DE4217587C2 - Plant diagnostic procedures - Google Patents

Description

The technical field of the invention are the plant diagnosis methods for assessing the safety technical conditions in elevator, storage or conveying equipment (in short: transport equipment).

The lift, storage or conveying devices (transport systems) to be tested usually have one Storage, transport or conveyor cage (short: transporter) on, the cable or other train or Verfahrvor is moved. In a lift system is a conveyor cage - in passenger transport a conveyor Cabin - moved upwards and downwards by one or more carrying rope (s). The ropes run over above a traction sheave that is driven by a drive motor - hydraulically or electrically - via a gearbox becomes. The conveyor cabin or the Förberkorb are guided laterally on vertical rails. In addition to the leadership have the same vertical rails or other parallel vertical rails the task of braking forces on the Then exercise the basket when an emergency situation occurs. An emergency situation is the disaster, the case of Breakage of the / the support cables (s) is assumed. Then the car falls in free fall and must from the Braking or safety devices that act on the vertical rails with legally prescribed acceleration (here: delays or negative acceleration) brought to a standstill in the hoistway become.

The safety gears are checked regularly. This check is currently done by loading the conveyor cabin with a test load. The test load simulates one loaded with nominal load - with persons Car. From a downward movement of the car out now the braking or safety gears activated and thus checked that they are the proper braking forces at rated load in their current condition can still muster.

This test method has obvious disadvantages. On the one hand, high test loads have to be moved and into the Car be inserted and cleared. With regular rated loads of several hundred kilograms These test loads are a major problem. In addition to their weight, however, they have other disadvantages, z. B. caused by carelessness damage to the equipment, such as the damage of Doors, cars or paintings.

Although the apparent disadvantages were also familiar to experts, there is currently no method that qualitative safety statements allowed. Only recently, under the name ADIAS a Test, which was recently included in the "Technical Rules for Lifts". This procedure according to the ideas of its developers, the requirement of test load loading of the cars can be omitted. It is based on averages and envelopes.

The object of the invention is to abolish the test loads, in spite of this serious Vereinfa qualitative safety statements of transport facilities should be possible.

For this purpose, a method for testing elevator, storage or conveying equipment (transport equipment) proposed in accordance with the technical teaching of claim 1; this teaching is preferably in elevator systems usable with traction sheave drive.

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

According to the proposed methodology, a storage, transport or conveyor cage (transporter) without Personal load and without loading with a simulating this test load moves to the safety technical conditions, in particular to detect the effectiveness of the brake or safety gear. To Movement of the transporter at a predetermined speed, this is stopped jerkily. This happens without switching off the electric or hydraulic drive, which only after reaching the Stillstan of the transporter can be switched off (claim 6). With at least one moving part of the Transport system - z. B. with the feed dog - at least one accelerometer is coupled, whose measured acceleration instantaneous value curve b (t) is recorded. Instead of the accelerator It is also an accelerator calculation enabling another competitor with one movable component of the transport system coupled. This procedure allows the test without any consequences the aforementioned transport systems.

Despite the elimination of the test loads, the precise acceleration measurement on the moving component provides the problematic statement about the qualitative safety of transport systems. From the measured or Recorded instantaneous value course of acceleration - at a deceleration, these are regular negative values - all statements necessary for reliable safety assessment can be obtained remove. Basis for the evaluation of the trace are the dynamic load diagram, with the help of which the measured values are assigned according to the assessment, and the so-called propulsion capability diagram. Both Diagrams can be used in circuit technology (analogue computer) or via time-discrete calculations (z-transforma tion) are combined with the measured values. Immediately after a recording can with the erfindungsge In accordance with the procedure - after entering the relevant transport system parameters - the current safety was determined and displayed immediately.

The method according to the invention is based on the recognition that all transport devices - especially all cable lifts - behave according to a given physical pattern. This physi The pattern is determined by the structural design of each elevator and can by the corre sponding be simulated differential equations. The individual constructive model is individualized by entering the relevant parameters for the respective case, such as load capacity, cage weight, counter weight mass, weight of suspension rope, ... After entering the respective individual values in the general Model can describe the elevator and on the basis of one or more acceleration instantaneous Evaluate the value process in terms of safety. To go out is regularly from an oscillatory  System, which is designed as a first approximation as a spring-mass system. Accordingly, the themselves resulting instantaneous value curves be vibrational functions, which decay with predetermined attenuation. The safety findings are drawn from the vibration characteristics. So alone can first maximum value / minimum value of the instantaneous value profile of the acceleration (better: deceleration) the describe the safety-related condition of a transport system. In particular, this value is important for the Determination of the braking or braking devices applied in an emergency braking force (claim 2). Criteria for the determinations at this first maximum may be the curvature of the instantaneous values fes, the amplitude and the time of their occurrence.

The frequency and / or the attenuation can also be determined from the acceleration instantaneous value profile be (claim 3). The transport device - individual spring constant of the described spring-mass system can be determined (claim 4). Be even two acceleration Aufneh provided, from the difference of the acceleration instantaneous values, a further accuracy be drawn (claim 5). The two accelerometers are arranged at a distance namely at various moving transport equipment components. Particularly suitable have the Car itself and the or the ropes proved. The two acceleration instantaneous values allow the Decoupling coupled via the suspension cables with the counterweight system and allow the Bestim tion of braking or deceleration forces applied solely by the safety gears. This is about It is relevant here because they are subject to regular review.

Are - contrary to the test-less measurement - test loads placed in the car and the Bremsvorrich With regular load testing, regular wear and tear results in regular wear and tear the already heavily used safety gear. With each test, the safety gear becomes weaker can not be meaning and content of an exam. Therefore, the invention protects the brake or to be tested Safety gears. In doing so, it does not lose its accuracy but, on the contrary, grants a higher one Accuracy than the conventional methods, since decoupling calculations are possible (claim 5). It is also conceivable for the gentle test to reduce the regular time test interval. Systems can now monitor themselves, for example during the night, and via remote signaling Signal overshoots or underruns of specified setpoint and safety values. So who the considerable cost savings, because neither test loads are moved, nor must specialist personnel on the spot Perform audit. Overall, the test method is thus even simplified with an increase in accuracy.

Was previously the input of individualizing parameters or characteristics of the speech, so should not remain unmentioned that the practice is supplier of these descriptive parameters. This concerns that dynamic load diagram and the load capacity diagram. Both can be used when commissioning the system be recorded once and individually for this system and stored. The law is still helpful mandatory obligation that installations should be subject to test load once installed and commissioned must be checked. Here you will find the source of the parameters, which later during the life of the Transport device - the passenger elevator - used for the regular audit tests become. These quantities are not without immediate proximity to the individual to be tested Elevator (claim 14).

Claim 7 indicates a particularly favorable time for measuring the acceleration values. He is between the effectiveness of the safety gear and the effectiveness of the counterweight on the car braked by the safety gear. This with continued switched drive device or traction sheave. Due to the engagement of the safety gear he is enlarged, at the same time moves the Drive means the support cables further down, so that they relax - so no force of the counter weight is exerted more on the car. The force of the counterweight forms the disturbance that it is decoupling applies. Since on the car side due to the braking a definable suspension rope force has influence, can from the sum of the acting forces with knowledge of all momentary forces and the instantaneous acceleration be closed to the catch. Even during the capture process, therefore, the counterweight - also delaying - acting on the car. This action is undesirable and disturbs the measurement, why just for the acceleration measurement of the time is chosen according to claim 7. He lets himself take the safety-relevant decisive information.

Independently or in combination with the described / claimed methodology, the Treibfä - a braking of the transporter on the traction sheave - gently, accurately and without test load, the regular 1.5 times the rated load would be tested (claim 9). Here is, by a characteristic Saddle-shaped course of the acceleration b (t) starting, closed on the driving ability.

To carry out the method according to the invention, a test device according to claim 10 is provided beat. It has a first accelerometer on the drive or conveyor cage. His readings are recorded during a braking or trapping process of the driving or conveying basket. The recorded Measured values are fed to a test device which contains a physical model of the transport system. In addition to the test device, a decision device is provided which the average braking force or the braking force curve of the physical model against a prescribed minimum value or course against transferred. The comparison leads to a safety-related result; is the braking force or the Braking delay in a range of the legally prescribed braking force or deceleration, so is the Proof of a functioning elevator system provided.

The model is - as already mentioned above with regard to the method - from one or more Series of measurements developed, which created at commissioning of the transport system - with test load become.

The ADIAS test procedure has already been referred to. His description is found both in one Publication in TÜ volume 33 (1922), No. 3, pages 103 to 106 (to the keyword "conveyor technology") and in one  the same content German patent application DE 39 11 391. Under the abbreviation hides the elevator slide gnose system in which sensors are mounted on the elevator and via appropriate transducers with a Calculator can be connected. With a suitable software, the measured values are further processed and rated; The result of this is the properties of an elevator, in particular the driving ability, in the system ADIAS plays a significant role. To determine this driving ability is scanned electronically te spring balance by a specialist, for 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 on the drive slice slips. From this, ADIAS calculates the driving ability. Such a driving ability determination can can only be performed by qualified personnel and requires assembly work immediately next to the Drive and directly on the drive cable. If the catch sample also provided by ADIAS (the test the brake catcher device), this neglects the influence of the counterweight. This Vereinfa However, it is not permissible to determine safety-related measured values that are appropriate for the case should be drawn, in which the influence of the counterweight actually does not exist. In this case (Breakage of all suspension ropes or their fasteners to car or counterweight) are the statutory specified limit acceleration values, which must be given in a test. Because the Performing a "free fall sample" in practice is very expensive, is under the influence of the counterweight checked. Of course, this influence is "disturbing".

This disturbing influence in this test must therefore be taken into account in the evaluation of the measurement results, but not suppressed or neglected. The actual emergency is thus described by the System not sufficiently replicated, if the influence of the counterweight as disturbing for the Fangprobe without test load is called.

The transport system method explained with the invention, on the other hand, is designed with the objective of elevators Systems with traction sheave drive in the context of regular tests without the use of test weights safety assessment, taking into account the counterweight.

Theoretical investigations, which were used to record all essential equipment parameters, led to findings that justified the process. Its application leads to test results whose safety technical statements significantly improve the quality of the results of previously used methods and even enable them for the first time. At the same time, the process offers further advantages:

• - There are no costs for the provision of test weights on the occasion of regular tests.
• - Harmful and accident-prone transport to provide the test buttons omitted.
• - Damage to the equipment, which is possible due to the use of high overloads and the loading business can occur on doors and the car are avoided.

This method can - with the involvement of modern microprocessor techniques - systems of elevator, Conveyor and warehouse equipment or other mechanical equipment with systems equip those facilities safety-related monitoring and necessary for given deviations from certain setpoints Display maintenance work independently.

In order to be able to define safety-related nominal values, the use is more uniform, comparable System parameters required.

Furthermore, the loads occurring in the possible limits of the individual system must be determined can be and clearly displayed in a suitable form.

In order to meet these requirements, a work equipment is presented, which fulfills these tasks (Dynamic load diagram).

The inventions will be explained in more detail with reference to representations and with regard to their We concrete. The drawing is referenced in the course of the description, picked out to be short:

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 illustrated by way of example is developed with the aim of having elevator systems Traction sheave drive in the context of regular tests without the use of test weights sicherstech to judge.

Theoretical investigations, which were used to record all essential equipment parameters, led to findings that justified the process. Its application leads to test results, whose safety-oriented statements qualitatively improve the results of previously used methods, and even enable them for the first time. At the same time, the process offers further advantages:

• - There are no costs for the provision of test weights on the occasion of regular tests.
• - The damaging and accident-prone transport operations to provide the test loads omitted.
• - Damage to the equipment, which is possible due to the use of high overloads and the loading business can occur on doors and the car are avoided.

This method can - including modern microprocessor techniques - systems of elevator, Conveyor and warehouse equipment or other mechanical equipment with systems equip those facilities safety-related monitoring and necessary for given deviations from certain setpoints Display maintenance work independently.

In order to be able to define safety-related nominal values, the use is more uniform, comparable System parameters required.

Furthermore, the loads occurring in the possible limits of the individual system must be determined can be and clearly displayed in a suitable form.

In order to meet these requirements, a work equipment is presented, which fulfills these tasks (Dynamic load diagram).

The method can basically be used on all mechanical systems. Because of his preference For use on elevator systems, it will be explained using the example of a traction sheave elevator.

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 drawn here by way of example. Consciously, an elevator system with gearbox was selected, since the special problem solving arrangements in systems with gears is taken into account by the method and its treatment can be explained as part of the process.

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, there are 2 systems with the following parameters, the Determine system behavior in terms of safety.

The interface between the two systems, which are to be referred to by convention as S1 = primary system and S2 = secondary därsystem, 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, which always counteract the direction of movement and are defined as a percentage of respec conditions reference.
(5) Mean spring constant of the respective mass suspension for a certain height factor (suspension rope + resilient suspension cable compensation elements).
(6) Moment of inertia of all the rotational masses of the secondary system.

The safety of a facility is determined by the potential hazard states of its constructive Gestal tion and defines the safety philosophy for the type of plant. The security standard, the represents a compromise between effort and "benefit" is in relevant legislation established. With regard to the mechanical safety are for the traction sheave elevator to be treated here the following security-relevant claims are levied:

1. The engine brake

The engine brake must reliably shut down the load handler in all operating conditions NEN. A circuit of a dual-circuit brake must be able to delay the load handling device.

2. The driving ability

The traction of a traction sheave is determined according to given calculation methods. She must be greater than the theoretical unfavorable static cable force ratio, multiplied by a predetermined Acceleration factor: phie (a) = [g + a] / [g - a], where a is the acceleration instantaneous value (also with b or in normalized form - denoted by g ').

3. The safety gear

The safety gear, a car emergency braking system, must be the "disaster" - breakage of the suspension - cover the car at a given overspeed under "free fall" conditions can slow down.

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 / sec ² ).

They are shown schematically in FIG. 4. Braking force transmitting holding elements 11 a, 11 b are on the one hand fixedly arranged on the support frame 10 a of the car 10 and on the other hand guided rolling or sliding on / in the vertical rail 40 . Wedges 12 a, 12 b transferred - in the 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 loaded car or the counterweight when starting up at operating speed with a mean delay of max. Stop 1.0 g.

Test instructions, which are included in the legal framework, regulate compliance with the specifications. Here, the use of large test loads was previously required to address the problem of the lack of a suitable Test procedure. Only recently has a procedure been developed by TÜV Bayern Substitute test method for the test methods with load weights (conditionally) approved, d. H. it will be soon included in the "Technical Rules Lifts". This procedure can lead to erroneous conclusions.

The method presented here, however, is practically easy to handle, detects the individual Systemcha The nature of each individual plant allows objective assessment criteria and for the first time offers qualitative assurance technical statements. Wrong conclusions occur due to the orientation to instantaneous values of the acceleration not open.

The dynamic load diagram is part of the method according to the invention and is based on the graphic Representation of the combination of the two 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 allows their qualitative Classification.

In order to be able to treat the system parameters as uniform reference values, all the required data is used on the carrying capacity (also called nominal load or payload) of the relevant plant and put on the Normalized angular velocity and the traction sheave radius. The parameters thereby become dimensionless sen 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 be agreed with a small book are given as formula symbols.

Examples of normalization:

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

To the differential equation of the system:

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

ΣM - ΣI. dw / dt = 0 (1)

Using the converted parameters, it can be in shape

Σm = Σi. g '(2)

be used. For representation in the dynamic load diagram, the two individual systems are initially lossless and without the influence of the components engine brake and drive motor separated voneinan to consider. 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 the translational masses is referred to as a relativized mass moment of inertia I11 or i11. The moment acting on the system boundary is referred to as m1 for the primary system and m2 for the secondary system. The moments resulting from the mass forces are indicated by mf for the car side and 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 more or less dependent on the local position of the elevator car in terms of their amount depending on the constructive Ausfüh tion of the plant. Since this circumstance may be significant for the safety assessment, this dependence must be determined and 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 required for the possible limits of the load design and the height factor in order to be able to overlook the load structure.

q0 = 0.0 / q1 = 1.0

h = 0 / h = 1

Thus, the maximum load conditions of a system, within the limits of all possible load conditions move, shown.

For the larger translational mass of the primary system, the positive direction of action is indicated  accepted. The resulting relativized (normalized) moment is accordingly regarded as positive. Thereby All possible primary states in the upper quadrant of the coordinate system can be represented. The Momentum of the secondary system m2, which is in equilibrium with the primary moment, is agreed according to the same direction of action. As a result, the lossless self-acceleration of Ge velocities are graphically represented at the intersection of both functions.

The relative acceleration g 'is corresponding to o. A. Definition also for the positive direction of action 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:

primary system

Example B2 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 kgm ² i11 = 0.03

secondary system I2 = 1.20 kgm ² i21 = 8.33

The respective points of intersection, which determine the magnitude of the self-acceleration of the system for the momentary height factor in the case of loss-free observation, must also be determined analytically:

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

It should be noted here that all connections are based on the principles of dynamic Load diagram based, can be processed with appropriate procedures and thereby the quality and may progressively improve the duration of the diagnoses.

The straight lines shown in the load diagram are called load lines. 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 load situation of the system. It changes in operation according to the function

m1 = f (q, h).

Measurement results described below can therefore only be obtained from short-term measurements become.

All resistances that occur within the system mainly in the form of frictional forces, should as Damping be designated. The influences of damping are with regard to the evaluation of measurements, the be explained below, not insignificant and therefore to be considered.

As already mentioned, damping factors are defined, which in terms of their size back to the Nominal load to be purchased.

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 effects have shown that the resistors can be assumed in their magnitude for both rotation / movement directions of a particular load situation with sufficient accuracy from the same size. Thus, a particular load situation is characterized by the following parameters:

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

These three factors determine the load situation of a system in every current operating situation.

All damping factors are more or less speed-dependent. The factors defined below can therefore only be compared with factors determined at the same speed level. 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 measurements is not insignificant, it should be considered closer. This factor can be divided into 2 further sub-factors, each of which applies to one load side.

d1 = df + dg (13)

In order to enable later safety-related assessments, the introduction of the primary damping ratio vd1 is required.

vd = dg / df (14)

thus become:

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

and

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

The importance of the individual damping factors should be explained in the explanation of the respective process parts To be received.

It should only be mentioned that the transmission damping - assuming the same angular velocity - in terms of their amount of height each of the moment acting in the toothing moment

m1 = -m2

is determined and here increases progressively with increasing moment m1.

FIG. 3 shows the damping factors in the dynamic load diagram using the example of a specific load straight 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 method itself.

The methods are based on dynamic measurements, the results of which are immediately above corresponding ones Interfaces are entered into a portable computer and processed here and safety relevant sizes 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 of the measured data can also be a appropriate circuit can be designed, which is fed with the measured data.

Existing systems will be tested once again with test loads before the test procedure is introduced. In this case, reference values are determined, which in later tests without load weights be used for the purpose of classification. For new installations are within the scope of the acceptance test (Check before first use) - always use test weights - Messer to identify and record as reference values. For subsequent regular tests is the Use of test weights then no longer necessary.

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. He recorded the rope speed without contact and is therefore relatively unemp sensitive 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 Meßstel sources 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 released can be used by the overall process.

part One Testing with load weights: - for the first time before the first commissioning of systems or before using the process I / 1 Capture of all plant data:

All relevant system data are stored in a PC, process computer or similar for processing to be available for the test program. As a document for the examiner is on the basis of this data Data sheet that contains all the important safety-related values. These datasheets are after Use of a powerful memory bank - based on these procedural findings - not more necessary because the program after entering or recording all the data about this work can take.

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 feature. The exact realization is by two self-accelerating tion tests with the previously calculated compen- sation test load.

The car is loaded with the compensation load. At the corresponding height factor is the System drive switched off and with the engine brake held open the self-acceleration in both Movement directions by means of transducer M2 determined (the measurement always takes place from the Nennge speed).

If the acceleration values turn out to be the same for both directions of movement, the specified system masses have been executed correctly. The acceleration value is called equalization 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 loss can be determined who the. 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 compensation 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 system characteristics are determined by applying the self-acceleration measurements with several payload factors already explained under I / 3, I / 4. The recording is shown in FIG. 8. Measurements were carried out 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 correspond here Accordingly, the relationships that result from the dynamic load diagram can be evaluated.

I / 6 Definition of the test load line:

After the plant characteristics are available to the process, it can be used using all the data and determine the corresponding model a test load line, which for the later measurements without Prüfge optimal conditions. This load line will have the useful factor q = 0.0 and i.R. a height factor in the upper area. 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 for the test load units 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 friction losses due to lack of maintenance or increasing wear Ver increase or u. U. reduce by better inlet of the system. The reference to the system characteristic curve is always given for both directions of movement because of the determination of the self-acceleration and is always characteristic of the "correct" compensation load (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 largest possible braking load. As a result, brake safety values can be defined, which can be output from 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 Bremsbeschleu nigung 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. To the strains, which must be able to withstand the driving ability to overlook the static loads in the field of Payload q = 0 to q = si.1 shown for both end positions of the car in a drivability diagram; si = safety factor of 1.5 (still common today).

The calculated driveability value of the traction sheave can be compared with the illustrated loads as a straight line be transferred. Thus, the theoretical security against a "slipping" and the visible Grenzbelastug determinable. Since these theoretical conditions in practice are not constant, it is valid, the To record tolerances and dependencies in the framework of the operating boundary conditions 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 cable force ratio in stiction.

T2 / T1 = exp (f (μ). Β) + VTG (19)

where μ is the coefficient of sliding friction and VTG is the transmissible rope force ratio for sliding friction. The risk of slippage exists from 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 / m 1. sds <= VTH (21)

The following equilibrium condition arises:

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

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

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

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

From this acceleration factor, a limit load acceleration can be defined. A value that everyone Elevator is peculiar 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 static load and can therefore be used for the assessment. 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, the engine brake 2 harder einzustel len or external brake booster mechanisms to use. 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 a _0, the end of the static friction of the support 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 with the already defined acceleration factor phie (a) is multiplied and can be calculated from the dynamic power ratio.

I / 9 Checking the safety gear 11 , 12 , 40 :

In this test, the proof is to lead that the safety gear 11 , 12 meets the required conditions in the regulations boundary conditions in old 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 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, system-specific features that are needed for the assessment must be determined prior to these measurements.

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 negligibly small, it should be neglected for further consideration in terms of a simplified explanation, thus:

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

Should be closed under the test conditions on the height of the catch force ffv and their time course be, so a decoupling of the suspension rope force from the equilibrium condition is required, since the influence of the counterweight, which is constantly present, under no circumstances must be suppressed.

By recording the temporal acceleration curve gf '(t) (negative acceleration) on Fahrkor brahmen 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) on Height and time 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 s ² , which leads to the relaxation of the spring (elements) (s [m] / g [m / s ² ])
cfn (ds) = normalized function of the elastic element (normalized to the rated load Q; cfn = cf / Q [1 / s ² ])
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 available 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 temporal 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 vibra tion in approach, is still subject to the existing 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 roughly be determined from the energy balance, but is usually negligible small enough.

I / 10 Checking the buffers:

Checking the effectiveness of the buffer is by recording the acceleration curve of the car during It is easily possible to drive onto the buffers with and without load. As with the testing of the safety gear, can taking into account the load-bearing force curve to the acting forces.

Part II

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

The measurements to be carried out here are based on those gained during the acceptance tests reference values. The test steps correspond to the tests in Part I.

The indirect measurement of forces (acceleration curve) via the measuring point M2 is also on all others Elevator types (hydraulic systems, drum lifts, etc.) easily possible and provides a reliable Beurtei development.

Claims (14)

1. A method for testing elevator, storage or conveying devices (Transportanla gene), preferably of cable lifts, using a physical model of the transport system, wherein the physical model of measured values and function curves, such as the dynamic load diagram or the Treibfähigkeitsdia program exists, which have been detected during the commissioning of the conveyor system, in particular the elevator system, and stored in an individual memory, and in which

• 1. a) in the case of repeat tests, a storage, transport or transport cage (transporter 10 ) is moved without personnel loading and without loading with a test load simulating this to detect the safety-related conditions;
• 2. b) the feed dog ( 10 ) is stopped jerkily, in particular without switching off the electric or hydraulic drive ( 1 , 2 , 3 ) after it has been previously moved downwards at a predetermined speed;
• 3. c) at least one accelerometer ( 20 , 21 a, 21 b, 22 , 22 a) coupled to the feed dog ( 10 , 10 a) or a moving part of the plant whose measured acceleration instantaneous value curve (b (t)) is recorded ;
• 4. d) a force acting in the physical model braking force is changed until the model acceleration pattern (b. (T)) with the measured Be schleunigungsverlauf (b (t)) substantially coincide.

2. The method according to 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 that of the catching 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 value course of the acceleration tion the transport device individual spring constant (cf) is determined. 5. The method of claim 1, wherein

• a) two acceleration sensors ( 20 , 21 a, 20 , 21 b, 20 , 22 , 20 , 22 a) the acceleration torque values (b ₁ (t), b ₂ (t)) at two spaced locations of moving conveyor 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 shut-off device ( 11 , 12 , 40 ) is activated without switching off the drive and the braking acceleration values between the time the Fangvor device ( 11 , 12 ) and the additional braking effect of the counterweight ( 30 ) be detected. 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 the ability to test the Treibfä 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 is caused. 10. Test device for carrying out the method according to one of the preceding claims, in which

• a) a first acceleration sensor ( 20 ) on the drive or conveyor basket ( 10 ) is arranged, the measured values (b) are recorded in a braking or trapping process of the driving or conveying basket ( 10 );
• b) a test device is provided, which contains a physical model of the transport system, wherein the physical model of measured values and function curves, such as the dynamic load diagram or the Treibfähigkeitsdia program, recorded during commissioning of the conveyor system, in particular the elevator system, and in a Individual memories have been stored;
• c) a decision device is associated with the physical model of the transport system, which compares the mean braking force or the braking force curve of the physical model to a pre 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 acceleration gungsaufnehmer ( 20 , 21 , 22 ) is coupled via radio equipment to the test device. 13. Device according to one of claims 10 to 12, wherein in the test device an extrapolator is provided, which extrapolates the force determined at an empty driving or conveyor cage ( 10 ) braking force on the standard brake at nominal load in the drive or conveyor cage. 14. Testing device according to claim 10, wherein a force acting in the physical model braking force is changed until the model acceleration pattern (b. (t)) with the measured Be Acceleration course (b (t)) substantially coincides.