EP1288155A1 - Method and apparatus to determine the state of guide rails - Google Patents
Method and apparatus to determine the state of guide rails Download PDFInfo
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- EP1288155A1 EP1288155A1 EP02018884A EP02018884A EP1288155A1 EP 1288155 A1 EP1288155 A1 EP 1288155A1 EP 02018884 A EP02018884 A EP 02018884A EP 02018884 A EP02018884 A EP 02018884A EP 1288155 A1 EP1288155 A1 EP 1288155A1
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- data
- rail track
- receiver
- transmitters
- distance
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B66—HOISTING; LIFTING; HAULING
- B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
- B66B7/00—Other common features of elevators
- B66B7/12—Checking, lubricating, or cleaning means for ropes, cables or guides
- B66B7/1207—Checking means
- B66B7/1246—Checking means specially adapted for guides
Definitions
- the invention relates to a method and a device for determining the state a rail track according to the definition of the claims.
- Guide rails are used to guide objects such as guidance of elevator cars. As a rule, several guide rails become one Rail track connected. Elevator cabins are usually hanging on ropes promoted and guided along the rail track via guide wheels. Here comes the Straightness of the rail track means that the driving comfort depends on it. Deviations from the straightness of the rail track lead to vibrations in the Elevator car. Especially with a long track as well as fast ones Elevator cabs, for example in tall buildings, cause such vibrations highly noticeable and are perceived by passengers as disadvantageous.
- the object of the present invention is a simple, quick and precise method to determine the condition of a rail track. This procedure and the corresponding device should use proven techniques and standards of Mechanical engineering to be compatible.
- the present invention solves the problem with the aid of three or more transmitters and a receiver to adjust the position of the receiver with respect to a track determine.
- the transmitters become one in an elevator shaft Elevator system distributed and fixed in place.
- the transmitters are advantageously in The largest possible angular distances to the receiver in the elevator shaft for one Triangolation arranged.
- the receiver is in a constant Distance moved with respect to a guide surface of the rail track.
- a management area is the area along which the elevator car is located on the rail track is promoted.
- the receiver is built into the guide surface of the Rail line attached. Similar to a GPS (Global Positioning System) they send Transmitter radio signals to the receiver.
- GPS Global Positioning System
- additional sensors detect freely selectable locations such as rail fastenings, rail brackets, holdings or positions of the Landing doors as soon as the receiver passes their height in the elevator shaft.
- An acceleration sensor for the detection of Acceleration forces are provided in the elevator car. This is advantageously done further detection simultaneously with the determination of the position of the guide surface.
- the receiver detects as it moves along the guide surface of the Track is moved over the entire length of the track, preferably continuously the distances to the individual transmitters or respectively Position of rail fastenings, rail brackets and shaft doors with respect to the Displacement range of the receiver.
- the receiver preferably determines on the basis of the detected radio signals distance data, i.e. the current distance to the transmitters. This distance data becomes incremental per unit of length and time, for example determined.
- the resulting distance data are preferably forwarded to the evaluation unit.
- the evaluation unit compares the distance data with reference data from Distance between the receiver and the transmitters. Such reference data are, for example, in determined and stored in a calibration process. This comparison provides the result Deviations from the straightness of the rail track. This result can be represent graphically as a curvature in space, for example.
- An advantageous result The evaluation is a correction report, according to which the installer checks the individual Align guide rails of the rail track. Equipped with precise The fitter can make diagrams as well as alignment suggestions for the rail track news and thus quickly achieve optimal driving behavior of the elevator car or maintained.
- Fig. 1 shows schematically a first exemplary embodiment of a device for Determination of the state of a rail track SS in an elevator shaft with at least three transmitters S1, S2, S3 and a receiver E.
- the receiver E is movable with respect to the rail track SS, which is indicated by an elongated double arrow is pictured.
- the transmitters S1, S2, S3 are distributed and arbitrarily in the elevator shaft fixed in place. In order to increase the measuring accuracy, the transmitters are preferably like this to ensure that the largest possible angle to the receiver is created.
- Sensors S4, S5, S6 can optionally be provided, which are in addition to the receiver E Detect an important feature of the rail track SS.
- Such is advantageously carried out Detection by the sensors S4, S5, S6 simultaneously with the receiver Rail track SS are guided along and the positions of the rail fastenings SB resp. the connecting straps VL resp. of the ST shaft doors located in the elevator shaft become.
- the distance data AD of the receiver E to the transmitters S1, S2, S3 can be used Prepare additional distance data ZAD.
- Such additional sensors S4, S5, S6 determine additional distance data ZAD.
- a first sensor S4 determines the position of the Rail fastenings SB to rail track SS
- a second sensor S5 detects the Position of the connecting strap or its screws in the rail track SS
- third sensor S6 determines the distance and position of shaft doors ST to Rail track SS.
- These additional distance data are preferably ZAD determined incrementally per unit of length and time.
- the sensors S4, S5, S6 are concerned are, for example, commercially available distance meters mechanical, electronic and / or optical type.
- Fig. 4 shows a schematic block diagram of the acquisition, forwarding and Evaluation of distance data AD, or additional distance data ZAD, respectively lifting height data HD, respectively acceleration data BD.
- From the recipient E Distance data AD and lifting height data HD determined are sent to the Evaluation unit AE forwarded. Additional determined by sensors S4, S5, S6 Distance data ZAD are forwarded to the evaluation unit AE. from Acceleration sensor S7 determined acceleration data BD are sent to the Evaluation unit AE forwarded.
- the distance data AD, respectively additional distance data ZAD, respectively lifting height data HD, respectively Acceleration data BD as signals, preferably as digital signals, for example via an electrical signal line or wirelessly to the evaluation unit AE transmitted.
- the evaluation unit AE is advantageously a commercially available computer with central processing unit and at least one memory, communication interfaces, etc..
- the optional added additional Distance data ZAD thus serve to prepare the distance data AD or the Correction data in the evaluation unit AE.
- the distance between the landing door ST is one Correction of the rail track is important insofar as in this area the Distance is defined and must not be adjusted arbitrarily. Corrections can be made to the Fastening tabs BL and the rail fastenings SB are made there However, the distance to the ST shaft doors must not be outside the tolerance range be moved.
- reference curves R of the third type c For example Slope of the reference curve R calculated.
- the slope of the reference curve R becomes one horizontal lateral acceleration calculated, which from the track SS to the Elevator cabin AK is induced. It is intended to have a maximum allowable Acceleration range or a freely adjustable permissible acceleration interval to specify and to calculate the course of the reference curve R so that this moved within this acceleration interval.
- the Reference curve R exceed the acceleration range, the track SS aligned. This ensures that, on the one hand, the rail track SS is only as accurate as must be aligned and expensive assembly time can be saved, on the other hand however, no vibrations from the SS rail track impairing driving comfort be transferred to the elevator car AK.
- the reference curve R and the Reference data RD can be saved and can be called up. It is possible that Reference data RD in a central database, for example in an archive save and the fitter, for example on demand as signals, preferably as digital signals, for example via an electrical signal line or wirelessly via Radio to deliver. It is of course also possible to have the reference data RD in a decentralized manner To save evaluation unit AE. With knowledge of the present invention Specialist diverse possibilities of variation when saving and available set of reference curves or reference data.
- a fifth process step localized oddities of the rail track are identified SS from the fitter, for example, based on a correction report based on a Reference curve R aligned with reference data RD.
- the reference data allow precise Diagrams as well as specific alignment suggestions so that the fitter can assemble the rail track SS can report precisely and quickly.
- the monitor M is part of a mobile one Computers, for example a handheld, which, for example, via signal cables or receives wireless reference data RD wirelessly.
- Evaluation unit AE and the monitor M in a mobile computer, for example in a handheld. Overall, the quality of the alignment work significantly increased.
Abstract
Description
Die Erfindung betrifft ein Verfahren und eine Vorrichtung zur Ermittlung des Zustandes eines Schienenstranges gemäss der Definition der Patentansprüche.The invention relates to a method and a device for determining the state a rail track according to the definition of the claims.
Führungsschienen dienen der Führung von Gegenständen wie beispielsweise der Führung von Aufzugskabinen. In der Regel werden mehrere Führungsschienen zu einem Schienenstrang verbunden. Aufzugskabinen werden in der Regel an Seilen hängend gefördert und über Führungsräder entlang des Schienenstranges geführt. Dabei kommt der Geradheit des Schienenstranges Bedeutung zu, als dass davon der Fahrkomfort abhängt. Abweichungen von der Geradheit des Schienenstranges führen zu Erschütterungen in der Aufzugskabine. Gerade bei einem langen Schienenstrang sowie bei schnellen Aufzugskabinen, beispielsweise in hohen Häusern machen sich solche Erschütterungen stark bemerkbar und werden von den Fahrgästen als nachteilig wahrgenommen.Guide rails are used to guide objects such as guidance of elevator cars. As a rule, several guide rails become one Rail track connected. Elevator cabins are usually hanging on ropes promoted and guided along the rail track via guide wheels. Here comes the Straightness of the rail track means that the driving comfort depends on it. Deviations from the straightness of the rail track lead to vibrations in the Elevator car. Especially with a long track as well as fast ones Elevator cabs, for example in tall buildings, cause such vibrations highly noticeable and are perceived by passengers as disadvantageous.
Um die Geradheit des Schienenstranges im eingebauten Zustand zu ermitteln, wird oft von einem Lot, beispielsweise per Schnur bzw. per Laser, auf den Schienenstrang gemessen. Diese Messungen sind jedoch sehr zeitaufwendig. Aus diesem Grund reduziert man die Messpunkte in den meisten Fällen auf die Befestigungsstellen der Führungsschienen. Auch müssen solche Vermessungen in Zeiten durchgeführt werden, wo die Aufzugsanlage nicht benutzt werden, d.h. oft Nachts, welche Nachtarbeit mit Lohnzulagen erfordert und den Unterhalt der Aufzugsanlage verteuert. Hier wird eine Verbesserung angestrebt.To determine the straightness of the rail track when installed, is often used by a plumb line, for example by cord or laser, measured on the rail track. However, these measurements are very time consuming. For this reason, you reduce the Measuring points in most cases on the fastening points of the guide rails. Also Such measurements must be carried out at times when the elevator system is not be used, i.e. often at night, which requires night work with wage supplements Maintenance of the elevator system more expensive. An improvement is sought here.
Eine Lösung dafür wird in der Schrift EP 0 905 080 präsentiert. Gemäss diesem Verfahren werden Abweichungen von der Geradheit des Schienenstranges über mehrere, an einem länglichen Gehäuse befestigte Wegaufnehmer ermittelt. Daraufhin werden Grösse und Position der Abweichungen berechnet. Die Wegaufnehmer sind mechanischer- bzw. optischer Natur.A solution for this is presented in the document EP 0 905 080. According to this procedure are deviations from the straightness of the rail track over several, on one elongated housing attached transducers determined. Then size and Position of the deviations calculated. The displacement transducers are mechanical or optical nature.
Nachteilig an dieser Lösung ist der hohe Aufwand dieser Vorrichtung.The disadvantage of this solution is the high cost of this device.
Aufgabe der vorliegenden Erfindung ist es, ein einfaches, rasches und präzises Verfahren zur Ermittlung des Zustandes eines Schienenstranges bereitzustellen. Dieses Verfahren und die entsprechende Vorrichtung sollen mit bewährten Techniken und Standards des Maschinenbaus kompatibel sein.The object of the present invention is a simple, quick and precise method to determine the condition of a rail track. This procedure and the corresponding device should use proven techniques and standards of Mechanical engineering to be compatible.
Diese Aufgabe wird durch die Erfindung gemäss der Definition der Patentansprüche gelöst.This object is achieved by the invention according to the definition of the claims solved.
Die vorliegende Erfindung löst die Aufgabe mit Hilfe von drei oder mehreren Sendern und einem Empfänger, um die Position des Empfängers bezüglich eines Schienenstranges zu ermitteln. Beispielsweise werden die Sender beliebig in einem Aufzugsschacht einer Aufzugsanlage verteilt und ortsfest fixiert. Vorteilhafterweise werden die Sender in möglichst grossen Winkelabständen zum Empfänger im Aufzugsschacht für eine Triangolation angeordnet. Vorteilhafterweise wird der Empfänger in einem konstanten Abstand bezüglich einer Führungsfläche des Schienenstranges bewegt. Als Führungsfläche wird die Fläche bezeichnet, entlang der die Aufzugskabine auf dem Schienenstrang gefördert wird. Beispielsweise wird der Empfänger auf die Führungsfläche des eingebauten Schienenstranges aufgesetzt. Ähnlich einem GPS (Global Positioning System) senden die Sender Funksignale an den Empfänger.The present invention solves the problem with the aid of three or more transmitters and a receiver to adjust the position of the receiver with respect to a track determine. For example, the transmitters become one in an elevator shaft Elevator system distributed and fixed in place. The transmitters are advantageously in The largest possible angular distances to the receiver in the elevator shaft for one Triangolation arranged. Advantageously, the receiver is in a constant Distance moved with respect to a guide surface of the rail track. As a management area is the area along which the elevator car is located on the rail track is promoted. For example, the receiver is built into the guide surface of the Rail line attached. Similar to a GPS (Global Positioning System) they send Transmitter radio signals to the receiver.
In vorteilhaften Ausführungsformen detektieren zusätzliche Sensoren frei wählbare Orte wie Schienenbefestigungen, Schienenlaschen, Stockwerthalte bzw. Positionen der Schachttüren, sobald der Empfänger deren Höhe im Aufzugsschacht passiert. Vorteilhafterweise ist ein Beschleunigungssensor zur Detektion von Beschleunigungskräften in der Aufzugskabine vorgesehen. Vorteilhafterweise erfolgt diese weitere Detektion gleichzeitig mit der Ermittlung der Position der Führungsfläche.In advantageous embodiments, additional sensors detect freely selectable locations such as rail fastenings, rail brackets, holdings or positions of the Landing doors as soon as the receiver passes their height in the elevator shaft. An acceleration sensor for the detection of Acceleration forces are provided in the elevator car. This is advantageously done further detection simultaneously with the determination of the position of the guide surface.
Im Messbetrieb erfasst der Empfänger, während er entlang der Führungsfläche des Schienenstranges über die gesamte Länge des Schienenstranges bewegt wird, vorzugsweise kontinuierlich die Abstände zu den einzelnen Sendern bzw. jeweils die Position von Schienenbefestigungen, Schienenlaschen und Schachttüren bezüglich der Verschiebestrecke des Empfängers. Vorzugsweise ermittelt der Empfänger anhand der erfassten Funksignale Abstandsdaten, d.h. den momentanen Abstand zu den Sendern. Diese Abstandsdaten werden beispielsweise inkremental pro Längen- und Zeiteinheit ermittelt.In the measuring mode, the receiver detects as it moves along the guide surface of the Track is moved over the entire length of the track, preferably continuously the distances to the individual transmitters or respectively Position of rail fastenings, rail brackets and shaft doors with respect to the Displacement range of the receiver. The receiver preferably determines on the basis of the detected radio signals distance data, i.e. the current distance to the transmitters. This distance data becomes incremental per unit of length and time, for example determined.
Vorzugsweise werden die resultierenden Abstandsdaten an die Auswerteeinheit weitergeleitet. Die Auswerteeinheit vergleicht die Abstandsdaten mit Referenzdaten vom Abstand des Empfängers zu den Sendern. Solche Referenzdaten werden beispielsweise in einem Eichvorgang ermittelt und gespeichert. Dieser Vergleich liefert als Ergebnis Abweichungen von der Geradheit des Schienenstranges. Dieses Ergebnis lässt sich beispielsweise graphisch als Krümmung im Raum darstellen. Ein vorteilhaftes Ergebnis der Auswertung ist ein Korrekturprotokoll, nach dem der Monteur die einzelnen Führungsschienen des Schienenstranges ausrichten kann. Ausgestattet mit präzisen Diagrammen wie auch Ausrichtvorschlägen kann der Monteur den Schienenstrang konkret nachrichten und somit rasch ein optimales Fahrverhalten der Aufzugskabine erzielen bzw. aufrechterhalten.The resulting distance data are preferably forwarded to the evaluation unit. The evaluation unit compares the distance data with reference data from Distance between the receiver and the transmitters. Such reference data are, for example, in determined and stored in a calibration process. This comparison provides the result Deviations from the straightness of the rail track. This result can be represent graphically as a curvature in space, for example. An advantageous result The evaluation is a correction report, according to which the installer checks the individual Align guide rails of the rail track. Equipped with precise The fitter can make diagrams as well as alignment suggestions for the rail track news and thus quickly achieve optimal driving behavior of the elevator car or maintained.
Im folgenden wird die Erfindung anhand von beispielhaften Ausführungsbeispielen gemäss der Fig. 1 bis 4 im Detail erläutert, hierbei zeigen:
- Fig. 1
- eine schematische Darstellung einen Teils einer ersten Ausführungsform einer Aufzugsanlage mit drei Sendern und einem Empfänger,
- Fig. 2
- eine schematische Darstellung einen Teils einer zweiten Ausführungsform einer Aufzugsanlage mit Sensoren an Schienenbefestigungen, Schienenlaschen und Schachttüren,
- Fig. 3
- eine schematische Darstellung einen Teils einer dritten Ausführungsform einer Aufzugsanlage mit einem Beschleunigungssensor in der Aufzugskabine, und
- Fig. 4
- ein Blockdiagramm der Erfassung, Weiterleitung und Auswertung von Abstandsdaten respektive Hubhöhendaten respektive zusätzliche Abstandsdaten respektive Beschleunigungsdaten.
- Fig. 1
- 1 shows a schematic illustration of part of a first embodiment of an elevator installation with three transmitters and one receiver,
- Fig. 2
- 1 shows a schematic illustration of part of a second embodiment of an elevator installation with sensors on rail fastenings, rail brackets and shaft doors,
- Fig. 3
- a schematic representation of part of a third embodiment of an elevator system with an acceleration sensor in the elevator car, and
- Fig. 4
- a block diagram of the acquisition, forwarding and evaluation of distance data or lifting height data or additional distance data or acceleration data.
Fig. 1 zeigt schematisch eine erste beispielhafte Ausführungsform einer Vorrichtung zur Ermittlung des Zustandes eines Schienenstranges SS in einem Aufzugsschacht mit mindestens drei Sendern S1, S2, S3 und einem Empfänger E. Der Empfänger E ist bezüglich des Schienenstranges SS beweglich, was durch einen länglichen Doppelpfeil dargestellt wird. Die Sender S1, S2, S3 sind beliebig im Aufzugsschacht verteilt und ortsfest fixiert. Um die Messgenauigkeit zu erhöhen, sind die Sender vorzugsweise so anzubringen, dass ein möglichst grossen Winkel zum Empfänger entsteht.Fig. 1 shows schematically a first exemplary embodiment of a device for Determination of the state of a rail track SS in an elevator shaft with at least three transmitters S1, S2, S3 and a receiver E. The receiver E is movable with respect to the rail track SS, which is indicated by an elongated double arrow is pictured. The transmitters S1, S2, S3 are distributed and arbitrarily in the elevator shaft fixed in place. In order to increase the measuring accuracy, the transmitters are preferably like this to ensure that the largest possible angle to the receiver is created.
Vorteilhafterweise erfolgt das Ausrichten des Schienenstranges im Aufzugsschacht in fünf
Verfahrensschritten:
Zu den einzelnen Verfahrensschritten:
Optional können Sensoren S4, S5, S6 vorgesehen sein, welche zusätzlich zum Empfänger E wichtige Merkmal des Schienenstrangs SS detektieren. In der zweiten beispielhaften Ausführungsform einer Vorrichtung zur Ermittlung des Zustandes eines Schienenstranges SS gemäss Fig. 2 wird über Sensoren S4, S5, S6 jeweils die Position von Schienenbefestigungen SB, die Position von Schrauben von Verbindungslaschen VL, sowie die Position von Schachttüren ST detektiert. Vorteilhafterweise erfolgt eine solche Detektion, indem die Sensoren S4, S5, S6 gleichzeitig mit dem Empfänger dem Schienenstrang SS entlanggeführt werden und die Positionen der Schienenbefestigungen SB resp. der Verbindungslaschen VL resp. der Schachtüren ST im Aufzugsschacht geortet werden. Durch Erfassung der Position der Schienenbefestigungen SB, der Schrauben von Verbindungslaschen VL, sowie der Schachttüren ST während der Passage des Empfängers E, lassen sich die Abstandsdaten AD des Empfängers E zu den Sendern S1, S2, S3 mit zusätzlichen Abstandsdaten ZAD aufbereiten. Solche zusätzlichen Sensoren S4, S5, S6 ermitteln zusätzliche Abstandsdaten ZAD. Ein erster Sensor S4 ermittelt die Position der Schienenbefestigungen SB zum Schienenstrang SS, ein zweiter Sensor S5 ermittelt die Position der Verbindungslasche respektive deren Schrauben im Schienenstrang SS, ein dritter Sensor S6 ermittelt den Abstand und die Position von Schachttüren ST zum Schienenstrang SS. Vorzugsweise werden diese zusätzlichen Abstandsdaten ZAD inkremental pro Längen- und Zeiteinheit ermittelt. Bei den Sensoren S4, S5, S6 handelt es sich beispielsweise um handelsübliche Distanzmesser mechanischer-, elektronischerund/oder optischer Art.Sensors S4, S5, S6 can optionally be provided, which are in addition to the receiver E Detect an important feature of the rail track SS. In the second exemplary Embodiment of a device for determining the state of a rail track SS according to FIG. 2 is the position of each of sensors S4, S5, S6 Rail fastenings SB, the position of screws from connecting lugs VL, as well as the position of landing doors ST detected. Such is advantageously carried out Detection by the sensors S4, S5, S6 simultaneously with the receiver Rail track SS are guided along and the positions of the rail fastenings SB resp. the connecting straps VL resp. of the ST shaft doors located in the elevator shaft become. By detecting the position of the SB rail fastenings, the screws from Connecting brackets VL, as well as the landing doors ST during the passage of the recipient E, the distance data AD of the receiver E to the transmitters S1, S2, S3 can be used Prepare additional distance data ZAD. Such additional sensors S4, S5, S6 determine additional distance data ZAD. A first sensor S4 determines the position of the Rail fastenings SB to rail track SS, a second sensor S5 detects the Position of the connecting strap or its screws in the rail track SS third sensor S6 determines the distance and position of shaft doors ST to Rail track SS. These additional distance data are preferably ZAD determined incrementally per unit of length and time. The sensors S4, S5, S6 are concerned are, for example, commercially available distance meters mechanical, electronic and / or optical type.
Optional ist es möglich, während der Ermittlung der Abstandsdaten AD, vorzugsweise gleichzeitig auch über mindestens einen Beschleunigungssensor S7 die Querbeschleunigung in der Aufzugskabine AK zu ermitteln. In der dritten beispielhaften Ausführungsform einer Vorrichtung zur Ermittlung des Zustandes eines Schienenstranges SS gemäss Fig. 3 erfolgt somit auch eine Aussage über die tatsächlich auf die Aufzugskabine AK übertragenen Querbeschleunigungen. Vorzugsweise werden diese Beschleunigungsdaten BD inkremental pro Längen- und Zeiteinheit ermittelt. Der Beschleunigungssensor S7 ermittelt wegabhängig Beschleunigungsdaten BD und nimmt damit im wesentlichen auf zwei Arten in die Auswertung der Geradheit des Schienenstranges SS Einfluss:
- Anhand der Beschleunigungsdaten BD können Bereiche des Schienenstranges SS lokalisiert werden, in welchen der Schienenstrang SS in unzulässiger Weise ungenau montiert ist. Die Beschleunigungsdaten BD dienen dann als Lokalisierungshilfe von unzulässigen Abweichungen. Der Monteur muss den Schienenstrang SS dann nur in solchen lokalisierten "auffälligen Bereichen" ausrichten, was die Montagezeiten respektive die Korrekturzeiten merklich reduziert.
- Durch die Abstandsdaten AD des Schienenstranges SS einerseits und durch das Beschleunigungsdaten BD andererseits ist es möglich, ein für die Aufzugsanlage charakteristisches Übertragungsverhalten in Abhängigkeit des Weges zu bestimmen. Das Übertragungsverhalten kann dann beispielsweise für eine aktive Ausreglung der Schienenungenauigkeiten "Active Ride" verwendet werden. Nachdem die "kritischen Bereiche" in oben beschriebener Weise in Form des Korrekturprotokolls bekannt sind, kann mit Hilfe der Einrichtung zur Messung der Geradheit des Schienenstranges SS, insbesondere mit Hilfe des Empfängers E, die jeweilige Stelle einfach und schnell wiedergefunden werden. Dazu bewegt der Monteur den Empfänger E wiederum entlang des Schienenstranges SS und verfolgt dabei beispielsweise in Echtzeit das Ergebnis der Triangolation, aus dem er die momentane Position des Empfängers E ablesen kann. Auf diese Weise bewegt er den Empfänger E bis an die "kritische Stelle", die er dann entsprechend dem Korrekturprotokoll ausrichten kann.
- On the basis of the acceleration data BD, areas of the rail track SS in which the rail track SS is improperly mounted in an impermissible manner can be located. The acceleration data BD then serve as a localization aid for impermissible deviations. The fitter then only has to align the rail track SS in such localized "conspicuous areas", which noticeably reduces the assembly times or the correction times.
- The distance data AD of the rail track SS, on the one hand, and the acceleration data BD, on the other hand, make it possible to determine a transmission behavior that is characteristic of the elevator installation as a function of the path. The transmission behavior can then be used, for example, for active correction of the "Active Ride" rail inaccuracies. After the "critical areas" in the manner described above in the form of the correction protocol are known, the respective point can be found easily and quickly with the aid of the device for measuring the straightness of the rail track SS, in particular with the aid of the receiver E. For this purpose, the fitter in turn moves the receiver E along the rail track SS and, for example, tracks the result of the triangulation in real time, from which he can read the current position of the receiver E. In this way, he moves the receiver E to the "critical point", which he can then align according to the correction protocol.
Fig. 4 zeigt ein schematisches Blockdiagramm der Erfassung, Weiterleitung und Auswertung von Abstandsdaten AD, respektive zusätzlichen Abstandsdaten ZAD, respektive Hubhöhendaten HD, respektive Beschleunigungsdaten BD. Vom Empfänger E ermittelte Abstandsdaten AD respektive Hubhöhendaten HD werden an die Auswerteeinheit AE weitergeleitet. Von Sensoren S4, S5, S6 ermittelte zusätzlichen Abstandsdaten ZAD werden an die Auswerteeinheit AE weitergeleitet. Vom Beschleunigungssensor S7 ermittelte Beschleunigungsdaten BD werden an die Auswerteeinheit AE weitergeleitet. Beispielsweise werden die Abstandsdaten AD, respektive zusätzlichen Abstandsdaten ZAD, respektive Hubhöhendaten HD, respektive Beschleunigungsdaten BD als Signale, vorzugsweise als digitale Signale, beispielsweise über eine elektrische Signalleitung bzw. schnurlos per Funk an die Auswerteeinheit AE übermittelt. Die Auswerteeinheit AE ist vorteilhafterweise ein handelsüblicher Rechner mit zentraler Recheneinheit und mindestens einem Speicher, Kommunikationsschnittstellen, usw..Fig. 4 shows a schematic block diagram of the acquisition, forwarding and Evaluation of distance data AD, or additional distance data ZAD, respectively lifting height data HD, respectively acceleration data BD. From the recipient E Distance data AD and lifting height data HD determined are sent to the Evaluation unit AE forwarded. Additional determined by sensors S4, S5, S6 Distance data ZAD are forwarded to the evaluation unit AE. from Acceleration sensor S7 determined acceleration data BD are sent to the Evaluation unit AE forwarded. For example, the distance data AD, respectively additional distance data ZAD, respectively lifting height data HD, respectively Acceleration data BD as signals, preferably as digital signals, for example via an electrical signal line or wirelessly to the evaluation unit AE transmitted. The evaluation unit AE is advantageously a commercially available computer with central processing unit and at least one memory, communication interfaces, etc..
Im vierten Verfahrensschritt wird in der Auswerteeinheit AE, ausgehend von zuvor
ermittelten Abstandsdaten AD, respektive zusätzlichen Abstandsdaten ZAD, respektive
Hubhöhendaten HD, respektive Beschleunigungsdaten BD, die einem Ist-Verlauf der
Führungsfläche FF des Schienenstranges SS entsprechen, vorteilhafterweise zunächst ein
unterster Punkt einer Referenzkurve R und ein oberster Punkt einer Referenzkurve R
berechnet. Zwischen diesem untersten- und obersten Punkt einer Referenzkurve R wird mit
Hilfe von analytischen Verfahren vorteilhafterweise die gesamte Referenzkurve R mit
Referenzdaten RD berechnet. Diese Referenzkurve R stellt den jeweils unter
unterschiedlichen Optimierungsgesichtspunkten vorgesehenen Soll-Verlauf der
Führungsfläche FF des Schienenstranges SS dar. Drei beispielhafte Arten von
Referenzkurven R lassen sich wie folgt berechnen:
Bei der Ermittlung der Referenzkurven R der ersten bis dritten Art a) bis c) dienen optional aufgenommene Hubhöhendaten HD zur Unterscheidung einzelner Sendergruppen, so dass zur Auswertung der Abstandsdaten AD vorteilhafterweise nur einer Auswerteeinheit AE benötigt wird.When determining the reference curves R of the first to third types a) to c) are used optionally lift data HD recorded to differentiate individual transmitter groups, so that to evaluate the distance data AD advantageously only one evaluation unit AE is needed.
Bei der Ermittlung von Referenzkurven R der zweiten Art b) erstreckt sich die Interpolation auf die Bereiche zwischen den einzelnen Schienenbefestigungen SB, Befestigungslaschen BL, Schachttüren ST. Die optional aufgenommenen zusätzlichen Abstandsdaten ZAD dienen somit zur Aufbereitung der Abstandsdaten AD respektive der Korrekturdaten in der Auswerteeinheit AE. Der Abstand der Schachttür ST ist bei einer Korrektur des Schienenstranges insofern von Bedeutung, als in diesem Bereich der Abstand definiert ist und nicht beliebig verstellt werden darf. Korrekturen können bei den Befestigungslaschen BL und bei den Schienenbefestigungen SB vorgenommen werden, es darf jedoch den Abstand zu den Schachtüren ST nicht aus dem Toleranzbereich verschoben werden.When determining reference curves R of the second type b), the Interpolation to the areas between the individual rail fastenings SB, Fixing brackets BL, shaft doors ST. The optional added additional Distance data ZAD thus serve to prepare the distance data AD or the Correction data in the evaluation unit AE. The distance between the landing door ST is one Correction of the rail track is important insofar as in this area the Distance is defined and must not be adjusted arbitrarily. Corrections can be made to the Fastening tabs BL and the rail fastenings SB are made there However, the distance to the ST shaft doors must not be outside the tolerance range be moved.
Bei der Ermittlung von Referenzkurven R der dritten Art c) wird beispielsweise die Steigung der Referenzkurve R berechnet. Aus der Steigung der Referenzkurve R wird eine horizontale Querbeschleunigung berechnet, welche vom Schienenstrang SS auf die Aufzugskabine AK induziert wird. Es ist dabei vorgesehen, einen maximal zulässigen Beschleunigungsbereich bzw. ein frei einstellbares zulässiges Beschleunigungsintervall vorzugeben, und den Verlauf der Referenzkurve R so zu berechnen, dass sich diese innerhalb dieses Beschleunigungsintervalls bewegt. Sobald die Referenzdaten RD der Referenzkurve R den Beschleunigungsbereich überschreiten, wird der Schienenstrang SS ausgerichtet. Damit wird erreicht, dass einerseits der Schienenstrang SS nur so genau wie nötig ausgerichtet werden muss und teuere Montagezeit eingespart werden kann, anderseits doch keine den Fahrkomfort beeinträchtigenden Erschütterungen vom Schienenstrang SS auf die Aufzugskabine AK übertragen werden. Die Referenzkurve R sowie die Referenzdaten RD lassen sich speichern und sind abrufbar. Es ist möglich, die Referenzdaten RD in einer zentralen Datenbank, beispielsweise in einem Archiv, zu speichern und dem Monteur, beispielsweise auf Abruf als Signale, vorzugsweise als digitale Signale, beispielsweise über eine elektrische Signalleitung bzw. schnurlos per Funk zuzustellen. Es ist natürlich auch möglich die Referenzdaten RD dezentral in einer Auswerteeinheit AE zu speichern. Bei Kenntnis der vorliegenden Erfindung hat der Fachmann vielfältige Möglichkeiten der Variation beim Speichern und zur Verfügung stellen von Referenzkurven bzw. Referenzdaten.When determining reference curves R of the third type c), for example Slope of the reference curve R calculated. The slope of the reference curve R becomes one horizontal lateral acceleration calculated, which from the track SS to the Elevator cabin AK is induced. It is intended to have a maximum allowable Acceleration range or a freely adjustable permissible acceleration interval to specify and to calculate the course of the reference curve R so that this moved within this acceleration interval. Once the reference data RD the Reference curve R exceed the acceleration range, the track SS aligned. This ensures that, on the one hand, the rail track SS is only as accurate as must be aligned and expensive assembly time can be saved, on the other hand however, no vibrations from the SS rail track impairing driving comfort be transferred to the elevator car AK. The reference curve R and the Reference data RD can be saved and can be called up. It is possible that Reference data RD in a central database, for example in an archive save and the fitter, for example on demand as signals, preferably as digital signals, for example via an electrical signal line or wirelessly via Radio to deliver. It is of course also possible to have the reference data RD in a decentralized manner To save evaluation unit AE. With knowledge of the present invention Specialist diverse possibilities of variation when saving and available set of reference curves or reference data.
Auf der Basis einer Referenzkurve R und der Referenzdaten RD lassen sich für jede Stelle vom Schienenstrang SS die relative Abweichung des Ist-Verlaufes der Führungsfläche FF des Schienenstranges SS gegenüber der Referenzkurve R berechnen. Die erhaltenen relativen Abweichungen werden dem Monteur zur Verfügung gestellt, welcher dadurch eine positionsabhängige Information darüber erhält, in welche Richtung und um welchen Betrag die provisorisch montierte Führungsschiene FS ausgerichtet werden muss, damit sie der gewählten Referenzkurve R mit Referenzdaten RD entspricht.On the basis of a reference curve R and the reference data RD for each point from the rail track SS the relative deviation of the actual course of the guide surface FF of the track SS against the reference curve R. The received Relative deviations are made available to the fitter, who thereby receives position-dependent information about in which direction and around which Amount of the provisionally mounted guide rail FS must be aligned so that it corresponds to the selected reference curve R with reference data RD.
In einem fünften Verfahrensschritt werden lokaliserte Ungeradheiten des Schienenstranges SS vom Monteur beispielsweise nach einem Korrekturprotokoll auf der Basis einer Referenzkurve R mit Referenzdaten RD ausgerichtet. Die Referenzdaten erlauben präzise Diagramme sowie konkrete Ausrichtvorschläge, sodass der Monteur den Schienenstrang SS präzise und rasch nachrichten kann. Auch ist es möglich, die Korrektur bzw. das Ergebnis der Korrektur "Online" d.h. in Echtzeit, beispielsweise auf einem Monitor M anzuzeigen. In der Ausführungsform gemäss Fig. 4 ist der Monitor M Teil eines mobilen Computers, beispielsweise eines Handheld, welcher beispielsweise über Signalkabel bzw. schnurlos per Funk Referenzdaten RD erhält. Prinzipiell ist es möglich, die Auswerteeinheit AE und den Monitor M in einem mobilen Computer beispielsweise in einem Handheld zu realisieren. Insgesamt wird dadurch die Qualität der Ausricht-Arbeit bedeutend erhöht.In a fifth process step, localized oddities of the rail track are identified SS from the fitter, for example, based on a correction report based on a Reference curve R aligned with reference data RD. The reference data allow precise Diagrams as well as specific alignment suggestions so that the fitter can assemble the rail track SS can report precisely and quickly. It is also possible to correct the Result of the correction "online" i.e. in real time, for example on a monitor M display. In the embodiment according to FIG. 4, the monitor M is part of a mobile one Computers, for example a handheld, which, for example, via signal cables or receives wireless reference data RD wirelessly. In principle it is possible to Evaluation unit AE and the monitor M in a mobile computer, for example in a handheld. Overall, the quality of the alignment work significantly increased.
Im Unterschied zu bisher bekannten Verfahren und Vorrichtungen zum Messen der Schienenungenauigkeit, bietet das hier vorgeschlagene Verfahren die Vorteile:
- Der Schienenstrang wird mit Hilfe von ortsfest angeordneten Sendern im Aufzugsschacht erfasst. Dies erfolgt in inkrementalen Schritten und liefert AbsolutPositionen des Schienenstranges. Ungeradheiten des Schienenstranges lassen sich so sehr exakt lokalisieren.
- Gegenüber bisher bekannten Laserjustiereinrichtungen entfällt das Ausrichten des Laserstrahles, treten keine Verfälschungen auf, welche durch optische Effekte bzw. durch Ablenkung, mangels unzureichender Strahlbündelung oder aber Hindernisse im Aufzugsschacht bedingt sind.
- Bestimmung/Ermittlung des Übertragungsverhaltens zwischen Schienenstrang und Aufzugskabine bei Ausführungsformen mit Beschleunigungsmessung in der Aufzugskabine.
- Ausrichtung des Schienenstranges ohne Aufzugskabine möglich, z.B. durch Absenken/Hochziehen des Empfängers entlang des Schienenstranges.
- Kontinuierliche Erfassung der Ungeradheit des Schienenstranges.
- Sensoren detektieren die Schienenbefestigungen und Schienenlaschen. Damit werden Störstellen und gleichzeitig Stellen, wo der Schienenstrang korrigiert werden kann, sehr exakt lokalisiert.
- Exaktes Ausrichten des Schienenstranges dank konkreter Angaben in Millimetern wo und wieviel korrigiert werden muss.
- The rail track is recorded in the elevator shaft with the aid of fixedly arranged transmitters. This is done in incremental steps and provides absolute positions of the rail track. This enables pinholes of the track to be located very precisely.
- Compared to previously known laser adjustment devices, there is no need to align the laser beam, and there are no falsifications which are caused by optical effects or by deflection, inadequate beam bundling or obstacles in the elevator shaft.
- Determination / determination of the transmission behavior between rail track and elevator car in embodiments with acceleration measurement in the elevator car.
- Alignment of the rail track possible without elevator car, e.g. by lowering / pulling the receiver up along the rail track.
- Continuous detection of the straightness of the rail track.
- Sensors detect the rail fastenings and rail brackets. This means that fault points and, at the same time, points where the rail track can be corrected are located very precisely.
- Precise alignment of the rail track thanks to specific information in millimeters where and how much needs to be corrected.
Claims (10)
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP02018884A EP1288155B1 (en) | 2001-08-27 | 2002-08-24 | Method and apparatus to determine the state of guide rails |
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP01120386 | 2001-08-27 | ||
EP01120386 | 2001-08-27 | ||
EP02018884A EP1288155B1 (en) | 2001-08-27 | 2002-08-24 | Method and apparatus to determine the state of guide rails |
Publications (2)
Publication Number | Publication Date |
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EP1288155A1 true EP1288155A1 (en) | 2003-03-05 |
EP1288155B1 EP1288155B1 (en) | 2005-11-09 |
Family
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EP02018884A Expired - Lifetime EP1288155B1 (en) | 2001-08-27 | 2002-08-24 | Method and apparatus to determine the state of guide rails |
Country Status (13)
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---|---|
US (1) | US6809650B2 (en) |
EP (1) | EP1288155B1 (en) |
JP (1) | JP4372397B2 (en) |
CN (1) | CN1204370C (en) |
AT (1) | ATE309169T1 (en) |
AU (1) | AU2002300743B2 (en) |
BR (1) | BR0203407B1 (en) |
CA (1) | CA2399664C (en) |
DE (1) | DE50204835D1 (en) |
HK (1) | HK1054731A1 (en) |
MY (1) | MY136509A (en) |
SG (1) | SG98067A1 (en) |
ZA (1) | ZA200206800B (en) |
Cited By (2)
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DE102007057323A1 (en) * | 2007-11-29 | 2009-06-04 | Jürgen Dipl.-Ing. Pesch | Hub reservoir power station for power supply to e.g. household application, has hub mass moved vertically downwards for energy production such that generator is powered for production and energy recovery is carried out in electrical network |
EP3653555A1 (en) * | 2018-11-16 | 2020-05-20 | KONE Corporation | Elevator arrangement and method |
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CA2341089C (en) | 2001-03-16 | 2002-07-02 | Paul F. Brodie | Ship ballast water sterilization method and system |
EP2562123A1 (en) * | 2011-08-24 | 2013-02-27 | Inventio AG | Lift with track monitoring |
EP2955145B1 (en) * | 2014-06-13 | 2016-12-21 | KONE Corporation | Apparatus and method for alignment of elevator guide rails |
WO2018001823A1 (en) | 2016-06-30 | 2018-01-04 | Inventio Ag | Elevator system, and method for monitoring an elevator system |
CN109715543B (en) * | 2016-09-29 | 2021-07-20 | 通力股份公司 | Electronic information board of elevator component |
KR101857449B1 (en) * | 2017-11-22 | 2018-05-15 | 한국건설기술연구원 | Safety inspection system for occupant evacuation elevator, and method for the same |
US11434104B2 (en) | 2017-12-08 | 2022-09-06 | Otis Elevator Company | Continuous monitoring of rail and ride quality of elevator system |
CN110143497B (en) * | 2018-06-19 | 2020-08-11 | 浙江大学山东工业技术研究院 | Detection method for cage door and protective guard |
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- 2002-08-14 MY MYPI20023009A patent/MY136509A/en unknown
- 2002-08-23 CA CA002399664A patent/CA2399664C/en not_active Expired - Fee Related
- 2002-08-23 CN CNB021301379A patent/CN1204370C/en not_active Expired - Fee Related
- 2002-08-24 AT AT02018884T patent/ATE309169T1/en not_active IP Right Cessation
- 2002-08-24 EP EP02018884A patent/EP1288155B1/en not_active Expired - Lifetime
- 2002-08-24 DE DE50204835T patent/DE50204835D1/en not_active Expired - Lifetime
- 2002-08-26 US US10/227,959 patent/US6809650B2/en not_active Expired - Fee Related
- 2002-08-26 ZA ZA200206800A patent/ZA200206800B/en unknown
- 2002-08-26 AU AU2002300743A patent/AU2002300743B2/en not_active Ceased
- 2002-08-27 BR BRPI0203407-7A patent/BR0203407B1/en not_active IP Right Cessation
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EP3653555A1 (en) * | 2018-11-16 | 2020-05-20 | KONE Corporation | Elevator arrangement and method |
Also Published As
Publication number | Publication date |
---|---|
CA2399664C (en) | 2009-08-18 |
AU2002300743B2 (en) | 2006-11-02 |
JP2003104654A (en) | 2003-04-09 |
CN1204370C (en) | 2005-06-01 |
ATE309169T1 (en) | 2005-11-15 |
MY136509A (en) | 2008-10-31 |
ZA200206800B (en) | 2003-04-25 |
JP4372397B2 (en) | 2009-11-25 |
BR0203407B1 (en) | 2010-10-19 |
CA2399664A1 (en) | 2003-02-27 |
HK1054731A1 (en) | 2003-12-12 |
BR0203407A (en) | 2003-05-20 |
US6809650B2 (en) | 2004-10-26 |
SG98067A1 (en) | 2003-08-20 |
CN1401969A (en) | 2003-03-12 |
US20030058120A1 (en) | 2003-03-27 |
DE50204835D1 (en) | 2005-12-15 |
EP1288155B1 (en) | 2005-11-09 |
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