storage location.

[0109] The device 1 can also have data processing options. For example, the device 1 can have a processor which can be used to process data of the UDDD 102. The device 1 can furthermore have interfaces 53, 54, via which data can be input into the device 1 and/or output from the device 1. In particular, the device 1 can have internal interfaces 51, 52, wherein the interface 51 between the UDDD 102 and the physical passenger transport system 2 allows for communication to the detection device 200 which is arranged on or in the passenger transport system 2 and by means of which changes in position α, β, γ and accelerations a.sub.x, a.sub.y, a.sub.z of at least one escalator step 29 can be measured and determined.

[0110] In principle, the device 1 can be realized in its entirety in the physical passenger transport system 2, wherein its UDDD 102 is stored, for example, in its controller 17 and the data of the UDDD 102 can be processed by the controller 17. However, the UDDD 102 of the device 1 is preferably not stored in the physical passenger transport system 2, but instead remotely from it, for example, in a remote control center, from which the state of the physical passenger transport system 2 is supposed to be monitored, or in the data cloud 50 which can be accessed from anywhere, for example, via an internet connection. The device 1 can also be implemented in a spatially distributed manner, for example, if data of the UDDD 102 distributed over a plurality of computers are processed in a data cloud 50.

[0111] In particular, the device 1 can be programmable, e.g., it can be prompted by a suitably programmed computer program product 101, comprising the UDDD 102, to execute or control the method 100 according to the disclosure. The computer program product 101 can contain instructions or codes which, for example, prompt a processor of the device 1 to store, read, process, modify, etc., data of the UDDD 102 according to the implemented method 100. The computer program product 101 can be written in any computer language.

[0112] The computer program product 101 can be stored on any computer-readable medium, for example, a flash memory, a CD, a DVD, RAM, ROM, PROM, EPROM, etc. The computer program product 101 and/or the data to be processed with it can also be stored on a server or a plurality of servers, for example, in a data cloud 50, from where the data can be downloaded via a network, for example, the internet.

[0113] Based on the data present in the UDDD 102, the latter or its virtual components can be called up by executing the computer program product 101 in a computer system 111 and displayed as a three-dimensional, virtual passenger transport system. By means of zoom functions and movement functions, it is possible to “wander through” said virtual passenger transport system and explore it virtually. For this purpose, 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 continuously arranged conveyor belt 107, which represents the counterpart of the physical conveyor belt 7, can be selected from the UDDD 102. It can be used to carry out simulations, wherein the measurement data detected by the detection device 200 relating to changes in position α, β, γ and accelerations a.sub.x, a.sub.y, a.sub.z are transmitted in the simulations to the corresponding virtual escalator step 129 of the virtual conveyor belt 107.

[0114] In other words, these simulations can be initialized in an automated manner by the method 100 implemented in the computer program product 101. However, they can also be initialized from “outside,” e.g., via an input, for example, via the interface 53 of the computer system 111 depicted as a keyboard. The measurement data are transmitted via the interface 51 between the physical passenger transport system 2 and the UDDD 102 or the running computer program (method 100) of the computer program product 101. For this purpose, the measurement data of the detection device 200 (see also FIGS. 2 and 3) are queried and the accelerations a.sub.x, a.sub.y, a.sub.z and changes in position α, β, γ according to the assignment information of the identification and receiver module 209 are transmitted to the movements of the corresponding component model datasets or the corresponding virtual escalator steps 129. The measurement data or entire measurement data profiles can be stored in a log file 104. In order to sort these entries historically, said entries can be stored in the log file 104 with time information 103.

[0115] As shown schematically in FIG. 1, a user, for example, a technician, can query the state of the physical passenger transport system 2 by starting or accessing the computer program 100 of the computer program product 101 via the computer system 111. The computer system 111 can be an inherent component of the device 1, but it can also assume a merely temporary affiliation while it is used to access data of the UDDD 102 via the interface 52.

[0116] In the present embodiment of FIG. 1, a technician was made aware of problems in the region of the upper level E2 on the basis of automatically generated messages and warning notices. Since the physical conveyor belt 7 had been running for some time, this region attracted attention due to an automated, periodic comparison of the measured values of the detection device 200 because the measured values of the accelerations a.sub.x, a.sub.y, a.sub.z and changes in position α, β, γ, as shown in FIG. 3 at time t.sub.4, differ significantly from the measured values otherwise to be expected at this point on the guide path 10, such as are present, for example, after time t.sub.3. These peaks 73, which differ from the original measured values detected during startup, are therefore ideally suited for being monitored automatically.

[0117] In order to follow up on the warning notices, the technician has selected a region 60 of the UDDD 102 via zoom functions. In this case, a small navigation graphic 55 can be displayed on the screen 54 which acts as data output and on which the selected region 60 is indicated using a pointer 56. The selected region 60 is the virtual access region present in level E2, in which the virtual escalator steps 129 enter below the virtual comb plate 132 arranged therein. Due to the zoomed region 60, only the virtual guide rails 126, 128, the virtual comb plate 132, and two virtual escalator steps 129 of the conveyor belt 107 can be seen.

[0118] Dynamic simulations on the UDDD 102 can be used to evaluate the effects of the deviating measurement data, for example, by modifying the virtual guide path 310 such that a virtual escalator step 129 traveling over said guide path 310 is subject to the same accelerations a.sub.x, a.sub.y, a.sub.z and changes in position α, β, γ as the physical escalator step 29. Specifically, the virtual guide path 310 is remodeled, for example, by adding a virtual deposit 330 to the virtual guide rail 126 at the correct location. By means of the measured value history stored in the log file 104, it is also possible to simulate whether the virtual deposit 330 migrates to the virtual comb plate 132. In these simulations, the virtual escalator steps 129 rise and drop in a direction orthogonal to the direction of travel L when the virtual chain rollers 127 travel over the deposit 330. If the virtual deposit 330 moves toward the virtual comb plate 132, the leading edge 122 of the virtual escalator step 129 can collide with the virtual comb plate 132. The same is logically to be feared with the physical passenger transport system 2, which is why maintenance of the physical passenger transport system 2 should be initiated on the basis of the simulation results described above.

[0119] It is also possible that the deposit is ground away by the chain rollers rolling over it and the measured values of the detection device thus become smaller and smaller, so that the technician recognizes from the simulations on the UDDD 102 that the problem will solve itself and that no maintenance intervention is required.

[0120] If the deposit moves in the direction of the comb plate, a suitable simulation extrapolation based on the measured value history can be used to determine the time of a possible damage event and preventive maintenance can be planned and carried out prior to said time. In order to limit the accumulating amount of data, a traceable history can also be limited to a time window, wherein the measurement data recorded during startup must be retained as reference values.

[0121] After maintenance, the deposit 300 is logically no longer present, so that the accelerations a.sub.x, a.sub.y, a.sub.z and changes in position α, β, γ at this point on the guide path 10 again correspond approximately to the measured values that were detected by the detection device 200 when the physical escalator 2 was started up. In accordance with the now current accelerations a.sub.x, a.sub.y, a.sub.z and changes in position α, β, γ, the virtual guide path 310 is remodeled or the UDDD 102 is updated accordingly.

[0122] For reasons of the manufacturing tolerances of the components and due to the adjustments made during the manufacture and/or startup and/or during previous maintenance, not every physical passenger transport system 2 has the exact same geometric conditions with regard to the components and their installation position. Strictly speaking, each physical passenger transport system is unique in the totality of the characterizing properties of its components and accordingly, all UDDDs 102 differ (even if only slightly) from one another. In the region 60 selected by way of example, this results in the fact that a specific change in position detected by the detection device 200 can lead, in one physical passenger transport system 2, to a collision of the escalator step 29 and the comb plate, while in another physical passenger transport system 2 of the same design, there is no risk of a collision for quite some time. This example makes it easy to see that, due to the analysis options offered by the UDDD 102 with its virtual components, for each physical component of a passenger transport system 2, its further use, its adjustment in its environment, or its replacement can be determined using the UDDD 102, and appropriate maintenance work can be planned.

[0123] Using a diagram provided with additional information, FIG. 4 illustrates the most important method steps of the method 100 according to the disclosure (indicated by a broken line) for creating a UDDD 102, for producing a physical passenger transport system 2 as part of said creation, for the startup of the physical passenger transport system 2, and for updating the UDDD 102 based on the detected accelerations a.sub.x, a.sub.y, a.sub.z and changes in position α, β, γ. The main method steps of the method 100 are: [0124] In the first method step 110, detecting the customer-specific configuration data 113; [0125] in the second method step 120, creating a commissioning digital-double dataset, including component model datasets and the customer-specific configuration data 113; [0126] in the third method step 130, transferring the commissioning digital-double dataset to a production digital-double dataset; [0127] in the fourth method step 140, producing the physical passenger transport system 2 using the production digital-double dataset; and [0128] in the fifth method step 150, installing the physical passenger transport system 2 in a structure 5 and updating the UDDD 102 with the production digital-double dataset.

[0129] All data processing and data storage, as well as the step-by-step creation of the UDDD 102, takes place, for example, via the data cloud 50.

[0130] The starting position 99 for executing the method 100 according to the disclosure can be a planning and subsequent construction or a rebuilding of a structure 5, for example, a shopping center, an airport building, a subway station, or the like. For this purpose, a passenger transport system 2 configured as an escalator or a moving walkway is optionally also provided. The desired passenger transport system 2 is configured on the basis of the application profile and installation conditions.

[0131] For example, an internet-based configuration program which is permanently or temporarily installed in a computer system 111 can be available for this purpose. Using different input masks 112, customer-specific configuration data 113 are queried and stored in a log file 104 under an identification number. The log file 104 can be stored, for example, in the data cloud 50. Using the customer-specific configuration data 113, the architect of the structure 5 can optionally be provided with a digital envelope model which said architect can integrate into the digital building model for the purpose of visualizing the planned building. For example, coordinates of the intended installation space, the required maximum conveying capacity, conveying height, operating environment, etc., are queried as customer-specific configuration data 113.

[0132] If the architect is satisfied with the configured passenger transport system 2, said architect can order it from the manufacturer by specifying the customer-specific configuration data 113, for example, by referring to the identification number or the identification code of the log file 104.

[0133] When an order is received, represented by the second method step 120, which is referenced to a log file 104, a digital-double dataset 121 specifying a target configuration is initially created. When creating the digital-double dataset 121, component model datasets 114, 115, . . . , NN are used which are provided for manufacturing the physical components. This means that for each physical component, a component model dataset 114, 115, . . . , NN is stored, for example, in the data cloud 50 and 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.

[0134] By means of the customer-specific configuration data 113, the component model datasets 114, 115, . . . , NN required for creating the digital-double dataset 121 are now selected in an automated manner using logical operations, and their number and arrangement in three-dimensional space are determined. These component model datasets 114, 115, . . . , NN are subsequently combined using their interface information to form a corresponding digital-double dataset 121 of the passenger transport system 2. In this case, it is obvious that an escalator or moving walkway consists of several thousand individual parts (denoted by the reference signs . . . , NN) and consequently just as many component model datasets 114, 115, . . . , NN must be used and processed for creating a digital-double dataset 121. The digital-double dataset 121 has target data for all physical components to be manufactured or procured, said target data representing characterizing properties of the components required to construct the passenger transport system 2 in a target configuration. As illustrated by arrow 161, the digital-double dataset 121 can be stored in the data cloud 50 and to a certain extent also forms the starting point for the UDDD 102.

[0135] In the third method step 130, the commissioning digital-double dataset 135, which contains all the production data required for producing the commissioned passenger transport system 2, is created by supplementing the digital, three-dimensional double dataset 121 with production-specific data 136. Such production-specific data 136 can include, for example, the production location, the material that can be used at said production location, the production means used to produce the physical component, throughput times, and the like. As illustrated by arrow 162, this supplementing step is carried out during the creation of the UDDD 102.

[0136] According to the fourth method step 140, the commissioning digital-double dataset 135 can subsequently be used in the production facilities 142 of the manufacturing plant (herein represented by a welding template for a support structure 19) to enable production of the physical components (represented by a support structure 19) of the physical passenger transport system 2. The assembly steps for the physical passenger transport system 2 are also defined in the commissioning digital-double dataset 135. During and after the manufacture of the physical components and during the assembly of the resulting physical passenger transport system 2, at least some of the characterizing features of components and assembled component groups are detected, for example, using measurements and non-destructive testing methods, and assigned to the corresponding virtual components and transmitted to the still incomplete UDDD 102. The actual data measured on the physical components replace the assigned target data of the commissioning digital-double dataset 135 as the characterizing properties. With this transmission, illustrated by arrow 163, the commissioning digital-double dataset 135 increasingly becomes the UDDD 102 as production progresses. However, it is still not entirely complete; instead, it first forms a so-called finalization digital-double dataset.

[0137] As shown in the fifth method step 150, after its completion, the physical passenger transport system 2 can be installed in the structure 5 according to the plans of the architect. Since certain adjustment work has to be carried out during installation and operating data are generated during the initial startup (also, for example, the accelerations a.sub.x, a.sub.y, a.sub.z and changes in position α, β, γ detected by the detection device 200 along the guide path 10), these data are also transmitted to the finalization digital-double dataset and converted into characterizing properties of the virtual components concerned. With this update, illustrated by the dot-dashed arrow 164, the finalization digital-double dataset becomes the UDDD 102, and, similar to the physical passenger transport system 2, reaches full operational readiness. From that point on, the UDDD 102 can be loaded into the computer system 111 at any time and used for detailed analysis of the state of the physical passenger transport system 2.

[0138] The fifth method step 150, however, does not form an actual completion of the method 100 according to the disclosure because the UDDD 102 is consistently updated during its service life. This completion does not occur until the end of the service life of the physical passenger transport system 2, wherein, in this case, the data of the UDDD 102 can be used beneficially for one last time for the process of disposing of the physical components.

[0139] As described in detail above and symbolized by the dot-dashed arrow 164, the UDDD 102 is updated continuously and/or periodically throughout the entire service life of the passenger transport system 2 by the transmission of measurement data. As already mentioned, said measurement data can be detected both by the detection device 200 and by an input, for example, by maintenance personnel, and transmitted to the UDDD 102. Together with the program instructions 166 required for working with the UDDD 102, the UDDD 102 can naturally be stored in any storage medium as computer program product 101.

[0140] Although the present disclosure was described in detail in FIG. 1 through 4 using the example of an escalator, it is obvious that the described method steps and a corresponding device can similarly also be applied to moving walkways. Finally, it must 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 exclude a plurality of elements or steps. It must further be noted that features or steps that have been described with reference to one of the above embodiments can also be used in combination with other features or steps of other embodiments described above. Reference signs in the claims should not be considered limiting.