DE4217587C1 - Diagnosis system for checking lift or conveyor safety - tests braking and emergency blocking systems under simulated loading conditions and records acceleration characteristic - Google Patents

Abstract

The diagnosis system provides a simulated loading allowing the effectiveness of the brakes or the emergency blocking devices to be tested without any actual load being utilised. The braking or emergency blocking is tested during the forwards movement of the conveyor or the lift cage, before reverse movement without disconnection of the electrical or hydraulic drive. Before subsequent forwards movement at a given velocity, the measured acceleration characteristic provided by associated acceleration sensors are recorded. ADVANTAGE - Provides safety testing without risk to passengers or actual load.

Description

The technical field of the invention is the plant diagnosis method for assessing the safety conditions in Elevator, storage or conveying equipment (in short: Lifts).

The lift, storage or conveying equipment to be tested (Transport) usually have a warehouse, driving or Conveyor basket (short: transporter) on, via cables or other Traction or Verfahrvorrichtungen is moved. In an elevator system becomes a Förderkorb - with passenger transport a Conveyor cabin - upwards and downwards from one or more carrying rope (s) moved downwards. The suspension ropes run over one above Traction sheave, which is driven by a drive motor - hydraulic or electric - is driven. The conveyor cabin or the Förberkorb be guided laterally on vertical rails. In addition to the guide have the same vertical rails or others parallel vertical rails the task of braking forces on the Then exercise the basket when an emergency situation occurs. A Emergency situation is the disaster, the case of break of the / Carrying ropes (s) is accepted. Then the car falls in free Fall down and must from the brake or safety gears that act on the vertical rails with legally prescribed Accelerations (here: delays or negative Acceleration) in the elevator shaft to a halt.

The safety gears are checked regularly. This review currently happens by loading the conveyor cabin with a test load. The test load simulates one with rated load - with persons - loaded car. From a downward movement of the The car out now become the brake or safety gear activated and thus checked that they are the proper braking forces still apply at nominal load in their present condition can.

This test method has obvious disadvantages. For one thing must high test loads are moved in and out of the car be cleared out. At regular rated loads of several  One hundred kilograms make these test loads a weighty one Problem dar. In addition to their weight, they still have other disadvantages, eg. B. caused by carelessness Damage to the equipment, such as damage to Doors, cars or paintings.

Although the apparent disadvantages of the art familiar There are no qualitative methods yet safety-related statements allowed. Only recently has been known under the name of ADIAS a test, which also recently in the "Technical Rules for Lifts" was included. This Procedure should - according to the ideas of its developers - the Requirement of the test load loading of the cars can be omitted. It is based on averages and envelopes, which is why it is too Can cause mismatches because v (t) is discontinuous.

The object of the invention is therefore, from the test loads to accomplish. Despite this serious simplification Qualitative safety statements of transport systems possible his.

For this purpose, a method for testing elevator, warehouse or Conveyors (transport equipment) according to the technical Teaching of claim 1 proposed; this teaching is preferably in elevator systems with traction sheave drive applicable.

To solve the same problem is also a device - preferably also for carrying out the said method - proposed according to claim 10.

According to the proposed methodology, a storage, or conveyor basket (transporter) without staffing and without Feeding with this simulating test load moves to the safety conditions, in particular the effectiveness the brake or safety gear to capture. After exercise of the transporter at a predetermined speed this is stopped jerkily. This happens without switching off the electric or hydraulic drive, the first after He  be shut down rich of the standstill of the transporter can (claim 6). With at least one moving part of the Transport system - z. B. with the transporter - is at least coupled an accelerometer whose measured Be acceleration instantaneous value curve b (t) is recorded. Instead of the accelerometer is also a Be Acceleration calculation enabling other freaks with one movable component of the transport system coupled. This Procedure allows the test without interruption at the mentioned Transportation equipment.

Despite elimination of the test loads granted the exact acceleration measurement on the moving component the problematic statement on the qualitative safety of transport facilities. From the Measured or recorded instantaneous value course of the Acceleration - at a deceleration these are regular negative values - can all be considered reliable safety assessment necessary statements remove. Basis for the evaluation of the trace are the Dynamic load diagram, with the help of which the measured values are assessed be equitably assigned, and the so-called driving ability diagram. Both diagrams can be circuit-wise (Analog computer) or via time-discrete calculations (z-transformation) be combined with the measured values. Immediately after a recording can with the method according to the invention - after entering the relevant transport system parameters - the current safety status determined and displayed immediately become.

The inventive method is based on the knowledge from that all transport facilities - especially all Rope lifts - follow a given physical pattern behavior. This physical pattern is determined by the constructive design of each elevator and can through the corresponding differential equations are modeled. The individual constructive model is individualized Input of relevant parameters for each case, such as Carrying capacity, cage weight, counterweight, suspension cable weight, , , After entering the respective individual values  into the general model the elevator can be described and based on one or more acceleration instantaneous ver assess safety performance. To leave is there regularly from an oscillatory system, the first Approximation is designed as a spring-mass system. Accordingly, will also be the resulting instantaneous value curves Be vibrational functions with predetermined damping subside. From the vibration curves are the safety-related findings drawn. So alone can first maximum value / minimum value of the instantaneous value profile of the Acceleration (better: deceleration) the safety-related Describe the state of a transport system. In particular this value is important for the determination of the catch or Brake devices applied in an emergency braking force (Claim 2). Criteria for the investigation of this first Maximum can be the curvature of the instantaneous value profile, the Amplitude and the time of their occurrence.

Also, the frequency and / or the damping may be derived from the acceleration Instantaneous values are determined (claim 3). Closely The transport device-specific Fe derkonstante the described spring-mass system determined be (claim 4). Become even two accelerometers provided, can be calculated from the difference of the acceleration-momentary values to be drawn further accuracy (Claim 5). Here are the two accelerometers spaced apart and that at different moving Transportation equipment components. To be particularly suitable the car itself and the or the ropes proved. The two acceleration instantaneous values allow the Decoupling the over the suspension cables with the counterweight coupled system and allow the determination of the sole Brake or brake applied Deceleration forces. This is what matters here, because they subject to regular review.

Be - contrary to the test without test - test loads in the Car is placed and the braking devices are tested at rated load, so comes at a regular test and a regelmä  ßiger wear of the already highly stressed safety gear. With each test, the safety gear becomes weaker can not be meaning and content of an exam. That's why the invention to be tested braking or safety gears. In doing so, it does not lose its accuracy but, on the contrary, grants even a higher accuracy than the conventional Ver drive, since decoupling calculations are possible (claim 5). It is conceivable for the gentle test also a reduction of regular time interval. Plants can now monitor yourself, for example, during the night, and over Remote signaling overruns or underruns signal given setpoint and safety values. With that Saves considerable costs, because neither test loads are moved, Specialized personnel still have to carry out the test on site. Overall, the test method thus increases accuracy even simplified.

Was previously of input of individualizing parameters or Characteristics of the speech, so should not go unmentioned, that too the practice may be supplier of these descriptive parameters. This concerns the dynamic load diagram and the load capacity diagram. Both can be used when commissioning the system recorded once and individually for this system and stored become. Helpful is the legally prescribed Obligation that installations during installation and commissioning once with test load must be checked. Here you will find itself the source of the characteristics, which later during the life span the transport device - the passenger elevator - to the be used for regular non-audit examinations. These sizes do not lack an immediate proximity to the individual to be tested elevator (claim 14).

At a particularly convenient time to measure the Be acceleration values are indicated in claim 7. He lies between the Take effect of the safety gear and the effectiveness of the counter weight on the braked by the safety gear driving basket. This with continued switched drive device or traction sheave. Due to the intervention of the safety gears it is enlarged, at the same time moves the drive device  the ropes further down, so that they relax - so no force of the counterweight exerted more on the car becomes. The force of the counterweight forms the disturbance that it to decouple applies. Because on the car side because of the braking a definable suspension rope force has influence, can from the sum the acting forces with knowledge of all momentary forces and the Instantaneous acceleration to be closed to the catch. Even during the fishing process, therefore, the counterweight - also retarding - act on the car. These Exposure is undesirable and disturbs the measurement, which is why for the acceleration measurement of the time according to claim 7 is selected. He can be the safety-related take decisive information.

Independent or in combination with the described / claimed methodology can the Driveability - a deceleration of the carrier over the Traction sheave - gentle, accurate and without test load, the regular 1.5 times the rated load would be tested (claim 9). Here is characterized by a characteristic saddle - shaped course of Acceleration b (t) based on the driving ability closed.

For carrying out the method according to the invention is a Test device proposed according to claim 10. She has one first accelerometer on the drive or conveyor cage on. Its measured values are at a braking or catching the Travel or conveyor basket recorded. The recorded measurements are fed to a testing device, which is a physical Model of the transport system contains. In addition to the test facility is a decision device provided, which the mean braking force or the braking force curve of the physical Model to a prescribed minimum value or course faces. The comparison leads to a safe technical result; is the braking force or the brake delay in a range of legally prescribed Braking force or deceleration, so is the proof of a functioning elevator system provided.  

The model can - as above regarding the procedure already mentioned - has been developed from one or more series of measurements be, when commissioning the transport system - with Test load - were created (claim 7).

The ADIAS test procedure has already been referred to. His Description can be found both in a publication in TÜ Volume 33 (1922), No. 3, pages 103 to 106 (for keyword "Conveyor Technology") and in a same content German Laid-open patent DE 39 11 391. Under the abbreviation hides the elevator diagnostic system, where sensors on the elevator are attached and via appropriate converter with a computer get connected. With a suitable software, the Measured values further processed and evaluated; Outflow from it are the characteristics of a lift, in particular the Driveability, which plays a major role in the ADIAS system plays. To determine this driving ability - is a electronically scanned spring balance from a specialist to Example fixed to the ceiling opening of the elevator chair and the Traction sheave turned. The force on the spring balance increases continuously until the rope slips on the traction sheave. From this, ADIAS calculates the driving ability. Such Drift capability determination can only be seen by qualified personnel be carried out and requires assembly work immediately next to the drive and directly on the drive cable. Will that of ADIAS also provided catch sample (the examination of the Brake catch device considered), this neglected the Influence of the counterweight. However, this simplification is inadmissible when determining safety-related measured values want to be used for the case in which the Influence of the counterweight actually does not exist. For this case (breakage of all suspension cables or their Fasteners to the car or counterweight) are the specified by law limit acceleration values, the it must be given in an examination. As the implementation a "free fall sample" in practice is very expensive, is tested under the influence of the counterweight. It is this Influence of course "disturbing".  

This disturbing influence in this test must therefore in the Evaluation of the measurement results considered, but not suppressed or neglected. The actual emergency will be so not sufficiently reproduced by the described system, if the influence of the counterweight is disturbing for the Fang sample without test load is called.

The transport system method explained with the invention is on the other hand designed with the aim of having elevator systems Traction sheave drive in regular tests without the To assess the use of test weights in safety terms, taking into account the counterweight.

Theoretical investigations that capture all essential equipment parameters led to findings, which justified the proceedings. Its application leads to Test results whose safety-related statements are the Results of previously used methods qualitatively essential improve, even enable for the first time. At the same time offers the procedure further advantages:

• - Costs for the provision of test weights on occasion regular checks are omitted.
• - The harmful and accident transport work to provide the test loads eliminated.
• - damage to the equipment caused by the use of high Overloads are possible and loading at doors and the car can occur are avoided.

This procedure can - incorporating modern Microprocessor Techniques - Elevators, Conveyors and Systems Warehouse technology or other mechanical systems with systems equip and monitor these systems for given deviations from certain nominal values display necessary maintenance work independently.  

In order to be able to define safety-related setpoints, the Use of uniform, comparable system parameters required.

Furthermore, the occurring within the possible limits Loads of each plant can be determined and in be clearly presented a suitable form.

To meet these requirements, is a working tool that fulfills these tasks (Dynamic Load diagram).

The inventions will be described in more detail below with reference to illustrations explained and specified in terms of their effects. Reference is made to the drawing in the course of the description, to be picked out briefly:

Fig. 1 as a schematic representation of a Treibschein lift;

Fig. 4 as an arrangement of the transducers on and around the car 10 , which is also visible in Figure 1;

FIG. 5 with measured acceleration characteristics during commissioning; FIG.

Fig. 11a with b (t) measurements to determine the transmission factors;

FIGS. 12 and 13 as measured accelerations during braking operations on engagement of the brake or safety devices 11 , 12 (as shown in FIG. 4).

The transport system method shown by way of example is with developed to the goal, elevator systems with traction sheave drive as part of regular audits without the use of To assess test weights safety.

Theoretical investigations, the capture of all essential Plant parameters served, led to findings that justified the procedure. Its application leads to test results, whose safety statements give the results improve the quality of the processes used so far yes even for the first time. At the same time offers the procedure additional advantages:

• - Costs for the provision of test weights on occasion regular checks are omitted.
• - The damaging and accident-prone transport works to provide the test loads eliminated.
• - damage to the equipment caused by the use of high overloads are possible and at the loading shop on doors and the car can occur are avoided.

This procedure can - incorporating modern Microprocessor Techniques - Lift, Conveying and Lifting Equipment Warehouse technology or other mechanical systems with systems equip and monitor these systems for given deviations from certain nominal values display necessary maintenance work independently.

In order to define safety-related setpoints, is the use of uniform, comparable plant parameters required.

Furthermore, the loads occurring in the possible limits the individual plant can be determined and in be clearly presented a suitable form.

To meet these requirements, is a working tool which fulfills these tasks (dynamic load diagram).  

The procedure can basically be applied to all mechanical systems be used. Because of his preference for use Elevator systems it is the example of a traction sheave elevator be explained.

The respective structural design of the system under investigation forms the basis for the application of the method. In Fig. 1 the construction of a traction sheave elevator is shown, which is to be used here by way of example. An elevator system with a gearbox has deliberately been selected because the special problems involved in gearboxes are taken into account by the method and its treatment can therefore be explained in the context of the method.

Shown is a traction sheave 5 around which a multiple support cable 4 is placed. On both sides weights are attached, a counterweight 30 and a loading car 10th

The support cable 4 is divided into the sections 4 a, 4 b, respectively left and right of the traction sheave fifth In the same way, a lower cable 7 with sections 7 a, 7 b is provided on both sides of the lower deflection pulley 8 and attached to the jew. Lower end of the car 10 and counterweight 30 .

The upper traction sheave 5 is driven by means of gear 3 and drive motor 1 and can be stopped by a brake 2 which engages between the engine 1 and the transmission 3 .

From the structural design results in 2 systems with below listed parameters that affect the system behavior in determine safety-related aspects.

The interface between the two systems, which according to agreement should be designated S1 = primary system and S2 = secondary system, is defined within the transmission 2 at the point where the two systems delimit each other by the different angular velocities. This definition is important because the loss torque that occurs at the meshing worm / worm wheel of the transmission 2 , depending on the torque acting in the flank engagement torque has no linear behavior. The transmission loss torque is assigned to the secondary system S2.

System data:

System: cable lift with traction sheave
Drive: Three-phase motor with worm gear
Installation: Engine above the lift shaft
Suspension: 1: 1

Primary system:

Load capacity Q
Car weight F
Counterweight G
Tragseilgewichtmasse S
Underbelt / Unterseilmasse SU
Suspension cable mass for the lifting height HK
Rope tension mass SP
Moment of inertia of the translator. Primary masses I11
Moment of inertia of the rotational. Primary mass I12 (1)
Traction of the traction sheave T2 / T1 (2)
Catching force of the safety gear on the car Ffv (3)
Damping factor car side df (4)
Damping factor counterweight side dg (4)
Damping factor of primary system bearings d1 (4)
Spring constant car side cf (5)
Spring constant counterweight side cg (5)

Secondary system:

Moment of inertia secondary system I21 (6)
Braking torque of the engine brake Mb
Damping factor secondary system c2 (4)
(Bearing friction and tooth loss torque) (4)

To the notes:
(1) Moment of inertia of traction sheave, shaft, worm wheel,
(2) ability of the traction sheave to transfer differential forces acting on it up to a certain rope force ratio.
(3) Mean braking force of the car catching device
(4) Friction losses that always counteract the direction of movement and are defined as a percentage of the respective reference.
(5) Average spring constant of the respective mass suspension for a certain height factor (suspension cable + resilient suspension cable compensation elements)
(6) Moment of inertia of all rotary masses of the secondary system.

The safety of a plant is determined by the possible danger states, which are determined by their constructive design, and the safety philosophy for the type of plant. The Safety standard, which is a compromise between effort and "Benefit" is in relevant legal Determined provisions. Regarding the mechanical Safety will be for the person to be treated here Traction sheave elevator subsequent safety relevant Claims raised:

1. The engine brake

The engine brake must support the load handler in all Operational conditions can shut down reliably. A circle a dual-circuit brake must delay the load handler can.

2. The driving ability

The traction of a traction sheave is given according to Calculation methods determined. It must be bigger than that theoretical unfavorable static rope force ratio, multiplied by a given acceleration factor: phie (a) = [g + a] / [g-a], where a is the Acceleration instantaneous value is (also with b or - in normalized Form - designated by g ').

3. The safety gear

The safety gear, a car emergency braking system, must be able to cover the "catastrophic event" - breakage of the suspension means - and be able to brake the car at a given overspeed under the conditions of "free fall".
Limits: Brake safety devices must be loaded with payload car at min. 0.2 g and max. Can delay 1.4 g (g = 9.81 m / sec²).

They are shown schematically in FIG. 4. Braking force transmitting retaining elements 11 a, 11 b are on the one hand firmly on the support frame 10 a of the car 10 and arranged on the other hand rolling or sliding on / in the vertical rail 40 out. Wedges 12 a, 12 b transferred - a retracted state - the braking forces from the rail 40 to the car 10th Your insertion device, which may be speed-controlled, is not shown.

4. Buffer

Buffers must be able to carry the payload Car or counterweight when driving on with operation speed with a mean delay of max. 1.0 g to a halt.

Test instructions included in the legal framework are, regulate compliance with the requirements. Here has been the Use of large test loads required to solve the problem of absence to meet a suitable test procedure. Only for a short time Time is a procedure developed by TÜV Bayern, as a substitute test method for the test methods Load weights (conditionally) approved, d. H. it will be soon included in the "Technical Rules Lifts". This Procedure can lead to incorrect connections.

On the other hand, the method presented here is practically easy manageable, captures the individual system character of each single plant, allows objective assessment criteria and offers for the first time qualitative safety-related statements. Wrong conclusions occur due to the orientation to momentary values not accelerating.

The dynamic load diagram is part of the invention Procedure and is based on the graphical representation of Linkage of both difference equations of the individual Subsystems of the plant. It forms the interface to the Measurements to be made at the site of the plant and allowed  their qualitative classification.

To treat the plant parameters as a single reference To be able to do all the necessary data on the carrying capacity (also called rated load or payload) of the relevant plant relativized and on the angular velocity and the propulsion Disk radius normalized. The parameters become thereby dimensionless numerical values, which in the differential equation of the system according to equation (2) with the relative acceleration g '= a / g are easy to handle. All normalized values should as agreed with small letters as symbols be specified.

Examples of normalization:

- traction sheave radius rTS = 0.30 m
- Ratio of angular velocities w2 / w1 = 25

Primary system:

Secondary system:

To the differential equation of the system:

The general differential equation of the dynamic Mass system traction sheave elevator is as follows:

Σ M - Σ I * dw / dt = 0 (1)

Using the converted parameters, it can be used in the shape

Σ m = Σ i * g '(2)

be used. For presentation in the dynamic load diagram, the two individual systems are initially lossless and without the influence of the components engine brake and drive motor to consider separately from each other. This has the advantage, inter alia, that the decisive for the height of the transmission torque loss moment on the gear teeth in its effective size is apparent. D. h .:
Braking torque mb = 0
Drive torque ma = 0

The inertia of the relevant at the time of consideration Total mass of translational masses is called referred to relative moment of inertia I11 or i11. The moment acting on the system boundary is called m1 for the primary and m2 for the secondary system called. Which Moments resulting from the inertial forces are used with mf for the Car side and indicated with mg for the counterweight side.

Primary system: m1 = mf - mg - (i11 + i12) * g '(3)
Secondary system: m2 = i21 * g '(4)
where: m1 = - m2 (5)

To the height factor h

The relative asset values mf, mg and i11 are with regard to their amount depending on the design of the system more or less dependent on the local position of the Car in the lift shaft. Because of that, for sure technical assessment may be significant, this is Ab dependence and to be taken into account in the investigations. The following agreements are made:

Car in lowest position: h = 0 (6)
Car in top position: h = 1 (7)

The mass ratios determined by the height factor h result according to the following relationships:

mf = f + q + s (1 - h) + su * h + hk * h (8)
mg = g + s _* h + su (1 - h) (9)
i11 = mf + mg (10)

The representation in the dynamic load diagram is for the possible limit values of the load-bearing design and of the Altitude factor required to overlook the load structure  to be able to.

q0 = 0.0 / q1 = 1.0
h = 0 / h = 1

Thus, the maximum load conditions of a plant, in whose Limits all possible load conditions move, shown.

For the larger translational mass of the primary system the positive direction of effect is assumed. The resulting relativized (normalized) moment becomes accordingly positive considered. As a result, all possible primary states in the upper quadrants of the coordinate system representable. The moment of the secondary system m2, which corresponds to the primary moment in Balance stands, is agreed in the same Direction of action shown. This allows the lossless Self-acceleration of the overall system at the intersection of both Functions are graphically displayed.

The relative acceleration g 'is corresponding to o. A. definition also for the positive effect direction of the larger mass considered positive.

The dynamic load diagram is thus sufficiently defined and representable. With the parameters of example B2, it is shown in FIG. 2:

Example B2 primary system Q = 1000 kg q = 1.00 F = 1450 kg f = 1.45 G = 1950 kg g = 1.95 S = 250 kg s = 0.25 SU = 0 kg su = 0.00 HK = 100 kg hk = 0.10 I12 = 2.70 kgm² i11 = 0.03

secondary system I2 = 1.20 kgm² | i21 = 8.33

The respective intersections, the size of the  Self-acceleration of the system for the current altitude factor determine with lossless consideration, are also analytically too determine:

g '= (mf-mg) / (i11 + i12 + i2) (11)

It should be noted here that all Connections that are based on the dynamic Load diagram based, processed with appropriate procedures can be and thereby the quality and the duration of the Increasingly able to improve diagnoses.

The straight lines shown in the load diagram become load lines called. Your marking has the following meaning:

Load line marking: 0.0 / 1.0
Load factor q = 0.0 / height factor h = 1.0

Each load line corresponds to the current dynamic one Load situation of the plant. It changes in operation according to the function

m1 = f (q, h).

Measurement results, which are described below, therefore, can can only be obtained from short-term measurements.

All resistances within the system predominantly in shape Frictional forces should be referred to as damping become. The influences of the damping are with regard to the evaluation of measurements, which are explained below, not irrelevant and therefore to be considered.

As already mentioned, damping factors are defined be re-sized to the nominal load in terms of their size should.

Example B3:
Total resistance on the car side: Frf = 392 N
Car weight: F = 1000 kg
Damping factor: df = Frf / F * g = 0.04

Theoretical considerations on the possible resistance influences have shown that the resistances in their height amount for both directions of rotation / movement of a particular Loading situation with sufficient accuracy as equal can be accepted large. Thus, a certain Load situation characterized by the following parameters:

1. payload factor q 2nd altitude factor H 3. System damping d

These 3 factors determine the load situation of a system in determined each current operating situation.

All damping factors are more or less strong dependent. The factors defined below can therefore only be compared with factors that are the same Speed level were determined. The system damping d is the sum of the two subsystem damping factors d1 (Primary damping) and d2 (secondary damping).

d = d1 + d2 (12)

Since the primary damping for the classification of certain measurement results is not insignificant, it should be considered closer. this Factor can be divided into 2 further sub-factors, each apply to a load side.

d1 = df + dg (13)

To enable later safety assessments, is the introduction of the primary damping ratio vd1 required sary.

vd = dg / df (14)

thus become:

df = d1 / (1 + vd) (15)

and

dg = d1 * vd / (1 + vd) (16)

On the meaning of the individual attenuation factors in the Explanation of the respective procedural parts will be received.  

Here is just mentioned that the transmission damping - same angle assumed speed - in terms of their amount Height in each case of the moment acting in the toothing

m1 = - m2

is determined and here with increasing moment m1 progressive increases.

In Fig. 3, the damping factors in the dynamic load diagram are shown using the example of a particular load line. Here it can be seen that the self-acceleration values g 'corresponding to the total attenuation d decrease in their magnitude with increasing attenuation from one another.

Explanation of factors used in the cable force Ratio damping; it applies to mf <mg:

Static rope force ratio damping sds

S2 / S1 = mf / mg * sds = mf - df / mg - dg
sds = mg / mf * (mf - d1 / (1 + vd)) / (mg - d1 * vdy (1 + vd))

Dynamic rope force ratio damping sdd car downward:

S2 / S1 = mf / mg * sds = mf - df / mg + dg
sdd = mg / mf * (mf -d1 / (1 + vd)) / (mg + d1 * vd / (1 + vd))

Car up:

S2 / S1 = mf / mg * sds = mf + df / mg - dg
sdd = mg / mf * (mf + d1 / (1 + vd)) / (mg-d1 * vd / (1 + vd))

After explaining the physical starting points now to the Procedure itself.

The methods are based on dynamic measurements, their results directly via corresponding interfaces in one portable computer can be entered and processed here and Safety relevant quantities are displayed. The basis for this is the plant data and its implementation in the dynamic load diagram. In addition to the program technical Processing the measured data can also be a corresponding Circuit arrangement to be designed with the measured data  is fed.

Existing plants can be tested before the introduction of the test procedure for the first time to be checked again with test loads. there Reference values can be determined which are used later Tests without load weights used for classification can be. For new installations are within the scope of the acceptance test (Check before first use) - it is always under Use of test weights - Measurement results too determine and record as reference values. At subsequent regular testing is the use of test weights then not necessary anymore.

Depending on the type of installation, 1-3 transducers 20 , 21 a, 21 b, 22 , 22 a can be used for carrying out the dynamic measurements, which are referred to as a measuring point (cf., FIG. 4).

The measuring point 21 a - M1 - is a rotary encoder with measuring point on / on a supporting cable 4 a, 7 of the car or counterweight side; Alternatively: accelerometer 21 b attached to the supporting cable 4 a follower. If the measurement is used with rotary encoder, transferred rollers 23 , 24, the movement of the support cables 4 a, 4 b on the / the encoder 21 a, 22nd With regard to the accuracy of strongly oscillating suspension ropes, a magnetic sensor is also advisable. It detects the rope speed without contact and is therefore relatively insensitive to rope vibrations.

The measuring point 20 - M2 - is an accelerometer 20 , which is on the upper support frame cross member 10 a of the car 10 - centrally - arranged.

For systems with tensioned sub-ropes, the third accelerometer can be used. It is only necessary if the Federeinspannungen above and below the car frame 10 a substantially different.

The measuring point 22 a - M3 - is attached as an accelerometer follower on a sub-cable 7 . The measuring point 22 is applied to the lower cable 7 a. The explained to the measuring point 21 is valid here accordingly.

The construction of the transducers is shown in FIG. 4.

If fixed Meßwertleitungsverbindungen are not desired, the data transmission of the measuring points 2 and 3 by means of radio equipment. If this should also be avoided, then the storage of all measured values can be done in a device which moves along with the car.

The procedure now looks like this, with individual Process steps I / 1, I / 2,. , , also detached from the Overall method can be used.

part One Testing with load weights: - for the first time before the first commissioning of systems or before Use of the method

I / 1
Capture of all plant data:
All relevant plant data is stored in a PC, process computer or the like for processing to be available to the test program. As a basis for the examiner, a data sheet is created based on this data, which contains all important safety-related values. These datasheets are no longer necessary after using a powerful memory bank - on the basis of this process knowledge - since the program can take over this task after entering or recording all data.

I / 2
Testing of operating speed and head:
For testing, the travel curves of the system are recorded in both load situations (q = 1 / q = 0). These curves are recorded and stored with transducer M2 as acceleration curves. By appropriate integration of the measuring curves, the following system data can be checked exactly and weak points can be identified (see Fig. 5).

• 1. exact head in m
• 2. Operating speed in m / s
• 3. Speed behavior (deviations, stability, Load dependency, etc.)
• 4. Special driving resistances.

I / 3
Checking the counterbalance compensation:
Compliance with the "counterbalance compensation" (exact execution of the calculated counterweight mass) is an essential safety-technical feature. The exact realization is checked by two self-acceleration experiments with the previously calculated compen- sation test load.
The car is loaded with the compensation load. With the appropriate height factor, the system drive is switched off and with the engine brake held open, the self-acceleration in both directions of movement is determined by means of transducer M2 (the measurement always takes place from the rated speed).
If the acceleration values turn out to be the same size for both directions of movement, then the specified units have been executed correctly. The acceleration value is called the compensation acceleration (g'a). The situation in the dynamic load diagram is shown in FIG. 6.

I / 4
Determination of the compensation damping:
If counterweight compensation has been set correctly,

g'u = g'd = g'a (17)

(u = self-acceleration Up / d = self-acceleration down), the compensation damping can be determined. It is loaded to the compensation load so much load that sets the acceleration g'd = 0. The resulting overload for this case, based on the balancing load, gives the equalization damping (da). This amount is needed for later assessments. The presentation in dyn. Load diagram shows Fig. 7.

I / 5
Recording the system characteristics:
The determination of the system characteristics is done by using the already explained under I / 3, I / 4 self-acceleration measurements with multiple payload factors. The recording is shown in FIG. 8. Measurements were made by way of example for the load line 0.0 / 0.5; 0.25 / 0.5; 0.75 / 0.5; 1.0 / 0.5; 1.25 / 0.5 and 1.5 / 0.5. With the values of the compensation acceleration (I / 3) and the compensation damping, the characteristic curves can be displayed with sufficient accuracy.
It should be mentioned once again that all measured values flow into the model formed in the computer and can be evaluated here according to the relationships that result from the dynamic load diagram.

I / 6
Definition of the test load line:
After the plant characteristics are available to the process, it can, using all the data and the corresponding model, determine a test load line which offers optimal conditions for later measurements without test weights. This load line will show the useful factor q = 0.0 and iR an altitude factor in the upper range. Here the height factor 0.8 should be assumed for further explanation.

I / 6a
Determination of compensation load reference values:
In order to determine reference values for testing the safety-relevant compensation load for the later tests without test loads, the self-acceleration values are measured in the test load straight line determined. These values are documented and used for comparison in later measurements. With the determined system characteristics of the metrological proof is also possible if the system damping changes, ie increase friction losses due to lack of maintenance or increasing wear or u. U. reduce by better inlet of the system. The reference to the system characteristic curve is given due to the determination of the self-acceleration for both directions of movement always and for the "right" balance load always characteristic (see Fig. 9).

I / 7
Testing the brake safety:
The acceleration values that can be measured with the braking of the system with each single circle of the engine brake 2 are evaluated by the method and related to the load line, which represents the maximum braking load. This can be used to define brake safety values that can be output by the computer. The (negative) braking accelerations are carried out for the load straight lines 1.0 / 0.8 and 0.0 / 0.8 for both directions of movement. This results in additional data for the system characteristics, which further improve their informative value. The respective braking acceleration results in dyn. Load diagram by parallel displacement of the secondary load line to the height of the relativized / normalized braking torque ( Fig. 10).

I / 8
Test of the driving ability:
The driving ability of the drive rail significantly determines the safety of the system. In order to be able to overlook the loads that the propulsion must withstand, the static loads for the range of the payload q = 0 to q = si * 1 for both end positions of the car are shown in a propulsion diagram;
si = safety factor of 1.5 (still common today).
The calculated traction value of the traction sheave can be compared with the illustrated loads as a straight line. Thus, the theoretical security against "slipping" can be seen and the Grenzbelastug determinable. Since these theoretical conditions are not constant in practice, it is necessary to record the tolerances and dependencies in the context of the operating boundary conditions so that they can be assessed with sufficient certainty.

definitions:

T2 / T1 = exp (f (μ0) * β) + VTH (18)

Here, μ0 is the static friction value and VTH is the transmittable one Cable force ratio with static friction.

T2 / T1 = exp (f (μ) * β) + VTG (19)

where μ is the coefficient of sliding friction and VTG is the transmittable one Cable force ratio for sliding friction. The danger of Slippage consists of the condition:

S2 / S1 <= VTH (20)

This condition can occur in 2 operating states:
Case 1: The car is statically overloaded (q <= qcrit).
m2 = mf <mg = m1
m1 = mf <mg = m2
m2 / m1 * sds <= VTH (21)

The following equilibrium condition arises:

m2 / m1 * sdd * phie (a) = S2 / S1 * phie (a) = VTG (22)

For systems with tensioned sub-ropes, not here should be considered, the relationship applies:

when using the limit case of (21) in (22):

phie (a) = VTG / VTH * sds / sdd (23)

From this acceleration factor can be a Grenzlastbe define acceleration. A value that peculiar to any elevator and is largely determined by the type of construction.

case 2

Operational accelerations lead to exceeding of VTH. In this case, the following equilibrium condition applies:

phie (a) = VTG / VTH * sdd / sdd (24)
and thus: phie (a) = VTG / VTH (25)

The critical dynamic load is below the critical one static load and can therefore be assessed be used. Certainly it will become (22):

m2 / m1 * sdd * phie (a) = VTG (26)

The masses m2 and m1 as well as the exactly measurable acceleration values can be precisely determined for the respective measuring point. The factor "VTG / sdd", which is to be redefined here as a lower transmission factor, can thus be detected by measurement technology and offers sufficient evaluation criterion for the driving capability. Important for the assessment of this safety criterion is the occurrence of a pronounced zigzag on the traction sheave. To achieve this zip, set the engine brake 2 harder or use external brake booster mechanisms. During the initial acceptance tests or before the procedure is used, the upper and lower transmission factors for all load conditions must be determined. This allows the following dependencies to be recorded and documented in the form of a curve.

Upper transmission factor UFO = VTH / sdd = f (q) (28)
Lower transmission factor UFu = VTG / sdd = f (q) (29)

This results in an individual transfer characteristic for the respective installation, which can be used for the assessment of later measurements without test load for evaluation (see FIG. 11). Measurements for determining the transmission factors are shown in FIG. 11a. The illustrated saddle-shaped course shows at its first maximum a₀ the end of the static friction of the supporting cables 4 , 4 a on the traction sheave 5 and the beginning of the sliding friction, which is why the braking is reduced. The following valley (minimum a _u ) marks the reverse transition from sliding friction to static friction or a mixture of them, which is why the force / braking increases again. At high load, lower accelerations occur (parameter q = 1.5). When it comes feasible Treibfähigkeitsprüfung it depends on the power ratio. As a guideline, a minimum braking acceleration of about 0.09 should be achieved during sliding friction. This can now be tested if the said static force ratio is multiplied by the already defined acceleration factor phie (a) and from this the dynamic force ratio can be calculated.

I / 9
Checking the safety gear 11 , 12 , 40 :
In this test, the proof is to lead that the Fangvor device 11 , 12 satisfies the conditions required in the regulations boundary conditions in all load situations. These boundary conditions refer to "free fall" and define mean minimum and maximum trapping forces (braking forces) for the turbines.

ffv = <(f + q) * (g + bmin) (30)
ffv = <(f + q) * (g + bmax) (31)
with bmin = <sf * g = <bmax the following applies:
ffv = (f + q) * g * (1 + sf) (32)

In order to be able to demonstrate this braking force by measurement, a special test procedure is provided because of the continuously acting counterweight 30 in operation. In addition, prior to these measurements, plant-specific characteristics are to be determined which are required for the assessment.

The equilibrium condition for the accelerated under the action of the safety gear 11 , 12 , 40 (here: braked) car 10 with payload q = 0 is:

mf (h) * gf '(t) = fsf (t) + ffv (t) + fdf (t) (33)

mf = standardized total car mass without carrying rope mass
gf '= normalized acceleration (af / g) of the carrier
fsf = standardized load rope force
ffv = normalized force
fdf = normalized total resistance (friction)

Since the influence of the component fdf (t) is usually negligible is small, it should be considered for further consideration a simplified explanation are neglected, thus:

mf (h) * gf '(t) = fsf (t) + ffv (t) (34)

Should under the test conditions on the height of the catch force ffv and their time course are closed, so is one Decoupling of the rope load force from the equilibrium condition required, because the influence of the counterweight, constantly is present, under no circumstances may be suppressed.

By recording the temporal acceleration curve gf '(t) (negative acceleration) on the car frame 10 a and the recording of the temporal acceleration curve gs' (t) of these supporting ropes, with knowledge of the function of the resilient elements (linear or progressive) in height and temporal course of the catch force ffv be closed.

Determination of fsf (t) (without resistance fdf):

fsf (t) = mf (h) - ds (t) * cfn (ds) (35)

in which:

ds (t) = normalized spring travel in s², which leads to the relaxation of the spring (elements) (s [m] / g [m / s²])
cfn (ds) = normalized function of the elastic element (normalized to the nominal load Q; cfn = cf / Q [1 / s²])
v0n = normalized initial velocity in s (v0 / g)

(see Fig. 13).

Thus, the time course of the braking force from equation (34) can be determined. The magnitude of the braking forces acting can be used for the assessment of the effectiveness of the catcher 11 , 12 , 40 and the compliance of prescribed negative accelerations with respect to the loaded with the rated load transporter 10 , 10 a.

The resilient elements 10 b, 10 c (see. Fig. 4) at the conveyor 10, certain elements whose characteristics are known by the manufacturer's instructions or rule which can be determined prior to the test by visual inspection with regard to their magnitude.

If in doubt, the resilient elements 10 b, 10 c can be determined with sufficient accuracy by measurements according to FIG. 12.

For fast-acting safety gears 11 , 12 , 40 - these have relatively short response times to reach the maximum brake pressure (about 0.01-0.03 sec) - is the first maximum of recorded with transducer M2 ( 20 ) time course of the acceleration gs' (t) sufficient criterion for the assessment of the available catch force ffv.

During this period of time, the removal of the cable load fsf, which bears the carrier 100% up to the beginning of the fishing operation, is still significant, so that the braking force ffv decisively influences the acceleration occurring in this short period of time. After overcoming the transmission factor of the traction sheave 5 swing the suspension cables 4 a, 4 b depending on the system parameters very strong and affect the braking u. U. considerably.

To assess the braking forces of the safety gear only in the above cases, only the transducer M2 ( 20 ) is required. Only in the cases in which the time until the occurrence of the first maximum value of the acceleration b (t) or gf '(t) assumes larger values, the use of additional transducers ( 21 a, 21 b, 22 , 22 a) is indicated ,

The necessity is in the individual case after presentation of the time course of the acceleration b (t) or gf '(t) assessable.

Spring constants cf and fdf are values that can be determined from the measurements taken under Pkt I / 6. The vibration occurring here b (t), which follows the characteristic of a damped harmonic oscillation in approximation, is still subject to the present friction damping. Because of the relatively low damping (degree of damping <0.1), the spring constant of the entire car suspension acc. Fig. 12 are calculated with sufficient accuracy to

cf ≈ 4 mf * (T / π) ² (34)

The car resistance fdf can be seen from the Energy balance roughly determine, is however usually negligible small.

I / 10
Checking the buffers:
It is easy to test the efficiency of the buffers by including the acceleration curve of the car during launch on the buffers with and without load. As with the testing of the safety gear, it is possible to deduce the forces acting on it, taking into account the load bearing force curve.

part II

The test without load weights will be on the occasion of all regular tests to determine the mechanical safety carried out.

The measurements to be performed are based on the reference values obtained during the acceptance tests. The Test steps correspond to the tests in Part I.

The indirect measurement of forces (acceleration curve) over the measuring point M2 is also on all other elevator types (hydraulic systems, drum lifts, etc.) easily possible and provides a reliable assessment.

Claims (15)

1. A method for testing elevator, storage or conveying devices (transport equipment), preferably of cable winding systems, in which

• (A) a storage, driving or conveyor cage (transporter, 10 ) is moved without staffing and without loading with a simulated this test load to the safety conditions, in particular the effectiveness of the braking or safety gears ( 11 , 12 ), too to capture;
• (B) the feed dog ( 10 ) is stopped jerkily, in particular without switching off the electric or hydraulic drive ( 1 , 2 , 3 ), after it was previously moved downwards at a predetermined speed;
• (c) at least one acceleration sensor ( 20 , 21 a, 21 b, 22 , 22 a) or another sensor enabling acceleration calculation with at least one moving component ( 3 to 7 , 10 , 24 ) of the transport system, in particular with the transporter ( 10 , 10 a), whose measured acceleration instantaneous value curve (b (t)) is recorded.

2. The method of claim 1, wherein from the acceleration instantaneous value curve (b (t)), in particular from the first maximum (b _max , T _max ) of the safety-related state of the transport system is determined, in particular by the catch or braking devices ( 11 , 12 ) applied braking force (F _B ) is calculated and compared with a predetermined - because prescribed - target braking force. 3. The method of claim 1 or claim 2, wherein from the acceleration instantaneous value curve (b (t)), the frequency (f _B ) and / or the attenuation of the transport system is determined. 4. The method according to any one of claims 1 to 3, wherein from the instantaneous values of the acceleration the trans port device individual spring constant (cf) is determined. 5. The method of claim 1, wherein

• (a) two accelerometers (20, 21 a; 20, 21 b; 20, 22; 20, 22 a), the acceleration instantaneous values (b₁ (t), b₂ (t)) at two spaced apart locations of moving Transportanlagen- components (3 to 7 , 10 , 23 , 24 ), in particular on the car or frame ( 10 , 10 a) and on the carrying cable ( 4 );
• (b) the forces acting on the feed dog ( 10 ), in particular the forces exerted only by the braking or catching devices ( 11 a, 11 b, 12 a, 12 b, 40 ), are determined from the difference between the acceleration instantaneous values.

6. The method of claim 1, wherein the jerky stopping of the carrier ( 10 ) by activating the safety gear ( 11 , 12 , 40 ) triggered and the drive ( 1 to 3 ) is switched off only after reaching the standstill of the conveyor ( 10 ). 7. The method of claim 1, wherein the safety device ( 11 , 12 , 40 ) is activated without switching off the drive and detects the braking acceleration values in time between the effectiveness of the safety gear ( 11 , 12 ) and effectiveness of the additional braking influence of the counterweight ( 30 ) become. 8. The method according to any one of the preceding claims, wherein each transducer ( 20 , 21 a, 21 b, 22 , 22 a) is associated with an analog / digital converter. 9. A method in particular according to one of the preceding claims, wherein for testing the propulsion a pronounced zip ( 4 ) on the traction sheave ( 5 ) by means - harder than normal operation set - engine brake ( 2 ) or by means of external additional brakes. 10. Test device - preferably for carrying out the method according to one of the preceding claims - in the

• (A) a first acceleration sensor ( 20 ) on the drive or conveyor basket ( 10 ) is arranged, the measured values (b) during a braking or trapping operation of the driving or conveying basket ( 10 ) are recorded;
• (B) a test device is provided which contains a physical model of the transport system;
• (C) a decision device is assigned to the physical model of the transport system, which compares the average braking force or the braking force curve of the physical model of a prescribed minimum value or minimum course.

11. The apparatus of claim 10, wherein a second acceleration sensor ( 21 a, 21 b, 22 , 22 a) with the support or guide cable ( 4 , 4 a, 4 b) is coupled. 12. The apparatus of claim 10 or claim 11, wherein the first and / or the second accelerometer ( 20 , 21 , 22 ) is coupled via radio equipment to the tester. 13. Device according to one of claims 10 to 12, wherein in the testing device an extrapolator is provided, which extrapolates the determined when empty drive or conveyor cage ( 10 ) braking force to the standard braking force at nominal load in the drive or conveyor cage. 14. The apparatus of claim 10 or method of claim 1, in which the physical model of measured values and function curves, like the dynamic load diagram or the drivability diagram that exists when commissioning the conveyor system, in particular the elevator system, detected and in a Individual memories have been stored.   15. Test device according to claim 10, wherein a braking force acting in the physical model as long as is changed until the model acceleration course (b * (t)) with the measured acceleration curve (b (t)) in essentially matches.