CN112744659B - Non-load test method for elevator loaded down-going brake performance - Google Patents

Non-load test method for elevator loaded down-going brake performance Download PDF

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Publication number
CN112744659B
CN112744659B CN202110202275.3A CN202110202275A CN112744659B CN 112744659 B CN112744659 B CN 112744659B CN 202110202275 A CN202110202275 A CN 202110202275A CN 112744659 B CN112744659 B CN 112744659B
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braking
load
elevator
car
deceleration
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CN112744659A (en
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陈建勋
戚政武
苏宇航
梁敏健
林晓明
杨宁祥
罗伟立
汤景升
李继承
庞慕妮
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Guangdong Inspection and Research Institute of Special Equipment Zhuhai Inspection Institute
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Guangdong Inspection and Research Institute of Special Equipment Zhuhai Inspection Institute
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66D—CAPSTANS; WINCHES; TACKLES, e.g. PULLEY BLOCKS; HOISTS
    • B66D5/00—Braking or detent devices characterised by application to lifting or hoisting gear, e.g. for controlling the lowering of loads
    • B66D5/02—Crane, lift hoist, or winch brakes operating on drums, barrels, or ropes
    • B66D5/24—Operating devices
    • B66D5/30—Operating devices electrical
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/0006—Monitoring devices or performance analysers
    • B66B5/0037—Performance analysers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D65/00—Parts or details
    • F16D65/14—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position
    • F16D65/28—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position arranged apart from the brake
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D66/00—Arrangements for monitoring working conditions, e.g. wear, temperature
    • F16D2066/003—Position, angle or speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2121/00—Type of actuator operation force
    • F16D2121/18—Electric or magnetic
    • F16D2121/20—Electric or magnetic using electromagnets

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Elevator Control (AREA)

Abstract

A no-load test method for elevator loaded downlink brake performance relates to the elevator brake performance detection technology, can test the average car deceleration in the elevator no-load brake process, and judges whether the elevator meets the lower-end double-side downlink brake performance of 125% of rated load travel and the lower-end single-side downlink brake performance of 100% of rated load travel through a calculation model. The no-load test method for elevator loaded down braking performance includes establishing the braking deceleration of cage in 125% rated load stroke under down double-side braking condition
Figure DDA0002948262200000011
And a braking deceleration of the lower part of the 100% rated load stroke in the case of downward unilateral braking
Figure DDA0002948262200000012
The computational model of (2); the judgment is carried out according to the obtained balance coefficient and the three no-load brake deceleration rates measured in the three steps, and the judgment is in accordance with
Figure DDA0002948262200000013
The elevator meets the 125 percent rated load down bilateral braking requirement and conforms to
Figure DDA0002948262200000014
The elevator meets the requirement of 100 percent rated load descending unilateral braking, otherwise, the elevator does not meet the requirement.

Description

Non-load test method for elevator loaded down-going brake performance
Technical Field
The invention relates to the technical field of elevator braking performance detection, in particular to a no-load testing method for elevator loaded downlink braking performance.
Background
The brake performance of the elevator is similar to that of an automobile, and the brake performance of the elevator plays a role in safe operation of the elevator. The current national standard GB7588 and 2003 "elevator manufacturing and installation safety code" article 12.4.2.1, states that the brake should be operated to stop the hoisting machine when the car is loaded with 125% of the rated load and is moving downwards at the rated speed. All the brake mechanical components involved in applying a braking force to the brake wheel or disc should be installed in two groups. If one of the components is not functioning, there should still be sufficient braking force to decelerate a car carrying a rated load descending at a rated speed. The legal regulation for elevator inspection TSG T7001-2009 elevator supervision inspection and regular inspection rule-traction and forced drive elevator 8.13 item 8.13 for the inspection content and requirements of the brake test are: the car is loaded with 125% of rated load capacity, when the car runs at normal running speed, the power supply of the motor and the brake is cut off, the brake can stop the operation of the driving main machine, and the car is not obviously deformed and damaged after the test.
The inspection and national standards stipulate the 125% rated load double-side braking (double-side braking means that two brake arms of the traction main machine brake at the same time) requirement and the 100% rated load single-side braking (single-side braking means that one of the two brake arms of the traction main machine brakes). The traditional detection method for the on-load brake performance of the elevator needs to carry weights to enter a lift car and then carry out a lift car on-load downlink brake test, the method is time-consuming and labor-consuming, the test is inconvenient, the efficiency is low, and potential safety hazards of sliding of the elevator exist in the weight carrying process. Therefore, a no-load test method for researching the loaded brake performance is always a hot spot of research in the elevator industry. At present, the no-load detection and evaluation method for the loaded braking performance of the elevator reported by the prior documents mainly comprises the following steps: the method comprises an external driving braking force detection method, an idle load uplink and downlink braking method, an energy conversion deceleration calculation method, a multi-parameter intelligent monitoring method, a pressure monitoring calculation method, an idle load uplink braking method and the like. The above methods mainly have the following problems:
the external driving braking force detection method can monitor the braking force through external variable frequency driving to reflect the braking capability, but the test universality of the computational mathematical model aiming at the elevators with specific models is insufficient; the no-load uplink and downlink braking method judges whether the deceleration of 125% load double-side braking and 100% load single-side braking is greater than zero through two times of no-load test decelerations, and can directly correspond to national standard GB7588 and inspection gauge TSG T7001, but cannot calculate a specific on-load braking deceleration value and further evaluate the braking performance; the energy conversion deceleration calculation method needs to know the mass of the counterweight and the car in advance when calculating the 125% load brake deceleration through the no-load uplink brake deceleration, and the actual acquisition difficulty is higher; the multi-parameter intelligent monitoring method carries out comprehensive judgment by substituting a plurality of parameters such as brake band-type clearance, temperature, braking force and the like of an online monitoring brake into a model, reflects the comprehensive braking performance of an elevator with a specific model to a certain extent, but cannot directly test the downlink braking performance of 125% load and 100% load specified in a detection rule and a standard; the pressure monitoring calculation method utilizes the pressure sensor to indirectly calculate the braking force according to the force balance relationship, whether the pressure monitoring calculation method can be applied to brakes in other various forms is yet to be further verified, and a reasonable interval of the braking force is not given; the no-load uplink braking method is a braking performance detection method which is applied in the industry at present, a formed standard gives reasonable ranges of braking distance and braking deceleration under different rated speeds, and the method has good reference value, but the standard does not well explain the relations among the no-load braking deceleration, the braking distance, a detection rule, the load downlink braking deceleration in the national standard and the braking distance, and the correspondence between the no-load braking deceleration, the braking distance and the detection rule is not strong enough.
Therefore, how to provide a system and a method for testing the loaded downlink braking performance of an elevator without load, which can not only perform an empty load braking test of the elevator, but also measure the average deceleration of the braking process, and further detect the loaded downlink braking performance of the elevator, has become a technical problem to be solved by those skilled in the art, and has important significance.
Disclosure of Invention
The invention aims to provide a no-load test system and a no-load test method for the loaded downward braking performance of an elevator, wherein the system can test the average deceleration of a car in the no-load braking process of the elevator, and can judge whether the elevator meets the requirements of 125 percent rated load travel lower end double-side downward braking performance and 100 percent rated load travel lower end single-side downward braking performance through a calculation model; the method can quickly and conveniently calculate the average deceleration of the loaded brake according to the average brake deceleration measured by the no-load brake test.
In order to achieve the purpose, the invention adopts the following technical scheme:
a no-load test system for elevator on-load down braking performance, comprising: the braking deceleration measuring module is used for measuring the average braking deceleration of the elevator car in the braking process of the elevator;
the brake moment detection module is assembled on the brake actuating mechanism and used for detecting the brake moment of the brake wheel by the brake actuating mechanism so as to obtain the moment of the brake actuating moment;
the brake triggering module is used for controlling the brake coil to lose power so as to trigger the brake actuating mechanism to brake the rotating brake wheel and stop the traction wheel coaxial with the brake wheel to realize the braking of the elevator car;
the main controller is respectively connected with the braking deceleration measuring module, the braking instant detecting module and the braking triggering module and is used for controlling the braking triggering module to trigger the elevator braking executing mechanism to act and acquiring elevator car deceleration data measured by the braking deceleration measuring module and an action instant signal of the braking executing mechanism detected by the braking instant detecting module.
In practical application, the elevator load-free testing system for the descending braking performance further comprises: and the human-computer interaction module is connected with the main controller and used for controlling the main controller to acquire the information of the test system and realize human-computer interaction.
The human-computer interaction module controls the main controller in any one or more modes of a display screen, a mouse, a keyboard, a key or a touch screen.
Specifically, the main controller selects any one of a PLC, a personal computer, an industrial personal computer or a single chip microcomputer, and the main controller is in communication connection with the braking deceleration measuring module, the braking instant detecting module and the braking triggering module in a wired or wireless mode.
Furthermore, the wireless communication mode adopts WiFi or Bluetooth, and signal transfer modules are respectively arranged between the main controller and the braking deceleration measuring module, between the braking instant detecting module and between the braking triggering module.
Furthermore, the braking deceleration measuring module adopts a rotary encoder module, the rotary encoder module is in contact with the elevator traction steel wire rope through a speed measuring roller, and the speed measuring roller is coaxially and fixedly connected with the rotary encoder module.
Alternatively, the brake deceleration measurement module employs an acceleration sensor, and the acceleration sensor is placed inside the elevator car.
And furthermore, the braking triggering module can disconnect a main relay contact of a power circuit in the control cabinet and trigger the elevator control system to output a braking command to the outside so as to enable a braking coil of the brake to be powered off and brake the braking wheel.
Compared with the prior art, the elevator load descending braking performance no-load test system has the following advantages:
in the elevator load-down braking performance no-load test system provided by the invention, the brake deceleration measuring module can be used for measuring the average brake deceleration of the elevator car in the elevator braking process, the brake moment detecting module can be used for detecting the brake wheel braking moment by the brake actuating mechanism to obtain the brake execution moment, the brake triggering module can be used for controlling the brake coil to lose power to trigger the brake actuating mechanism to brake the rotating brake wheel and stop rotating the traction wheel coaxial with the brake wheel to realize the brake of the elevator car, the main controller can be used for obtaining the elevator car deceleration data measured by the brake deceleration measuring module and the action moment signal of the brake actuating mechanism detected by the brake moment detecting module to control the brake triggering module to trigger the elevator brake actuating mechanism to act, so the brake moment detecting module can accurately identify the brake moment, The elevator braking performance evaluation method has the advantages that the calculation accuracy of the average braking deceleration is improved, the braking process of the elevator car can be automatically triggered at the designated position through the braking triggering module, the problem that the judgment on the position of the elevator car is inaccurate in artificial power failure is solved, weights do not need to be carried in the test, the rapid evaluation on the on-load braking performance through three times of no-load braking tests can be realized, and therefore manpower and material resources are effectively reduced, and the test efficiency and the test process safety are improved.
A no-load test method for elevator loaded downlink brake performance comprises the following steps:
step S1, establishing a calculation model of deceleration a125 of the elevator car under 125% rated load stroke lower descending double-side braking and a100 of deceleration a100 under 100% rated load stroke lower descending single-side braking;
step S2, carrying out the no-load test of the elevator loaded downlink braking performance according to the judgment condition of the calculation model;
wherein, the step S1 specifically includes the following steps:
step S11, establishing an elevator braking process dynamic model according to the unbalance loading moment and the rotational inertia;
s12, performing dynamic analysis on different braking conditions according to the dynamic model;
step S13, calculating the descending bilateral braking deceleration at the lower end of 125% rated load stroke as
Figure BDA0002948262180000061
Step S14, calculating the descending unilateral braking deceleration at the lower end of the 100% rated load stroke as
Figure BDA0002948262180000062
The step S2 specifically includes the following steps:
step S21, looking up data or testing the balance coefficient to obtain the balance coefficient K of the tested elevator;
step S22, operating the elevator to start no-load ascending from the bottom layer at normal running speed, cutting off the power supply of the elevator when the elevator car runs to the middle part of the travel, further triggering the double-side brake to execute braking operation, and measuring the average braking deceleration a of the elevator car from the start of the brake to the complete stop of the elevator through an acceleration test instrument1；
Step S23, operating the elevator to descend from the top layer in an idle load way at a normal running speed, cutting off the power supply of the elevator when the elevator car runs to the middle of the travel way, and further triggering the double elevator carsThe side brake performs a braking operation, and the average braking deceleration a of the car from the start of the brake to the complete stop of the elevator is measured by an acceleration measuring instrument2；
Step S24, the elevator is operated to descend from the top layer in an idle load way at the normal running speed, the power supply of the elevator is cut off when the elevator car runs to the lower part of the travel, the double-side brake is triggered to execute the braking operation, and the average braking deceleration a of the elevator car from the start of the brake to the complete stop of the elevator is measured by the acceleration test instrument0；
Step S25, processing the data, and judging whether satisfying the balance coefficient and the three braking deceleration according to the obtained balance coefficient and the three braking deceleration measured in the above three steps
Figure BDA0002948262180000071
And
Figure BDA0002948262180000072
if it is in line with
Figure BDA0002948262180000073
The elevator meets the 125% rated load descending bilateral braking requirement, otherwise, the elevator does not meet the 125% rated load descending bilateral braking requirement; if it is in line with
Figure BDA0002948262180000074
The elevator meets the requirement of 100 percent rated load descending unilateral braking, otherwise, the elevator does not meet the requirement.
Further, the step S11 specifically includes: according to the moment balance relation, neglecting the influence of the friction force of the guide rail on the system, the dynamic model of the traction elevator braking at different positions, different running directions and different loading masses can be obtained:
Figure BDA0002948262180000075
further, the step S12 specifically includes: carrying out dynamic analysis on braking processes of three elevator car no-load working conditions and two load working conditions, wherein the three no-load working conditions are respectively an ascending double-side braking condition at the middle part of an no-load stroke, a descending double-side braking condition at the middle part of the no-load stroke and a descending double-side braking condition at the lower end of the no-load stroke, and the two load working conditions are respectively a descending double-side braking condition at the lower part of a 125% rated load stroke and a descending single-side braking condition at the lower part of a 100% rated load stroke; the values of c and x under five braking conditions are shown in the following table 1:
Figure BDA0002948262180000077
Figure BDA0002948262180000081
；
assuming that the bilateral braking torque of the brake is M and the unilateral braking torque is half of the bilateral braking torque, the unbalance loading torque and the corresponding moment of inertia of the car load under the braking conditions of five working conditions are shown in the following table 2:
Figure BDA0002948262180000082
Figure BDA0002948262180000091
。
further, the step S13 specifically includes: the actual transmission efficiency is approximately 100%, and for simplifying the calculation process, the transmission efficiency is assumed to be 100%, that is, η is 1; and (3) obtaining a braking deceleration expression of the downward bilateral braking at the lower end of the 125% rated load stroke by sorting:
Figure BDA0002948262180000092
further, the step S11 specifically includes: in the braking process of the elevator, the weight difference of two sides of the traction wheel can generate an unbalance loading moment on the axle center of the brake wheel, and if the positive direction of the unbalance loading moment is the direction of the deceleration movement of the elevator car, namely the reverse direction of the brake moment during braking, the unbalance loading moment can be expressed as follows:
Figure BDA0002948262180000093
in the formula:
MP-the offset load moment in units N · m;
x is the loading coefficient, namely the proportion of the load of the car to the rated load;
ms1-the mass of the steel wire rope on the car side of the traction sheave in kg;
mb1-the mass of the compensating rope (chain) at the car side of the traction sheave in kg;
ms2the weight of the heavy-side steel wire rope of the traction wheel is kg;
mb2the mass of the heavy-side compensation rope (chain) of the traction wheel in kg;
w is the weight per unit kg;
p is the car mass in kg;
q-rated load, unit kg;
d is the pitch circle diameter of the traction sheave in unit m;
i-traction ratio, namely the ratio of the moving speed of the steel wire rope to the moving speed of the elevator car when the elevator runs;
r-the transmission ratio of the brake wheel to the traction wheel, i.e. the ratio of the rotating speed of the brake wheel to the rotating speed of the traction wheel, is equal to 1 for the synchronous motor;
g-gravity acceleration coefficient, taking 9.8 m.s-2；
If the total lifting height of the elevator car is H, the total mass of the compensating rope (chain) is mbThen, there are:
ms1＝(1-c)ms- (2) wherein:
ms-total mass of wire rope, in kg;
c, a car position coefficient is dimensionless, the value range is 0 to 1, 0 represents that the car is positioned at the bottom end station, and 1 represents that the car is positioned at the top end station;
the weight of the steel wire rope on the counterweight side of the traction sheave is as follows: m iss2＝cms——(3)，The quality of the compensation rope (chain) at the car side of the traction sheave is as follows: m isb1＝cmb- (4) wherein:
mb-the total mass of the compensating ropes (chains) in kg;
the weight of the heavy side compensation rope (chain) of the traction wheel pair is as follows: m isb2＝(1-c)mb- (5) wherein formula (2), formula (3), formula (4) and formula (5) are substituted for formula (1):
Figure BDA0002948262180000101
the unbalance loading moment is related to the loading quality of the elevator car and the position of the elevator car, and if the steel wire rope and the compensating rope (chain) reach an ideal compensation state, the unbalance loading moment is only related to the position of the elevator car;
the moment of inertia of the motion system in the braking process of the elevator can be composed of two parts: j is JZ+J0- (7) wherein:
j-total moment of inertia of the system, in kg m 2;
J0the moment of inertia of rotating parts such as traction sheave and brake sheave in kg.m2；
JZThe rotational inertia of the linear motion parts except the rotating parts such as the traction sheave and the brake sheave, namely the total rotational inertia of the car, the counterweight, the load in the car, the steel wire rope and the compensating rope (chain), is the unit kg.m2；
The following relationship exists between the moment of inertia and the mass of a linearly moving object, which can be obtained from rigid body dynamics:
Figure BDA0002948262180000111
in the formula:
omega-angular speed of rotation of the brake wheel, in units of s-1；
v-car speed, unit m.s-1；
m is the total mass of the car, counterweight and load in kg;
m can be represented as: m ═ P + W + xQ- (9), the relationship between the angular velocity of the brake wheel and the linear velocity of the cage is as follows:
Figure BDA0002948262180000112
the formula (8) can be substituted with the formulae (9) and (10):
Figure BDA0002948262180000113
GB7588 annex G2.4 defines the balance factor as "the nominal load capacity and the amount by which the car mass is balanced by the counterweight or counterweight", according to which the relationship between P, W and Q is:
w ═ P + KQ — (12), wherein:
k is the equilibrium coefficient, dimensionless;
formula (12) is substituted for formula (11) to obtain JZThe device consists of two parts: j. the design is a squareZ＝JZ1+JZ2- (13) wherein:
JZ1the moment of inertia of the inherent linear motion part of the system, namely the total moment of inertia of the car, the counterweight, the steel wire rope and the compensating rope (chain), is in kg · m 2;
JZ2the moment of inertia of the load in the car with a loading factor of x, in kg · m2；
JZ1Can be expressed as:
Figure BDA0002948262180000114
JZ2can be expressed as:
Figure BDA0002948262180000115
for a certain elevator system, the car mass, the counterweight mass, the balance factor, the hoisting ratio, the rope mass, the compensating rope (chain) mass, the traction sheave diameter, the transmission ratio can be considered as constant values, so JZ1Is a constant number, JZ2In relation to the weight of the object carried in the car;
according to the moment balance relation, neglecting the influence of the friction force of the guide rail on the system, the braking moment in the braking process is the unbalance loading moment MPThe sum of the moment of inertia η J epsilon, we can obtain: mZ-MP＝ηJε——(16) In the formula:
MZ-the braking torque, the direction of which is the opposite direction of the car movement, in N · m;
ε -angular deceleration of brake wheel, unit rad · s-2；
Eta is the transmission efficiency from the brake wheel to the traction wheel, and is dimensionless;
the angular deceleration of the brake wheel and the deceleration of the elevator car have the following relation:
Figure BDA0002948262180000121
in the formula:
a-car braking deceleration, m.s-2；
By substituting formula (16) with formula (7), formula (13) and formula (17), the dynamic model of the braking of the traction elevator at different positions, different running directions and different loading masses can be obtained:
Figure BDA0002948262180000122
further, the step S12 specifically includes: carrying out dynamic analysis on braking processes of three elevator car no-load working conditions and two load working conditions, wherein the three no-load working conditions are respectively an ascending double-side braking condition at the middle part of an no-load stroke, a descending double-side braking condition at the middle part of the no-load stroke and a descending double-side braking condition at the lower end of the no-load stroke, and the two load working conditions are respectively a descending double-side braking condition at the lower part of a 125% rated load stroke and a descending single-side braking condition at the lower part of a 100% rated load stroke; the values of c and x under five braking conditions are shown in the following table 1:
Figure BDA0002948262180000123
Figure BDA0002948262180000131
；
when the two-side braking is carried out on the ascending middle part of the idle stroke or the descending two-side braking is carried out on the middle part of the idle stroke, the steel wire rope mass on the two sides of the traction wheel is equal to the compensating rope (chain) mass, the positive direction of the unbalance loading moment is opposite to the braking moment direction, and the parameter in the table 1 is substituted into the formula (6) to obtain the unbalance loading moment under two working conditions, which are respectively shown as the formula (19) and the formula (20):
Figure BDA0002948262180000132
Figure BDA0002948262180000133
the lower end of the idle stroke performs downward bilateral braking, the steel wire rope is considered to be completely positioned on the car side, the compensation rope (chain) is considered to be completely positioned on the counterweight side, and the parameter in the table (1) is substituted into the formula (6) to obtain the unbalance loading moment under the working condition:
Figure BDA0002948262180000134
under the 125% rated load double-side braking working condition in the standard GB7588-2003, the lift car is positioned at the lower end of the travel, the steel wire ropes are all positioned at the side of the lift car, the compensation ropes (chains) are all positioned at the opposite-weight side, and the unbalance loading moment is as follows:
Figure BDA0002948262180000135
as can be seen from equation (15), the moment of inertia corresponding to the load in this condition is:
Figure BDA0002948262180000137
under the 100% load unilateral braking condition in the standard GB7588-2003, the lift car is positioned at the lower end of the travel, the steel wire ropes are all positioned at the side of the lift car, the compensation ropes (chains) are all positioned at the opposite-weight side, and the unbalance loading moment is as follows:
Figure BDA0002948262180000141
as can be seen from equation (15), the moment of inertia corresponding to the load in this condition is:
Figure BDA0002948262180000142
assuming that the bilateral braking torque of the brake is M and the unilateral braking torque is half of the bilateral braking torque, the balance coefficient definition of the combination formula (11) simplifies the formula (19), the formula (20), the formula (21), the formula (22) and the formula (24), and the braking torque, the unbalance loading torque and the corresponding moment of inertia of the car load under the braking working conditions of five working conditions are shown in the following table 2:
Figure BDA0002948262180000144
Figure BDA0002948262180000151
。
further, the step S13 specifically includes: the actual transmission efficiency is approximately 100%, and for simplifying the calculation process, the transmission efficiency is assumed to be 100%, that is, η is 1; and (3) establishing a dynamic equation set of three no-load braking conditions and 125% rated load braking conditions according to the parameter values in the formula (18) and the table 2:
Figure BDA0002948262180000152
in the above equation set:
a1braking deceleration of ascending bilateral braking in the middle of no-load travel in m.s-2；
a2Braking deceleration of down bilateral braking in the middle of no-load travel in m.s-2；
a0Braking deceleration of downward bilateral braking at the lower part of the idle stroke in m · s-2；
a125-braking deceleration of downward bilateral braking at lower end of 125% rated load stroke in m.s-2；
A. B and C are self-defined constants used for simplifying the calculation process, and are respectively as follows:
Figure BDA0002948262180000153
Figure BDA0002948262180000154
x is related to the moment of inertia at 125% of rated load:
Figure BDA0002948262180000155
when formula (26)/formula (27) is taken together with formula (33), it can be obtained:
Figure BDA0002948262180000156
the formula (34) can be obtained by adding the formulas (26) and (27):
Figure BDA0002948262180000161
the following equations (28) and (29) are subtracted: 1.25A ═ Ba0-(B+X)a125——(36)；
And (3) driving the formula (30), the formula (33) and the formula (35) into a formula (36), and finishing to obtain a braking deceleration expression of the downward double-sided braking at the lower end of the 125% rated load stroke:
Figure BDA0002948262180000163
further, the step S14 specifically includes: and (3) establishing a dynamic equation set of three no-load braking conditions and 100% rated load braking conditions according to the parameters in the formula (8) and the table 2:
Figure BDA0002948262180000164
in the above equation set:
a1braking deceleration of ascending bilateral braking in the middle of no-load travel in m.s-2；
a2Braking deceleration of down bilateral braking in the middle of no-load travel in m.s-2；
a0Braking deceleration of downward bilateral braking at the lower part of the idle stroke in m · s-2；
a100Braking deceleration of downward single-side braking at lower end of 100% rated load stroke in m & s unit-2；
A. B and C are self-defined constants used for simplifying the calculation process, and are respectively as follows:
Figure BDA0002948262180000165
Figure BDA0002948262180000166
x' in equation (38) is related to the moment of inertia at 100% of the rated load:
Figure BDA0002948262180000167
with reference to the above calculation method for 125% rated load brake deceleration, the brake deceleration expression of downward unilateral braking at the lower end of 100% rated load travel is obtained:
Figure BDA0002948262180000172
still further, in step S2, to meet the requirement of on-load braking performance in GB7588 and TSG T7001, the braking deceleration should be greater than zero to meet the deceleration requirement, so there are:
Figure BDA0002948262180000173
and (3) respectively substituting the equations (37) and (40) into the inequality group, and finishing to obtain the relation between the balance coefficient and three no-load brake deceleration rates:
Figure BDA0002948262180000174
if the balance coefficient K and three no-load brake deceleration a1、a2、a0The formula (43) and the formula (44) are simultaneously satisfied, which shows that the elevator can meet the lower descending double-side braking of 125 percent of rated load stroke and the lower descending single-side braking of 100 percent of rated load strokeThe dynamic deceleration requirement is met, and the inspection item is qualified; equations (43) and (44) are criteria for determining whether the elevator satisfies the 125% rated load stroke lower descending double-sided braking performance and the 100% rated load stroke lower descending single-sided braking performance.
Compared with the prior art, the no-load test method for the elevator loaded downlink braking performance and the no-load test system for the elevator loaded downlink braking performance have the same advantages, and are not repeated herein.
In addition, the non-load test method for the loaded descending braking performance of the elevator has the following advantages:
the method comprises the steps that firstly, quantitative calculation of average deceleration of loaded downlink braking can be achieved through a calculation model, whether the average deceleration is larger than zero or not is judged, and therefore the braking reliability of an elevator brake is rapidly judged;
when the on-load brake performance of the elevator is detected, only the average deceleration under three no-load brake working conditions needs to be tested, and the no-load test of the on-load brake deceleration is realized by a calculation method, so that the labor intensity is reduced, and the test time and the test cost are saved;
and damage to the elevator when the weight is carried for braking test is effectively avoided, and the weight does not need to be carried to frequently enter and exit the elevator car, so that the safety of testers is effectively protected.
Drawings
Fig. 1 is a schematic block diagram of a no-load test system for elevator loaded down braking performance according to an embodiment of the present invention;
fig. 2 is a schematic view of an installation structure of a no-load test system for the loaded down braking performance of an elevator provided by the embodiment of the invention;
fig. 3 is a schematic view of another installation structure of a no-load test system for the loaded down braking performance of an elevator provided by the embodiment of the invention;
fig. 4 is a schematic diagram of output signals of a braking instant detection module and a braking deceleration testing module during testing in a no-load testing system for elevator loaded downlink braking performance according to an embodiment of the present invention;
fig. 5 is a schematic view showing an exemplary structure of a traction elevator;
FIG. 6 is a schematic view of the operating condition of the middle part of the elevator car in idle double-side travel for upward braking;
FIG. 7 is a schematic view of the operating condition of the middle down braking of the elevator car with no-load bilateral travel;
FIG. 8 is a schematic view of the lower down braking condition of the elevator car with no-load double-side travel;
FIG. 9 is a schematic view of the lower end of 125% of the rated load travel of the elevator car operating in a downward double-sided braking mode;
fig. 10 is a schematic view of the working condition of descending single-side braking of the elevator car at the lower end of 100% rated load stroke.
Reference numerals:
1-a brake deceleration measurement module; 11-a rotary encoder module; 10-speed measuring roller; 12-an acceleration sensor; 2-a braking instant detection module; 3-a brake triggering module; 4-a main controller; 41-notebook computer; 42-a single chip microcomputer; 5-a human-computer interaction module; 6-an elevator car; 7-a brake actuator; 71-a brake wheel; 72-a brake; 8-a signal transfer module; 9-a steel wire rope; 01-elevator machine room; 02-control cabinet.
Detailed Description
For the convenience of understanding, the system and the method for the no-load test of the elevator loaded descending braking performance provided by the embodiment of the invention are described in detail below with reference to the attached drawings of the specification.
The system and the method for the non-load test of the elevator loaded downlink braking performance provided by the embodiment of the invention can be used for testing the average deceleration of the elevator under various no-load braking conditions, and can calculate the downlink double-side braking deceleration a125 at the lower part of 125% of rated load travel and the downlink single-side braking deceleration a100 at the lower part of 100% of rated load travel of the elevator according to the calculation model and evaluate the elevator braking performance according to whether the a125 and the a100 are greater than zero or not.
An embodiment of the present invention provides a no-load test system for elevator loaded downlink braking performance, as shown in fig. 1 to 4, including: the braking deceleration measuring module 1 is used for measuring the average braking deceleration of the elevator car 6 in the braking process of the elevator;
the braking instant detection module 2 is assembled on the braking execution mechanism 7, and is used for detecting the instant of braking of the braking wheel 71 by the braking execution mechanism 7 so as to obtain the instant of braking execution;
the braking triggering module 3 is used for controlling the brake coil to lose power so as to trigger the braking executing mechanism 7 to brake the rotating brake wheel 71 and stop the traction wheel coaxial with the brake wheel 71 from rotating, so that the braking of the elevator car 6 is realized;
the main controller 4 is connected with the braking deceleration measuring module 1, the braking instant detecting module 2 and the braking triggering module 3 respectively, and is used for controlling the braking triggering module 3 to trigger the elevator braking executing mechanism 7 to act, and acquiring the deceleration data of the elevator car 6 detected by the braking deceleration measuring module 1 and the action instant signal of the braking executing mechanism 7 detected by the braking instant detecting module 2.
Compared with the prior art, the elevator load descending braking performance no-load test system provided by the embodiment of the invention has the following advantages:
in the elevator load-descending braking performance no-load test system provided by the embodiment of the invention, because the braking deceleration measuring module 1 can be used for measuring the average braking deceleration of the car 6 in the elevator braking process, the braking moment detecting module 2 can be used for detecting the moment when the braking executing mechanism 7 brakes the braking wheel 71 so as to obtain the moment of the braking executing moment, the braking triggering module 3 can be used for controlling the brake coil to lose power so as to trigger the braking executing mechanism 7 to brake the rotating braking wheel 71 and stop the traction wheel coaxial with the braking wheel 71 so as to realize the braking of the elevator car 6, the main controller 4 can be used for controlling the braking triggering module 3 to trigger the elevator braking executing mechanism 7 to act and obtain the deceleration data of the elevator car 6 measured by the braking deceleration measuring module 1 and the action moment signal of the braking executing mechanism 7 detected by the braking moment detecting module 2, therefore, the instant moment of the brake can be accurately identified through the instant braking detection module 2, the calculation accuracy of the average braking deceleration can be improved, the braking process of the car 6 can be automatically triggered at the designated position through the braking triggering module 3, the problem that the judgment on the position of the car is inaccurate in artificial power failure is reduced, weights do not need to be carried during testing, the rapid evaluation on the on-load braking performance through three times of no-load braking tests can be realized, manpower and material resources are effectively reduced, and the testing efficiency and the testing process safety are improved.
In practical application, as shown in fig. 1, the system for no-load testing of loaded downlink braking performance of an elevator provided by the embodiment of the present invention may further include: and the human-computer interaction module 5 is connected with the main controller 4, and can be used for controlling the main controller 4 to acquire the information of the test system and realize human-computer interaction.
The human-computer interaction module 5 may control the main controller 4 through any one or more modes of a display screen, a mouse, a keyboard, a key or a touch screen.
Specifically, the main controller 4 may be any one of a PLC, a personal computer, an industrial personal computer, or a single chip microcomputer, and the main controller 4 may be in communication connection with the braking deceleration measuring module 1, the braking instant detecting module 2, and the braking triggering module 3 in a wired or wireless manner.
Furthermore, the above wireless communication mode may adopt WiFi, bluetooth or 2.4G, etc., and the master controller 4, the braking deceleration measuring module 1, the braking instant detecting module 2 and the braking triggering module 3 may be respectively provided with a signal transferring module 8 therebetween, thereby effectively ensuring accurate transmission of signals through the signal transferring module 8.
Furthermore, as shown in fig. 2, the braking deceleration measuring module 1 may adopt a rotary encoder module 11, the rotary encoder module 11 is in contact with the elevator traction rope 9 through a speed measuring roller 10, and the speed measuring roller 10 is coaxially and fixedly connected with the rotary encoder module 11.
Alternatively, as shown in fig. 3, the above-described brake deceleration measuring module 1 may employ an acceleration sensor 12, and the acceleration sensor 12 is disposed inside the elevator car 6.
Still further, as shown in fig. 2 and 3, the braking triggering module 3 can disconnect a main relay contact of a power circuit in the control cabinet 02, and trigger the elevator control system to output a braking command to the outside, so that a braking coil of the brake 72 is de-energized (that is, an internal iron core of the brake 72 is de-energized), thereby braking the brake wheel 71.
As shown in fig. 4, in the system for non-load testing of the braking performance of the elevator in the loaded downward movement provided by the embodiment of the present invention, the measurement principle of the average braking deceleration of the car is as follows:
in the braking process of the elevator, when the speed of the elevator car 6 is changed from v0 to zero, t1 is the action moment of the brake 72, and t2 is the moment when the speed of the elevator car 6 is reduced to zero, the average braking deceleration in the process is v0/(t2-t1), so that the time t1 at the moment when the brake 72 of the elevator brakes the brake wheel 71 to brake needs to be accurately obtained, and the time in the system is obtained by analyzing the continuous signal output by the braking moment detection module 2 by the main controller 4.
Assuming that the type of the electrical signal monitored by the braking instant detection module 2 is the potential signal U output by the braking state confirmation switch to the elevator main control board, and the potential signal is 0 when the brake 72 is not actuated, and the potential signal becomes U0 after the brake 72 is braked, the time t1 at the braking instant is the start time of the rising edge of the signal U.
The test system respectively measures four variables of double-side brake average deceleration a1 in the middle of an elevator no-load ascending stroke, double-side brake average deceleration a2 in the middle of an elevator no-load descending stroke, double-side brake average deceleration a0 in the lower part of an elevator no-load descending stroke and elevator balance coefficient K, establishes an elevator brake process dynamics calculation model, and calculates the descending double-side brake deceleration a125 of the elevator at the lower part of 125% of rated load stroke and the descending single-side brake deceleration a100 of the elevator at the lower part of 100% of rated load stroke, so as to realize the calculation of load brake deceleration through the no-load brake deceleration, and further evaluate the load descending brake performance according to the positive and negative values of a125 and a 100. If the relationship between the three average decelerations and the balance coefficient K satisfies
Figure BDA0002948262180000231
The elevator meets the 125 percent rated load bilateral braking performance requirement, and if the three decelerations and the balance coefficient K meet the requirement
Figure BDA0002948262180000232
The elevator meets the 100 percent rated load single-side braking performance requirement.
The embodiment of the invention further provides a no-load test method for the loaded downlink braking performance of the elevator, which comprises the following steps as shown in fig. 5: step S1, establishing a calculation model of deceleration a125 of the elevator car under 125% rated load stroke lower descending double-side braking and a100 of deceleration a100 under 100% rated load stroke lower descending single-side braking; step S2, carrying out the no-load test of the elevator loaded downlink braking performance according to the judgment condition of the calculation model;
wherein, the step S1 specifically includes the following steps: step S11, establishing an elevator braking process dynamic model according to the unbalance loading moment and the rotational inertia; s12, performing dynamic analysis on different braking conditions according to the dynamic model; step S13, calculating the descending bilateral braking deceleration at the lower end of 125% rated load stroke as
Figure BDA0002948262180000233
Step S14, calculating the descending unilateral braking deceleration at the lower end of the 100% rated load stroke as
Figure BDA0002948262180000234
The step S2 specifically includes the following steps: step S21, looking up data or testing the balance coefficient to obtain the balance coefficient K of the tested elevator; step S22, operating the elevator to start no-load ascending from the bottom layer at normal running speed, cutting off the power supply of the elevator when the elevator car runs to the middle part of the travel, further triggering the double-side brake to execute braking operation, and measuring the average braking deceleration a of the elevator car from the start of the brake to the complete stop of the elevator through an acceleration test instrument1(ii) a Step S23, operating the elevator to descend from the top floor in an unloaded state at the normal running speedWhen the lift car runs to the middle of the travel, the power supply of the lift is cut off, the double-side brake is triggered to execute the braking operation, and the average braking deceleration a of the lift car from the starting operation of the brake to the complete stop of the lift is measured by an acceleration test instrument2(ii) a Step S24, the elevator is operated to descend from the top layer in an idle load way at the normal running speed, the power supply of the elevator is cut off when the elevator car runs to the lower part of the travel, the double-side brake is triggered to execute the braking operation, and the average braking deceleration a of the elevator car from the start of the brake to the complete stop of the elevator is measured by the acceleration test instrument0(ii) a Step S25, processing the data, and judging whether satisfying the balance coefficient and the three braking deceleration according to the obtained balance coefficient and the three braking deceleration measured in the above three steps
Figure BDA0002948262180000241
And
Figure BDA0002948262180000242
if it is in line with
Figure BDA0002948262180000243
The elevator meets the 125% rated load descending bilateral braking requirement, otherwise, the elevator does not meet the 125% rated load descending bilateral braking requirement; if it is in line with
Figure BDA0002948262180000244
The elevator meets the requirement of 100 percent rated load descending unilateral braking, otherwise, the elevator does not meet the requirement.
The first embodiment is as follows:
a no-load test method for the loaded down braking performance of an elevator comprises the following steps:
step S1, establishing a calculation model of deceleration a125 of the elevator car under the condition of 125% rated load stroke lower descending double-side braking and a100 of the elevator car under the condition of 100% rated load stroke lower descending single-side braking, specifically comprising the following steps:
step S11, establishing an elevator braking process dynamic model according to the unbalance loading moment and the rotational inertia:
as shown in fig. 5, in the braking process of the elevator, due to the weight difference between the two sides of the traction sheave, an unbalance loading torque is generated on the axis of the braking sheave, and assuming that the positive direction of the unbalance loading torque is the direction of the deceleration movement of the car, i.e. the opposite direction of the braking torque during braking, the unbalance loading torque can be expressed as:
Figure BDA0002948262180000251
in the formula:
MP-the offset load moment in units N · m;
x is the loading coefficient, namely the proportion of the load of the car to the rated load;
ms1-the mass of the steel wire rope on the car side of the traction sheave in kg;
mb1-the mass of the compensating rope (chain) at the car side of the traction sheave in kg;
ms2the weight of the heavy-side steel wire rope of the traction wheel is kg;
mb2the mass of the heavy-side compensation rope (chain) of the traction wheel in kg;
w is the weight per unit kg;
p is the car mass in kg;
q-rated load, unit kg;
d is the pitch circle diameter of the traction sheave in unit m;
i-traction ratio, namely the ratio of the moving speed of the steel wire rope to the moving speed of the elevator car when the elevator runs; r-the transmission ratio of the brake wheel to the traction wheel, i.e. the ratio of the rotating speed of the brake wheel to the rotating speed of the traction wheel, is equal to 1 for the synchronous motor;
g-gravity acceleration coefficient, taking 9.8 m.s-2；
If the total lifting height of the elevator car is H, the total mass of the compensating rope (chain) is mbThen, there are: m iss1＝(1-c)ms- (2) wherein:
ms-total mass of wire rope, in kg;
c, a car position coefficient is dimensionless, the value range is 0 to 1, 0 represents that the car is positioned at the bottom end station, and 1 represents that the car is positioned at the top end station;
the weight of the steel wire rope on the counterweight side of the traction sheave is as follows: m iss2＝cmsThe quality of the compensation rope (chain) at the side of the traction sheave cage is as follows: m isb1＝cmb- (4) wherein:
mb-the total mass of the compensating ropes (chains) in kg;
the weight of the heavy side compensation rope (chain) of the traction wheel pair is as follows: m isb2＝(1-c)mb- (5) wherein formula (2), formula (3), formula (4) and formula (5) are substituted for formula (1):
Figure BDA0002948262180000261
the unbalance loading moment is related to the loading quality of the elevator car and the position of the elevator car, and if the steel wire rope and the compensating rope (chain) reach an ideal compensation state, the unbalance loading moment is only related to the position of the elevator car;
the moment of inertia of the motion system in the braking process of the elevator can be composed of two parts: j is JZ+J0- (7) wherein:
j-total moment of inertia of the system, in kg.m2；
J0The moment of inertia of rotating parts such as traction sheave and brake sheave in kg.m2；
JZThe rotational inertia of the linear motion parts except the rotating parts such as the traction sheave and the brake sheave, namely the total rotational inertia of the car, the counterweight, the load in the car, the steel wire rope and the compensating rope (chain), is the unit kg.m2；
The following relationship exists between the moment of inertia and the mass of a linearly moving object, which can be obtained from rigid body dynamics:
Figure BDA0002948262180000262
in the formula:
omega-angular speed of rotation of the brake wheel, in units of s-1；
v-car speed, unit m.s-1；
m is the total mass of the car, counterweight and load in kg;
m can be represented as: m ═ P + W + xQ- (9), the relationship between the angular velocity of the brake wheel and the linear velocity of the cage is as follows:
Figure BDA0002948262180000271
the formula (8) can be substituted with the formulae (9) and (10):
Figure BDA0002948262180000272
GB7588 annex G2.4 defines the balance factor as "the nominal load capacity and the amount by which the car mass is balanced by the counterweight or counterweight", according to which the relationship between P, W and Q is:
w ═ P + KQ — (12), wherein:
k is the equilibrium coefficient, dimensionless;
formula (12) is substituted for formula (11) to obtain JZThe device consists of two parts: j. the design is a squareZ＝JZ1+JZ2- (13) wherein:
JZ1the moment of inertia of the inherent linear motion part of the system, namely the total moment of inertia of the car, the counterweight, the steel wire rope and the compensating rope (chain), is in kg · m 2;
JZ2the moment of inertia of the load in the car with a loading factor of x, in kg · m2；
JZ1Can be expressed as:
Figure BDA0002948262180000273
JZ2can be expressed as:
Figure BDA0002948262180000274
for a certain elevator system, the car mass, the counterweight mass, the balance factor, the hoisting ratio, the rope mass, the compensating rope (chain) mass, the traction sheave diameter, the transmission ratio can be considered as constant values, so JZ1Is a constant number, JZ2In relation to the weight of the object carried in the car;
according to the moment balance relation, neglecting the influence of the friction force of the guide rail on the system, the braking moment is biased in the braking processLoad moment MPThe sum of the moment of inertia η J epsilon, we can obtain: mZ-MPη J ∈ — (16), wherein:
MZ-the braking torque, the direction of which is the opposite direction of the car movement, in N · m;
ε -angular deceleration of brake wheel, unit rad · s-2；
Eta is the transmission efficiency from the brake wheel to the traction wheel, and is dimensionless;
the angular deceleration of the brake wheel and the deceleration of the elevator car have the following relation:
Figure BDA0002948262180000281
in the formula:
a-car braking deceleration, m.s-2；
By substituting formula (16) with formula (7), formula (13) and formula (17), the dynamic model of the braking of the traction elevator at different positions, different running directions and different loading masses can be obtained:
Figure BDA0002948262180000282
step S12, performing dynamic analysis on different braking conditions according to the dynamic model:
carrying out dynamic analysis on braking processes of three elevator car no-load working conditions and two load working conditions, wherein the three no-load working conditions are respectively an ascending double-side braking condition at the middle part of an no-load stroke, a descending double-side braking condition at the middle part of the no-load stroke and a descending double-side braking condition at the lower end of the no-load stroke, and the two load working conditions are respectively a descending double-side braking condition at the lower part of a 125% rated load stroke and a descending single-side braking condition at the lower part of a 100% rated load stroke; the values of c and x under five braking conditions are shown in the following table 1:
Figure BDA0002948262180000283
；
as shown in fig. 6 and 7, when the two-sided braking is performed in the middle of the idle stroke in the ascending direction or in the middle of the idle stroke in the descending direction, the steel wire rope mass on both sides of the traction sheave is equal to the compensating rope (chain) mass, the positive direction of the unbalance loading torque is opposite to the braking torque direction, and the parameter in table 1 is substituted into formula (6) to obtain the unbalance loading torque under two working conditions, which are respectively shown in formula (19) and formula (20):
Figure BDA0002948262180000292
Figure BDA0002948262180000294
as shown in fig. 8, when the lower end of the idle stroke performs downward bilateral braking, all the steel wire ropes are considered to be positioned on the car side, all the compensating ropes (chains) are positioned on the counterweight side, and the parameter in table (1) is substituted into formula (6) to obtain the unbalance loading moment under the working condition:
Figure BDA0002948262180000295
as shown in fig. 9, in the standard GB7588-2003, under the 125% rated load double-side braking condition, the car is located at the lower end of the travel, the steel wire ropes are all located on the car side, the compensating ropes (chains) are all located on the counterweight side, and the unbalance load moment is:
Figure BDA0002948262180000297
as can be seen from equation (15), the moment of inertia corresponding to the load in this condition is:
Figure BDA0002948262180000298
as shown in fig. 10, in the standard GB7588-2003, under the single-side braking condition with respect to 100% load, the car is located at the lower end of the travel, the steel wire ropes are all located at the car side, the compensating ropes (chains) are all located at the counterweight side, and the unbalance loading moment is:
Figure BDA0002948262180000301
as can be seen from equation (15), the moment of inertia corresponding to the load in this condition is:
Figure BDA0002948262180000302
assuming that the bilateral braking torque of the brake is M and the unilateral braking torque is half of the bilateral braking torque, the balance coefficient definition of the combination formula (11) simplifies the formula (19), the formula (20), the formula (21), the formula (22) and the formula (24), and the braking torque, the unbalance loading torque and the corresponding moment of inertia of the car load under the braking working conditions of five working conditions are shown in the following table 2:
Figure BDA0002948262180000303
；
step S13, calculating the descending bilateral braking deceleration at the lower end of the 125% rated load stroke:
the actual transmission efficiency is approximately 100%, and for simplifying the calculation process, the transmission efficiency is assumed to be 100%, that is, η is 1; and (3) establishing a dynamic equation set of three no-load braking conditions and 125% rated load braking conditions according to the parameter values in the formula (18) and the table 2:
Figure BDA0002948262180000311
in the above equation set:
a1braking deceleration of ascending bilateral braking in the middle of no-load travel in m.s-2；
a2Braking deceleration of down bilateral braking in the middle of no-load travel in m.s-2；
a0Braking deceleration of downward bilateral braking at the lower part of the idle stroke in m · s-2；
a125-braking deceleration of downward bilateral braking at lower end of 125% rated load stroke in m.s-2；
A. B and C are self-defined constants used for simplifying the calculation process, and are respectively as follows:
Figure BDA0002948262180000312
Figure BDA0002948262180000313
x is related to the moment of inertia at 125% of rated load:
Figure BDA0002948262180000314
when formula (26)/formula (27) is taken together with formula (33), it can be obtained:
Figure BDA0002948262180000315
the formula (34) can be obtained by adding the formulas (26) and (27):
Figure BDA0002948262180000317
the following equations (28) and (29) are subtracted: 1.25A ═ Ba0-(B+X)a125——(36)；
And (3) driving the formula (30), the formula (33) and the formula (35) into a formula (36), and finishing to obtain a braking deceleration expression of the downward double-sided braking at the lower end of the 125% rated load stroke:
Figure BDA0002948262180000321
step S14, calculating the descending unilateral braking deceleration at the lower end of the 100% rated load stroke:
and (3) establishing a dynamic equation set of three no-load braking conditions and 100% rated load braking conditions according to the parameters in the formula (8) and the table 2:
Figure BDA0002948262180000322
in the above equation set:
a1braking deceleration of ascending bilateral braking in the middle of no-load travel in m.s-2；
a2Braking deceleration of down bilateral braking in the middle of no-load travel in m.s-2；
a0Braking deceleration of downward bilateral braking at the lower part of the idle stroke in m · s-2；
a100-100% rated load stroke lower end down single side brakeDynamic deceleration in m.s-2；
A. B and C are self-defined constants used for simplifying the calculation process, and are respectively as follows:
Figure BDA0002948262180000323
Figure BDA0002948262180000324
x' in equation (38) is related to the moment of inertia at 100% of the rated load:
Figure BDA0002948262180000325
with reference to the above calculation method for 125% rated load brake deceleration, the brake deceleration expression of downward unilateral braking at the lower end of 100% rated load travel is obtained:
Figure BDA0002948262180000327
step S2, according to the judgment condition of the calculation model, the elevator load descending braking performance no-load test is carried out, if the requirement of the load braking performance in GB7588 and TSG T7001 is satisfied, the braking deceleration should be larger than zero to satisfy the deceleration requirement, therefore, the following steps are carried out:
Figure BDA0002948262180000331
and (3) respectively substituting the equations (37) and (40) into the inequality group, and finishing to obtain the relation between the balance coefficient and three no-load brake deceleration rates:
Figure BDA0002948262180000332
if the balance coefficient K and three no-load brake deceleration a1、a2、a0The elevator can meet the speed reduction requirements of 125% rated load travel lower descending double-side braking and 100% rated load travel lower descending single-side braking, and the inspection item is qualified; formula (4)3) And the formula (44) is a judgment basis for judging whether the elevator meets the descending double-side braking performance at the lower part of 125% of rated load stroke and the descending single-side braking performance at the lower part of 100% of rated load stroke;
the method specifically comprises the following steps:
step S21, looking up data or testing the balance coefficient to obtain the balance coefficient K of the tested elevator;
step S22, operating the elevator to start no-load ascending from the bottom layer at normal running speed, cutting off the power supply of the elevator when the elevator car runs to the middle part of the travel, further triggering the double-side brake to execute braking operation, and measuring the average braking deceleration a of the elevator car from the start of the brake to the complete stop of the elevator through an acceleration test instrument1；
Step S23, the elevator is operated to descend from the top layer in an idle load way at the normal running speed, the power supply of the elevator is cut off when the elevator car runs to the middle part of the travel, the double-side brake is triggered to execute the braking operation, and the average braking deceleration a of the elevator car from the start of the brake to the complete stop of the elevator is measured by the acceleration test instrument2；
Step S24, the elevator is operated to descend from the top layer in an idle load way at the normal running speed, the power supply of the elevator is cut off when the elevator car runs to the lower part of the travel, the double-side brake is triggered to execute the braking operation, and the average braking deceleration a of the elevator car from the start of the brake to the complete stop of the elevator is measured by the acceleration test instrument0；
Step S25, processing the data, and judging whether satisfying the balance coefficient and the three braking deceleration according to the obtained balance coefficient and the three braking deceleration measured in the above three steps
Figure BDA0002948262180000341
And
Figure BDA0002948262180000342
if it is in line with
Figure BDA0002948262180000343
The elevator meets the 125% rated load descending bilateral braking requirement, otherwise, the elevator does not meet the 125% rated load descending bilateral braking requirement;if it is in line with
Figure BDA0002948262180000344
The elevator meets the requirement of 100 percent rated load descending unilateral braking, otherwise, the elevator does not meet the requirement.
The second embodiment is as follows:
as shown in fig. 2, the main controller 4, the braking deceleration measuring module 1, the braking instant detecting module 2 and the braking triggering module 3 are all disposed inside the elevator machine room 01. The main controller 4 is a notebook computer 41, and the braking deceleration measuring module 1 is a rotary encoder module 11. The notebook computer 41 is connected with the rotary encoder module 11, the braking instant detection module 2 and the braking trigger module 3 in a wired connection mode, so that control over the modules and data acquisition are achieved.
Through in the rotary encoder module 11 with the coaxial fixed connection's of rotary encoder gyro wheel 10 that tests the speed and the contact of elevator traction wire rope 9, the gyro wheel 10 that tests the speed of driving during elevator car 6 operation rotates, the pulse signal of rotary encoder output in the rotary encoder module 11 can realize elevator car 6's speed and acceleration and deceleration test after the conversion. The notebook computer 41 controls the braking triggering module 3 to disconnect the main relay contact of the power loop in the control cabinet 02, so as to trigger the elevator control system to output a braking command to the outside, so that the braking coil of the brake 72 is powered off, and the braking of the braking wheel 71 is realized. In the whole test process, the braking instant detection module 2 continuously monitors the on-off state of the braking state confirmation switch in the brake 72 of the elevator and feeds back a signal to the notebook computer 41, and when the on-off state of the braking state confirmation switch changes at the instant when the brake 72 brakes the brake wheel 71, the on-off state of the braking state confirmation switch is recorded by the notebook computer 41 at the moment.
The third concrete embodiment:
as shown in fig. 3, the main controller 4, the braking instant detection module 2 and the braking trigger module 3 are all disposed in the elevator machine room 01, and the braking deceleration measurement module 1 adopts an acceleration sensor 12 and is disposed in the elevator car 6. The main controller 4 is a single chip 42, and the braking deceleration measuring module 1 adopts the acceleration sensor 12, and can directly measure the deceleration of the elevator car 6 in the braking process. The single chip 42 is connected with the acceleration sensor 12, the braking instant detection module 2 and the braking trigger module 3 in a WIFI wireless communication mode, and control and data acquisition of the modules are achieved. Further, in order to ensure accurate transmission of signals, a signal transfer module 8, such as a WIFI router, may be disposed between the single chip 42 and each module.
During the test, the acceleration sensor 12 directly measures the deceleration value of the elevator car 6 and transmits a signal to the one-chip microcomputer 42. The single chip microcomputer 42 controls the braking triggering module 3 to disconnect a main relay contact of a power loop in the control cabinet 02, and further triggers the elevator control system to output a braking command to the outside, so that a braking coil of the brake 72 is powered off, and the braking of the braking wheel 71 is realized. In the whole testing process, the braking instant detection module 2 continuously monitors the on-off state of the braking state confirmation switch in the brake 72 of the elevator and feeds back a signal to the single chip 42, and when the on-off state of the braking state confirmation switch changes at the instant when the brake 72 brakes the brake wheel 71, the on-off state of the braking state confirmation switch is recorded by the single chip 42 at the moment.
In summary, the prior art cannot quantitatively calculate the load brake deceleration through the idle brake deceleration. The system and the method for the non-load test of the elevator loaded downlink braking performance provided by the embodiment of the invention can establish a quantitative calculation model of the elevator loaded downlink braking deceleration according to the dynamic model of the elevator braking process, and can well realize the evaluation of the no-load braking test on the loaded braking performance according to the calculation model.
The above description is only for the specific embodiments of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art can easily conceive of the changes or substitutions within the technical scope of the present invention, and all the changes or substitutions should be covered within the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the appended claims.

Claims (8)

1. A no-load test method for elevator loaded downlink brake performance is characterized by comprising the following steps:
step S1, establishing a calculation model of deceleration a125 of the elevator car under 125% rated load stroke lower descending double-side braking and a100 of deceleration a100 under 100% rated load stroke lower descending single-side braking;
step S2, carrying out the no-load test of the elevator loaded downlink braking performance according to the judgment condition of the calculation model;
wherein, the step S1 specifically includes the following steps:
step S11, establishing an elevator braking process dynamic model according to the unbalance loading moment and the rotational inertia, specifically, according to a moment balance relation, neglecting the influence of the friction force of the guide rail on the system, obtaining the braking dynamic model of the traction elevator at different positions, different running directions and different loading masses:
Figure FDA0003499914730000011
s12, performing dynamic analysis on different braking conditions according to the dynamic model;
step S13, calculating the descending bilateral braking deceleration at the lower end of 125% rated load stroke as
Figure FDA0003499914730000012
Step S14, calculating the descending unilateral braking deceleration at the lower end of the 100% rated load stroke as
Figure FDA0003499914730000013
The step S2 specifically includes the following steps:
step S21, looking up data or testing the balance coefficient to obtain the balance coefficient K of the tested elevator;
step S22, operating the elevator to start no-load ascending from the bottom layer at normal running speed, cutting off the power supply of the elevator when the elevator car runs to the middle part of the travel, further triggering the double-side brake to execute braking operation, and measuring the average braking deceleration a of the elevator car from the start of the brake to the complete stop of the elevator through an acceleration test instrument1；
Step S23, the elevator is operated to descend from the top layer in an idle load way at the normal running speed, the power supply of the elevator is cut off when the elevator car runs to the middle part of the travel, the double-side brake is triggered to execute the braking operation, and the average braking deceleration a of the elevator car from the start of the brake to the complete stop of the elevator is measured by the acceleration test instrument2；
Step S24, the elevator is operated to descend from the top layer in an idle load way at the normal running speed, the power supply of the elevator is cut off when the elevator car runs to the lower part of the travel, the double-side brake is triggered to execute the braking operation, and the average braking deceleration a of the elevator car from the start of the brake to the complete stop of the elevator is measured by the acceleration test instrument0；
Step S25, processing the data, and judging whether satisfying the balance coefficient and the three braking deceleration according to the obtained balance coefficient and the three braking deceleration measured in the above three steps
Figure FDA0003499914730000021
And
Figure FDA0003499914730000022
if it is in line with
Figure FDA0003499914730000023
The elevator meets the 125% rated load descending bilateral braking requirement, otherwise, the elevator does not meet the 125% rated load descending bilateral braking requirement; if it is in line with
Figure FDA0003499914730000024
The elevator meets the requirement of 100 percent rated load descending unilateral braking, otherwise, the elevator does not meet the requirement.
2. The method for non-load test of on-load down braking performance of elevator according to claim 1, wherein the step S12 specifically comprises: carrying out dynamic analysis on braking processes of three elevator car no-load working conditions and two load working conditions, wherein the three no-load working conditions are respectively an ascending double-side braking condition at the middle part of an no-load stroke, a descending double-side braking condition at the middle part of the no-load stroke and a descending double-side braking condition at the lower end of the no-load stroke, and the two load working conditions are respectively a descending double-side braking condition at the lower part of a 125% rated load stroke and a descending single-side braking condition at the lower part of a 100% rated load stroke; the values of c and x under five braking conditions are shown in the following table 1:
Figure FDA0003499914730000025
；
assuming that the bilateral braking torque of the brake is M and the unilateral braking torque is half of the bilateral braking torque, the unbalance loading torque and the corresponding moment of inertia of the car load under the braking conditions of five working conditions are shown in the following table 2:
Figure FDA0003499914730000026
Figure FDA0003499914730000031
。
3. the method for non-load test of on-load down braking performance of an elevator according to claim 2, wherein the step S13 specifically comprises: the actual transmission efficiency is approximately 100%, and for simplifying the calculation process, the transmission efficiency is assumed to be 100%, that is, η is 1; and (3) obtaining a braking deceleration expression of the downward bilateral braking at the lower end of the 125% rated load stroke by sorting:
Figure FDA0003499914730000032
4. the method for non-load test of on-load down braking performance of an elevator according to claim 1, wherein the step S11 more specifically comprises: in the braking process of the elevator, the weight difference of two sides of the traction wheel can generate an unbalance loading moment on the axle center of the brake wheel, and if the positive direction of the unbalance loading moment is the direction of the deceleration movement of the elevator car, namely the reverse direction of the brake moment during braking, the unbalance loading moment can be expressed as follows:
Figure FDA0003499914730000033
in the formula:
MP-the offset load moment in units N · m;
x is the loading coefficient, namely the proportion of the load of the car to the rated load;
ms1-the mass of the steel wire rope on the car side of the traction sheave in kg;
mb1-the mass of the compensating rope on the car side of the traction sheave in kg;
ms2the weight of the heavy-side steel wire rope of the traction wheel is kg;
mb2the mass of the heavy side compensating rope of the traction wheel in kg;
w is the weight per unit kg;
p is the car mass in kg;
q-rated load, unit kg;
d is the pitch circle diameter of the traction sheave in unit m;
i-traction ratio, namely the ratio of the moving speed of the steel wire rope to the moving speed of the elevator car when the elevator runs;
r-the transmission ratio of the brake wheel to the traction wheel, i.e. the ratio of the rotating speed of the brake wheel to the rotating speed of the traction wheel, is equal to 1 for the synchronous motor;
g-gravity acceleration coefficient, taking 9.8 m.s-2；
If the total lifting height of the elevator car is H, the total mass of the compensating rope is mbThen, there are:
ms1＝(1-c)ms- (2) wherein:
ms-total mass of wire rope, in kg;
c, a car position coefficient is dimensionless, the value range is 0 to 1, 0 represents that the car is positioned at the bottom end station, and 1 represents that the car is positioned at the top end station;
the weight of the steel wire rope on the counterweight side of the traction sheave is as follows: m iss2＝cmsAnd- (3), the mass of the compensating rope on the car side of the traction sheave is as follows: m isb1＝cmb- (4) wherein:
mb-the total mass of the compensating rope in kg;
the weight of the heavy side compensating rope of the traction wheel pair is as follows: m isb2＝(1-c)mb- (5) wherein formula (2), formula (3), formula (4) and formula (5) are substituted for formula (1):
Figure FDA0003499914730000041
the unbalance loading moment is related to the loading quality of the elevator car and the position of the elevator car, and if the steel wire rope and the compensating rope reach an ideal compensation state, the unbalance loading moment is only related to the position of the elevator car;
the moment of inertia of the motion system in the braking process of the elevator can be composed of two parts: j is JZ+J0- (7) wherein:
j-total moment of inertia of the system, in kg.m2；
J0The moment of inertia of rotating parts such as traction sheave and brake sheave in kg.m2；
JZThe rotational inertia of the linear motion parts except the rotating parts such as the traction sheave and the brake sheave comprises the total rotational inertia of the car, the counterweight, the load in the car, the steel wire rope and the compensating rope, and the unit kg.m2；
The following relationship exists between the moment of inertia and the mass of a linearly moving object, which can be obtained from rigid body dynamics:
Figure FDA0003499914730000051
omega-angular speed of rotation of the brake wheel, in units of s-1；
v-car speed, unit m.s-1；
m is the total mass of the car, counterweight and load in kg;
m can be represented as: m is P +W + xQ- (9), the relationship between the rotating angular speed of the brake wheel and the linear speed of the cage is as follows:
Figure FDA0003499914730000052
the formula (8) can be substituted with the formulae (9) and (10):
Figure FDA0003499914730000053
GB7588 annex G2.4 defines the balance factor as "the nominal load capacity and the amount by which the car mass is balanced by the counterweight or counterweight", according to which the relationship between P, W and Q is:
w ═ P + KQ — (12), wherein:
k is the equilibrium coefficient, dimensionless;
formula (12) is substituted for formula (11) to obtain JZThe device consists of two parts: j. the design is a squareZ＝JZ1+JZ2- (13) wherein:
JZ1the moment of inertia of the inherent linear motion part of the system, i.e. the total moment of inertia of the car, counterweight, cable, compensating rope (chain), in kg · m2；
JZ2The moment of inertia of the load in the car with a loading factor of x, in kg · m2；
JZ1Can be expressed as:
Figure FDA0003499914730000054
JZ2can be expressed as:
Figure FDA0003499914730000055
for a certain elevator system, the car mass, the counterweight mass, the balance factor, the hoisting ratio, the rope mass, the compensating rope (chain) mass, the traction sheave diameter, the transmission ratio can be considered as constant values, so JZ1Is a constant number, JZ2In relation to the weight of the object carried in the car;
according to the moment balance relation, neglecting the influence of the friction force of the guide rail on the systemThe braking torque is an unbalance loading torque M in the braking processPThe sum of the moment of inertia η J epsilon, we can obtain: mZ-MPη J ∈ — (16), wherein: mZ-the braking torque, the direction of which is the opposite direction of the car movement, in N · m;
ε -angular deceleration of brake wheel, unit rad · s-2；
Eta is the transmission efficiency from the brake wheel to the traction wheel, and is dimensionless;
the angular deceleration of the brake wheel and the deceleration of the elevator car have the following relation:
Figure FDA0003499914730000061
in the formula: a-car braking deceleration, m.s-2；
By substituting formula (16) with formula (7), formula (13) and formula (17), the dynamic model of the braking of the traction elevator at different positions, different running directions and different loading masses can be obtained:
Figure FDA0003499914730000062
5. the method for non-load test of on-load down braking performance of an elevator according to claim 2, wherein the step S12 further comprises: carrying out dynamic analysis on braking processes of three elevator car no-load working conditions and two load working conditions, wherein the three no-load working conditions are respectively an ascending double-side braking condition at the middle part of an no-load stroke, a descending double-side braking condition at the middle part of the no-load stroke and a descending double-side braking condition at the lower end of the no-load stroke, and the two load working conditions are respectively a descending double-side braking condition at the lower part of a 125% rated load stroke and a descending single-side braking condition at the lower part of a 100% rated load stroke; the values of c and x under five braking conditions are shown in the following table 1:
Figure FDA0003499914730000063
；
when the two-side braking is carried out on the ascending middle part of the idle stroke or the descending two-side braking is carried out on the middle part of the idle stroke, the steel wire rope mass on the two sides of the traction wheel is equal to the compensating rope mass, the positive direction of the unbalance loading torque is opposite to the direction of the braking torque, and the parameter in the table 1 is substituted into the formula (6) to obtain the unbalance loading torque under two working conditions, which are respectively shown as the formula (19) and the formula (20):
Figure FDA0003499914730000064
the lower end of the idle stroke performs downward bilateral braking, the steel wire rope is considered to be completely positioned on the car side, the compensation rope (chain) is considered to be completely positioned on the counterweight side, and the parameter in the table (1) is substituted into the formula (6) to obtain the unbalance loading moment under the working condition:
Figure FDA0003499914730000065
under the 125% rated load double-side braking working condition in the standard GB7588-2003, the lift car is positioned at the lower end of the travel, the steel wire ropes are all positioned at the side of the lift car, the compensation ropes are all positioned at the opposite-weight side, and the unbalance loading moment is as follows:
Figure FDA0003499914730000071
as can be seen from equation (15), the moment of inertia corresponding to the load in this condition is:
Figure FDA0003499914730000072
under the 100% load unilateral braking condition in the standard GB7588-2003, the car is located at the lower end of the stroke, the steel wire ropes are all located at the car side, the compensation ropes are all located at the counterweight side, and the unbalance loading moment is as follows:
Figure FDA0003499914730000073
as can be seen from equation (15), the moment of inertia corresponding to the load in this condition is:
Figure FDA0003499914730000074
assuming that the bilateral braking torque of the brake is M and the unilateral braking torque is half of the bilateral braking torque, the balance coefficient definition of the combination formula (11) simplifies the formula (19), the formula (20), the formula (21), the formula (22) and the formula (24), and the braking torque, the unbalance loading torque and the corresponding moment of inertia of the car load under the braking working conditions of five working conditions are shown in the following table 2:
Figure FDA0003499914730000075
。
6. the method for non-load test of on-load down braking performance of an elevator according to claim 3, wherein the step S13 further comprises: the actual transmission efficiency is approximately 100%, and for simplifying the calculation process, the transmission efficiency is assumed to be 100%, that is, η is 1; and (3) establishing a dynamic equation set of three no-load braking conditions and 125% rated load braking conditions according to the parameter values in the formula (18) and the table 2:
Figure FDA0003499914730000081
in the above equation set:
a1braking deceleration of ascending bilateral braking in the middle of no-load travel in m.s-2；
a2Braking deceleration of down bilateral braking in the middle of no-load travel in m.s-2；
a0Braking deceleration of downward bilateral braking at the lower part of the idle stroke in m · s-2；
a125-braking deceleration of downward bilateral braking at lower end of 125% rated load stroke in m.s-2；
A. B and C are self-defined constants used for simplifying the calculation process, and are respectively as follows:
Figure FDA0003499914730000082
Figure FDA0003499914730000083
x is related to the moment of inertia at 125% of rated load:
Figure FDA0003499914730000084
when formula (26)/formula (27) is taken together with formula (33), it can be obtained:
Figure FDA0003499914730000085
the formula (34) can be obtained by adding the formulas (26) and (27):
Figure FDA0003499914730000086
the following equations (28) and (29) are subtracted: 1.25A ═ Ba0-(B+X)a125——(36)；
And (3) driving the formula (30), the formula (33) and the formula (35) into a formula (36), and finishing to obtain a braking deceleration expression of the downward double-sided braking at the lower end of the 125% rated load stroke:
Figure FDA0003499914730000087
7. the method for non-load test of on-load down braking performance of an elevator according to claim 6, wherein the step S14 specifically comprises: and (3) establishing a dynamic equation set of three no-load braking conditions and 100% rated load braking conditions according to the parameters in the formula (8) and the table 2:
Figure FDA0003499914730000088
in the above equation set:
a1braking deceleration of ascending bilateral braking in the middle of no-load travel in m.s-2；
a2Braking deceleration of down bilateral braking in the middle of no-load travel in m.s-2；
a0The braking deceleration of the downward bilateral braking at the lower part of the idle stroke,unit m.s-2；
a100Braking deceleration of downward single-side braking at lower end of 100% rated load stroke in m & s unit-2；
A. B and C are self-defined constants used for simplifying the calculation process, and are respectively as follows:
Figure FDA0003499914730000091
Figure FDA0003499914730000092
x' in equation (38) is related to the moment of inertia at 100% of the rated load:
Figure FDA0003499914730000093
and obtaining a braking deceleration expression of the descending unilateral brake at the lower end of the 100% rated load stroke by referring to the 125% rated load braking deceleration calculation method:
Figure FDA0003499914730000095
8. a method for no-load test of elevator under-load brake performance according to claim 1, wherein in step S2, to meet the requirement of under-load brake performance in GB7588 and TSG T7001, the brake deceleration should be greater than zero to meet the deceleration requirement, so that:
Figure FDA0003499914730000097
and (3) respectively substituting the equations (37) and (40) into the inequality group, and finishing to obtain the relation between the balance coefficient and three no-load brake deceleration rates:
Figure FDA0003499914730000098
if balancedCoefficient K, three no-load brake deceleration a1、a2、a0The elevator can meet the speed reduction requirements of 125% rated load travel lower descending double-side braking and 100% rated load travel lower descending single-side braking, and the inspection item is qualified; equations (43) and (44) are criteria for determining whether the elevator satisfies the 125% rated load stroke lower descending double-sided braking performance and the 100% rated load stroke lower descending single-sided braking performance.
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