EP4332039A1 - Elevator testing by means of measuring the acceleration curve - Google Patents

Abstract

The method for checking a safety reaction of an elevator system 1 includes providing a measuring device 40 and moving a car 5 of the elevator system 1 as well as measuring an acceleration curve 66, 69 of the car 5 with the measuring device 40. A speed of the car is calculated in the method 5 by integrating the acceleration curve 66, 69 over time and determining a start of a movement section 52 or an end of a movement section 54 based on the calculated speed.

Description

The present invention relates to a method for checking a safety reaction of an elevator system, a portable device for testing an elevator system and a computer program product for analyzing an acceleration curve of a car of an elevator system.

The EP 2 650 245 A2 describes an arrangement for testing an elevator, comprising determining a deceleration of a car. It is further described to determine a deceleration of the car indirectly from the measured path of the car, in particular by differentiating the measured path. The DE 10 2015 226 702 A1 , DE 10 2015 226 699 A1 or. DE 10 2016 204 422 A1 describe devices and related procedures for testing elevators. A movement parameter, for example a deceleration, is determined and from this, taking elevator parameters into account, a driving ability of a traction sheave and/or a braking effectiveness of a drive is determined ( DE 10 2015 226 702 A1 or. DE 10 2015 226 699 A1 ). It is also described how to determine a force that acts on the drive of the load-carrying device or on the load-carrying device itself ( DE 10 2016 204 422 A1 ).

According to one aspect of the invention, a method for checking a safety reaction of an elevator system is provided. The method may include providing a measuring device. The method may include moving a car of the elevator system. The method can include measuring an acceleration curve of the car with the measuring device. In particular, a speed of the car can be calculated by integrating the acceleration curve over time. In particular, a determination of a start of a movement section or an end of a movement section can take place on the basis of the calculated speed.

The method can be used to check a safety reaction of different types of elevator systems. One type of elevator system can be a rope elevator. The cable elevator can include a traction sheave. The traction sheave can be connected via an axle to a drive machine, in particular to a motor, preferably an electric motor. The traction sheave can be rotated by the prime mover to raise or lower a car of the elevator system. The traction sheave can be designed to accommodate a supporting cable. Drive energy from the drive machine can be transferred to the supporting cable via the traction sheave by means of friction. The support cable can be connected to the car at a first end and connected to a counterweight at a second end. The measuring device can be arranged on the support cable. The measuring device can be attached to the Counterweight can be arranged. One type of elevator system can be a hydraulic elevator. The hydraulic elevator can include a car and a lifting device arranged under the car. The lifting device can include at least one hydraulic cylinder, in particular include at least two lifting cylinders, in particular include at least three lifting cylinders, in particular include at least four lifting cylinders. The measuring device can be arranged on at least one of the hydraulic cylinders.

The start of the movement section or the end of the movement section can lie within a movement sequence of the car. The method can thus be configured for testing a braking reaction of the elevator system, in particular of the car.

The start of the movement section can be a start of the movement sequence of the car. The end of the movement section can be an end of the movement sequence of the movement sequence of the car. The method can thus be configured to protect against unintended car movement (UCM or unintended car movement).

Unintentional movement of the car may occur if the car is moved while a door of the car is open. The method can be carried out to protect an occupant of the elevator car by checking a reaction time of the safety reaction of the elevator system.

The method can include an automatic triggering of a safety reaction by an elevator control after the elevator control has determined that the car has traveled a predetermined distance or the car has exceeded a defined speed or a safety message has been received by the elevator control.

The defined speed can be stored in the elevator control. The defined speed can be information stored in the elevator control system by the manufacturer of the elevator system or can be stored in the elevator control system by the operator of the elevator system.

The defined speed can be in a range from 0.1 meters per second to 2 meters per second, in particular in a range from 0.1 meters per second to 1.5 meters per second, preferably in a range from 0.15 meters per second to 1 meter per second.

The security message can be sent manually to the elevator control. A trigger signal, in particular for braking the car, can be sent manually to the elevator control. This makes it possible to brake the car at a selectable time in order to check a braking reaction of the car or to check a reaction of the elevator system, in particular the car, to protect against unintentional movement of the car.

The method can include specifying the start of the movement section based on the acceleration curve, for which a zero crossing of the acceleration curve is determined. A zero crossing of the acceleration curve can be characterized by an acceleration value of 0 meters per second squared.

The method can include determining a stopping distance of the car via the start of the movement section and the end of the movement section.

The stopping distance of the car can be determined by integrating the speed over time. Integration limits for integrating the speed over time can be given by the start and end of the movement section.

A stopping distance of the car can be determined after the car has moved upwards.

A stopping distance of the car can be determined after the car has moved downwards.

Precising the start of the movement section by means of the acceleration curve can include searching in the negative time direction for a zero crossing of the acceleration curve from negative to positive direction in order to find the start of a movement section of an upward travel of the car.

Precising the start of the movement section by means of the acceleration curve can include searching in the negative time direction for a zero crossing of the acceleration curve from positive to negative direction, in order to find the start of a movement section of a downward travel of the car.

Preferably, the stopping distance of the car is determined with an empty car, i.e. without a nominal load.

The empty car can include the measuring device.

Based on a determination of the stopping distance of the empty car, a stopping distance of a car with the nominal load can be determined.

When traveling downwards, an acceleration of the empty car when braking the empty car can be greater than an acceleration of a car with the rated load when braking the car with the rated load. This can result in a stopping distance of the car with the rated load being longer than a stopping distance of the empty car.

The method can include filtering the acceleration curve through at least one frequency filter, in particular a low-pass filter.

Filtering through the at least one frequency filter can include reducing certain frequency components in certain frequency ranges of the acceleration curve. The Frequency ranges can be stored and adjustable in an evaluation unit, in particular in a computer program therein.

The frequency filter can be a bandpass filter. The specific frequency components can be reduced by the bandpass filter. The bandpass filter can leave other frequency components unchanged or can at most reduce the other frequency components slightly. Slightly reducing the further frequency components can include slightly reducing an amplitude of the further frequency components. Slightly reducing the further frequency components can include reducing an amplitude of the further frequency components by a maximum of 1%, in particular by a maximum of 5%, in particular by a maximum of 10%.

The other frequency components can lie in a frequency bandwidth of the bandpass filter.

The frequency filter can be configured to smooth the acceleration curve.

To determine the start of a movement section, a first low-pass filter can have a first frequency bandwidth. To determine an end of a movement section, a second low-pass filter can have a second frequency bandwidth. The first frequency bandwidth can be wider than the second frequency bandwidth.

The first low-pass filter may have a frequency bandwidth of 0 Hz to 100 Hz, preferably from 0 Hz to 50 Hz, more preferably from 0 Hz to 5 Hz, for determining the start of the movement section. Additionally or alternatively, a second low-pass filter may have a frequency bandwidth of 0 Hz to 50 Hz, preferably from 0 Hz to 4 Hz, more preferably from 0 Hz to 1.8 Hz, for determining the end of the movement section.

To determine the start of a movement section, a first bandpass filter can have a first frequency bandwidth. To determine a movement section end, a second bandpass filter may have a second frequency bandwidth, wherein the first frequency bandwidth may be wider than the second frequency bandwidth.

The measuring device can include at least one sensor to record the acceleration curve as a function of time.

The sensor can be designed for direct measurement of acceleration.

The sensor can have a resolution of at least 12 bits per measuring axis, in particular of at least 15 bits per measuring axis, advantageously of at least 20 bits per measuring axis.

The measurement accuracy of the sensor is at least 200 µg per LSB, in particular at least 50 µg per LSB, advantageously at least 20 µg per LSB (least-significant bit).

The sensor may have a sampling rate in a range from 50 Hz to 8000 Hz, preferably in a range from 100 Hz to 6000 Hz, more preferably in a range from 3500 Hz to 4500 Hz.

The car may be in a stationary state after the car is moved. The calculated speed at the time of steady state can be used to correct the calculated speed. The difference between the calculated speed and zero at the time of the stationary state represents a speed calculation error. The acceleration curve can be corrected with the speed calculation error. In particular, the acceleration curve is corrected in such a way that after re-integration of the corrected acceleration curve, a corrected speed curve is obtained. In the corrected speed curve, the calculated speed at the time of the stationary state is reduced compared to the previous speed error or is approximately equal to zero.

In particular, the speed calculation error represents a measurement and/or integration error.

The car can stand still in a stationary state or swing around a stopping position. The speed calculation error can be determined by filtering or averaging the calculated speed. In particular, a low-pass filter can be used for this. The low pass filter can be first order. The low-pass filter can have a cutoff frequency of over 0.5 Hz, in particular over 1.8 Hz. The phase shift caused by the filter can be compensated for by a phase correction.

The car can be at a standstill before the start of the movement section. This allows the calculated speed to be set to zero at the start of integration.

A speed correction value can be calculated based on the speed calculation error by interpolating the speed error curve between the start of integration and the end of integration, in particular by linear interpolation. The calculated speed can be corrected by subtracting the speed error curve.

The speed calculation error can be determined in a time-definable search window. The search window can have a length of at least 0.1 second, advantageously at least 0.125 second. For this purpose, the search window can be spanned from the end of the integration in the direction of the end of the movement section or over the end of the movement section. The start of the search window can be moved to the end of the integration by a definable time interval. The calculated speed values within the search window can be averaged to an average. The velocity calculation error can be calculated as the difference between the mean and zero.

The measured acceleration curve can be corrected using the speed calculation error. The velocity calculation error can be used to calculate back to an original offset error. This can be caused by the determined speed calculation error be divided by the duration of the useful signal, in particular the time interval between the start of integration and the end of integration. This allows the average offset deviation in the acceleration signal that occurs during integration to be determined. This offset deviation can be taken into account when integrating the acceleration curve. The original acceleration signal can be corrected by subtracting the offset deviation. The corrected acceleration signal can be integrated into a corrected speed curve.

In the method, the start of the movement section of the car can be determined based on a first search window. The first search window can partially cover a speed curve. Alternatively, in the method, the end of the movement section of the car can be determined on the basis of a second search window. The second search window can partially cover the speed curve.

The speed curve can be a curve of a speed over time.

The speed curve can be formed from the calculated speed.

For a given sampling rate, a time interval in the acceleration curve, in the speed curve or in the time curve of the distance traveled by the car can be determined.

For a given sampling rate, a time interval between two adjacent measuring points in the acceleration curve can be determined using the quotient of 1 divided by the sampling rate.

For a given sampling rate, a time interval between two measuring points in the acceleration curve, which are spaced apart by N measuring points in between, can be determined via the quotient of N divided by the sampling rate.

The first search window can be determined based on a speed threshold along or against the time axis. The search window can be determined by the calculated speed range after or before the speed threshold is fallen below. The search window can identify the closest stationary motion state after or before the speed threshold. The speed threshold can be determined by an absolute speed value. The speed threshold can be determined by a relative speed value. The relative speed value can be relative to a calculated maximum speed.

The relative speed value can be less than 15%, in particular less than 10%, advantageously less than 5% than the calculated maximum speed.

A first search window with regard to a first stationary motion state in front of a first speed threshold and a second search window with regard to a second stationary one Movement status after a second speed threshold can be determined. The first speed threshold and the second speed threshold can be the same. The first speed threshold can be greater than the second speed threshold. The first speed threshold can be smaller than the second speed threshold.

In the method, the first search window can be customizable and can be spanned by a first time period and a first speed range. The speed history can be a continuous history in the first search window. The speed history can extend over the first time period in the first search window. The second search window can be customizable and can be spanned by a second time period and a second speed range. The speed curve can be a continuous curve in the second search window. The speed history can extend over the second time period in the second search window.

An initial position of the first search window can be determined based on a region of a highest speed of the car. The first search window can be moved in a descending time direction until the first time period is found.

The start of the movement section can be detected when the acceleration value goes from a positive acceleration value to a negative acceleration value or goes from a negative acceleration value to a positive acceleration value.

The first time period can extend from a first point in time to a second point in time in the positive time direction. The start of the movement section can be in the area of the second point in time.

The end of the movement section can be detected when the acceleration value falls below 0 meters per second squared.

Based on a speed tolerance of 1% to 95% of a maximum speed of the car, preferably of 1% to 20% of a maximum speed of the car, an initial position of the second search window in the speed curve can be determined. After determining the initial position, the second search window can be moved in an ascending direction until the second time period is found.

The maximum speed of the car can be a speed of the car before a movement of the car is decelerated or braked.

The second time period can extend from a third point in time to a fourth point in time in the positive time direction. The end of the movement section can be in the area of the third point in time.

The first period can have a duration of 0.1 seconds to 10 seconds, in particular from 0.1 seconds to 0.5 seconds, preferably from 0.1 seconds to 0.3 seconds.

The first speed range can cover a speed change of 0.1 meters per second, in particular 0.05 meters per second, preferably 0.0015 meters per second.

The second period can have a duration of 0.1 seconds to 10 seconds, in particular from 0.5 seconds to 1.5 seconds, preferably from 0.9 seconds to 1.1 seconds. The second speed range can cover a speed change of 0.2 meters per second, in particular 0.1 meters per second, preferably 0.003 meters per second.

According to one aspect of the invention, a portable device for testing an elevator system is created. The device can include a sensor for measuring an acceleration curve of a car of the elevator system. In particular, the portable device can include an evaluation unit for calculating a speed of the car by integrating the acceleration curve over time. In particular, the evaluation unit can be configured to determine a start of a movement section or an end of a movement section based on the calculated speed.

The evaluation unit can be configured to calculate a distance traveled by the car by integrating the speed over time.

The portable device can include at least one low-pass filter. The low-pass filter can be configured to filter the acceleration curve.

The portable device can include at least one frequency filter for filtering the acceleration curve. The frequency filter can be the low-pass filter.

The frequency filter can be configured to reduce certain frequency components in certain frequency ranges in the acceleration curve. The frequency ranges can be stored in an evaluation unit and adjustable.

The portable device can include the evaluation unit.

The frequency filter can be a bandpass filter. The specific frequency components can be reduced by the bandpass filter. The bandpass filter can leave other frequency components unchanged.

The other frequency components can lie in a frequency bandwidth of the bandpass filter.

The other frequency components can be greater than 0 Hz.

The frequency filter can be a software-implemented frequency filter. The frequency filter can be an analog frequency filter.

The frequency filter can be configured to smooth the acceleration curve measured by the sensor.

The evaluation unit can be designed to form a speed curve from the calculated speed.

The sensor can be an acceleration sensor. The sensor can in particular comprise a piezoelectronic element. The piezoelectronic element can be a piezoelectronic sensor. The sensor may include a micro-electro-mechanical system (MEMS).

The sensor can be configured to measure the acceleration curve along a spatial coordinate. Preferably, the sensor can be configured to measure the acceleration curve along three spatial coordinates.

The portable device can provide a wireless data connection. The wireless data connection can be configured to transfer data to an external computer. In particular, the wireless data connection can be configured for data transmission with an evaluation unit. In particular, the wireless data connection can be configured for data transmission with a laptop. In particular, the wireless data connection can be configured for data transmission with a tablet. In particular, the wireless data connection can be configured for data transmission with a smartphone.

According to one aspect of the invention, a computer program product is created for analyzing an acceleration curve of a car of an elevator system. The computer program product may include instructions that, when the program is executed by a computer, cause it to record the acceleration curve with a sensor.

The computer program product may include instructions which, when the program is executed by a computer, cause the computer to calculate a speed of the car by integrating the acceleration curve over time and to determine a start or end of a movement section based on the calculated speed.

The computer program product may include commands which, when the program is executed by a computer, cause it to calculate a distance traveled by the car by integrating the calculated speed over time.

According to an advantageous aspect of the invention, an elevator system is created. The elevator system can include the portable device. The portable device can be attached to a designated measuring location in or on a car of the elevator system for a long-term analysis of the elevator system or for monitoring the car of the elevator system. The portable device can therefore be operated either as a removable testing device or as a stationary monitoring unit for an elevator system.

The portable device can be arranged in or on a counterweight of the car. The portable device can be configured to monitor the counterweight of the car and/or the car of the elevator system.

The portable device can be arranged in or on a suspension element of the car, in particular on a support cable of the car. The portable device can be configured for monitoring the suspension element of the car and/or the car of the elevator system.

• Figur 1 zeigt eine schematische Darstellung eines Seilaufzugs mit teilweise geschlossener Türanordnung;
• Figur 2 zeigt eine Draufsicht auf den Aufzug der Figur 1 entlang der Schnittebene A-A in der Figur 1;
• Figur 3A zeigt einen qualitativen Geschwindigkeitsverlauf eines Fahrkorbs eines Seilaufzugs während einer Sicherheitsprüfung zur unbeabsichtigten Bewegung des Fahrkorbs (UCM oder unintended car movement);
• Figur 3B zeigt einen zum Geschwindigkeitsverlauf in der Figur 3A korrespondierenden Beschleunigungsverlauf;
• Figur 4A zeigt einen qualitativen Geschwindigkeitsverlauf des Fahrkorbs des Seilaufzugs während einer Sicherheitsprüfung zu einer Bremsreaktion des Fahrkorbs;
• Figur 4B zeigt einen zum Geschwindigkeitsverlauf in der Figur 4A korrespondierenden Beschleunigungsverlauf;

Exemplary embodiments of the invention will now be explained with reference to the following figures.

• Figure 1 shows a schematic representation of a cable elevator with a partially closed door arrangement;
• Figure 2 shows a top view of the elevator Figure 1 along the section plane AA in the Figure 1 ;
• Figure 3A shows a qualitative speed curve of a car of a cable elevator during a safety test for unintentional car movement (UCM or unintended car movement);
• Figure 3B shows one of the speed curves in the Figure 3A corresponding acceleration curve;
• Figure 4A shows a qualitative speed curve of the car of the cable elevator during a safety test to a braking reaction of the car;
• Figure 4B shows one of the speed curves in the Figure 4A corresponding acceleration curve;

Figure 1 shows a schematic representation of an elevator system 1. The elevator system 1 is a cable elevator 3. The cable elevator 3 includes a car 5, a traction sheave 7, a counterweight 9 and a suspension element 11. The suspension element 11 can be a suspension cable 13. The elevator car 5 is arranged in an elevator shaft 15. The elevator shaft 15 typically includes several walls of those in the Figure 1 only a first wall 17 and a second wall 19 are shown. The traction sheave 7 is arranged on a shaft 21. The traction sheave 7 is connected to the shaft 21 in a rotationally fixed manner. A motor, not shown, is connected to the shaft 21, the motor being configured to rotate the shaft 21 about an axis 23 when switched on. When the engine is switched on, the traction sheave 7 is also rotated about the axis 23.

The suspension element 11, in particular the suspension cable 13, is connected to the car 5 at a first end 25 and to the counterweight 9 at a second end 27. The suspension element 11, in particular the suspension cable 13, is guided around the traction sheave 7 and is in contact with the traction sheave 7. A frictional connection between the traction sheave 7 and the suspension element 11, in particular the suspension cable 13, enables energy to be supplied by the motor, not shown in more detail of the traction sheave 7 to the suspension means 11, in particular to the suspension cable 13. When the motor, not shown, is switched on, the motor can raise or lower the car 5 along the elevator shaft 15. The counterweight 9 is also lowered or raised accordingly. When the elevator system 1 is in a safe operating state, a door arrangement 29 opens so that an occupant, not shown, can get into the elevator car 5. After the occupant has selected which floor the elevator car 5 should go to on a terminal (not shown) inside the elevator car 5, the door arrangement 29 closes completely in a safe operating state of the elevator system 1.

In a faulty operating state of the elevator system 1, whereby the faulty state of the elevator system 1 can mean uncertainty for the occupant of the car 5, the car 5 is moved with the door arrangement 29 only partially closed. For example, when the door arrangement 29 is only partially closed, the motor (not shown) moves the traction sheave 7 and this moves the support means 11 for moving the car 5. When the door arrangement 29 is only partially closed, an opening gap 31 can remain.

The terminal, not shown, inside the car 5 can be part of an elevator control 33 or connected to the elevator control 33. The elevator system 1 can include several sensors, for example a first sensor 35, which can be arranged on the elevator car 5. A second sensor 37 can be arranged on the second wall 19.

In particular, in the faulty operating state, the elevator car 5 can be moved without the elevator control registering that the door arrangement is only partially closed. In this case, the elevator car 5 can be moved over a long distance, for example from floor to floor, without the elevator control 33 registering that the door arrangement 29 is only partially closed.

In particular, in the faulty operating state of the elevator system 1, the car 5 can be moved, although the elevator control 33 registers that the door arrangement 29 is only partially closed, but the car 5 is still not braked.

Various scenarios of a faulty operating state of the elevator system 1 can occur. One thing that the various scenarios have in common can be that the car 5 is moved and is not braked in time or quickly enough.

In order to check whether the elevator system 1 enables safe operation, a portable device 39 can be placed inside the car 5 in order to measure a movement of the car 5. This is in Figure 2 shown. The portable device 39 can be a measuring device 40 and include an evaluation unit 42. This makes it possible, for example, for an elevator system expert to carry out a test on the elevator system 1. In particular, an expert for elevator systems can carry out a test on the elevator system 1 with the portable device 39 without accessing data from the elevator control 33.

The portable device 39 can alternatively or additionally be arranged on the support means 11, in particular on the support cable 13. It is also possible to arrange the portable device 39 alternatively or additionally on the counterweight 9.

The portable device 39 is configured to measure a movement parameter of the car 5, alternatively or additionally of the support means 11, in particular the support cable 13, or alternatively or additionally of the counterweight 9. The movement parameter can advantageously include an acceleration.

In order to check whether the elevator system 1 enables safe operation, the door arrangement 29 can be partially closed so that the opening gap 31 is created. Furthermore, a test of the elevator system 1 can include setting the elevator car 5 in motion with the partially closed door arrangement 29, for example by means of a corresponding test procedure stored in the elevator control 33. This creates or simulates an incorrect operating state of the elevator system 1 in order to create an unsafe situation.

If the safety device of the elevator system 1 is intact, the elevator control 33 registers that the elevator car 5 is being moved with the door device 29 only partially closed. In this case, the elevator control 33 initiates braking.

A sensor (not shown) can register whether the door arrangement 29 is only partially closed, which can be sent to the elevator control 33. At the same time, the first sensor 35 can register whether the first sensor 35 is moving away from the second sensor 37.

Alternatively or additionally, the first sensor 35 can register whether the first sensor 35 exceeds a critical speed with respect to the second sensor 37 when the door arrangement 29 is only partially closed.

The measurement states of the first sensor 35 and the second sensor 37 can be sent to the elevator control 33.

So if the first sensor 35 moves away from the second sensor 37 when the door arrangement 29 is only partially closed, or if the first sensor 35 exceeds a critical speed with respect to the second sensor 37 when the door arrangement 29 is only partially closed, a faulty operating state may occur Elevator system 1 is present, which is registered by the elevator control 33.

The elevator control 33 will then initiate braking of the car 5 if the safety device of the elevator system 1 is intact. A movement of the car 5, starting from a movement of the car 5 up to a complete braking of the car 5, in particular until the car 5 comes to a standstill, can be measured by the portable device 39. For this purpose, an acceleration curve of the car 5, alternatively or additionally of the suspension element 11, in particular the suspension cable 13, or of the counterweight 9 is measured.

A result output by the portable device 39 can be a stopping distance or a distance 41 traveled by the car 5, which was covered from the car 5 moving away to the car 5 being completely braked. An essential element of the portable device 39 can be an acceleration sensor or sensor 43, wherein the acceleration sensor or sensor 43 is configured to measure at least one acceleration component along the direction of movement of the car 5. The direction of movement of the car 5 can essentially lead along the elevator shaft 15.

Figure 3A shows a qualitative speed curve as a function of time or a speed 44 of the car 5 of the cable elevator 3. The speed curve or the speed 44 can be taken from a measured acceleration curve 66 during a safety test for unintentional movement of the car 5, as in Figure 3B shown and calculated qualitatively. During the safety test, as described above, the door arrangement 29 is only partially closed, so that an opening gap 31 remains.

In this state, the car 5 is moved upwards, for example. A first phase 45 in the speed curve or the speed 44 indicates an acceleration up to a detection point. The detection point can be signaled, for example, by at least one signal which is sent to the elevator control 33. In particular, the at least one signal can be sent from the sensors 35 and 37 to the elevator control 33. The at least one signal which is sent from the sensors 35 and 37 to the elevator control 33 can, for example, signal a dangerous situation because the elevator car 5 is being moved with the door arrangement 29 only partially closed. A phase 47 in the speed curve or the speed 44 includes several events that are initiated when the elevator control 33 has received the signals from the sensors 35 and 37, respectively. Phase 47 initially includes a reaction time of the sensors 35 and 37 as well as a reaction time of the elevator control 33. Furthermore, phase 47 also includes the time that is needed to switch off a motor torque, but no braking force is yet built up. Furthermore, phase 47 includes a time that is needed to build up a braking torque. The braking torque that is built up in phase 47 can be 10% of the maximum braking torque of the car. Only at the end of phase 47 in the transition to phase 49 does the car 5 brake more strongly, which is reflected in the speed curve or the speed 44 of the Figure 3A at the end of phase 47 in the transition to phase 49 shows by reducing a speed of the car. Phase 49 follows phase 47 and includes building up greater braking torque. In particular, 50% of the maximum braking torque of the car 5 can be built up in an initial area of phase 49. Towards the end of phase 49, 90% of the maximum braking torque of the car 5 can be built up or even 100% of the braking torque can be built up until the car 5 has decelerated completely to a standstill. Oscillations in the speed curve or the speed 44, in particular towards the end of phase 49, mark a point in time at which the car 5 has reached a quasi-stationary standstill, but can still oscillate due to the braking.

A first search window 51 identifies a start of a movement section 52 and a second search window 53 identifies an end of a movement section 54 of the car 5. The first search window 51 is determined based on a first speed threshold 46 against the time axis. The first search window 51 identifies the closest stationary motion state before the first speed threshold 46.

The second search window 53 is determined starting from the second speed threshold 48 in the direction of the time axis. The second search window 53 identifies the closest stationary motion state after the second speed threshold 48.

The first speed threshold 46 and second speed threshold 48 are determined as a relative value based on a calculated maximum speed 50. The first speed threshold 46 can be 5 percent of the calculated maximum speed 50. The second speed threshold 48 can be 15 percent of the calculated maximum speed 50.

An integration according to the time of the speed curve or the speed 44 results in the path traveled by the car 5, measured from the start of the movement section 52 to the end of the movement section 54. The first search window 51 spans a first time period 55, the first time period 55 being from a first point in time 57 extends to a second point in time 59 in the positive time direction. Furthermore, the first search window 51 is spanned by a first speed range 56.

The second search window 53 spans a second time period 61, the second time period 61 extending from a third time 63 to a fourth time 64. Furthermore, the second search window 53 is spanned by a second speed range 65. The start of the movement section 52 is at or near the second point in time 59 and the end of the movement section 54 is at or near the third point in time 63.

The in Figure 3A The speed curve shown or the speed 44 is derived from an acceleration curve 66 as a function of time, as in the Figure 3B shown, calculated by integrating according to the time of the acceleration curve 66.

The acceleration curve 66 in the Figure 3B is measured directly by the portable device 39.

An elevator test can include not placing a nominal load in the car 5 when the car 5 moves upwards.

An elevator test can include placing no nominal load in the car 5 when the car 5 is traveling downwards.

Alternatively, an elevator test can include placing a nominal load in the car 5 when the car 5 is traveling downwards, which can result in a longer stopping distance of the car 5 compared to a stopping distance of the car 5 during a downward travel without a nominal load.

The total stopping distance of the car 5 after braking a downward travel with a nominal load can be estimated based on a measurement of a braking of a downward travel of the car 5 without a nominal load. This makes it possible to carry out an elevator test without requiring a nominal load. For this purpose, an area of the acceleration curve 66 as a function of the time of the car 5, which corresponds to a braking of a downward travel of the car, can be corrected according to the following formal relationship: $$a_L\left(t\right)=\frac{\left(m_{\mathit{FK}}+m_{\mathit{GG}}\right)\cdot a_0\left(t\right)-m_Q\cdot G}{m_{\mathit{FK}}+m_{\mathit{GG}}+m_Q}.$$

Here m _FK denotes a mass of the car 5, m _GG a mass of the counterweight 9, m _Q a mass (not shown) of a nominal load in the car 5, a _L ( t ) a calculated braking acceleration of the car 5 with nominal load, a ₀ ( t ) a measured braking acceleration of the car 5 using the portable device 39 and g denotes the acceleration due to gravity (≈9.81 meters/second^2). In particular, the above formal relationship of the acceleration curve 66 expresses that for m _Q = 0 kilograms of nominal load in the car 5, a _L ( t ) = a ₀ ( t ) can apply. For m _Q ≠ 0 kilograms of nominal load in car 5, a _L ( t ) < a ₀ ( t ) can apply.

An acceleration of the car 5 before braking can be 2.5 meters per second squared.

With knowledge of the travel time of the car 5 in individual phases of a movement of the car 5, a result of the entire stopping distance of the car 5, determined by the portable device 39, can be independently checked using distance-acceleration-time relations and/or speed-acceleration. Time relations are evaluated.

Figure 4A shows a speed curve or a speed 68 of a car 5 with an initial movement before braking (search window 51) of the car 5 takes place. During braking over a period of time 67, the amount of speed 68 is reduced until the car 5 comes to a standstill in which the car 5 is in a quasi-stationary state. The quasi-stationary state can include that at a movement section end 54 of the car 5, the car 5 can still swing. A movement section start 52 is indicated by the search window 51. A movement section end 54 is indicated by the search window 53. In particular, the second point in time 59 indicates the start of the movement section 52 and the third point in time 63 indicates the end of the movement section 54.

The in Figure 4A The speed curve shown or the speed 68 is derived from an acceleration curve 69 as a function of time, as in the Figure 4B shown, calculated by integrating according to the time of the acceleration curve 69.

The acceleration curve 69 in the Figure 4B is measured directly by the portable device 39.

Claims (15)

Method for checking a safety reaction of an elevator system (1), comprising Providing a measuring device (40), Moving a car (5) of the elevator system (1), Measuring an acceleration curve (66, 69) of the car (5) with the measuring device (40), characterized in that a speed (44, 68) of the car (5) is calculated by integrating the acceleration curve (66, 69) over time, and determining a start of a movement section (52) or an end of a movement section (54) based on the calculated speed (44, 68 ). Method according to claim 1, wherein the movement section start (52) or the movement section end (54) lies within a movement sequence of the car (5) or wherein the movement section start (52) is a beginning or the movement section end (54) is an end of the movement sequence of the car (5). is. Method according to one of the preceding claims, with the further step: Automatic triggering of a safety reaction by an elevator control (33) after the elevator control (33) has determined that the car (5) has traveled a predetermined distance or the car (5) has traveled a defined distance Speed has been exceeded or a safety message has been received by the elevator control (33). Method according to one of the preceding claims, with the further step: specifying the start of the movement section (52) based on the acceleration curve (66, 69), a zero crossing of the acceleration curve (66, 69) being determined for this purpose. Method according to one of the preceding claims, wherein a stopping distance (41) of the car (5) is determined via the start of the movement section (52) and the end of the movement section (54). Method according to one of the preceding claims, wherein the car (5) is in a stationary state after moving the car (5), and wherein the calculated speed at the time of the stationary state is used to correct the calculated speed. Method according to one of the preceding claims, wherein
the determination of the start of the movement section (52) of the car (5) is carried out on the basis of a first search window (51), the first search window (51) partially covering a speed curve, or the determination of the end of the movement section (54) of the car (5) on the basis of a second Search window (53) takes place, with the second search window (53) partially covering the speed curve. Method according to claim 7, wherein the first search window (51) is adjustable and is spanned by a first time period (55) and a first speed range (56), the speed curve in the first search window (51) being a coherent curve and the speed curve in the first search window (51) extends over the first time period (55), the second search window (53) being adjustable and spanned by a second time period (61) and a second speed range (65), the speed curve in the second search window (53 ) is a coherent course and the speed course in the second search window (53) extends over the second time period (61). Portable device (39) for testing an elevator system (1), comprising a sensor (43) for measuring an acceleration curve (66, 69) of a car (5) of the elevator system (1), marked by an evaluation unit (42) for calculating a speed (44, 68) of the car (5) by integrating the acceleration curve (66, 69) over time, and for determining a start of a movement section (52) or an end of a movement section (54) based on the calculated Speed (44, 68). Portable device according to claim 9, wherein the evaluation unit (42) is further configured to calculate a distance (41) traveled by the car (5) by integrating the speed (44, 68) over a time. Portable device according to claim 10, comprising at least one low-pass filter, the low-pass filter being configured to filter the acceleration curve (66, 69). Portable device according to one of claims 9 to 11, wherein the sensor (43) is an acceleration sensor and in particular comprises a piezoelectronic element or a micro-electro-mechanical system (MEMS). Portable device according to one of claims 9 to 12, wherein the sensor (43) measures the acceleration curve (66, 69) along a spatial coordinate, preferably along three spatial coordinates. Computer program product for analyzing an acceleration curve (66, 69) of a car (5) of an elevator system (1), comprising commands which cause the program to be executed by a computer, record the acceleration curve (66, 69) with a sensor (43), marked by calculating a speed (44, 68) of the car (5) by integrating the acceleration curve (66, 69) over time, and determining a start of a movement section (52) or an end of a movement section (54) based on the calculated speed (44, 68) . Elevator system (1), comprising the portable device (39) according to claim 9 at a designated measuring station in or on a car (5) of the elevator system (1) for a long-term analysis of the elevator system (1) or for monitoring the car (5) the elevator system (1).

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