EP3303203B1 - Monitoring of closed-loop elevator equipment - Google Patents

Description

The invention relates to the monitoring of a closed-loop elevator installation.

This type of installation comprises a linear drive element driven by a motor, supporting a cabin and/or a counterweight, and forming a closed loop extending over the entire travel of the cabin. This can make it possible to place the motor in a location other than at one end of the duct.

By “counterweight” we mean both a counterweight in the classic sense of the term and a balancing mass. In other words, the installation may include a counterweight having a mass less than that of the cabin, equal to that of the cabin, or greater than that of the cabin. The installation can also be without counterweight.

The linear element of the closed loop may comprise a belt, of relatively flat section, and comprising cables, for example metallic, embedded in a matrix. The closed loop pulleys can thus be chosen to be relatively small in diameter, for greater compactness.

It is known to monitor a certain number of parameters, in particular parameters relating to the belt, for example aging or tension, and parameters relating to the use of the installation, for example the load to be lifted. We can refer to the documents DE102006036251A And EP2865629A1 which suggest monitoring parameters relating to the use of the installation.

For example, cable tension is likely to change over time. If the belt is relatively loose, there is a risk of the belt slipping on a drive pulley, and therefore the cabin drifting. In addition, users of the installation may be likely to hear a noise called belt noise.

It is known to plan visits by technicians, for example monthly, to measure the tension of the belt or using an appropriate tool, and possibly re-tension the belt in order to limit the risk of loss of grip.

Generally speaking, there is a need for a method of monitoring a closed-loop type elevator installation making it possible to reconcile simplicity and reliability.

• au moins un élément de charge, chaque élément de charge comprenant une cabine ou un contrepoids,
• deux poulies destinées à être installées aux extrémités respectives d'une gaine d'ascenseur,
• un élément linéaire passant par les poulies et sur lequel est monté au moins un élément de charge, et
• un moteur d'entraînement pour entraîner en mouvement cet élément linéaire.

Indeed, a method of monitoring an elevator installation is proposed, according to claim 1, this installation comprising:

• at least one load element, each load element comprising a cabin or a counterweight,
• two pulleys intended to be installed at the respective ends of an elevator shaft,
• a linear element passing through the pulleys and on which at least one load element is mounted, and
• a drive motor for driving this linear element in movement.

1. (a) recevoir une valeur mesurée d'un paramètre représentatif d'un couple moteur appliqué par le moteur d'entraînement, par exemple une valeur de couple moteur, une valeur de courant consommé, ou autre,
2. (b) estimer au moins une valeur de paramètre relatif à l'installation d'ascenseur en fonction de cette valeur du paramètre représentatif du couple moteur reçue,
3. (c) transmettre un signal élaboré en fonction de la valeur estimée à l'étape (b) vers une interface utilisateur ou vers un dispositif de commande de l'installation d'ascenseur.

The elevator installation is arranged so that this linear element forms with the pulleys, and with this at least one load element mounted on the linear element, a closed loop. The process includes:

1. (a) receive a measured value of a parameter representative of a motor torque applied by the drive motor, for example a motor torque value, a current consumed value, or the like,
2. (b) estimate at least one parameter value relating to the elevator installation as a function of this value of the parameter representative of the motor torque received,
3. (c) transmitting a signal developed according to the value estimated in step (b) to a user interface or to a control device of the elevator installation.

It has in fact turned out that the motor torque could, in the case of a closed loop installation, be expressed as a function of certain parameters relating to the elevator installation. We can therefore estimate a parameter value relating to the elevator installation as a function of the motor torque in a relatively precise and reliable manner.

This method can also allow monitoring of a parameter relating to an elevator installation without a sensor dedicated to this monitoring.

This at least one parameter relating to the elevator installation can for example comprise a tension of a linear element, a parameter representative of the adhesion of a linear element on a pulley secured to a shaft of the drive motor , a parameter representative of the aging of a linear element, a parameter representative of a cabin load, and/or other.

Advantageously and in a non-limiting manner, the installation may also include a tensioner for tensioning the linear element. Alternatively, it is possible for example to provide an adjustable fixing of one end of the linear element, for example by means of a screw.

The sheath can be vertical, that is to say extend in a direction parallel to the gravity vector, or not. We can for example provide an oblique sheath, extending in a direction having a vertical component and a component in a plane normal to the direction of the gravity vector.

An installation can be planned with one or more load elements in the closed loop. The installation may also include one or more load elements outside the closed loop, or not. In particular, the installation may be devoid of counterweight.

The linear element may for example comprise a belt, or the like.

The linear element can be unique, that is to say that the closed loop is then produced with a single linear element, for example a single belt. Alternatively, we can provide a linear element in several parts, possibly of different natures, for example a belt part passing through one of the two pulleys of the closed loop, and a cable part passing through the other of the two pulleys of the loop closed.

The drive motor may or may not be part of the closed loop.

The invention is not limited to a particular location of the drive motor, provided that this motor makes it possible to drive the linear element in movement. For example, the motor can be mounted on one of the two pulleys, for example at the top or bottom of the shaft. Alternatively, we could plan to offset the motor laterally, for example by using an additional linear element mounted on the motor and on one of the two pulleys.

The measured value of the parameter representative of the motor torque can for example come from a value of current consumed by the drive motor, a value of power consumed by this drive motor, and/or other.

Advantageously, the value received in step (a) can be measured when the cabin is stopped. We can thus improve the precision of the estimate to the extent that certain factors such as friction or other then exert relatively little influence on the engine torque.

Advantageously, the method can comprise, prior to estimation step (b), a step of receiving a measured value of a parameter representative of the position of the charging element in the sheath. During step (b), the value of the parameter relating to the elevator installation can be estimated as a function in addition of this value of the parameter representative of the position of the load element in the shaft. Furthermore, the value received in step (a) may have been measured while the car is at the position corresponding to the parameter value relating to the elevator installation received.

Taking into account the current cabin position when measuring the motor torque can thus allow even better precision in the estimation of the parameter relating to the elevator installation.

Advantageously, the value received in step (a) can be measured for a cabin position value imposed by a control device.

For example, the method may comprise, prior to step (a), a step of verifying that the position value received is equal to a desired position value.

Advantageously, the value of the parameter relating to the elevator installation can be estimated by comparing the value received in step (a) to a value of the parameter representative of the motor torque stored in memory, this value having advantageously been measured while the cabin was in this same position. The difference between these motor torque values may in fact be attributable to one or more parameters relating to the elevator installation. The process can thus be relatively simple to implement.

According to the invention, the parameter value estimated in step (b) comprises a value of a parameter relating to at least the linear drive element.

We can for example consider that this parameter relating to at least one linear training element is written as a sum of a parameter representative of a linear element tension and of term(s) representative) of a force d 'elasticity.

According to another example, it can be considered that this parameter relating to at least one linear drive element is equal to or proportional to a parameter representative of a linear element voltage.

According to yet another example, we can consider that this parameter relating to at least one linear training element is equal to or proportional to a sum comprising a term representative of an elastic force, this term being proportional to a product of an average driving element section value and an elongation value.

Advantageously, this parameter value relating to at least one linear drive element can be estimated as a function also of a current cabin load value when measuring the engine torque.

We could for example plan to measure the cabin load at the same time as the engine torque, for example by means of a dedicated sensor, and to use this measured load value to estimate the value of the parameter relating to at least one linear element. training.

Advantageously, the engine torque value received in step (b) can be measured for a supposedly known cabin load value, for example a zero cabin load value.

Advantageously, the value of the parameter relating to at least one linear drive element can be estimated by comparing the value received in step (a) to a value of the parameter representative of the engine torque stored in memory and measured for the same cabin load , and advantageously for the same position in the cabin shaft.

The method may include, if the difference between these torque values is greater than a threshold, a step of emitting an alarm signal, so that a technician can come and measure the voltage of (or) the element. linear drive, and if necessary adapts the tensioner in order to reduce this tension value to a desired value. The signal produced in step (c) then has a value corresponding to a request for a technician visit.

This process is advantageous in the sense that the number of human interventions can be limited compared to the prior art, in which regular checks are provided. This process can therefore make monitoring less restrictive than in the prior art, and in a relatively reliable manner.

Alternatively, the method may comprise a step of estimating the value of a parameter representative of the voltage of (or) the linear drive element as a function of the value received in step (a).

For example, we can consider that the difference between the value received in step (a) and a value measured previously for the same cabin load and the same cabin position is attributable to a reduction in the voltage of the linear element d 'training.

• où T _est la valeur de tension d'élément linéaire,
• C_i est une valeur de couple moteur stockée en mémoire, cette valeur ayant été musée pour une position de cabine égale à la position courante et pour une charge de cabine égale à la charge courante ou supposée comme telle,
• T_i est un valeur de tension d'élément linaire stockée en mémoire, cette valeur ayant été mesurée ou estimée lors de la mesure du couple moteur C_i ,
• R est la valeur du rayon de la poulie de traction, solidarisée à l'arbre du moteur d'entrainement, et
• C est la valeur de couple moteur reçue à l'étape (a).

A current linear element voltage can thus be estimated for example, and in particular in the case of the installation of the figure 1 , by applying the following formula: $$T=T_i+\frac{1}{R}\left(\mathrm{VS}-{\mathrm{VS}}_i\right)$$

• where T _is the linear element voltage value,
• C _i is an engine torque value stored in memory, this value having been museum for a cabin position equal to the current position and for a cabin load equal to the current load or assumed as such,
• T _i is a linear element voltage value stored in memory, this value having been measured or estimated during the measurement of the motor torque C _i ,
• R is the value of the radius of the traction pulley, secured to the shaft of the drive motor, and
• C is the motor torque value received in step (a).

The method may include a step of developing a tensioner control signal, based on the estimated tension value, in order to retension the linear element. The number of technician interventions can then be much reduced than in the prior art, since the control of the tensioner is thus automated.

Advantageously, the method can comprise a step of estimating the adhesion of the linear element on a driving pulley, as a function of the value of the parameter relating to at least one element linear drive, for example as a function of the value of the parameter representative of the estimated voltage.

In a closed-loop elevator installation, adhesion can in fact be estimated based on the cable tension and the load to be lifted.

• où le rapport $\frac{T_1}{T_2}$
  
  représente l'adhérence de l'élément linéaire sur la poulie motrice,
• P_c est le paramètre relatif à l'élément linéaire, par exemple la tension estimée,
• g est l'accélération de la pesanteur,
• x est le coefficient de charge de la cabine correspondant à l'équilibre avec le contrepoids, et
• Q_MAX est la charge maximale autorisée, le contrepoids ayant donc une masse égale à xQ_MAX.

For example, in the case of the installation shown on the figure 1 , and for a cabin assumed to be empty during the engine torque measurement, we can plan to apply the following formula: $$\frac{T_1}{T_2}=\frac{P_{\mathrm{vs}}+{\mathit{gxQ}}_{\mathit{MAX}}}{P_{\mathrm{vs}}-{\mathit{gxQ}}_{\mathit{MAX}}}$$

• where the ratio $\frac{T_1}{T_2}$
  
  represents the adhesion of the linear element on the driving pulley,
• P _c is the parameter relating to the linear element, for example the estimated voltage,
• g is the acceleration of gravity,
• x is the load coefficient of the cabin corresponding to equilibrium with the counterweight, and
• Q _MAX is the maximum authorized load, the counterweight therefore having a mass equal to xQ _MAX .

.The emission of an alarm signal and/or a tensioner control signal may be a function of this value. $\frac{T_1}{T_2}$

.

We can advantageously plan to compare the adhesion value thus deduced to a predetermined threshold and to generate an alarm signal if this adhesion value turns out to be lower, or less than or equal to this threshold.

Advantageously, the parameter relating to at least one linear drive element may comprise a parameter characterizing the state of the linear drive element, for example a parameter depending on the average section of the cable(s) of the linear element. drive and/or the elongation of the linear drive element.

Advantageously, the parameter characterizing the state of the linear drive element can be estimated as a function in addition of a voltage value of the linear drive element.

The tension value of the linear element may for example have been measured, for example by an electronic tensioner, or else may be known following a command of the tensioner, for example after having been reduced to a determined value, for example after having applied a process described above.

où

• C' est la valeur de couple moteur mesurée dans les mêmes conditions (tension d'élément linéaire d'entrainement, position de cabine et charge) que la valeur C_i ,
• F _ecr est une valeur d'effort d'élasticité de l'élément linaire courante,
• F_eci est une valeur d'effort d'élasticité de l'élément linaire stockée en mémoire, et mesurée ou estimée lors de la mesure de la valeur C_i .

Advantageously, it is possible to store in memory an initial value of the parameter representative of the motor torque C _i measured for an applied voltage equal to the voltage value corresponding to the value received in step (a), and advantageously for the same value of load and for the same cabin position. By comparing the value received in step (a), measured under the same conditions, to the value C _i stored in memory, it is possible to estimate a parameter value characterizing the state of the linear drive element, for example , and in particular in the case of the installation of the figure 1 , by applying the following formula: $$F_{\mathit{ecr}}=F_{\mathit{here}}+\frac{1}{R}\left(\mathrm{VS}\prime -{\mathrm{VS}}_i\right)$$

Or

• This is the engine torque value measured under the same conditions (linear drive element voltage, cabin position and load) as the value C _i ,
• F _{ec r} is a current elasticity force value of the linear element,
• F _eci is an elastic force value of the linear element stored in memory, and measured or estimated when measuring the value C _i .

• où ΔL est une valeur d'élongation de l'élément linéaire,
• L est une valeur de la course de l'ascenseur, stockée en mémoire,
• E est le module d'Young de l'élément linéaire, cette valeur étant stockée en mémoire, et
• S est une valeur de section équivalente de l'élément linéaire.

From this current elastic force value, it is possible to estimate a section value of the linear element and/or an elongation value of the linear element, for example using the following formula: $$F_{\mathit{ecr}}=\mathit{ES}\frac{\mathit{\Delta L}}{L}$$

• where ΔL is an elongation value of the linear element,
• L is a value of the elevator travel, stored in memory,
• E is the Young modulus of the linear element, this value being stored in memory, and
• S is an equivalent section value of the linear element.

In one embodiment, in which neither ΔL nor S are otherwise known, provision can be made to compare the product S × ΔL , or a value proportional to this product, for example the estimated F _ecr value, to a threshold.

More generally, we could plan to compare the parameter value characterizing the linear element, for example Δ L and/or S, to a threshold.

Depending on the result of the comparison, an alarm signal can be generated calling for replacement of the linear drive element.

This process can thus make it possible to limit unnecessary replacements of the linear element.

In particular, this process can make it possible to make savings compared to a process of the type known from the prior art in which the linear element is replaced after an arbitrary period of use, for example ten years.

The invention is not limited to a particular method of obtaining the values Δ L and S.

Advantageously, it can be provided that when the product S _x Δ L , or a value proportional to this product, for example the estimated value F _ecr , is greater than a threshold, a signal is sent to a user interface so that an operator places a load of predetermined mass Q ₀ in the cabin, for example 10% of the maximum authorized load, or even 100 kg. We then receive from a position sensor a value l _t ( Q ₀ ) of elongation of the linear element following this cabin loading. This value l _t ( Q ₀ ) received is then compared to a value l _i ( Q ₀ ) stored in memory, measured initially, for example when the linear element was new, for the same cabin load Q ₀ . The difference Δ L (( Q ₀ ) between these two values is kept at least momentarily in memory and/or compared to a threshold, so that an alarm signal can be issued depending on the result of the comparison.

Advantageously, we also receive a value of engine torque C '( Q ₀ ) measured for this cabin load Q ₀ . This received value C' ( Q ₀ ) is compared to a motor torque value stored in memory and measured initially, for example when the linear element was new, for the same cabin load Q ₀ , for the same cabin position and for the same linear element voltage. Using a formula similar to formula (3), we can estimate a current elastic force value F _ecr ( Q ₀ ) for this predetermined load. We can then deduce, using a formula similar to formula (4) from these values F _ecr ( Q ₀ ) and Δ L ( Q ₀ ) an effective section value S of the linear element. This effective section value S of the linear element can be compared to a threshold, so that an alarm signal can be emitted according to the result of the comparison.

Advantageously, the parameter(s) relating to the estimated elevator installation may include a parameter representative of the cabin load. The method described above can thus allow relatively precise measurement of this load, without a balance type sensor.

Advantageously, the value of the cabin load can be estimated as a function of a parameter relating to at least one linear drive element, for example a cable tension value.

Taking into account the current linear element voltage when measuring the motor torque can thus allow even better precision in the estimation of the load.

Step (c) may include a step of comparing the value received in step (b) to a value of the parameter representative of the motor torque stored in memory and measured for the same cable tension, and advantageously for the same position cabin.

We can advantageously consider that the difference between these values of the parameter representative of the engine torque is attributable to a difference in load, and thus estimate a cabin load value.

We can advantageously plan to generate a cabin speed control signal as a function of the load value thus estimated, as described in the application PCT/FR2014/052477 .

• au moins un élément de charge, chaque élément de charge comprenant une cabine ou un contrepoids,
• deux poulies destinées à être installées aux extrémités respectives d'une gaine d'ascenseur,
• un élément linéaire passant par les poulies et sur lequel est monté au moins un élément de charge, et
• un moteur d'entraînement pour entraîner en mouvement cet élément linéaire.

A device for monitoring an elevator installation is also proposed, this installation comprising:

• at least one load element, each load element comprising a cabin or a counterweight,
• two pulleys intended to be installed at the respective ends of an elevator shaft,
• a linear element passing through the pulleys and on which at least one load element is mounted, and
• a drive motor for driving this linear element in movement.

The elevator installation is arranged so that this linear element forms with the pulleys, and with this at least one load element mounted on the linear element, a closed loop.

• des moyens de réception pour recevoir une valeur mesurée d'un paramètre représentatif d'un couple moteur appliqué par le moteur d'entraînement,
• des moyens de traitement reliés aux moyens de réception pour estimer au moins une valeur de paramètre relatif à l'installation d'ascenseur en fonction de cette valeur du paramètre représentatif du couple moteur, et
• des moyens de transmission pour transmettre un signal élaboré en fonction de la valeur du paramètre relatif à l'installation d'ascenseur estimé issue des moyens de traitement vers une interface utilisateur ou vers un dispositif de commande de l'installation d'ascenseur.

The device includes:

• reception means for receiving a measured value of a parameter representative of a motor torque applied by the drive motor,
• processing means connected to the reception means for estimating at least one parameter value relating to the elevator installation as a function of this value of the parameter representative of the motor torque, and
• transmission means for transmitting a signal developed as a function of the value of the parameter relating to the elevator installation estimated from the processing means to a user interface or to a device for controlling the elevator installation.

The monitoring device may for example comprise or be integrated into one or more processor(s), for example a microcontroller, a microprocessor or the like.

The reception means may for example comprise an input port, an input pin or the like.

The processing means can for example include a processor core or CPU (from the English “Central Processing Unit”), or other.

The transmission means may for example include an output port, an output pin, or the like.

The control device may for example comprise or be integrated into one or more processor(s), for example a microcontroller, a microprocessor or the like.

The monitoring device and the control device may or may not be integrated into the same processor. For example, we could provide remote devices.

It is further proposed a control unit for an elevator installation comprising a monitoring device as described above and a control device capable of producing elevator system control signals.

This control device can for example comprise motor control means, for controlling the motor, in order to impose a determined cabin speed and/or a determined movement.

This control device can for example tensioner control means, to control a tensioner, in order to control the tension applied to the linear element.

There is further proposed an elevator installation comprising the monitoring device and/or control unit described above.

The invention will be better understood with reference to the figures, which illustrate embodiments given by way of example and not limitation.

There figure 1 shows an example of elevator installation according to one embodiment of the invention.

There figure 2 is a flowchart corresponding to an example of a method according to one embodiment of the invention.

There Figure 3 is a flowchart corresponding to an example of a method according to another embodiment of the invention.

There Figure 4 shows an example of elevator installation according to another embodiment of the invention.

There Figure 5 shows an example of elevator installation according to another embodiment of the invention.

There Figure 6 shows an example of elevator installation according to another embodiment of the invention.

There Figure 7 shows an example of elevator installation according to another embodiment of the invention.

In reference to the figure 1 , an elevator installation 1 comprises a cabin 2 and a counterweight 3 mounted on a linear element 4 of cable or belt type.

A drive motor 5 is mounted on a first pulley 6 installed at the lower end of an elevator shaft not shown on the figure 1 .

A second pulley 7 is installed on a high end of this sheath.

The pulleys 6 and 7 are mounted on a belt-type linear element 8, and on which the counterweight 3 and a tensioning device 9 are also mounted.

The tensioner 9 makes it possible to apply tension to the belt 8.

The cabin 2 and the counterweight 3 are also mounted on the cable 4 by means of a third pulley 10 installed on the counterweight 3, a fourth pulley 11 installed at the upper end of the sheath and two fifth pulleys 12 , 13 installed on cabin 2.

The cable 4 is also fixed by its ends to the upper end of the sheath.

Thus, the tensioner, the counterweight 3 and the pulleys 6 and 7 form a closed loop.

In this example, the tensioner is part of the closed loop, but it could be otherwise. For example, one could provide an architecture (not shown) in which the tensioner is placed at a fixed end of a linear drive element of the closed loop.

Of course, the invention is in no way limited to the arrangement of the figure 1 , and we could easily foresee other elevator system architectures. THE figures 4 to 7 show examples of other possible architectures.

To return to the figure 1 , a monitoring device 14, for example a microcontroller, is electrically connected to a control circuit not shown of the drive motor 5.

The processes described with reference to figure 2 And 3 are implemented by this processor 14.

More precisely, the processor 14 regularly imposes a cabin stop at a given position, for example the ground floor or the ^1st floor, and at a time such that one can reasonably expect the cabin to be empty, for example every night at 4 a.m. Step 100 thus corresponds to sending a command message S _OUT to impose this stop at a given cabin position. It goes without saying that during cabin movement, current position values are received, during steps not shown, in order to control stopping at the desired position.

A power value consumed by the drive motor referenced 5 on the figure 1 while the cabin is stopped at the imposed position is then received by the processor referenced 14, and converted into an engine torque value C during a step 101.

In an alternative embodiment and not shown, instead of step 100 it could be provided that the processor 14 determines each night at 4 a.m. if the cabin is in a given position, for example on the ground floor. pavement. In this case, a motor torque value is measured, as in step 101.

During a step not shown, an initial belt tension value T _i and an initial motor torque value C _i are read from a memory, this motor torque value having been measured for this initial belt tension T _i , for this same cabin position and for an empty load.

During step 102, we calculate, based on the value of the torque value C received in step 101, these values T _i , C _i , stored in memory, and based on a value R of drive pulley radius stored in a memory, a parameter value relating to the belt P _c .

During step 103, the difference between the values P _c and T _i is compared to a threshold THR. If it turns out that the estimated value P _c differs too much from the initial belt tension value T _i , then it is considered that there is a risk that the belt tension is too low and/or that the belt has aged too much, and an alarm signal is issued during a step 104.

This signal is sent to a user interface, for example a server managed by a maintenance company, and a technician can then come and measure the belt tension using an appropriate tool and estimate the aging of the belt, for example. example by examining whether the cables are intact.

If necessary, the technician activates the tensioner so that the effective cable tension is reduced to the desired value T _i .

The processor, after a waiting time of for example a day (step 105), or after a not shown step of manual reactivation carried out by the technician, then generates a new signal to impose a cabin stop at the same position, and always at a time such that we can assume that the cabin is empty, during a step 106.

During a step 107, a new value of engine torque C' is measured, while the cabin is at the same level as previously, for example on the first level or on the ground floor.

• Où Q est la charge à lever pour une cabine vide, et
• Mc la masse de la partie du câble référencé 4 sur la figure 1 qui exerce des efforts sur la poulie folle référencée 7 sur la figure 1. La masse de cette partie de câble peut être aisément exprimée en fonction de la position de la cabine dans la gaine.

During a step not shown, an initial elastic force value F _ECI is read from a memory. This value was calculated for example by applying the following formula: $$F_{\mathit{here}}=\frac{\mathit{This}}{R}-Q-\mathit{Ti}-\mathit{Mc}$$

• Where Q is the load to be lifted for an empty cabin, and
• Mc the mass of the part of the cable referenced 4 on the figure 1 which exerts forces on the idle pulley referenced 7 on the figure 1 . The mass of this part of the cable can easily be expressed as a function of the position of the cabin in the sheath.

Then during a step 108 we deduce from the initial motor torque value C _i , from the value R previously read, from this initial elasticity force value F _ECI , and from the motor torque value received at l step 107 a current elasticity force value F _ECR .

This current elasticity force value F _ECR is assumed to be proportional to the cable section and the elongation. In other words, we can estimate from this second measurement of motor torque (step 107) an aging state of the cable. In the event of proven deterioration in the condition of the belt, provision can be made for the development and transmission of an alarm signal, during a step 109.

It can be expected that if this elasticity value is less than a threshold, the signal S _OUT produced in step 109 corresponds to a control signal for stopping the elevator installation.

• si la valeur F_ECR est supérieure à un seuil prédéterminé, envoi d'un message invitant un technicien à placer dans la cabine une charge d'une masse prédéterminée, par exemple 100 kg ;
• réception d'une valeur d'allongement courroie suite à ce chargement,
• comparaison de cette valeur d'allongement courroie reçue à une valeur stockée en mémoire, mesurée alors que la courroie était neuve pour une même charge de 100 kg, pour une même tension de câble Ti et avantageusement pour une même position cabine et une même température extérieure.
• si l'écart entre ces valeurs d'allongement courroie dépasse un seuil prédéterminé, émission d'un signal d'alarme invitant à un contrôle ou à un remplacement courroie.

In an advantageous embodiment and not shown, the following steps could be provided instead of step 109:

• if the F _ECR value is greater than a predetermined threshold, sending a message inviting a technician to place a load of a predetermined mass, for example 100 kg, in the cabin;
• receipt of a belt elongation value following this loading,
• comparison of this belt elongation value received with a value stored in memory, measured when the belt was new for the same load of 100 kg, for the same cable tension Ti and advantageously for the same cabin position and the same exterior temperature .
• if the difference between these belt elongation values exceeds a predetermined threshold, emission of an alarm signal inviting a check or a belt replacement.

• mesure d'une valeur de couple moteur, alors que la cabine est ainsi chargée,
• estimation à partir de cette valeur de couple moteur et d'une valeur de couple moteur antérieure, mesurée dans les mêmes conditions (même hauteur cabine, même tension de courroie T_i, même charge de 100 kg par exemple) d'une valeur d'effort d'élasticité courante pour cette charge,
• détermination à partir de cette valeur d'élasticité courante et à partir de l'écart entre les valeurs d'allongement courroie d'une valeur de section moyenne de câble pour cette courroie,
• génération d'un message signalant la rupture d'un ou plusieurs câbles en fonction de cette valeur de section moyenne de câble.

In an advantageous embodiment and not shown, the following steps could also be provided:

• measurement of a value of engine torque, while the cabin is thus loaded,
• estimation from this engine torque value and a previous engine torque value, measured under the same conditions (same cabin height, same belt tension T _i , same load of 100 kg for example) of a value of current elastic force for this load,
• determination from this current elasticity value and from the difference between the belt elongation values of an average cable section value for this belt,
• generation of a message signaling the breakage of one or more cables based on this average cable section value.

In reference to the Figure 3 , the processor is initially in a sleep state. When a cabin movement is controlled by a user interface, the processor receives a position value of the cabin, this value having been measured by a sensor of the known type of the prior art. This measurement upon exiting the standby state is represented by steps 200, 201.

We receive during a step 204 a value of engine torque C" measured for this position of the cabin, while the cabin is still stationary.

A belt tension value T is read from a memory, for example an initial value imposed by a technician, or even an estimated value.

In an advantageous, but optional, embodiment, an elasticity force value F _ECR estimated by applying the method described with reference to the figure 2 .

These memory readings are represented by step 203.

In an alternative and not shown embodiment, it could be provided, instead of step 203, to read from memory the value P _c estimated during the previous night, in step 102 of the method described with reference to there figure 2 .

To return to the Figure 3 , we estimate during a step 202 a value Mc of mass of the part of cable supported by the pulley referenced 7 on the figure 1 , this value Mc being a function of the position value of the cabin received in step 201.

Then, during a step 205, a value of load to be lifted Q is estimated as a function of this value Mc estimated in step 202, of the motor torque value C" received in step 204, and advantageously in function of the parameter values relating to the belt T, F _ECR read in step 203.

If it turns out that this value of load to be lifted Q is relatively low, we could plan to impose a travel speed higher than a nominal speed value, thus making it possible to reduce waiting times for users. . The processing leading to this speed control is not shown on the Figure 3 .

In reference to the Figure 4 , an installation according to another embodiment of the invention can comprise two pulleys 46, 47, a tensioner 49 and a cabin 42 mounted in a closed loop thanks to a belt 48. Another belt 48' passes through the pulley 47. mounted on a motor 45. The motor 45 is thus slightly offset from the closed loop. The installation further comprises a counterweight 43, having for example a mass equal to that of the cabin 42. A cable 44, mounted on a pulley 411 connects the cabin 42 to the counterweight 43.

A control cabinet 414, comprising one or more processors, makes it possible to control the motor 45.

In the embodiment of the Figure 5 , the installation is devoid of counterweight. We simply provide a cabin 52 mounted in a closed loop with a tensioner not shown between two pulleys 57, 58 at the ends of the sheath. One of these pulleys is driving, the corresponding motor being controlled by a processor not shown capable of determining a belt tension value from a current value consumed by the motor.

In the embodiment of the Figure 6 , the cabin 62 is reeled thanks to two additional pulleys 612, 613.

A motor 65 is mounted offset, by means of two other pulleys 614, 615.

This motor is controlled by a processor 614 capable of estimating the load of the cabin 62 as a function of the power consumed by the engine and as a function of a cabin height value.

In the embodiment of the Figure 7 , a belt part 78 and a cable part 79 are provided, forming a closed loop with pulleys 76, 77, a cabin 72 and a counterweight 73.

In this example, the pulley 76 is driving, and a processor 714 capable of monitoring the aging of the belt 78 from the applied engine torque, the cabin load, the cabin height and the belt tension, controls this driving pulley 76.

The installations of the embodiments illustrated by the figures 6 and 7 , each include a tensioner (not shown in these figures) making it possible to ensure the tensioning of the corresponding linear element.

Claims (10)

1. A method for supervising an elevator equipment, said equipment comprising at least one load element (2, 3), each load element comprising a car (2) or a counterweight (3), two pulleys (6, 7) intended to be installed at the respective ends of an elevator shaft, a linear element (8) passing through the pulleys and on which at least one load element (3) is mounted, and a drive motor (5) for driving the movement of this linear element, the method comprising:

   (a) receiving (204) a measured value of a parameter representative of an engine torque (C") applied by the engine,

   (b) estimating (202, 205) at least one value of parameter relating to the elevator equipment (Q) depending on the value of the parameter representing the engine torque received in step (a), and

   (c) transmitting a signal developed depending on the estimated value in step (b) to a user interface or to a device for controlling the elevator equipment;

   characterised in that said at least one parameter relating to the elevator equipment comprises a parameter relating to the linear element (P_c, F_ERC), and said parameter relating to the linear element is further estimated depending on a current car load value when measuring the engine torque;

   and in that the linear element forms, with the pulleys and with said at least one load element (3) which is mounted on the linear element, a closed loop.
2. The method according to claim 1, wherein the parameter relating to the linear element is a parameter representative of a linear element tension.
3. The method according to claim 1 or 2, wherein the signal developed in step (c) has a value corresponding to a technician visit request if the value of parameter relating to the linear element (P_c) estimated in step (b) deviates too much from an expected value (Ti).
4. The method according to any one of claims 1 to 3, wherein

   said parameter relating to the linear element comprises a parameter characterising the state of said linear element (F_ECR), and

   the value of said parameter characterising the state of said linear element is further estimated depending on a tension value of said linear element.
5. The method according to any one of claims 1 to 4, wherein

   said at least one parameter relating to the elevator equipment comprises a car load (Q), and

   the value of said car load is further estimated depending on a value of a parameter relating to the linear element (P_c, F_ERC) .
6. The method according to any one of claims 1 to 5, wherein
   the value of parameter relating to the elevator equipment (P_c, F_ERC, Q) is further estimated depending on a value of parameter representative of a motor torque (Ci) which is stored in memory.
7. The method according to any one of claims 1 to 6, wherein
   the value of parameter relating to the elevator equipment (P_c, F_ERC, Q) is further estimated depending on a value of a parameter representative of the position of the car in the shaft, the value received in step (a) having been measured for a car position corresponding to said value of the parameter representative of the position of the car in the shaft.
8. A device (14) for supervising an elevator equipment (1), said equipment comprising at least one load element (2, 3), each load element comprising a car (2) or a counterweight (3), two pulleys (6, 7) intended to be installed at the respective ends of an elevator shaft, a linear element (8) passing through the pulleys and on which at least one load element (3) is mounted, a drive motor (5) for driving the movement of this linear element, the elevator equipment being arranged such that the linear element forms, with the pulleys and this at least one load element (3) which is mounted on the linear element, a closed loop, the device comprising

   receiving means for receiving a measured value of a parameter representative of an engine torque applied by the engine,

   processing means in communication with the receiving means, arranged to estimate at least one value of parameter relating to the linear element (P_c, F_ERC) depending on the value of the parameter representative of the engine torque and depending on a current car load value when measuring the engine torque, and

   transmission means for transmitting a signal developed depending on the value estimated by the processing means to a user interface or to a control device of the elevator equipment.
9. A unit for monitoring an elevator equipment comprising a supervising device (14) according to claim 8 and a control device capable of developing control signals in order to control the elevator equipment.
10. An elevator equipment (1) comprising

    at least one load element (2, 3), each load element comprising a car {2} or a counterweight (3),

    two pulleys (6, 7) intended to be installed at the respective ends of an elevator shaft,

    a linear element (8) passing through the pulleys and on which at least one load element (3) is mounted,

    a drive motor (5) for driving the movement of this linear element, and

    a supervising device (14) according to claim 8,

    the elevator equipment being arranged such that the linear element forms, with the pulleys and said at least one load element (3) which is mounted on the linear element, a closed loop.

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