EP3102523B1 - Measuring system and measuring method for testing the catching device of an elevator - Google Patents

Description

The invention relates to a measuring system and a measuring method for determining a characteristic value K of a safety gear of a rope elevator according to the preamble of the independent claims.

STATE OF THE ART

As a rule, a traction elevator includes a car that is guided in an elevator shaft and is steered via a traction sheave and connected to a counterweight. The counterweight typically has the mass of the elevator car plus half the rated load of the elevator. The elevator car is guided along a car guide, in particular a guide linkage, in an elevator shaft. A safety device is provided on the cabin, which is intended to prevent the cabin from falling, for example if a cable breaks or a brake fails. If the permissible speed of the elevator car is exceeded, a centrifugal or speed controller triggers the safety gear. Friction linings between the safety gear and the running rail slow down the movement of the cabin.

After installing a cable lift, various tests must be carried out to ensure safe operation. In addition, tests of safety-relevant parts must be carried out as part of repeated tests during operation on the basis of test specifications such as the elevator directive. A central test instruction is aimed at testing the safety gear, in which the effectiveness of the safety device as the central safety feature of the rope elevator is checked.

According to EN 528, no acceleration forces >3g may occur when operating the safety gear in order not to injure people in the elevator.

The safety gears must be checked at regular intervals and especially when they are placed on the market. Up until now, it has been customary for the test to place weights in the elevator car that are in the range of the rated load of the elevator, and for which the safety gear is triggered manually when the car is traveling at the rated speed in order to measure the braking deceleration or the response of the safety gear . Since the cabin is loaded with a heavy load, braking decelerations <1g occur regularly.

Such a test requires the teaching and loading of test weights, the handling of which is tedious and tedious. A high level of personnel and logistical effort is required to bring the corresponding weights, which amount to several 100 kg, to the elevator and transport them away again. Furthermore, the high mass and the high braking forces that occur place an excessive load on the essential parts of the elevator, in particular the safety gear, the rope, the car mount, the braking device and the traction sheave, so that a high level of mechanical stress and wear is expected from the test.

Based on the previous test methods for safety gears, a test method is proposed below in which a characteristic value K of the safety gear can be recorded by a weightless test during a car journey at increased speed and the reliability of the safety gear can thus be determined.

The basis of a safety gear test is to ensure the absorption of high kinetic energy to ensure that the safety gear works reliably in extreme cases. Thus, when an additional mass is loaded into an elevator car, there is no guarantee that a comparable safety gear can be tested to the same extent for its functionality in different elevators with the same loads.

Will be a rope elevator like the one in the 1 is shown schematically, with a Load m _L 20 is loaded, and braking occurs, for example, using the safety gear with a delay of a _{Fang_L} <1 g, the mass of the counterweight m _GG 16 plays a decisive role, which significantly influences the energy to be consumed by the safety gear. The cable 14, which connects the cabin 18 to the counterweight 16, is guided over a traction sheave 12, as is usual in cable elevators. The catch force that a safety gear at the in 1 shown constellation, results from the following formula: $$f_{\mathit{catch}}=\left(m_{\mathit{FK}}+m_L-m_{\mathit{GG}}\right)*G+\left(m_{\mathit{FK}}+m_L+m_{\mathit{GG}}\right)*a_{\mathit{catch}\_L}$$

Here, a _{Fang_L} describes the delay caused by the safety gear.

wobei F _Fang die von der Fangvorrichtung ausgeübte Fangkraft darstellt, m _FK die Masse der Aufzugskabine 18, m _L die Masse der zugeladenen Last, m _GG die Masse des Gegengewichts und g die Erdbeschleunigung 9,81 m/s².Accordingly, the deceleration exerted by the safety gear is given by: $$a_{\mathit{catch}\_L}=\frac{f_{\mathit{catch}}-\left(m_{\mathit{FK}}+m_L-m_{\mathit{GG}}\right)*G}{m_{\mathit{FK}}+m_L+m_{\mathit{GG}}}$$

where F _catch represents the catch force exerted by the catch device, m _FK the mass of the elevator car 18, m _L the mass of the loaded load, m _GG the mass of the counterweight and g the gravitational acceleration 9.81 m/s ² .

$${\nu }_{\mathit{nenn}}=a_{\mathit{Fang}\_L}*t_{\mathit{Fang}}$$

wobei eine Nenngeschwindigkeit v _nenn der Aufzugskabine angenommen wird. Hierdurch ergibt sich ein Verzögerungsweg s _L von: $$s_L=\frac{1}{2*a_{\mathit{Fang}\_L}}*{{\nu }_{\mathit{nenn}}}^2$$

der bei obigen Werten einen Verzögerungsweg von 85 mm bei einer Nenngeschwindigkeit von v _nenn=1 m/s resultiert.Assuming a typical catch force of 3000 N, the mass of an elevator car of 1,000 kg, the mass of the counterweight of 1,500 kg and a payload of 1,250 kg, a deceleration of a _{F-ang_L} = 0.6 g of the catch device results, for example. With this deceleration, the deceleration path S _L results as: $$s_L=\frac{1}{2*a_{\mathit{catch}\_L}}*{v_{\mathit{name}}}^2$$

$$v_{\mathit{name}}=a_{\mathit{catch}\_L}*t_{\mathit{catch}}$$

where a nominal speed vnom of the elevator _car is assumed. This results in a deceleration path s _L of: $$s_L=\frac{1}{2*a_{\mathit{catch}\_L}}*{{\mathrm{<figure-callout\; id="2"\; label="v\; name"\; filenames="imgf0008.png"\; state="\{\{state\}\}">v</figure-callout>}}_{\mathit{name}}}^2$$

which, with the above values, results in a deceleration path of 85 mm at a nominal speed of v _nom =1 m/s.

was in unserem Beispiel eine verzehrte Energie von 2.500 J ergibt.If you look at the energetic conditions when testing the safety gear with a loaded load, the following energy is absorbed by the safety gear, which is converted into heat, according to the calculation rule energy = force x displacement: $$E_{\mathit{catch}}=\frac{1}{2}*\frac{{v_{\mathit{name}}}^2}{a_{\mathit{catch}\_L}}*f_{\mathit{catch}}$$

which in our example results in a consumed energy of 2,500 J.

und die Aufzugskabine weist eine kinetische Energie von $$E_{\mathit{kin}1\_\mathit{FK}}=\frac{1}{2}*\left(m_{\mathit{FK}}+m_L\right)*{\left({\nu }_{\mathit{nenn}}\right)}^2$$

auf. Nach der Beendigung des Bremsvorgangs weist das Gegengewicht eine Zunahme in der potentiellen Energie auf von: $$E_{\mathit{pot}2\_\mathit{GG}}=m_{\mathit{GG}}*g*s_L$$

und die Aufzugskabine weist eine Änderung in der potentiellen Energie auf von: $$E_{\mathit{pot}2\_\mathit{FK}}=\left(m_{\mathit{FK}}+m_L\right)*g*\left(-s_L\right)$$

The law of conservation of energy in mechanics applies to the individual components of the traction elevator. Before the start of the catch test, the counterweight has a kinetic energy of: $${\mathrm{<figure-callout\; id="1"\; label="E\; children"\; filenames="imgf0008.png"\; state="\{\{state\}\}">E</figure-callout>}}_{\mathit{children}}=\frac{1}{2}{m}_{\mathit{vs}}*{\left({\mathrm{<figure-callout\; id="2"\; label="v\; name"\; filenames="imgf0008.png"\; state="\{\{state\}\}">v</figure-callout>}}_{\mathit{name}}\right)}^2$$

and the elevator car has a kinetic energy of $${\mathrm{<figure-callout\; id="1"\; label="E\; children"\; filenames="imgf0008.png"\; state="\{\{state\}\}">E</figure-callout>}}_{\mathit{children}}=\frac{1}{2}*\left(m_{\mathit{FK}}+m_L\right)*{\left({\mathrm{<figure-callout\; id="2"\; label="v\; name"\; filenames="imgf0008.png"\; state="\{\{state\}\}">v</figure-callout>}}_{\mathit{name}}\right)}^2$$

on. After stopping braking, the counterweight shows an increase in potential energy of: $${\mathrm{<figure-callout\; id="2"\; label="E\; pot"\; filenames="imgf0008.png"\; state="\{\{state\}\}">E</figure-callout>}}_{\mathit{pot}}=m_{\mathit{GG}}*G*s_L$$

and the elevator car has a change in potential energy of: $${\mathrm{<figure-callout\; id="2"\; label="E\; pot"\; filenames="imgf0008.png"\; state="\{\{state\}\}">E</figure-callout>}}_{\mathit{pot}}=\left(m_{\mathit{FK}}+m_L\right)*G*\left(-s_L\right)$$

Taking into account the above formula (5) for the braking distance s _L , an energy balance results that reflects the difference between the two kinetic energies minus the difference in the change in the two potential energies according to the following formula: $$\begin{array}{l}{E}_{\mathit{catch}}={\mathrm{<figure-callout\; id="1"\; label="E\; children"\; filenames="imgf0008.png"\; state="\{\{state\}\}">E</figure-callout>}}_{\mathit{children}}+{\mathrm{<figure-callout\; id="1"\; label="E\; children"\; filenames="imgf0008.png"\; state="\{\{state\}\}">E</figure-callout>}}_{\mathit{children}}-{\mathrm{<figure-callout\; id="2"\; label="E\; pot"\; filenames="imgf0008.png"\; state="\{\{state\}\}">E</figure-callout>}}_{\mathit{pot}}-{\mathrm{<figure-callout\; id="2"\; label="E\; pot"\; filenames="imgf0008.png"\; state="\{\{state\}\}">E</figure-callout>}}_{\mathit{pot}}\\ E_{\mathit{catch}}=\frac{1}{2}{m}_{\mathit{GG}}*{\left({\mathrm{<figure-callout\; id="2"\; label="v\; name"\; filenames="imgf0008.png"\; state="\{\{state\}\}">v</figure-callout>}}_{\mathit{name}}\right)}^2+\frac{1}{2}*\left(m_{\mathit{FK}}+m_L\right)*{\left({\mathrm{<figure-callout\; id="2"\; label="v\; name"\; filenames="imgf0008.png"\; state="\{\{state\}\}">v</figure-callout>}}_{\mathit{name}}\right)}^2-\frac{m_{\mathit{GG}}*G*{\left({\mathrm{<figure-callout\; id="2"\; label="v\; name"\; filenames="imgf0008.png"\; state="\{\{state\}\}">v</figure-callout>}}_{\mathit{name}}\right)}^2}{2*a_{\mathit{CATCH}\_L}}+\frac{\left(m_{\mathit{FK}}+m_L\right)*G*{\left({\mathrm{<figure-callout\; id="2"\; label="v\; name"\; filenames="imgf0008.png"\; state="\{\{state\}\}">v</figure-callout>}}_{\mathit{name}}\right)}^2}{2*a_{\mathit{CATCH}\_L}}\end{array}$$

It can be clearly seen that the mass of the counterweight and the mass of the car when driving at nominal speed vnom _make a decisive contribution to the mass of energy consumed by the safety gear, so that with the same mass load m _L in different elevators with different counterweights and car weights, different energies to be consumed by the Braking device occur. Thus, with a defined payload of 125% of the nominal load of an elevator car, for example, it can never be ensured that the same braking energies are tested. The previous test method with loading additional masses thus leads to different results for different elevators, since the mass of the counterweight and the mass of the elevator car play an important role in determining the braking energy to be consumed or the acceleration forces that can be achieved by the safety gear. A test, as has been customary up to now based on the state of the art, does not provide comparable results and depends on the design and construction of the cable elevator in question.

was bei einer Masse der Aufzugskabine m _FK = 1.000 kg und einer beispielsweise durch eine Positionsbestimmung messbaren Bremsverzögerung von a _{F-ang_leer} = 2g eine Fangkraft F _Fang von 3.000 N ergibt, da der Einfluss des Gegengewichts vernachlässigt werden kann. Zur Bestimmung der Fangverzögerung kann beispielsweise ein Beschleunigungsmesser eingesetzt werden, oder durch ein optisches Aufzugsprüfgerät, wie es in der EP 2 221 268 A1 beschrieben ist, eingesetzt werden. Unter Kenntnis der Fangkraft a _{Fang_leer} der Fangvorrichtung im unbeladenen Zustand kann ausgerechnet werden, wie schnell die Kabine fahren muss, um in einem zweiten Fangvorgang eine zu überprüfende Bremsenergie zu verzehren, so dass die geforderte mechanische Belastung der Bremsvorrichtung und der übrigen Komponenten sicher getestet werden können. So wird bei einer leeren Aufzugskabine und beim Verfahren mit der Nenngeschwindigkeit von v _nenn=1 m/s eine Energie verzehrt von: $$E_{\mathit{Fang}\_\mathit{leer}}=\frac{{\nu }_{\mathit{nenn}}}{2*a_{\mathit{Fang}\_\mathit{leer}}}*F_{\mathit{Fang}}$$

was mit obigen Werten eine zu verzehrende Energie der Fangvorrichtung von 750 N bei Nennfahrt ergibt.A new, improved examination procedure is based on the following considerations:
If one considers a test of the catch force of an unloaded elevator car in a first measurement process, when the safety gear is triggered, acceleration forces a _catch > 1 g can be achieved, since the mass of the elevator car is significantly smaller than when it is loaded, so that higher deceleration accelerations are achieved when the safety gear is triggered can become. If higher deceleration accelerations than 1 g are reached, the influence of the counterweight can be neglected, since this is thrown up during a catching process and no counterweight is picked up exercising the rope. The counterweight is therefore in a weightless state for a short time, and the safety gear only decelerates the weight of the elevator car. This results in a catch force acting on the cabin of $$f_{\mathit{catch}}=m_{\mathit{FK}}*G+m_{\mathit{FK}}*a_{\mathit{catch}\_\mathit{empty}}$$

which, with a mass of the elevator car m _FK = 1,000 kg and a braking deceleration of a _{F-ang_leer} = 2g, which can be measured for example by determining a position, results in a catch force F _catch of 3,000 N, since the influence of the counterweight can be neglected. For example, an accelerometer can be used to determine the catch deceleration, or by an optical elevator tester, as described in US Pat EP 2 221 268 A1 is described, are used. Knowing the catching force a _{Fang_leer} of the catching device in the unloaded state, it is possible to calculate how fast the car has to travel in order to consume a braking energy to be checked in a second catching process, so that the required mechanical load on the braking device and the other components can be safely tested . With an empty elevator car and when moving at the nominal speed of v _nom =1 m/s, energy is consumed by: $$E_{\mathit{catch}\_\mathit{empty}}=\frac{{\mathrm{<figure-callout\; id="2"\; label="v\; name"\; filenames="imgf0008.png"\; state="\{\{state\}\}">v</figure-callout>}}_{\mathit{name}}}{2*a_{\mathit{catch}\_\mathit{empty}}}*f_{\mathit{catch}}$$

which, with the above values, results in an energy consumption of the safety gear of 750 N at rated speed.

If, in a second step, the elevator car is moved at an increased speed, for example at a speed v _140% of 140% of the nominal speed v _nominal , at which a speed limiter, which triggers the safety gear on the elevator car in the event of overspeed, there is a safety energy at increased Velocity (provided the braking deceleration remains with a _catch > 1 g, so that the mass of the counterweight does not matter) of $$\begin{array}{l}{E}_{\mathit{catch}\_\mathit{empty}\_140\%}=\frac{{\left(v_{140\%}\right)}^2}{2*a_{\mathit{catch}\_\mathit{empty}}}*f_{\mathit{catch}}\\ E_{\mathit{catch}\_\mathit{empty}\_140\%}=\frac{{\left(v_{140\%}\right)}^2}{2*a_{\mathit{catch}\_\mathit{empty}}}*\left(m_{\mathit{FK}}*a_{\mathit{catch}\_\mathit{empty}}+m_{\mathit{FK}}*G\right)\end{array}$$

The energy dissipated at the increased speed can thus be increased, and depends on the initially determined catch force and the square of the increased driving speed: $$E_{\mathit{catch}\_\mathit{empty}\_140\%}=\frac{{\left(v_{140\%}\right)}^2}{2*a_{\mathit{catch}\_\mathit{empty}}}*f_{\mathit{catch}}$$

In our example with an excessive speed of v = 140% = 1.4 m/s, the capture energy is 1,400 J.

Thus, as long as the achievable safety gear deceleration when the safety gear is triggered and the car is empty a _catch >1g, different safety gear energies can be set by specifying different travel speeds of the elevator car, so that the effectiveness of the safety gear is independent of the mass of the counterweight or the acceleration that can be achieved by the safety gear can be tested. Thus, when traveling at excessive speed and with an empty elevator car, a characteristic value of the safety gear or a safety energy to be checked can be determined, which is independent of the design of the elevator car.

As a result, it can be stated that a test with additional weights, so that the braking deceleration is usually a<1 g due to the high mass, and the mass of the counterweight plays a decisive role, ensures different test conditions for different elevators and thus is disadvantageous. It can be stated that testing the safety gear using the conventional method, in which the car is driven at nominal speed and only braking decelerations a _catch < 1 g are achieved due to an increased mass of the elevator car, part of the braking energy is converted into heat by the safety gear and another part used for this is used to lift the counterweight and thus store potential energy. Thus, a safety gear that offers a high deceleration effect and thus achieves a short deceleration path dissipates a small amount of energy in heat, with only a small amount of energy flowing into a change in position of the counterweight. With a relatively weak safety gear that requires a long deceleration distance, more energy goes into lifting the counterweight, and a large amount of heat energy must be absorbed by the long deceleration distance. The amount of energy that is converted into heat by the safety gear during the safety test is therefore highly dependent on the safety deceleration. Thus, the load on the safety gear during the test with an overload of, for example, 125% of the nominal cabin load is disadvantageous, since the load on the components to be tested turns out to be very different. It is therefore a fallacy that the same conditions are imposed on the safety gear for elevators with the same load. Another disadvantage is that during a fall arrest test with overload, the fall arrester housing is subject to high mechanical loads and can cause damage. In an emergency, a safety gear could be severely damaged so that it fails in an emergency.

The current EN-81 standard requires that a driver's cabin loaded with 100% nominal load may decelerate by at least 0.2 g and at most 1 g without the influence of the rope. As the example above shows, with an empty car and an excessive speed, accelerations of 1 g to a maximum of 2.5 g can be achieved, whereby the counterweight and the rope have no influence, and the entire kinetic energy must therefore be consumed by the safety gear , which leads to comparable results in the catch test.

In the 3 a diagram of the catch force for catch devices that can apply an acceleration of 8 to 38 m/s ² with an empty driver's cabin is shown as an example. A weak safety gear, only a low one deceleration is reached, if the elevator car is loaded with an increased mass, thermal energy of E _Fang = 3,000 J would have to be absorbed. A strong safety gear with a high deceleration value would have to consume about 50% less energy.

As a result, the previous test method cannot offer a uniform standard for different elevator configurations. The safety gear overload test does not provide any information about how much the safety gear actually decelerates. There is therefore a risk of the safety gear being set incorrectly, with the result that the safety gear triggers unintentionally even during normal operation, or a safety gear that is set too hard can pose a risk of injury for the passengers. In a test with an empty elevator car and 140% nominal speed, a fall test can be determined without the influence of the counterweight and thus independently of the type of elevator. In this way, the behavior of the safety gear can be checked effectively and comparably in an emergency.

From the DE 10 2009 028 596 A1 a measuring system for determining a characteristic value of a safety gear of a rope elevator is known, which comprises an optical distance measuring device for determining a distance of an elevator car from a fixed point, in particular an elevator shaft pit space.

the WO 2012 119 889 A1 describes a test of the proper functionality of an elevator, in which both an optical distance measuring device for determining a distance of an elevator car or a counterweight to a fixed point is provided, and an acceleration sensor is included. The acceleration sensor is attached to the same object whose distance is measured by the distance measuring device and is used to increase the accuracy of the optical distance measurement.

In the DE 91 16 466 U1 a rope elevator with a first and a second distance measuring device is known, which serves to detect the position of the elevator car. It is not intended to check a safety gear.

the DE 10 2011 076 241 A1 which, the closest prior art is considered, discloses a measuring system for determining a characteristic value K of a safety gear of a rope elevator, comprising a distance measuring device for determining a distance of a counterweight to a fixed point, the system having an acceleration sensor and an analysis device for determining at least one characteristic value K Includes safety gear when the elevator car and the counterweight have come to a standstill.

the DE 44 44 466 C1 discloses a device for testing the braking function of a hoist with a motor and a brake.

the DE 42 17 587 C1 discloses a system diagnostic method for assessing the safety-related conditions in elevator, storage or conveyor systems.

It is therefore the object of the invention to propose a test method and a measuring system that, regardless of the design and the mass ratios of the cable elevator, produce the same characteristic values K of safety gears to be tested. In this way, a simpler, more cost-effective and more reliable test can be carried out without having to load additional weights.

A further object of the present invention is to propose a system and a method with which the effectiveness of the safety catch test can be determined in an unloaded elevator car, so that the safety catch device can be tested more gently, more quickly and more cost-effectively.

The present task is solved by a measuring system and a method according to the features of the independent claims. Advantageous embodiments are the subject matter of the dependent claims.

DISCLOSURE OF THE INVENTION

The measuring system according to the invention for determination a catch energy E _catch has all the features of claim 1.

A measuring system is also disclosed, which has a distance measuring device for determining a distance s of an elevator car and/or a counterweight to a fixed point, so that the kinematic behavior of the elevator car, ie position, speed and acceleration of the elevator car can be recorded during the catch test. A distance measuring device also records the position, acceleration and speed of the counterweight during the catch test. The second distance measuring device or an acceleration sensor are provided to determine the kinematic behavior of the counterweight or the elevator car, with a relative position device being able to determine a relative position change Δ s between the elevator car and the counterweight when the elevator car has completed its journey under the action of the braking device. This makes it possible to quantify the change in the relative position of the counterweight to the elevator car in the course of the catch test. An analysis device determines a characteristic value K, in particular the catch energy E _catch , which is reached by the catch device as soon as the elevator car and counterweight come to a standstill after the end of the measurement run, based on this relative position change Δ s between the elevator car and the counterweight. Such a measuring system is not according to claim 1.

A measuring system is also disclosed which is achieved during operation when the car travels at an overspeed, so that the counterweight loses rope tension for a short time due to the influence of an increased catch deceleration a _catch >1 g and shoots upwards. Such a measuring system is not according to claim 1. A measure of the catch delay is determined by the height of the upward rapid movement of the counterweight, in order to calculate the energy to be consumed at a given time on the basis of the catch delay Determine the speed of the elevator car, which is picked up by the safety gear. This means that the measuring system has no influence of the counterweight determine a check of the functionality of the safety gear, which does not depend on the design of the elevator.

The distance-measuring device can be designed as desired, and can, for example, take position data from an elevator controller. Advantageously, the distance measuring device can be embodied as a distance measuring device based on an acceleration sensor or a camera or can include a distance measuring device that can detect a change in distance from the fixed point, in particular the elevator shaft pit space, based on an acceleration measurement or by means of image data recognition, or can improve a distance measurement of an optical distance measuring device . Thus, a distance measuring device based on an acceleration measurement using acceleration sensors or on the basis of a camera recording with subsequent image data or video data analysis can be provided, so that recorded acceleration values, which can reflect the position of an elevator car in a double integrated manner, or an image/video data-based position determination of the car can be used . It is conceivable to provide an acceleration sensor and/or a video camera in the elevator car and an acceleration sensor and/or a video camera on the counterweight for the safety gear check, with a comparison of the acceleration curves of both acceleration sensors when the safety gear is activated yielding a measure of the relative position change Δs. It is advisable to use a modern smartphone or a tablet PC to collect the image data/video data and/or acceleration data, which already includes these sensor types and can provide measured acceleration values and image/video data with sufficient accuracy. A measuring device with such functions can be arranged very easily in the cabin and/or on the counterweight and collect position data. Data can be evaluated in the measuring device, or it can also be forwarded to an external evaluation device in a wired or wireless manner. It is conceivable that the position data collected from the measuring device could be sent to a cloud storage facility for storage and archiving, from which this data can be called up by an external evaluation device and evaluated, for example, to create a test report and further analysis.

In an advantageous embodiment, the distance measuring device can be an optical distance measuring device, for example one already known from the EP 2 221 268 A1 known distance measuring device, which is arranged at the fixed point, in particular in the elevator shaft pit space or on the elevator car, and which emits an optical measuring beam which is reflected on an optical reflector, which can preferably be detachably fastened, on a bottom or top side of the elevator car and/or the counterweight is, wherein the optical distance measuring device preferably comprises adjusting means for the preferably self-adjusting alignment of the optical measuring beam to the reflector. An optical distance measuring device can be used to determine the position, the speed and the acceleration of the elevator car or the counterweight without contact. If two optical distance measuring devices are used, one for the elevator car and one for the counterweight, the change in relative position Δ s can easily be determined. In this way, all kinematic parameters can be determined in the course of testing the safety gear in order to be able to clearly determine the energy E _catch of the safety gear. For example, the optical distance measuring device can be housed in a portable measuring device that can be temporarily placed in the hoistway pit or on the roof of the elevator car so that it can be easily transported for measuring purposes and can be installed by a single person. The procurement of heavy weights and the associated logistical effort are not necessary.

In an advantageous embodiment, the system can include an acceleration sensor arranged on the counterweight, for example a magnetically attachable sensor, and the distance measuring device can be set up to measure the distance s between the elevator car and the fixed point, with the relative position determination device being set up to determine the relative position change Δ s on the basis of the course of the distance s of the elevator car in relation to the fixed point and an acceleration value a _GG of the acceleration sensor arranged on the counterweight. The position, speed and acceleration of the elevator car can be recorded by a distance measuring device, with an acceleration sensor a _GG being arranged on the counterweight, and based on the acceleration values that occur on the counterweight, the relative change in position Δ s together with the analysis of the distance s between the elevator car and fixed point can be used to determine the capture energy E _catch of the safety gear. An acceleration sensor can be easily attached to a counterweight and can be attached magnetically, for example, and reliably record the data in the rough conditions in the elevator shaft.

In a further development of the invention, a gyrometer and/or an acceleration sensor can be arranged on the elevator car, which can determine tilting of the elevator car, and the analysis device can be set up to determine an uneven braking effect of the safety gear based on the tilting determined. A gyrometer or another acceleration sensor can, on the one hand, directly record the vertical acceleration of the elevator car and, on the other hand, also determine a horizontal tilting of the elevator car in the elevator shaft by means of a two- or three-axis determination, and thus make an uneven action of the safety gear detectable. For example, if one of several safety gears responds more strongly than the others, the elevator car will inevitably twist or tilt during the course of the safety gear test, so that an uneven effect due to wear on one or more safety gears can be identified. In this way, more precise data on the effectiveness of all safety gears on the elevator car can be determined.

In an advantageous development, the acceleration sensor and/or the gyrometer and the distance measuring device can include an internal data memory for recording measured values over time, with the analysis device being set up to determine the capture energy E _catch after the conclusion of a measurement process, a time assignment of the measured values from the acceleration sensor and/or gyrometer and carry out distance measuring device by means of cross-correlation. If one or more acceleration sensors or gyrometers are used and, in addition, a distance measuring device, which is arranged in particular in the elevator shaft pit space or on the roof of the elevator car, the recorded data must be synchronized with one another in terms of time. This can be done, for example, by both the acceleration sensor/gyrometer and the distance measuring device having their own internal clock and storing the measured values recorded in a chronological sequence, with the analysis device relating the time-based measured values of the acceleration sensor/gyrometer and the distance measuring device to one another in a post-processing step , which takes place via a cross-correlation. As a result, the data from the sensors are only subsequently combined and evaluated after the measurement data collection has been completed.

Since the data are based on different time bases—each sensor usually has an independent and different time generator—the time bases can advantageously be matched to one another, for example by means of a least square FIT, in particular a non-linear least square FIT to improve the accuracy of the measurement result. For this purpose, the start and end point of the time base are assigned to each other and the further intermediate time values are transferred to a uniform time scale according to their scale position. As a result, Y-measured values on different X-axes - in this case time scales - can be mapped to each other with high precision, in order to achieve a uniform physical process - in this case the safety gear of an elevator - by means of independent autonomous working sensors to analyze with high precision.

beschrieben. Die Kreuzkorrelationsfunktion ermöglicht die Zuordnung von Signalwerten unterschiedlicher Sensoren zueinander, sofern die Signale einem gemeinsamen Einfluss unterliegen, hier beispielsweise dem Einfluss der Bremswirkung, die Aufzugskabine und Gegengewicht in gleicher Art beeinflussen. Somit können Beschleunigungswerte des Gegengewichts mit Beschleunigungswerten der Aufzugskabine zeitlich korreliert werden, auch wenn beide mit unterschiedlichen und unabhängigen Zeitbasen aufgezeichnet sind, um die beiden Sensorwerte zueinander zuzuordnen. Hierdurch kann eine asynchrone zeitliche Aufnahme von Beschleunigungswerten des Gegengewichts und Positions- bzw. Beschleunigungswerten der Aufzugskabine vorgenommen werden, die nachträglich in der Analyseeinrichtung durch Kreuzkorrelation miteinander verbunden werden können. Hierdurch ist es möglich, zwei oder mehrere Sensoren unabhängig voneinander im System anzubringen und deren Daten in einer gemeinsamen Analyse miteinander zu vergleichen, so dass eine Verkabelung oder ein zeitsynchroner Datenaustausch während des Prüfvorgangs nicht notwendig ist. Als Daten für die Kreuzkorrelation eignen sich insbesondere mittelwertfreie Zwischenwerte der Sensoren, die keinen Offset aufweisen, und lediglich Änderungen von externen Vorgängen, anstelle von Gleichwert-behafteten Daten darstellen. Somit ist eine Korrelation von Beschleunigungs- oder Geschwindigkeits- oder hierzu korrelierenden Werten anstelle von Positionswerten zu bevorzugen.A cross-correlation allows two time-dependent signals to be correlated at different time shifts between two signals x ( t ) and y ( t ) and is given by a correlation function: $$R_{\mathit{xy}}\left(\tau \right)={\mathrm{limited}}_{T_f\to \infty }\frac{1}{T_f}{\displaystyle \underset{-T_f/2}{\overset{T_f/2}{\int }}x\left(t\right)y}\left(t+\tau \right)\mathit{German}$$

described. The cross-correlation function enables signal values from different sensors to be assigned to one another if the signals are subject to a common influence, here for example the influence of the braking effect, which affects the elevator car and counterweight in the same way. Thus, acceleration values of the counterweight can be temporally correlated with acceleration values of the elevator car, even if both are recorded with different and independent time bases, in order to associate the two sensor values with one another. This allows acceleration values of the counterweight and position or acceleration values of the elevator car to be recorded asynchronously over time, which can subsequently be connected to one another in the analysis device by cross-correlation. This makes it possible to install two or more sensors independently of each other in the system and to compare their data in a joint analysis, so that cabling or time-synchronous data exchange during the test process is not necessary. Particularly suitable as data for the cross-correlation are mean-free intermediate values of the sensors, which have no offset and only represent changes from external processes instead of data with equivalent values. Thus, a correlation of acceleration or speed values or values correlating thereto is to be preferred instead of position values.

According to the aforementioned embodiment, it may be advantageous that the acceleration sensor and/or the gyrometer can be temporarily connected to the analysis device via a contact unit for data exchange, with the analysis device preferably being included in the distance measuring device designed as a transportable device. This embodiment proposes that after the completion of a catch test, the time-based readings from the accelerometer or gyrometer attached to the elevator car and/or the counterweight are combined with the analysis via a contact unit, for example a USB connection, plug connections, Bluetooth or other temporarily connectable Contact connections for data exchange can be connected. The analysis device can be located in a transportable device in which the distance measuring device is installed, so that the overall analysis can be carried out in the transportable distance measuring device. As an alternative to the aforementioned summary of the measured values from the various sensors, data can be transmitted wirelessly between the acceleration sensor and/or gyrometer and distance measuring device, in particular by radio transmission using radio antennas, as part of the test. Here, for example, a contactless data exchange can take place on the basis of a single time scale synchronously during the implementation of the catch test or also on the basis of several time scales and a subsequent correlation step, so that acceleration and position data are available on the basis of the same time scale. The exchange of data can expediently take place via radio transmission, for example via WLAN, NFC, Bluetooth or the like.

In an advantageous development, at least one, in particular several, force measuring devices can be included, which are set up to measure a weight force m _FK of the elevator car and/or a weight force m _GG of the counterweight, and which are connected to the analysis device for determining the capture energy E _capture of the capture device are connected. In order to determine the catch energy E _catch , at least the mass is known the elevator car m _FK but also the counterweight m _GG advantageous. To determine these masses, they can either be entered manually or measured directly. For this purpose, it is advisable to provide one or more force measuring devices, preferably load cells, which can be placed on the buffers of the elevator car or the counterweight, and to determine their masses directly when the counterweight or elevator car is lowered. Thus, even if the technical specifications of the elevator are not available, the mass parameters can be measured, so that even if structural changes are made to the car or to the counterweight, an exact determination of the catching force of the catching device is made possible.

• in einem ersten Schritt (S1) eine Fangkraft F _Fang der Fangvorrichtung bei Nenngeschwindigkeit v _nenn einer Abwärtsfahrt einer unbeladenen Aufzugskabine mit Leergewicht m _FK ermittelt, wobei eine Bremsverzögerung a _{Fang_leer} > 1g zu erreichen ist;
• In einem zweiten Schritt (S2) wird eine Testgeschwindigkeit v _test > v _nenn in Abhängigkeit der Fangkraft F _Fang und/oder einer Bremsverzögerung a _{F-ang_leer} bestimmt, bei der eine vorbestimmbare Prüfbelastung der Fangvorrichtung und des Seilaufzugs auftritt;
• In einem dritten Schritt (S3) wird eine weitere Testfahrt mit der bestimmten Testgeschwindigkeit v _test > v _nenn bei unbeladener Aufzugskabine mit Leergewicht m _FK durchgeführt, wobei eine Relativpositionsveränderung Δs von Aufzugskabine zum Gegengewicht aufgenommen wird;
• Schließlich wird in einem vierten Schritt (S4) eine Beurteilung durchgeführt, ob die aufgenommene Relativpositionsveränderung Δs einem Erreichen der vorbestimmten Prüfbelastung des Seilaufzugs genügt, und die gewünschte Fangenergie E _Fang wird ermittelt.

In a secondary aspect, the invention proposes a method for characterizing a safety gear of a rope elevator that is carried out using a system according to one of the system claims. For this purpose

• in a first step (S1), a catch force F _catch of the catch device is determined at a nominal speed v _nom of a descent of an unloaded elevator car with an empty weight m _FK , with a braking deceleration a _{catch_empty} >1g being to be achieved;
• In a second step (S2), a test speed v _test > v nominal is determined as a function of the catch force F _catch and/or a braking deceleration a _{F-ang_leer ,} at which a predeterminable test load of the catch device and the cable elevator occurs;
• In a third step (S3), a further test run is carried out at the determined test speed v _test > v _nominal with an unloaded elevator car with an empty weight m _FK , with a change in the relative position Δ s of the elevator car in relation to the counterweight being recorded;
• Finally, in a fourth step (S4), an assessment is made whether the recorded change in relative position Δ s is sufficient to reach the predetermined test load of the cable elevator, and the desired catch energy E _catch is determined.

In a first step, the method described above determines a catching force or a catching deceleration of the catching device when an unloaded elevator car travels down at the nominal speed and the empty weight m _FK . If the braking deceleration a _{Fang_leer} > 1g, the influence of the counterweight is irrelevant, since it flies upwards due to mass inertia and has no influence during the braking process. Depending on the determined catch force or braking deceleration, a further test speed v _test can be defined in a second step in order to achieve a predetermined test load or predetermined load energy of the safety gear. In a third step, a test run is carried out at this test speed v _test in order to expose the safety gear to this safety energy or this test load. In a fourth step, a relative change in position Δ s between the high-flying counterweight and the elevator car is determined in order to verify that the desired load is achieved or that the acceleration forces and braking energies are achieved, and thus the safety gear and the other elevator components are the superior ones

catch energy fulfilled.

The maximum catch force or braking deceleration of the safety _gear is determined by the first test run at nominal speed vnom . Based on these values, a test braking energy that the safety gear and the overall system have to absorb can be determined by determining a test speed v _test . During a further journey at this test speed v _test , all relevant components of the elevator are subjected to these energies, so that the safety gear can be reliably tested. The system can be used without additional loads and only by determining the relative position between the elevator car and the counterweight be performed. The basic requirement is that the safety gear enables braking decelerations of a _catch > 1 g, so that the counterweight plays no role, whereby this is ensured by monitoring the relative position change. The system can be checked with a minimal amount of hardware and by just one person in a short time.

In an advantageous development, the relative position change Δ s of the elevator car to the counterweight can be determined by correlating measured values from an optical distance device, which measures a distance s of the elevator car from a fixed point, and a second distance measuring device, which measures a distance between a fixed point and the counterweight or an am Counterweight arranged acceleration sensor are determined, preferably in a post-processing step, the measured values of the movement of the elevator car and counterweight are temporally assigned to each other by means of cross-correlation. The combination of the time-based measured values of the kinematic behavior of the elevator car and counterweight can be processed in a post-processing step using cross-correlation, so that no real-time data comparison between the different sensors is necessary. This simplifies the recording of measurements and enables, for example, the execution of several measurement runs, with an evaluation being carried out subsequently, only at the end. The time bases of the various measured values can be assigned to one another with high accuracy by means of cross-correlation.

With regard to the above-mentioned optical distance measuring device, an acceleration sensor or an optical camera can advantageously be used as an alternative or in addition to determining the relative position change Δ s of at least one distance s between the elevator car and/or the counterweight and a fixed reference point, in particular the elevator shaft pit space, by means of a distance measuring device . The data of Accelerometer can at least, as in the WO 2012 119889 A proposed to be used to determine or improve the accuracy of the position determination of the optical distance measuring device. Additionally and alternatively, a change in the position of the elevator car or the counterweight can be determined from the acceleration values or video and/or image data from the camera using an image data processing method. The acceleration sensor or the camera is attached to the cabin and/or the counterweight and a change in position data can be determined by extracting a change in position, eg by integrating the acceleration value twice or by comparing images/videos with respect to a reference point. The measuring device used for this purpose can be a smartphone, tablet PC or similar that already has such sensors. The recorded data can be evaluated in the measuring device or sent to a cloud or an external measuring device for analysis and archiving.

In an advantageous development, the determined catching force F _fang can be compared with an archived catching force F _{fang_old} from a database, and a deviation in the catching forces can be determined and evaluated. For this purpose, the distance measuring device or the analysis device can contain a database of already determined measured values of the catching force or the catching energies at the same speeds in order to indicate an aging process or wear.

In an advantageous variant of the measuring method, at least one distance s between the elevator car and/or the counterweight and a fixed reference point, in particular the elevator shaft pit space, can be determined using an optical distance measuring device to determine the relative position change Δs. If the distance measuring device is not based on a mechanical encoder, but on an optical scanning of the distance, in this way, the kinematic behavior of the elevator car and/or the counterweight can be recorded with high precision and with little measuring effort. The measuring method can be carried out quickly and can be set up temporarily or dismantled again without any great effort on the part of the measuring apparatus. The measuring method can thus be carried out quickly and easily.

In an advantageous embodiment of the method, at least one vertical acceleration component a _FK of the elevator car and/or a _GG of the counterweight can be detected and evaluated by an acceleration sensor to determine the relative position change Δs . In this embodiment, the change in relative position Δ s is determined as a function of at least one vertical acceleration component that is detected on the elevator car or on the counterweight. This enables a simplified determination of the change in relative position, since an acceleration can be detected by a central sensor that does not require a reference position. In this way, in particular the relative movement of the counterweight in relation to the elevator car can be easily detected.

In an advantageous development of the measuring method, a rotary or twisting movement of the elevator car along the guide rail can be detected using a gyrometer or acceleration sensor in order to determine an uneven effect of the safety gear. An acceleration sensor can be designed as a two- or three-axis sensor that, for example, detects a vertical acceleration component and, in parallel, detects one or two components lying in a horizontal plane, which provide information about whether two or more safety gears brake the elevator car evenly or not. In this way, the uniform and uneven effect of the safety gears can be detected and, for example, uneven wear of the different safety gears can be determined. A detected vertical acceleration component of the elevator car can be used, the accuracy of which can be determined by a distance measuring device to improve certain distance.

In a further advantageous embodiment, at least one force measuring device, preferably at least one load cell, can be provided to determine the weight m _FK of the elevator car and/or weight m _GG of the counterweight, which measures the weight by lowering the elevator car and/or the counterweight on a buffer. Knowledge of the masses, in particular of the elevator car m _FK and the counterweight m _GG , is important for the exact determination of the braking deceleration and the consumed braking energy of the safety gear. These can be entered manually, for example, since they are already known when the elevator system is installed. A precise determination of the weights that can be recorded independently of previous information can be carried out by a force measuring device, preferably one or more load cells, which are placed, for example, on the buffers of the elevator system in the shaft pit, with the elevator car and/or the counterweight being able to be placed on the load cells to determine their masses. In this way, deviating masses are determined in particular in the case of structural changes to the elevator system, so that an exact determination of the parameter of the arresting device is possible.

According to the above embodiment, which proposes the use of one or more force measuring devices to determine the weight of the counterweight and elevator car, it can also be advantageous for a load scale of the cable elevator to be calibrated in a further step, with increasing loading of the elevator car and recording of the Weight of the elevator car by the force measuring device and the load scale, a calibration of the load scale can be made. Cable elevators usually have load scales that monitor the loading status of the elevator car and can issue a warning signal or deactivate the elevator system in the event of overloading. For such a To calibrate load scales, it has hitherto been necessary to load at least two or more known weights into the elevator car in order to compare the known weight with the load scale display, in order to be able to calibrate the load scale. By using force-measuring devices, the method can also be used to calibrate the load scale, for which one or more weight-measuring steps can be carried out in the method.

In principle, the method is suitable for determining a capture energy E _capture of a capture device. Furthermore, it can be possible in a further method step, when traveling with an unloaded elevator car, to determine an arresting energy of a service brake by analyzing the progression of the distance s between the elevator car and a fixed point. Thus, when the elevator car is moving at a normal speed v _nominal , the service brake can be activated and its deceleration can be checked by measuring the distance using the distance measuring device. In this way, the effectiveness of the service brake can be determined and, for example, in the event of wear or aging, an indication of the condition of the service brake can be output.

The method can therefore not only be used to determine a catch energy for the catch device, but also to check a load scale or the condition of the service brake. As a result, an easy-to-use and quickly installable measuring system and measuring method can be implemented in order to be able to check, in particular, safety-relevant parameters of a rope elevator system.

DRAWINGS

Further advantages result from the present description of the drawings. Exemplary embodiments of the invention are shown in the drawing. the The drawing, the description and the claims contain numerous features in combination. The person skilled in the art will expediently also consider the features individually and combine them into further meaningful combinations.

Fig. 1

in schematischer Darstellung ein Seilaufzug 100 mit physikalischen Charakterisierung der Massen und Beschleunigungen zur Veranschaulichung des dem Messverfahren zugrunde liegenden physikalischen Gegebenheiten;

Fig. 2

schematisch ein weiteres Seilaufzugsystem 100, dass zur Veranschaulichung des dem Messverfahren zugrunde liegenden Prinzips dient;

Fig. 3

die Darstellung aufgenommener Fangenergien von Bremsvorrichtungen mit verschiedenen Verzögerungswerten;

Fig. 4

ein erstes Ausführungsbeispiel eines erfindungsgemäßen Messsystems;

Fig. 5

schematisch ein Blockschaltdiagramm eines Ausführungsbeispiels eines erfinderischen Messsystems;

Fig. 6

ein weiteres Ausführungsbeispiel eines erfindungsgemäßen Messsystems;

Fig. 7

schematisch ein weiteres Ausführungsbeispiel eines erfindungsgemäßen Messsystems;

Fig. 8

schematisch eine Ausführungsform eines erfindungsgemäßen Messverfahrens.

Show it:

1

a schematic representation of a cable elevator 100 with physical characterization of the masses and accelerations to illustrate the physical conditions on which the measurement method is based;

2

Schematically another cable elevator system 100 that serves to illustrate the principle on which the measuring method is based;

3

the depiction of the captured energies of braking devices with different deceleration values;

4

a first embodiment of a measuring system according to the invention;

figure 5

schematically a block circuit diagram of an embodiment of an inventive measurement system;

6

a further exemplary embodiment of a measuring system according to the invention;

Figure 7

schematically another embodiment of a measuring system according to the invention;

8

schematically an embodiment of a measurement method according to the invention.

In the figures, similar elements are numbered with similar reference symbols.

In 1 a cable elevator system 100 is shown schematically, in which an elevator car 18 is connected to a counterweight 16 via a cable 14 . The cable 14 is guided over a traction sheave 12 which is driven by a drive motor (not shown) in order to move the elevator car 18 up and down. A schematically illustrated elevator load 20 is arranged in the elevator car 18 . The elevator car 18 has a weight m _FK , and the elevator load 20 located therein has an additional weight m _L. These weights are guided via the cable 14 to the counterweight 16, which has the mass m _GG . The total mass of the system is carried by the traction sheave 12. Typically, the mass of the counterweight m _GG corresponds to the value of the mass m _FK of the elevator plus approximately 50% of the nominal load that the elevator car is intended to transport, and thus compensates for an average load on the elevator car. Assuming that the elevator car 18 moves downwards, accelerations occur which are composed of the weight g=9.81 m/s ² and the acceleration a by the traction sheave motor 12 . The total force of the elevator car 18 with mass 20 is thus given by ( m _Fk + m _L ) _* (g +a). On the other side, the counterweight with the weight force m _{GG *} g acts downwards and the opposing force m _GG * a acts upwards.

In 2 is starting from the 1 a more realistic representation of an elevator system 100 is shown, in which a safety gear 266, comprising two safety brakes 26a, 26b, can brake the elevator car 18, which is guided by guide rollers 24a, 24b along an elevator car guide 22, in an emergency. If the braking deceleration a _catch that can be exerted by the safety gear 26a, 26b is greater than the gravitational acceleration g, the counterweight 16 would be thrown upwards if the safety gear 26 were to be gripped and would move a distance Δs higher than that would be possible with the taut rope 14 . One determines, for example Starting from the elevator shaft pit space 28, the distance s to the elevator car 18, and if one considers the distance between the elevator shaft pit space 28 and counterweight 16 or a relative change in position or acceleration of the counterweight 16, then the height Δs of the free parabolic movement of the "flying " Close the counterweight 16. In the case of a flying counterweight 16, only the elevator car 18 is braked by the safety gear 26, without the influence of the counterweight 16 playing a role. Since the elevator car 18 is decelerated with significantly more than the gravitational acceleration a _Fang> 1g, the counterweight 16 is in free parabolic flight with an initial speed in the upward direction. The flight altitude can be determined by a combination of a distance measurement, for example a laser measurement device for determining the distance s from the elevator shaft pit space 28 to the car 18 and an acceleration measurement on the counterweight 16 . The flight height Δ s of the counterweight when the elevator car 18 travels at 140% of a nominal speed v _nom =1 m/s with: $$\mathit{\Delta s}=-\frac{1}{2}{\mathit{>}}^2+v_{140\%}t$$

The total duration of the flight can be specified with t _tot: $$t_{\mathit{total}}=2\frac{v_{140\%}}{G}$$

This results in Δs at the apex of the parabolic flight with: $$\mathit{\Delta s}=\frac{1}{2}\frac{{v_{140}}^2}{G}$$

In the above example, an excessive speed of v = 140% = 1.4 m/s would result in a flight altitude of approx. 10 cm, with the total flight duration being approximately t _tot = 0.14 s. A total force acts on the traction sheave 12, which results as follows: $$f_{\mathit{TS}}=m_{\mathit{GG}}*G+m_{\mathit{GG}}*a_{\mathit{GG}}+m_{\mathit{FK}}*G+m_{\mathit{FK}}*a_{\mathit{FK}}$$

Thus, the load on the elevator system is significantly higher than in the conventional load test, whereby a proof of strength can be provided, which is achieved by setting a test speed higher than the nominal speed with the elevator car 18 unloaded.

In the 3 the energy consumed by safety gears is shown as an example as a function of the braking deceleration applied by the safety gear, provided that the braking deceleration varies from 8 to 28 m/s ² . It can be clearly seen that weak safety gears, which can only provide a small braking deceleration, have to dissipate significantly more braking energy than strong safety gears, which can carry out an abrupt braking process. This is because when calculating the energy, the deceleration force is included in inverse proportion, with a weak safety gear having to dissipate 50% more energy than a strong safety gear. For this reason, testing the safety gear with an overload can lead to an overload of the entire system and the safety gear. On the other hand, no comparable results are achieved since the influence of the counterweight is included. On the other hand, when driving with an unloaded elevator and overspeeding, the deceleration performance of the safety gear and the energy consumed can be determined directly.

In the 4 a first exemplary embodiment of a measuring device 10 according to the invention is shown. Starting from the elevator 100, which in 3 is shown in 4 the distance s is determined by an optical measuring beam 48 of an optical distance measuring device 30, which is arranged in the pit shaft space 28 as a fixed point 58. The optical measuring beam 48 is a frequency-pulsed laser beam and is reflected on an optical reflector 38 which is mounted on the underside of the elevator car 18 . The distance measuring device measures its propagation times or phase position, so that precise distance information and thus also speed and also acceleration information is determined as a time derivation of the distance values of the elevator car 18 can become. Adjusting means 40 are attached to the distance measuring device 56 for an exact alignment of the measuring beam 48 in order to be able to align the measuring device with respect to the reflector 38 . An accelerometer sensor 32 is arranged on the counterweight 16 and can transmit acceleration values measured in real time to the distance measuring device 56 by means of a radio antenna 34 . For this purpose, it also has a radio antenna 34 for receiving the acceleration values. The distance measuring device includes an analysis device that uses the acceleration values of the counterweight 16 and the distance s of the elevator car 18 determined by the measuring beam 48 to determine a relative position of the counterweight to the elevator car, and can determine braking deceleration and the arresting energy of the arresting device 26.

In figure 5 an exemplary embodiment of a measuring device 10 is shown schematically in a block circuit diagram. This includes a distance measuring device 56, which is designed as an optical distance measuring device 30 and which can determine the distance to an elevator car 18 or to a counterweight 16 from a fixed point 58, for example a pit space 28, by means of an optical measuring beam 48. The distance measuring device 56 is connected to a relative position detection device 52 which can determine the relative position Δs between the counterweight 16 and the elevator car 18 . An acceleration sensor 32, which can detect a vertical acceleration component of the counterweight 16 or the elevator car 18, can be temporarily connected to this via a contact device 68, for example a USB connection. After determining the change in relative position Δs when the safety gear 26 is activated, the characteristic value K, in particular the deceleration values of the safety gear 26 or the braking energy absorbed by the safety gear 26, can be determined using an analysis device 54.

Furthermore, a force measuring device 46 can also be connected to the analysis device 54 via a USB connection 68 and a two-axis gyrometer 36 or a two-axis acceleration sensor can also be temporarily connected via a contact device 68 for data synchronization and, if necessary, for battery charging. The data values received from the sensors 32, 36 and 46 can be taken into account in the analysis in a post-processing method, with time-based values, such as the values of the vertical acceleration sensor 32 or the position sensors 36, being chronologically brought into line with the distance values of the distance measuring device 56 by means of a cross-correlation. in order to be able to simulate and analyze the transient motion sequence. The masses of counterweight 16 or elevator car 18 which are necessary for determining the braking energy of the safety gear 26 can be determined by means of the force measuring device 46 . Torsion of the elevator car 18 during braking can be determined by the gyrometer 36 in order to be able to identify uneven behavior of individual safety gears 26 .

In the 6 and 7 two other embodiments of measuring devices are shown, which are basically those of 4 resemble In all cases, the distance between the elevator car 18 and the elevator shaft pit area 28 is determined as a fixed point 58 by means of an optical distance measuring device 56 . In the 6 is also shown that the mass of the counterweight 16 can be determined by load cells 46a, and the mass of the elevator car 18 can be determined from a set of load cells 46b, which are arranged on buffers 42 for spring-loading the car 18. The masses of counterweight 16 and elevator car 18 can thus be determined exactly, independently of stored elevator system data, so that calculation of characteristic value K is also possible without knowledge of stored elevator data.

Furthermore, the force-measuring devices 46b can be used, for example, to calibrate a load scale 50 that is located in the elevator car 18 . For this purpose, when weaning the elevator car 18 on the Force measuring device 46b successive additional weights 20 are loaded into the elevator car 18, and to calibrate the function and display of the force measuring device 50. A linearity and hysteresis error in the load scale 50 can thus be determined. Depending on the construction of the load scale 50, a measuring method can be carried out in which the elevator car 18 is driven onto the force measuring devices 46b of the buffers 42 at different speeds.

Furthermore, it is possible to use the proposed measuring device to determine the effectiveness of a service brake 60, which acts on a traction sheave 12, for example, in various phases of a measuring process. The acceleration sensor 32 on the counterweight 16 has an online data store and stores acceleration values with its own time base. After completion of the measurement process, an analysis of the dynamic behavior of the elevator system can be carried out by a cross-correlation of the acceleration values of the sensor 32 with distance values s, which are recorded by the distance measuring devices 56 .

In the 7 Another variant of a measuring system 10 is shown, in which two optically scanned distance values from the elevator car 18 and the counterweight 16 are recorded by means of two optical distance measuring devices 30 instead of an acceleration value. For this purpose, reflector mirrors 38a, 38b are arranged on the underside of the elevator car 18 and the counterweight 16, and two optical distance measuring devices 56, which are connected to one another via a data connection line, independently determine the distances from the counterweight 16 and elevator car 18 to the elevator shaft pit space. Thus, the position, speed and acceleration of the two components of the cable system 100 can be determined synchronously and the effectiveness of the safety gear 26 and the brake 60 can be determined.

Finally is in 8 schematic of the sequence of a measurement method for determination a core value of no safety gear shown, in which a safety _catch force F safety is determined at a nominal speed v _nominal in a descent of an unloaded elevator car 18 with an empty weight m _FK in a first step S1. Here, the safety gear 26 is triggered by the overspeed or manually, resulting in a braking deceleration a _{catch_empty} >1 g, so that the counterweight 16 is in free parabolic flight upwards. In a second step S2, an increased test speed v _test is determined by analyzing the braking deceleration a _{catch_leer} , at which a predetermined test load occurs with the catch device 26 of the rope elevator 100. In the third step S3, a test run is carried out at the test speed v _test , e.g. with v _test =v _140% , ie at 140% of the nominal speed v _nom with an unloaded elevator car with an empty weight m _{FK_Leer} , with a relative change in position Δs of elevator car 18 and counterweight 16 being recorded to determine whether the expected deceleration values are met and the corresponding energies and loads occur. In a fourth step S4, an assessment is made as to whether the recorded change in relative position Δs is sufficient to reach the predetermined test load of the elevator 100, and the characteristic value K is determined.

Furthermore, with the aid of the measuring system 10 and measuring method according to the invention, the effectiveness of the service brake 60 can be assessed in the upward direction when the driver's cabin 18 is empty, as in the downward direction with a driver's cabin 18 loaded with a nominal load 20 . Furthermore, the status of the elevator buffers 42 can be determined and a buffer characteristic curve can be established.

The state of the safety gear 26 can thus be checked without additional weights being supplied and with little personnel and technical effort, and this can be determined independently of the design of the elevator system 100 .

Reference List

10

measuring system

12

traction sheave

14

Rope

16

counterweight

18

elevator car

20

elevator load

22

elevator car guidance

24

guide rollers

26

safety gear

28

Elevator shaft pit room

30

Optical distance measuring device

32

accelerometer

34

radio antenna

36

gyro

38

Optical reflector

40

means of adjustment

42

elevator buffer

44

counterweight buffer

46

force measuring device

48

Optical measuring beam

50

load scale

52

relative position detection device

54

analysis device

56

distance measuring device

58

fixed point

60

service brake

62

floor

64

shaft door

66

elevator door

68

contact facility

100

rope elevator

Claims (19)

1. Measuring system (10) for determining an arresting energy E _Fang of a safety gear (26) of a cable elevator (100) which is connected to a counterweight (16) by means of a cable (14), comprising at least one distance measuring device (56) for determining a distance s of an elevator car (18) and/or of the counterweight (16) from a fixed point (58), wherein the measuring system (10) comprises a second distance measuring device (56) and/or an acceleration sensor (32), a relative position measuring device (52) for measuring a relative position change Δs between elevator car (18) and counterweight (16) at the conclusion of a downward movement of the elevator car (18) due to the braking effect of the safety gear (26), and an analysis device (54) for determining the arresting energy E _Fang when standstill is achieved of the elevator car (18) and of the counterweight (16) on the basis of the development of the relative position change Δs between elevator car (18) and counterweight (16).
2. System (10) according to claim 1, characterized in that the distance measuring device (56) is an optical distance measuring device (30) arranged at the fixed point (58), and its optical measuring beam (48) is reflected at an optical reflector (38) on an underside or upper side of the elevator car (18) and/or counterweight (16).
3. System (10) according to claim 1 or 2, characterized in that the distance measuring device (56) comprises a distance measuring device (30) based on an acceleration sensor or camera, which detects any change in the distance from the fixed point (58) on the basis of an acceleration measurement or by means of image data analysis.
4. System (10) according to any of the preceding claims, characterized in that an acceleration sensor (32) arranged on the counterweight (16) is comprised and the distance measuring device (56) is configured to measure the distance s between the elevator car (18) and the fixed point (58), and the relative position measuring device (52) is configured to determine the relative position change Δs on the basis of the development of the distance s of the elevator car (18) relative to the fixed point (28) and to an acceleration value a _GG of the acceleration sensor (32) arranged on the counterweight (16).
5. System (10) according to any of the preceding claims, characterized in that a gyrometer (36) and/or an acceleration sensor (32) are/is arranged on the elevator car (16) to determine any tilt of the elevator car (16), and the analysis device (54) is configured to determine an uneven braking effect of the safety gear (26) on the basis of the determined tilt.
6. System (10) according to any of the aforementioned claims, characterized in that the acceleration sensor (32) and/or the gyrometer (36) and the distance measuring device (56) comprise an internal data memory for time-based recording of measured values, wherein the analysis device (54) is configured to perform, in order to determine the arresting energy E _Fang after conclusion of a measuring process, a time-based assignment of the measured values from the acceleration sensor (32) and/or gyrometer (36) and distance measuring device (56) by means of cross-correlation.
7. System (10) according to claim 6, characterized in that the acceleration sensor (32) and/or the gyrometer (36) are temporarily connectable to the analysis device (54) via a contact unit (68) for data exchange, wherein the analysis device (54) is comprised in the distance measuring device (56) designed as a transportable apparatus.
8. System (10) according to any of the aforementioned claims 1 to 5, characterized in that data is transmitted wirelessly by radio transmission via radio antennas (34) between acceleration sensor (32) and/or gyrometer (36) and distance measuring device (56).
9. System (10) according to any of the aforementioned claims, characterized in that at least one and in particular several force measuring devices (46) are comprised which are configured to measure a weight force m _FK of the elevator car (18) and/or a weight force m _GG of the counterweight (16), and which are connected to the analysis device (54) for determining the arresting energy E _Fang of the safety gear (26).
10. Method for characterizing a safety gear (26) of a cable elevator (100) using a system (10) according to any of the aforementioned system claims, where;

    - in a first step (S1) an arresting force F _Fang of the safety gear (26) is determined at nominal velocity v _nenn of a downward movement of an unladen elevator car (18) with an empty weight m _FK, wherein a braking deceleration a _{Fang_leer} > 1g must be attained;

    - in a second step (S2) a test velocity v _test > v _nenn is determined as a function of the arresting force F _Fang and/or of a braking deceleration a _{Fang_leer} at which a predeterminable test load for the safety gear (26) and to the cable elevator (100) is achieved;

    - in a third step (S3) a test movement is performed at the determined test velocity v _test >v _nenn for an unladen elevator car (18) with an empty weight m _FK, wherein a relative position change Δs of the elevator car (18) relative to the counterweight (16) is recorded;

    - in a fourth step (S4) an assessment is made as to whether the recorded relative position change Δs, which corresponds to a particular load or to acceleration forces and braking energies, is sufficient to achieve a predetermined test load on the cable elevator (100), and the required arresting energy E _Fang is determined.
11. Method according to claim 10, characterized in that the relative position change Δs of the elevator car (18) to the counterweight (16) is determined by correlation of measured values of an optical distance measuring device (30a) which measures a distance s of the elevator car (18) from a fixed point (58), and of a second distance measuring device (30b) which measures a distance between a fixed point (58) and the counterweight (16) or an acceleration sensor (32) arranged on the counterweight (16), wherein measured values of the movement of elevator car (18) and counterweight (16) are assigned to one another on a time basis in a post-processing step.
12. Method according to claim 10 or 11, characterized in that the determined arresting force F _fang is compared with an archived arresting force F _{fang_old} from a database, and any divergence of the arresting forces is determined and evaluated.
13. Method according to any of the preceding claims 10 to 12, characterized in that at least one distance s between the elevator car (18) and/or the counterweight (16) and a fixed reference point (58) is determined by means of an optical distance measuring device (30) in order to determine the relative position change Δs.
14. Method according to any of the preceding claims 10 to 13, characterized in that at least one distance s between the elevator car (18) and/or the counterweight (16) and a fixed reference point (58) is determined or improved by means of a distance measuring device (30) on the basis of an acceleration sensor or an optical camera in order to determine the relative position change Δs.
15. Method according to any of the preceding claims 10 to 14, characterized in that at least one vertical acceleration component a _FK of the elevator car (18) and/or a _GG of the counterweight (16) is measured and evaluated by an acceleration sensor (32) in order to determine the relative position change Δs.
16. Method according to any of claims 10 to 15, characterized in that a rotational movement of the elevator car (18) is measured by means of a gyrometer (36) or acceleration sensor (32) in order to determine an uneven effect of the safety gear (26).
17. Method according to any of claims 10 to 16, characterized in that at least one force measuring device (46) measures the weight force by setting down the elevator car (18) and/or the counterweight (16) on a buffer (42, 44) in order to determine the weight force m _FK of the elevator car (18) and/or the weight force m _GG of the counterweight (16).
18. Method according to claim 17, characterized in that in a further step a load balance (50) of the cable elevator (100) is calibrated, wherein a calibration of the load balance (50) is performed by increasing the load on the elevator car (18) and recording the weight force of the elevator car (18) using the force measuring device (46) and the load balance (50).
19. Method according to any of the preceding claims 10 to 18, characterized in that in a further step a characteristic value of a service brake (60) is determined by analysing the development of the distance s between elevator car (18) and fixed point (58) due to a movement of the unladen elevator car (18).

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