HK1157306A - Method for placing into operation an elevator system - Google Patents

Description

The invention relates to a process for putting into operation a lifting system in the sense of the general concept of the independent patent claim.

A lift system is installed in a shaft. It consists essentially of a lift cabin, which is connected to a counterweight by means of load-bearing equipment. By means of a drive, which acts either on the load-bearing equipment, directly on the cabin or directly on the counterweight, the cabin is moved along a mainly vertical cabin track.

Such elevator systems have mechanical braking systems which allow the cabin to be stopped at any point, which can slow the elevator or its moving masses in normal operation or which can safely stop the elevator cabin in the event of a failure. Stopping at any point is, for example, holding the elevator cabin on a floor for the purpose of unloading or loading or waiting for a next driving command.

Until now, these requirements have generally been met by two braking systems, one of which was located at the drive train itself and the other on the cab. Testing these systems is time consuming, on the one hand because two systems have to be tested and on the other hand because the test usually requires fully loaded cabs. This is time consuming because a load for the cab has to be transported. This load has to be transported in many small loads and there is a risk of damage to cab equipment by slipping this load during the test. According to our application EP05111993.1 a braking system is now known which requires only one braking system instead of two braking systems. The number of lifting units and a lifting unit shown is a flat scale and the braking unit is made up of at least one braking unit which is brought into the car and which is brought into the car with a brake force which is at least equal to the brake force required to bring the brake unit to a stop.

This braking system must now be able to be tested with particular safety and efficiency.

The purpose of the present invention is to design a test procedure to enable an efficient and safe test of such a braking system, to enable the installation of a suitable lifting system to be carried out easily, and preferably to detect possible defects at an early stage and to verify important system data.

These tasks are solved by testing a number of brake units, which are engaged with brake lines if necessary and which each press at least one brake plate against the brake line, by determining the effective friction of the brake unit when the brake plate is pressed against the brake line.

The determination of the effective friction value of the brake unit allows for the early detection of deviations and a reliable assessment of the performance of the brake unit.

In an advantageous design, the effective friction value of the brake unit (μe) is determined by means of a brake force measuring device and a normal force measuring device for measuring an effective brake force. This is particularly advantageous because force measurements, for example using strain gauges, can be carried out inexpensively.

One embodiment provides that the brake unit is engaged with the brake track and delivered with a low effective brake force (FNw) to determine the effective friction value (μe) of the brake unit, and the lifting cab becomes a low speed procedure, whereby the process is continued or repeated until a substantially constant effective brake unit friction value (μe = FB / FNw) is achieved. This is particularly advantageous because when a lift is installed, brake and thrust can be determined on the construction track. This affects a friction value and thus also a resulting brake force. The method shown allows the assessment of whether the brake force is correctly applied by means of a test and can be used to verify whether the brake force is correctly measured.

A very advantageous test variant is to determine the effective friction of the brake unit (μe) on the unladen lifting cab. This is economically interesting because it does not require loading to test a brake system.

A useful embodiment provides that a sufficient brake safety factor (SB) is demonstrated by the effective friction value (μe) and a maximum brake delivery force (FNm) determined by the normal force measuring device. A safety factor is an indicator of the reliability of a device or the safety of the performance of a device. In the case of a brake device, such a brake safety factor is particularly important. A test procedure of this type for testing a lifting towing device is particularly advantageous when compared with the previous versions for the operation of a lifting system with a load-bearing towing device. The load-bearing towing system involves a means of transporting a medium-weight load and a means of operating a load-bearing towing machine. This is a particularly complex and efficient test procedure, as the weight of a lifting towing machine is distributed in a more complex and complex way and is in contrast to the weight of a towing machine.

Err1:Expecting ',' delimiter: line 1 column 386 (char 385)

The invention now proposes useful embodiments for determining these masses.

Err1:Expecting ',' delimiter: line 1 column 129 (char 128)

Err1:Expecting ',' delimiter: line 1 column 130 (char 129)

The active mass fractions of the drive (MA) are defined by the drive. These are the inertial masses of the drive including the associated drive discs and rolls. These rotational inertial masses are converted into an equivalent linear mass fraction of the drive (MA) according to the diameter of the drive discs. These values are shown in the installation documentation or in the form of data tables attached to a test machine.

The actual imbalance (MB) is the difference in mass between counterweight and empty cab. This mass difference is usually defined as 50% of the permissible load (MF). However, other interpretations of this imbalance are known. This imbalance can be determined by first determining an actual weight (MT) of the load-bearing equipment. This is preferably done by measuring the resting force (FBHT) at the uppermost hold (HT) of a parked cab and measuring the resting force (FBHB) at the resting state of a cab parked at the lowest hold (HT). The carrying of the load-bearing forces (FHT, FBHB) is measured by measuring the respective lifting equipment (bomb or fuel) concerned. The actual force can be determined by measuring the weight of the lifting equipment in two directions: first, the weight of the fuel and the measured difference in the weight of the fuel can be determined by measuring the force of the lifting equipment in each direction. $\underline{\mathrm{MasseTragmittel}\left(\mathrm{MT}\right)=\left(\mathrm{Haltekraft},\left({\mathrm{FB}}_{\mathrm{HT}}\right),-,\mathrm{Haltekraft},\left({\mathrm{FB}}_{\mathrm{HT}}\right)\right)/2/g}$ Other where g is the ground acceleration (9.81 m/s2).

The actual imbalance (MB) can be determined, for example, from the sum of these two measurements, using the following formula: $\underline{\mathrm{Masse\; Unbalance}\left(\mathrm{MB}\right)=\left(\mathrm{Haltekraft},\left({\mathrm{FB}}_{\mathrm{HT}}\right),+,\mathrm{Haltekraft},\left({\mathrm{FB}}_{\mathrm{HT}}\right)\right)/2/g}$ Other where g is the ground acceleration (9.81 m/s2). In any case, a weight (MZ) of any loading of the cab (e.g. an installer) must be taken into account for this determination.

The weight of the empty lift cabin (MK) can now be determined by measuring, for example, by means of an acceleration sensor, an eigenacceleration (ak) of the lift cabin. The empty cabin is parked at the lowest stop (HB), the brake system is opened, causing the empty lift cabin to accelerate upwards on its own. This acceleration (ak) and any residual braking force (FBR) are measured and then the brake is closed again.

The actual weight of the empty lifting cab (MK) can now be determined, for example, using the above determined or known values, using the following formula: $\underline{\mathrm{MK}=\left(\left(\mathrm{MB},-,\mathrm{MT},-,\mathrm{MZ}\right),*,g,-,\left(\mathrm{MT},+,\mathrm{MZ},+,\mathrm{MA},+,\mathrm{MB}\right),*,\mathrm{ak},-,{\mathrm{FB}}_R\right)/\mathrm{ak}}$

Err1:Expecting ',' delimiter: line 1 column 82 (char 81) $\underline{\mathrm{MV}=\mathrm{MK}+\mathrm{MF}\mathrm{.}}$

This method allows the actual mass fractions of a lifting system to be determined with certainty.

Err1:Expecting ',' delimiter: line 1 column 148 (char 147) $\underline{\mathrm{FNe}=\mathrm{KB}1*\mathrm{MG}*\left(\mathrm{ake},+,G\right)/\left(N,*,\mathrm{\mu e}\right)}$

This allows for an effective prediction of the required delivery force (FNe) with little effort, the necessary measurements can be carried out by one person alone and no test weights are required.

A further design provides that the braking unit is supplied with a maximum force and the maximum brake delivery force (FNm) thus achievable is measured by the standard force measuring device and this maximum brake delivery force (FNm) is compared with the maximum brake delivery force (FNe) required and the demonstration of sufficient braking performance is considered to be fulfilled if the maximum brake delivery force (FNm) is greater by the safety factor (SB) than the maximum brake delivery force (FNe) required. This design allows a statement to be made about the actual safety of the brake device. This results in a very safe brake device.

Alternatively, the braking unit shall be supplied with a maximum force and the maximum braking force (FNm) thus achievable shall be measured by the standard force measuring device and a maximum braking force shall be determined taking into account the effective friction value of the braking unit (μe), the number of braking units (N) used and a correction factor (KB2), taking into account the correction factor (KB2) characteristic experience values such as brake speed or pollution. $\underline{\mathrm{FBm}=\mathrm{KB}2*2*\mathrm{FNm}*N*\mathrm{\mu e}}$ Other I'm sure you will.

This allows a direct statement of the maximum possible braking capacity of the braking system used in a given lifting system.

Err1:Expecting ',' delimiter: line 1 column 220 (char 219) $\underline{\mathrm{FBe}=\mathrm{KB}2ʹ*\mathrm{MV}*\left(\mathrm{ake},+,G\right)\mathrm{.}}$

The correction factor (KB2') takes into account characteristic experience values such as expected overload, the maximum possible braking force (FBm) is now compared with the maximum required braking force (FBe) and the demonstration of sufficient braking performance is considered to be satisfied if the maximum possible braking force (FBm) is greater by the safety factor (SB) than the maximum required braking force (FBe).

This method gives a comprehensive overview of the braking performance of a lift.

In a favourable design of the lifting system start-up procedure, the braking performance is generally verified by controlling or uncontrolled, preferably upwards, the empty cab, until a curve or speed monitoring system activates the braking system and the braking system, by means of its associated braking units, brakes and holds the cab to a stop. During the braking operation, brake discharge and brake forces are measured and a brake unit friction value (μb) determined from these measurements is compared with the effective brake unit friction value (μe2) previously determined. The overall performance of the brake unit is defined as brake performance.

A further advantageous design of the commissioning procedure is to ensure that correct balancing of a lift system is carried out or verified by means of the brake force measuring device, which is economic since no separate measuring instruments are required.

Preferably, the balancing of the lift system is done by entering a required balancing factor into an evaluation unit. The actual imbalance (MB) can be determined using the brake force measuring device as described above. An actual balancing factor (Bw) is determined by relating the actual imbalance (MB) to the permissible load (MF) of the lift cab.

In a simple way, a maximum required additional weight can be determined as the difference from the required balancing factor (Bg) minus the actual balancing factor (Bw) and multiplied by the allowable load, and the counterweight can be charged with this additional weight or, in the case of a negative result, released accordingly.

It is advantageous to use 2 or a multiple of 2 brake units, as there are usually two brake lines, which allow the brake units to be distributed symmetrically on the brake lines. It is also possible to use several small brake units instead of large brake units. This is cost-effective as modular brake systems can be combined into a system.

Preferably, the parameters of the brake unit recorded during the start-up phase are checked for conformity with the prescribed values. For the purpose of testing a function in normal operation, these parameters are stored and a continuous condition check evaluates the parameters at each brake operation of the brake device in normal operation. The condition check compares the parameters determined continuously with the start-up values and in the event of unexpected deviations a recalibration, service or fault message is generated. This allows the functioning of the brake device to be ensured over a long period of time and allows for targeted assessment.

Preferably, the determined effective friction value (μe) is used as the parameter. Alternatively or additionally, a determined normal force characteristic is used as the parameter, which is stored as a function of a brake measuring device or a delivery route. These parameters are basic parameters that allow a reliable statement about the braking performance and thus the safety status of the brake system and thus the lift system.

In a favourable design, the correct functioning of the brake force measuring device shall be checked by comparing a measured brake force (FB) with a driving force (FA) required to move the lifting cab, for this purpose a static brake force (FBst) measured at a stationary lifting cab and a dynamic brake force (FBdyn) measured at a constant speed and a small effective brake force (FBw) and the difference between these two measurements (FBdyn - Fbstat) compared with the required driving force (FA), for example an engine torque (TA). This method allows for a further alternative or distribution of the state of the safety lifting system or measurement system.

It is preferable to use a device which is connected to the brake system to control the start-up process, which is particularly advantageous because it can be used, for example, to give instructions to the person carrying out the operation, to perform calculations automatically and to store the results of the start-up or to issue a report, which is safe and efficient.

Further details of the invention and additional advantages thereof are described in the following part of the specification.

The following is a detailed description of the invention using examples of execution in connection with the figures. The figures are drawn in a schematic and unmeasured manner.

It shows: Fig. 1a view of the lift system with lift cab, counterweight and brake system installed in the lift cab,Fig. 1a view of the lift system with lift cab and counterweight as shown in Fig. 1,Fig. 2a detailed view of a brake unit from above,Fig. 3a detailed view of a brake unit,Fig. 4a schematic representation of a measuring arrangement,Fig. 5a view of a mass distribution of a lift system,Fig. 6a Masses distribution of an upper lift system with cab at the bottom stop,Fig. 6b Mass distribution of a lift system with cab at the middle position,Fig. 6c Mass distribution of lift systems with cabs at the top stop,Fig. 6c Mass distribution of lift systems with cabs at the bottom stop,Fig. 6c Mass distribution of lift systems with cabs at the top stop,Fig. 6c Mass distribution of lift systems with cabs at the bottom stop,Fig. 6c Mass distribution of lift systems with cabs at the top stop,Fig. 6c Mass distribution of lift systems with cabs at the bottom stop,Fig. 6c Mass distribution of lift systems with cabs at the top stop,Fig.

Fig. 1 shows an example of a lift system 1. The lift system 1 comprises a lift cabin 2 which is connected to a counterweight 3 by means of load bearing equipment 4 . The lift cabin 2 is driven by a drive 5 by means of load bearing equipment 4 . The lift cabin 2 is guided by guide rails 6 essentially in a vertical direction in a lift shaft 7 by means of guide shoes 23 . The lift cabin 2 and counterweight 3 move in parallel in the lift shaft 7 . The lift cabin 2 is used for transporting load 10 . The lift system 1 is controlled by a lift control 8 . In the example shown the lift is equipped with a brake device 11 which stops the lift cabin 2 and which can be used to stop the lift cabin 2 if necessary. For example, if a lift can be stopped or stopped in the event of a failure in the lifting system 10 , the lift can be stopped if a brake is required.

The brake control unit 11 comprises at least one brake unit 12 which can be actuated by a brake line 6. In the example shown in Figure 1, the guide rail 6 and the brake line 6 are one and the same element. The brake control unit 11 further comprises a brake control unit 13 which controls the brake unit 12. The brake control unit 13 gives the brake unit 12 brake values which the brake unit 12 adjusts. In the further example shown in the cabin 2, an acceleration sensor 22 is fitted which detects a current acceleration level of the cabin 2 and transmits at least 8g to the thoracic control unit 13 and/or the lift control. In Figure 1, the device 9 is connected to a recording control unit 8 which is a recording control device similar to the one in the laptop or laptop computer, for example, the PDA 9.

This device 9 contains the necessary assessment and control routines to easily perform the operation of the lifting system 1 or the braking system 11.

Figure 1a shows the lifting system shown in Figure 1 in a schematic view of the lifting cabin 2. The lifting cabin 2 is guided by two guide rails or brake lines 6 respectively. The counterweight 3 is located in the same shaft 7 and is guided along its own guide rails (not marked). The brake device 11 is mounted on the lifting cabin 2, using in the example two brake units 12.1, 12.2 which can act on one brake line 6 each.

Fig. 2 and Fig. 3 show an example of a brake unit 12. Brake unit 12 comprises a brake housing 16 with a fixed brake plate 14 and a service unit 15 which has a second brake plate 14. Brake unit 12 comprises the brake line 6 and the service unit 15 allows the brake plates 14 to be connected, which can generate a braking or holding force. The service is controlled and regulated by a control device 17. The guide shoe 23 is used to guide brake unit 12 and/or the lifting cab 2.For simplicity, a single braking force FB is measured per braking unit and a friction value μ is obtained from this, which is the value of FN divided by FB, i.e. it is a braking unit of relative friction. In the example shown, a mounting housing 18 directs the braking force FB from the brake plates 14 via a supporting bolt 19 to the lifting cab 2. The braking force can be measured by a braking force device 20. The measured values of normal force, braking force FB or a supply route, which can be measured, for example, in the brake unit 15, are recorded by the control unit 17 and transmitted directly or via the brake control unit 13 and/or the brake control unit 8 to the in-service unit 9.Of course, these measurements are also used by the control unit 17, the brake control unit 13 and/or the lift control unit 8 for their own tasks.

When braking, the brake unit 12 glides along the brake line 6 at a speed v, while when stopped this speed v is zero.

This design allows efficient control of the braking system 11 in the event of a crash, since the brake control unit 13 can specify a desired normal force FN to each brake unit 12 and the brake unit 12 sets this value independently.

Fig. 4 shows a schematic of a possible measurement system for the operation of the start-up process. Drive 5 is equipped with a device for measuring the drive torque TA. The drive provides this measurement signal to drive control 8. The lift cabin 2 is equipped with the acceleration sensor 22. The signal from the acceleration sensor 22 is also provided to the start-up control 8 via the cabin. The cabin 2 contains the brake device 11, which consists of several brake units 12. Each of the brake units 12 has a standard measurement 21, brake power 20, and in the example shown the measurement of the effective self-direction of the control unit. The measurement unit 15 could also be used to calculate the measurement of the effective self-direction of the control unit. For example, a data set from step 8 or step 9 or step 13 may also be provided to the control unit 9 or another control unit.

The control unit 9 for the start-up process shall control the acceptance process and give necessary instructions to the operator.

Fig. 5 gives an overview of the main masses of a lifting system. Cabin 2 with the empty mass MK is connected to a load medium 4 which has the mass MT to counterweight 3. The counterweight 3 has the mass MC. The drive 5, which drives the cabin 2 and the counterweight 3 via the load medium 4 has a mass equivalent MA which corresponds to the rotational mass of the drive components 5. The cabin 2 has a maximum permissible load load 10 which corresponds to the mass MF. The cabin 2 is equipped with a braking device 11.

Figures 6a to 6c show the possible measuring points for the activation of the braking system 11 and the lifting system 1.

Figure 6a shows the measuring point at the lowest hold HB, where the mass ratio MT of the support 4 is essentially on the side of the cab 2.

Figure 6b shows a measuring point at the centre of the HM stand. Cabin 2 and counterweight 3 are at the same height and the mass ratio MT of the load medium 4 is essentially evenly distributed on the side of cabin 2 and counterweight 3.

Figure 6c shows the measuring point in the uppermost HT bracket, where the mass ratio MT of the load medium 4 is essentially on the side of the counterweight 3. The measurement FB corresponds to the excess weight of counterweight 2 and load medium 4 in the empty cab 2.

If the person skilled in the art of lifting is aware of the present invention, he may alter the moulds and arrangements as he wishes, for example, the arrangement shown of a drive in the shaft head may be replaced by a drive on the cab or counterweight, or the brake device may be located at the upper end of the cab or below and above the cab or also on the side of the cab.

Claims (6)

1. Err1:Expecting ',' delimiter: line 1 column 724 (char 723)
2. Err1:Expecting ',' delimiter: line 1 column 187 (char 186) $\mathrm{FNe}=\mathrm{KB}1*\mathrm{MG}*\left(\mathrm{ake},+,G\right)/\left(N,*,\mathrm{\mu e}\right)$
3. Process according to claim 2 characterised by: a braking unit (12) is supplied with a maximum force and the maximum braking force (FNm) thus achievable is measured by means of a standard force measuring device (21) and this maximum braking force (FNm) is compared with the maximum required braking force (FNe) and the demonstration of sufficient braking performance is considered to be satisfied if the maximum braking force (FNm) is greater by the safety factor (SB) than the maximum required braking force (FNe).
4. Process according to claim 3 characterised by: the braking unit (12) is supplied with a maximum force and the maximum braking force (FNm) thus achievable is measured by the normal force measuring device and a maximum braking force (FBm = KB2 * 2* FNm * N * μe) is determined taking into account the effective friction value of the braking unit (μe), the number of braking units used (N) and a correction factor (KB2), the correction factor (KB2) taking into account characteristic experience values such as braking speed or pollution.
5. Err1:Expecting ',' delimiter: line 1 column 180 (char 179)
6. Process according to claim 1 characterised by: the correct balancing of the lift system (1) is performed by entering a required balancing factor, a true balancing factor at a top stop (HT) and a bottom stop (HB) is determined by measuring the sum of the braking forces of the number of (N) brake units (12) at the two positions in the case of a stationary empty lifting cab (2) and averaging these two measurements in relation to the permissible load (MF) of the lifting cab; and a required additional weight is determined as the difference between the required balancing factor (Bg) minus the actual balancing factor (Bw) and the allowable load (MF); and a counterweight (3) is charged with this additional weight or, if negative, is released accordingly.