EP3595997B1 - Method and device for monitoring the operating parameters in a personal transport installation - Google Patents

Description

The present invention relates to a method and a device for monitoring operating parameters in a passenger transport system according to claims 1 and 5. The invention also relates to a correspondingly equipped passenger transport system and a method for retrofitting a passenger transport system. The invention relates in particular to options for being able to efficiently monitor operating parameters in a passenger transport system remotely.

People transport systems such as elevators, escalators or moving walks are used to transport people and/or goods in a building or structure from one place to another. The passenger transport system as a whole is permanently installed in the structure, but has components such as an elevator car that can be moved between floors or a conveyor stairway or conveyor walkway that can be moved all around, with the help of which passengers can be transported, for example. In order to be able to identify operating states of the passenger transport system and in particular any anomalies in such operating states, provision can be made for operating parameters of the passenger transport system to be monitored continuously or repeatedly at certain time intervals. For example, it may be necessary to know a current operating state in order to be able to control or regulate it appropriately. It can also be advantageous or necessary to identify anomalies in the operating states at an early stage in order to be able to take measures to rectify them if necessary.

For example, in the case of an elevator, it can be advantageous to monitor whether elevator car doors open and close correctly, since anomalies with regard to such a closing function of the doors can impair both the safety of the elevator system and comfort for passengers. For example, elevator car doors that do not close properly can create a risk for passengers of being injured by the door or by an elevator moving off despite the door being improperly closed. Alternatively, an elevator car door that does not move correctly can cause inconveniences such as annoying noises.

Similarly, in the case of an escalator or a moving walk, incorrect displacement of steps or pallets can pose a risk or at least cause inconveniences for passengers, for example in the form of noise.

A large number of different operating parameters can be monitored in a passenger transport system in order to identify operating states. In this case, an operating parameter can be a physical variable which is present during operation of the passenger transport system and which may change in the course of the operation of the passenger transport system. In conventional passenger transport systems, the operating parameters are usually monitored using components that are already integrated into the passenger transport system by the manufacturer. For example, the operating parameters can be monitored by monitoring control variables of a controller controlling the passenger transport system, in particular with regard to any anomalies. Alternatively or additionally, sensors can be provided in the passenger transport system, with the aid of which operating parameters to be monitored can be measured.

Operating parameters can be, for example, currently flowing or averaged electrical currents to structural components such as electric motors or actuators in the passenger transport system, noises in or adjacent to the passenger transport system, current accelerations within components of the passenger transport system, temperatures in or adjacent to components of the passenger transport system, etc.

In the case of older passenger transport systems in particular, it may be necessary or desirable to modernize them with regard to their safety, their reliability and/or their comfort. In this case, it may be desirable, among other things, to subsequently create technical prerequisites in order to be able to monitor certain operating parameters. For example, an existing passenger transport system can be retrofitted with a device that has, for example, a large number of sensors and a signal processing device for processing signals from the sensors, so that this device can be used to monitor operating parameters and, for example, to detect any anomalies at an early stage.

Irrespective of whether operating parameters are to be monitored using components already provided by the manufacturer in a passenger transport system or using retrofitted components, it has hitherto been customary to measure the operating parameters using sensors or other components which are operated and/or evaluated in a centrally controlled manner. A central monitoring unit could receive and process signals from each of the multitude of sensors. It was generally intended that the sensors would either transmit signals continuously or repeatedly at short intervals to the monitoring unit, or that the monitoring unit would, for example, trigger one of the sensors in a targeted manner, i.e. instruct it to currently measure the operating variable to be monitored by it and send a corresponding measurement signal to the to transmit monitoring unit.

EP 1353868 B1 describes, for example, a method for monitoring the condition of an elevator's door mechanism and determining a need for maintenance.

the EP 3075692 A1 also describes a method for monitoring operating parameters in a passenger transport system in the form of an elevator. A second sensor for checking whether there is actually no person in the elevator car of the elevator is only activated or triggered when a first sensor has detected with a high probability that the elevator car is empty.

However, it has been recognized that conventional approaches to monitoring operating parameters of a passenger transport system often place high demands on the monitoring unit and/or data communication between the monitoring unit and, for example, the sensors.

Among other things, there may be a need for a method and/or a device for monitoring operating parameters of a passenger transport system, in which such requirements are reduced. In particular, there may be a need to be able to use simple and/or inexpensive components such as sensors and/or data transmission technology in such a method or in such a device, preferably without reducing the quality of the monitoring of the operating parameters. Furthermore, a need for a appropriately equipped passenger transport system and a method for retrofitting a passenger transport system.

Such a need can be met by the subject matter of any of the independent claims. Advantageous embodiments are defined in the dependent claims and the following description.

According to one aspect of the invention, a method for monitoring operating parameters in a passenger transport system according to claim 1 is proposed.

According to a second aspect of the invention, a device for monitoring operating parameters in a passenger transport system according to claim 5 is proposed.

According to a third aspect of the invention, a passenger transport system is proposed which has a device according to an embodiment of the second aspect of the invention.

According to a fourth aspect of the invention, a method for retrofitting a passenger transport system according to claim 12 is proposed.

Possible features and advantages of embodiments of the invention can be considered, among other things, and without limiting the invention, as being based on the ideas and insights described below.

As already mentioned in the introduction, technical approaches have been developed in order to be able to monitor the operating states of a passenger transport system. For example, different operating parameters on or in the passenger transport system were repeatedly recorded with the help of various sensors and information about their current operating status was derived from them. This information could be used, for example, to remotely monitor the passenger transport system (referred to as "remote controlling") and/or to be able to initiate appropriate measures if anomalies occur.

In the previous approaches, the sensors either transmitted their sensor data continuously or at short time intervals to a signal processing device, so that this signal processing device had to process large amounts of transmitted sensor data centrally. Or the signal processing device could centrally control each of the sensors individually in order to cause it (i.e. to trigger it) to generate sensor data relating to the operating parameter to be recorded by it and forward it to the signal processing device.

With such a central data processing and/or central control (i.e. central triggering) of different sensors arranged distributed over the passenger transport system, on the one hand a high data processing effort or a high effort for the control of the different sensors can arise. This can require the signal processing device to be equipped with a relatively powerful processor unit, since otherwise data processing bottlenecks can occur. On the other hand, a high volume of data can be transmitted between the signal processing device and the sensors. In particular, if the sensors communicate with the signal processing device via a common bus system, this can require that the bus system is designed for a high data transmission rate, since data transmission bottlenecks can otherwise occur.

In order to overcome this problem in particular, it is proposed not to have these sensors permanently measure their operating parameters to be monitored in a passenger transport system equipped with a large number of different sensors, or at least not to send corresponding signals permanently to the signal processing device to be forwarded and processed there. Instead, it is proposed that such a measurement of operating parameters or the transmission of signals should only be carried out if this was specifically initiated with the aid of a trigger. In this way, requirements for data processing and/or data transmission can be massively reduced.

In this case, it is proposed in particular that the triggering should not necessarily be carried out centrally from the signal processing device. Instead, a sensor should be triggered directly or indirectly by another sensor. The other sensor can be designed to monitor another operating parameter and to trigger the sensor to be triggered only when this other operating parameter assumes a predetermined trigger property.

In other words, sensors should no longer necessarily be instructed centrally by the signal processing device to record the operating parameters to be monitored by them and/or to transmit them to the signal processing device, or the signal processing device no longer needs to decide centrally whether or when to analyze transmitted monitored operating parameters should be. Instead, the detection of the operating parameters and/or a corresponding signal transmission or an analysis of transmitted data should be triggered decentrally with the aid of further sensors.

Such decentralized triggering can, for example, prevent a bus system used for data transmission from being permanently loaded with a data flow and/or the signal processing device having to analyze continuously transmitted data, although, for example, no relevant event has currently occurred that would require the detection of operating parameters and the transmission of which would appear necessary. The decentralized triggered triggering using additional sensors can therefore help to avoid data processing bottlenecks and/or data transmission bottlenecks.

The operating parameters to be monitored can be various operating parameters that allow conclusions to be drawn about the current operating status in a passenger transport system. For example, such operating parameters can act locally Accelerations on components of the passenger transport system, such as an entire car of an elevator, a door of a car of an elevator or the conveying unit of an escalator. Accelerations that act temporarily and are measured as part of the method described here enable, for example, conclusions to be drawn about the current movements of the components mentioned. Monitoring other operating parameters can include, for example, measuring locally prevailing temperatures, locally occurring noises, locally occurring electrical, magnetic or other fields, etc. In particular, information about electric currents, for example to drive components in a passenger transport system, can be obtained by measuring electric or magnetic fields.

The first operating parameter to be detected by the first sensor can preferably be selected in such a way that it can be detected by the sensor with a technically simple sensor system. Alternatively or additionally, the first operating parameter can be selected such that sensor data reflecting it require a small data volume per measurement process (for example less than 10 bytes or less than 2 bytes), so that both a corresponding data analysis and data transmission are simplified.

For example, the first operating parameter can be a volume, which is easy to measure, of a noise that prevails locally in the passenger transport system. Alternatively, the first operating parameter can be a current towards a drive component in the passenger transport system or an electric or magnetic field caused thereby.

The trigger property, which is to be detected when the first operating parameter is detected, so that the second sensor is triggered, can generally be any property of the detected first operating parameter that is clearly to be identified. For example, the trigger property can be a threshold value which, when exceeded or undershot, triggers the second sensor. Alternatively or additionally, for example, a slope along which the first operating parameter develops over time or a steepness of such a slope can serve as a trigger property.

In the example given above, the trigger property can be, for example, a volume threshold that is to be exceeded or fallen below, or a volume development that increases or decreases with a steep edge. The presence of such a trigger property can be detected relatively easily using a simple sensor, for example in the form of a simple microphone.

Alternatively, more complex properties of a monitored first operating parameter can also be monitored with regard to the presence of a trigger property. In the example mentioned, for example, the spectrum of a detected noise could be examined for the presence of a specific spectral component, with the spectral component being able to be typical of specific noises such as squeaking, for example.

The second operating parameter to be detected can be any operating parameter that differs from the first operating parameter. It can be advantageous to select the first and second operating parameters in such a way that the second operating parameter is technically more complex and/or more expensive to measure than the first operating parameter. On the other hand, it can also be advantageous that the second operating parameter can give a more meaningful conclusion about the current operating state of the passenger transport system than the first operating parameter.

In principle, the second operating parameter can be transmitted to the signal processing device in any desired manner. For example, a signal or data can be transmitted via a hard-wired network or via a wireless network. In particular, transmission can take place via a bus system, via which an essentially arbitrarily large number of sensors can generally communicate with one another and with the signal processing device. The first operating parameter detected by the first sensor can also be transmitted to the signal processing device in the same or a similar manner.

Various advantages can be achieved with the described monitoring method or a correspondingly configured monitoring device. In particular, a function of sensors within a passenger transport system at least partly controlled decentrally. This can significantly reduce the amount of data to be transmitted or data to be processed. For example, technically simple first sensors can be used to trigger possibly more complex second sensors or to trigger the signal processing device to process their sensor data. In other words, a transmission of sensor data of the second operating parameter to the signal processing device and a processing of this sensor data can be reduced in that such sensor data is only generated, transmitted and/or processed if this is done by the first sensor upon detection of the trigger property was triggered at the first operating parameter. Although each of the first and second sensors can be relatively simple in design, a more complex sensor system can be simulated overall, for example, in which various operating parameters are monitored and when predefined trigger properties are reached, the monitoring of other operating parameters is triggered, for example. The signal processing device can process the signal reflecting the second operating parameter in a wide variety of ways. For example, filtering can be carried out or statistical characteristic values such as averaging and/or determination of minimum values, maximum values and/or the standard deviation. The processing can also only consist of forwarding the signal to another device.

In order to monitor a car door of an elevator car of an elevator system, a current sensor, an acceleration sensor and a microphone are installed in a car door sensor arrangement, for example. The current sensor is connected to the main power supply to the car door. The current sensor acting as the first sensor in this case can detect whether the car door is currently beginning to be opened or closed on the basis of current current signal patterns, which in this case were predetermined as a trigger property. If such a trigger property is detected, a first trigger signal is output and transmitted to the acceleration sensor and/or the microphone, which in this case act as second sensors. These then begin to monitor whether the car door is accelerated in a manner typical for opening or closing, or whether typical noises are generated in the process. Corresponding signals are transmitted from the acceleration sensor and/or the microphone to the signal processing device 35 transmitted. The triggering can either activate the following second sensors in order to measure the operating parameters to be detected by them, or activate a processing or analysis of continuously recorded operating parameters, for example until the triggering is deactivated again or a deactivating second trigger signal is transmitted. The signals can be transmitted from a signal processing device to an external monitoring device, possibly after prior processing. If atypical operating parameters are detected in the signals, which indicate, for example, that the car door is accelerating too slowly or that there are unusual noises, this can be recognized as a malfunction of the car door.

Using the example of a passenger transport system in the form of an escalator, a first sensor in the form of a current sensor can detect, for example, when a main current supply to a drive unit increases significantly, for example to switch from slow speed to fast speed. The first sensor can then trigger an acceleration sensor and/or a microphone as second sensors, for example to measure accelerations or noises that occur, which can be used to track whether the transition to faster driving is correct or whether there are delays or unusual noises, for example due to malfunctions.

According to one embodiment, the proposed method also includes transmitting the processed signal to a monitoring device that is remote from the passenger transport system. For the proposed device, this means that the signal processing device can be designed to transmit signals to a monitoring device that is arranged remotely from the passenger transport system.

In other words, the signals transmitted to the signal processing device with regard to the second operating parameters can be at least partially processed in the signal processing device and then forwarded to an external monitoring device. In this case, the monitoring device can be localized outside the passenger transport system, in particular also outside the building accommodating the passenger transport system. For example, the Monitoring device be part of a monitoring center set up by a manufacturer of the passenger transport system. In this way, using the transmitted operating parameters in the monitoring device, operating states of the passenger transport system can be monitored remotely and, if necessary, suitable measures can be taken if anomalies occur. A volume of data to be transmitted or a volume of data to be processed can be kept low due to the decentralized triggering of the second sensors.

According to the invention, the first sensor transmits a trigger signal directly to the second sensor in order to trigger the second sensor. Accordingly, in one embodiment of the proposed device, several or all of the plurality of sensors can be designed to transmit signals, in particular trigger signals, to others of the plurality of sensors.

In other words, triggering of a second sensor and thus detection of the second operating parameter can be triggered in that a first sensor detects the presence of the predetermined trigger property in the first operating parameter detected by it and then transmits a signal directly to the second sensor in order to to trigger this. In such a constellation, a data transmission from the first sensor to the signal processing device does not necessarily have to take place in order to trigger the second sensor. Instead, it may be sufficient for the first sensor to communicate directly with the second sensor in order to trigger it. In this way, data transmission volumes, data processing volumes and/or reaction times, ie times until the second sensor is actually triggered after detecting a trigger property, can be reduced. The first and the second sensor can advantageously communicate via a network or a data bus to which they are both connected.

Alternatively, according to the invention, the first sensor transmits a signal reflecting the detected first operating parameter to the second sensor. In this case, it is not the first but the second sensor that detects the presence of the predetermined trigger property and generates a trigger signal in response thereto. The trigger signal is an internal signal within the second sensor.

In this configuration, no data transmission from the first sensor to the signal processing device is necessary for triggering the second sensor.

In a variant not covered by the claims, the first sensor can transmit a trigger signal to the signal processing system for triggering the second sensor, and the signal processing system can then transmit a trigger signal to the second sensor. Then several or all of the plurality of sensors would be designed to transmit signals to the signal processing device.

In other words, instead of a direct triggering of the second sensor by the first sensor without the interposition of other components, it can be provided that the first sensor transmits its trigger signal not directly to the second sensor but to the signal processing device. The signal processing device can then forward this trigger signal to the second sensor. In such a configuration, the signal processing device has the option, for example, of influencing the triggering of the second sensor itself, for example after the trigger signal transmitted by the first sensor has been analyzed and/or processed. While the sensors themselves are usually of a technically simple design and, in particular, have little or no signal processing capability of their own, but instead always emit the trigger signal when the trigger property is reached, for example, an interposition of the signal processing device can thus enable the emitted trigger signal to be transmitted either unfiltered to the second Forward sensor or to process this in advance in the signal processing device. In this way, the signal processing device has, for example, the Ability to compare the trigger signal with signals from other sensors and, for example, to be able to decide depending on the situation whether the second sensor should actually be triggered.

According to one embodiment of the method proposed here, the second sensor is triggered for the first time as soon as the first operating parameter detected by the first sensor assumes a predetermined first trigger property. The second sensor repeatedly detects the second operating parameter and the signal reflecting the detected second operating parameter is transmitted to the signal processing device in response to the initial triggering until the first operating parameter detected by the first sensor assumes a predetermined second trigger property and then a second trigger signal is transmitted to the second sensor.

In other words, the first sensor can not only generate a first trigger signal in order to cause the second sensor to measure the second operating parameter for its part, but it can be provided that the second sensor repeatedly measures the second operating parameter until it is detected by the first sensor receives a second trigger signal, which causes it to end the repeated measurement process.

The first and the second trigger signal can be emitted in response to the detection of a first or a second trigger property. In principle, the two trigger properties can be identical, ie the first trigger signal is triggered when the trigger property is detected for the first time and the second trigger signal is then triggered when the same trigger property is subsequently detected. However, the two trigger properties are preferably different from one another. For example, the first and second trigger properties can be two different threshold values with respect to the observed first operating parameter.

Based on the example given above, the first trigger signal can be generated, for example, when a detected volume exceeds a first threshold value. The second trigger signal can then be generated when the detected volume falls below the first or a second threshold value again. In this case, the first sensor can be used to control or trigger a function of the second sensor in a decentralized manner. In particular, starting and ending a measurement operation of the second sensor can be triggered.

According to one embodiment of the method proposed here, a sensor repeatedly detects the operating parameter to be detected by it over a period of time and then determines the trigger property for subsequent detection processes. In relation to the device proposed here, this means that a sensor can be designed to repeatedly detect the operating parameter to be detected by it over a specific period of time and then to predetermine the trigger property for subsequent detection processes.

In other words, a certain learning function can be implemented in one of the sensors of the passenger transport system. The learning function can be used so that the trigger property, on the basis of which the operating parameter monitored by the sensor is monitored and the trigger signal is triggered when it is reached, does not necessarily have to be permanently preset. Instead, the sensor can set or define this trigger property itself as part of its learning function. For this purpose, the sensor can first observe the operating parameter to be recorded by it over a certain period of time, i.e. repeatedly record the operating parameter, and then determine the trigger property based on this observation. Because of this learning function, the sensor can at least partially adapt its properties to the actually prevailing conditions.

For example, a microphone used as the first sensor can initially observe ambient noise over a specific period of time. If it can be assumed during this period that the passenger transport system is in the normal state, one or more threshold values can then be established based on the observed noises of maximum volume, which can be defined as a trigger property. Occurs in the later operation of the first sensor In the event that significantly louder noises are detected, this can then trigger a second sensor. In this case, it can be assumed, for example, that the particularly loud noises were generated due to a fault, such as a squeaking of components of the passenger transport system rubbing against one another. This can be interpreted as a reason to measure second operating parameters, which can, for example, allow a more precise conclusion to be drawn about the fault.

According to one embodiment, several or even all of the sensors can be designed to detect only one type of operating parameter.

In other words, the sensors contained in the device for the people-transport system can be relatively simple sensors that need only be set up to measure a single type of operating parameter. Due to the low complexity of the respective sensors that is possible as a result, their costs can be reduced and/or their reliability can be improved. Due to the fact that different sensors can communicate with one another and, in particular, can trigger one another, sensor arrangements that appear complex can nevertheless be created, with the aid of which various operating parameters can be recorded and monitored according to the situation.

It is pointed out that some of the possible features and advantages of the invention are described herein with reference to different embodiments, in particular with reference to a method according to the invention or with reference to a device according to the invention for monitoring operating parameters in a passenger transport system. A person skilled in the art will recognize that the features can be combined, transferred, adapted or interchanged in a suitable manner in order to arrive at further embodiments of the invention.

Embodiments of the invention are described below with reference to the accompanying drawings, neither the drawings nor the description being to be construed as limiting the invention.

1 shows a passenger transport system in the form of an elevator with a device according to the invention for monitoring operating parameters.

2 shows a schematic representation of a device according to the invention for monitoring operating parameters.

The figures are merely schematic and not true to scale. The same reference symbols denote the same or equivalent features in the various figures

figure 1 shows a passenger transport system 1 in the form of an elevator system 2. The elevator system 2 comprises an elevator car 5 and a counterweight 7, which can be displaced in an elevator shaft using ropes or belts 9, which are driven by a drive machine 11 in a machine room 12. The elevator car 5 has a car door 13. Furthermore, several shaft doors 15 are provided on the elevator shaft. Operation of the elevator system 2 and in particular the drive machine 11 and the car door 13 and the shaft doors 15 is controlled using an elevator controller 17 .

In order to be able to recognize currently prevailing operating states in the elevator system 2 and in particular to be able to detect anomalies in these, a plurality of sensor arrangements 19 are distributed over the elevator system 2 . The sensor arrangements 19 are designed to detect specific operating parameters in the elevator installation 2 .

For example, a drive machine sensor arrangement 23 can be arranged on the drive machine 11 . This can contain, for example, sensors with the help of which electric current flows supplied to the drive machine 11, accelerations acting on the drive machine 11, for example in the form of vibrations, temperatures prevailing at the drive machine 11, noises occurring at the drive machine 11 and/or near the drive machine 11 prevailing electrical and/or magnetic fields etc. can be measured. Furthermore, an elevator car sensor arrangement 27 can be arranged on the elevator car 5 . This can, for example, detect accelerations acting on the elevator car 5, noises occurring there, temperatures or fields prevailing there, etc. The elevator car sensor arrangement 27 can also include a camera arrangement 31 with the aid of which, for example, an interior space in the elevator car 5 can be observed.

Furthermore, a cabin door sensor arrangement 29 can be arranged on the cabin door 13 . This can, for example, measure accelerations acting on the cabin door 13, noises occurring there, etc.

A shaft door sensor arrangement 25 can be arranged on each of the shaft doors 15 . This can, for example, record accelerations acting on the shaft door 15, noises occurring there, etc.

A machine room door sensor arrangement 21 can be provided at an entrance to the machine room 12, with the aid of which a closed state of a machine room door, noises occurring there, etc. can be measured.

The various sensor arrangements 19 can transmit signals, which contain information about the operating parameters they have detected, to a signal processing device 35 . The signals can be processed and/or evaluated there. The sensors contained in the various sensor arrangements 19, together with the signal processing device 35, form a device 3 for monitoring operating parameters in the elevator installation 2.

If necessary, the signals received can be sent to a remote monitoring device 36 via a data communication device 33 before or after their processing or evaluation. The monitoring device 36 can be set up, for example, in a monitoring center in which, for example, the manufacturer of the passenger transport system can remotely monitor its function.

A data or signal transmission between the sensors and the signal processing device 35 and from the signal processing device 35 via the data communication device 33 to the monitoring device 36 can be wired or wireless.

In conventional passenger transport systems 1, the many sensor arrangements 19 contained therein generally permanently supply signals or sensor data to the signal processing device 35 or must be centrally controlled by it. On the one hand, this requires a high level of data processing effort in the signal processing device 35 and, on the other hand, a high volume of data transmission between the sensor systems 19 and the signal processing device 35.

It is therefore proposed that the individual sensor arrangements 19 should in principle be able to transmit their signals and sensor data to the signal processing device 35, but that this should not be done permanently, but only for one or some of the sensors upon special triggering happens. The sensor arrangements 19 should be designed in such a way that the sensors contained therein can at least partially trigger each other, i.e. individual sensors can be triggered decentrally and without the need for control or intervention by, for example, the signal processing device 35.

2 FIG. 1 shows a device 3 with the aid of which operating parameters in a passenger transport system 1 can be monitored with the aid of one or more sensor systems 19 .

In the example shown, the device 3 includes three different sensors 37, 39, 41. Each of the sensors 37, 39, 41 is designed to detect at least one operating parameter of the passenger transport system 1. The various sensors 37, 39, 41 are designed differently and can therefore measure different operating parameters. A certain simple signal processing can take place in the sensors 37, 39, 41, for example in the form of segmentation, limit value monitoring, etc. The sensors 37, 39, 41 can provide the signals either continuously, periodically or in response generate on an externally caused trigger.

It is now proposed to repeatedly detect a first operating parameter in a first sensor 37 and to check whether this first operating parameter assumes a predetermined first trigger property, ie, for example, exceeds or falls below a predetermined limit value or threshold value. If this is the case, the first sensor 37 should generate a first trigger signal T _1a .

This first trigger signal T _1a can be transmitted from the first sensor 37 either directly to a second sensor 39, as in 2 indicated by a dashed arrow. Alternatively, the first trigger signal T _1a can be transmitted to the signal processing device 35 in a variant that is not covered by the claims and can be transmitted by it to the second sensor 39 directly or possibly after a certain processing.

Only in response to such a first trigger signal T _1a does the second sensor 39 begin to detect the second operating parameter to be monitored by it and to transmit corresponding signals to the signal processing device 35 .

Alternatively, provision can be made for the second sensor 39 to detect the operating parameter to be monitored by it even without such a first trigger signal T _1a , but not to transmit associated signals permanently to the signal processing device 35, for example, or for the signal processing device to ignore a corresponding signal transmission until the first trigger signal T _1a was generated by the first sensor 37.

The signal processing device 35 can process the signals received from the second sensor 39 and, if necessary, subsequently or already forward them as raw signals via the data communication device 33 to the external monitoring device 36, so that the external monitoring device 36 can draw conclusions about the current operating state of the passenger transport system 1 based on these signals.

In response to the first trigger signal T _1a , the second sensor 39 can detect the second operating parameter once and transmit it to the signal processing device. Alternatively, the second sensor 39 can, in response to the first trigger signal T _1a , begin to repeatedly or continuously record the second operating parameter and/or to transmit it to the signal processing device. A grasp of second operating parameter can possibly be stopped again in response to a second trigger signal T _1e to be output by the first sensor 37 . For example, the first sensor 37 can detect when the operating parameter it monitors assumes a second trigger property, ie exceeds or falls below a further threshold value, and then transmit the second trigger signal T _1e to the second sensor 39 . Alternatively, the detection of the second operating parameter can be ended automatically after a predetermined time. It can also be provided that the second sensor 39 records the second operating parameter for as long as the first trigger signal T _1a is being transmitted by the first sensor 37 and the recording of the second operating parameter is ended as soon as the first trigger signal T _1a is no longer being transmitted .

For its part, the second sensor 39 can possibly also generate trigger signals and transmit them to further sensors 41 . For example, the second sensor 39 can detect when the second operating parameter it monitors assumes a trigger property or one of a large number of possible trigger properties. The second sensor 39 can then output corresponding trigger signals T _2n , T _2w , T _2f . These trigger signals can be transmitted to one or more other sensors 41 in order to cause them to become active and to record operating parameters and transmit them to the signal processing device.

For example, depending on the detected trigger property, the second sensor can generate a trigger signal T _2n , a trigger signal T _2w or a trigger signal T _2f . spend. The trigger signal T _2n can indicate that a normal state has been recognized for the second operating parameter. The trigger signal T _2w can indicate in the form of a kind of warning that an anomaly has been detected in the second operating parameter. The trigger signal T _2f can indicate that an error in the detection of the second operating parameter was detected. Depending on the trigger signal T _2n , T _2w , T _2f received, the addressed further sensor 41 can react appropriately.

In this way, a type of sensor chain or sensor network can be formed in which one or more individual sensors 37, 39 can trigger other sensors 39, 41 and thereby activate them.

Instead of the trigger signals T _1a and T _1e , the first sensor 37 can also continuously transmit a signal reflecting the detected first operating parameter to the second sensor 39 . The second sensor 39 then checks itself whether the first operating parameter assumes a predetermined first or second trigger property. If this is the case, the second sensor 39, as described above, generates the first sensor 37 internal trigger signals which, as described above, start or end a detection of the second operating parameter.

Similarly, the second sensor instead of trigger signals T _2n , T _2w and T _2f . also continuously transmit a signal reflecting the detected second operating parameter to further sensors 41, which then evaluate this as described.

This is to be explained for an application in an elevator system 2 using a specific example. In order to monitor a car door 13, a current sensor, an acceleration sensor and a microphone are installed in the car door sensor assembly 29. The current sensor is connected to the main power supply to the car door 13 . The current sensor acting as the first sensor 37 in this case can detect whether the cabin door 13 is currently beginning to be opened or closed on the basis of current current signal patterns, which in this case were predetermined as a trigger property. If such a trigger property is detected, a first trigger signal is output and transmitted to the acceleration sensor and/or the microphone, which act as second sensors 39 in this case. These then begin to monitor whether the car door 13 is accelerated in a manner typical for opening or closing, or whether typical noises are generated in the process. Corresponding signals are transmitted to the signal processing device 35 by the acceleration sensor and/or the microphone. The triggering can either activate the following second sensors 39 in order to measure the operating parameters to be detected by them, or activate a processing or analysis of continuously recorded operating parameters, for example until the triggering is deactivated again or a deactivating second trigger signal is transmitted. The signals are transmitted from the signal processing device 35 to the external monitoring device 36, possibly after prior processing. If atypical operating parameters are detected in the signals, which, for example, indicate a too slow If the car door accelerates or there are unusual noises, this can be recognized as a malfunction of the car door 13 .

Using the example of a passenger transport system 1 in the form of an escalator, a first sensor 37 in the form of a current sensor can detect, for example, when a main current supply to a drive unit increases significantly, for example to switch from slow speed to fast speed. The first sensor 37 can then trigger one or more second sensors 39 in order to measure accelerations or noises, for example, which can be used to track whether the transition to faster travel is taking place correctly or whether there are delays or unusual noises due to malfunctions, for example comes.

In the applications of the method described herein or the device described herein, trigger signals generated by sensors can be made available to all sensors in a network. Furthermore, multiple triggers and/or sensor signals can be combined in order, for example, to merge the functions of multiple sensors.

Various advantages can be achieved with the aid of embodiments of the present invention compared to conventional solutions. For example, signals already measured by sensors can be reused within a decentralized sensor network. As a result, performance, reliability and/or efficiency within the sensor network can be improved. Furthermore, simple sensors can be combined with one another in order to be able to provide more complex information in the form of a sensor fusion. In addition, signal segmentation can take place using sensor signals, preferably without a connection to, for example, a controller of the passenger transport system. Overall, operating parameters can be recorded exclusively or primarily during relevant times or relevant events.

The solution proposed here can make it possible to retrofit existing passenger transport systems with sensors that can detect specific operating states without a connection having to be established, for example, to a controller of the passenger transport system. Furthermore, a number of Wiring can be reduced through the reuse of signals and trigger signals within the sensor network, in particular due to the unnecessary connection to the control of the passenger transport system. Ultimately, in particular, a cost reduction can be achieved, for example through sensor fusion using a plurality of simple sensors instead of one complex sensor.

In summary, the planned decentralized triggering of individual sensors 39, 41 by other sensors 37, 39 can reduce the amount of data processed and/or the amount of data transmitted, the need for wiring reduced and complex sensor functions can be achieved with the help of simple sensors 37, 39, 41 that cooperate with one another, which in particular when retrofitting existing passenger transport systems 1 can be advantageous.

Finally, it should be noted that terms such as "comprising," "comprising," etc. do not exclude other elements or steps, and terms such as "a" or "an" do not exclude a plurality. Furthermore, it should be pointed out that features or steps that have been described with reference to one of the above exemplary embodiments can also be used in combination with other features or steps of other exemplary embodiments described above. Any reference signs in the claims should not be construed as limiting.

Claims (12)

1. Method for monitoring operating parameters in a passenger transport installation (1),
   wherein the passenger transport installation (1) has a plurality of sensors (37, 39, 41) detecting different operating parameters as well as a signal processing device (35), wherein the method comprises:

   repeatedly detecting a first operating parameter by means of a first (37) of the sensors;

   triggering a second (39) of the sensors as soon as the first operating parameter detected by the first sensor (37) assumes a predetermined trigger characteristic;

   detecting a second operating parameter by means of the second sensor (39) and transmitting a signal reproducing the detected second operating parameter to the signal processing device (35) in response to the triggering;

   processing the signal to monitor the second operating parameter,

   characterized in that

   the first sensor (37) transmits a trigger signal directly to the second sensor (39) in order to trigger the second sensor (39) or

   the first sensor (37) transmits a signal reproducing the detected first operating parameter to the second sensor (39) and the second sensor (39) generates an internal signal within the second sensor (39) as the trigger signal in order to trigger the second sensor (39).
2. Method according to claim 1, further comprising:
   transmitting the processed signal to a monitoring device (36) that is remote from the passenger transport installation (1).
3. Method according to any of the preceding claims, wherein the second sensor (39) is triggered for the first time as soon as the first operating parameter detected by the first sensor (37) assumes a predetermined first trigger characteristic, and the second sensor (39) repeatedly detects the second operating parameter and transmits the signal reproducing the detected second operating parameter to the signal processing device (35) in response to the first triggering until the first operating parameter detected by the first sensor (37) assumes a predetermined second trigger characteristic and then a second trigger signal is transmitted to the second sensor (39).
4. Method according to any of the preceding claims, wherein one of the sensors (37, 39, 41) repeatedly detects the operating parameter to be detected thereby over a period of time and then predetermines the trigger characteristic for subsequent detection processes.
5. Device (3) for monitoring operating parameters in a passenger transport installation (1),

   wherein the device (3) is designed to be installed in the passenger transport installation (1), and comprises a plurality of sensors (37, 39, 41) detecting different operating parameters as well as a signal processing device (35),

   wherein the device (3) is designed to carry out a method according to any of claims 1 to 4.
6. Device according to claim 5, wherein several of the plurality of sensors (37, 39, 41) are designed to transmit signals to others of the plurality of sensors (37, 39, 41).
7. Device according to any of claims 5 to 6, wherein several of the plurality of sensors (37, 39, 41) are designed to transmit signals to the signal processing device (35).
8. Device according to any of claims 5 to 7, wherein the signal processing device (35) is designed to transmit signals to a monitoring device (36) that is remote from the passenger transport installation (1).
9. Device according to any of claims 5 to 8, wherein a plurality of the sensors (37, 39, 41) are designed to detect only one type of operating parameter.
10. Device according to any of claims 5 to 9, wherein one of the sensors (37, 39, 41) is designed to repeatedly detect the operating parameter to be detected thereby over a period of time and then to predetermine the trigger characteristic for subsequent detection processes.
11. Passenger transport installation (1), comprising a device (3) according to any of claims 5 to 10.
12. Method for retrofitting a passenger transport installation (1), comprising equipping the passenger transport installation (1) with a device (3) according to any of claims 5 to 10.

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