Anti-rope-skipping safe operation testing device for car type elevator

Abstract

The invention relates to the technical field of lift car steel rope part stable operation testing, in particular to a lift car type elevator rope skipping prevention safe operation testing device which at least comprises two steel rope testing modules, and the steel rope testing modules are installed on lift car steel ropes at different heights. The left end and the right end of the steel rope testing module are fixedly arranged relative to a hoistway of the elevator. The steel rope testing module comprises two steel rope monitoring and restraining units which are arranged at intervals from top to bottom, and a steel rope monitoring and correcting mechanism is arranged in the middle space between the two steel rope monitoring and restraining units. A plurality of steel rope test modules are arranged at different heights in an elevator shaft, each module is integrated with a steel rope monitoring constraint unit and a steel rope monitoring correction mechanism, and high-precision non-contact monitoring equipment such as a laser interferometer and a millimeter wave radar is matched, so that multi-dimensional real-time monitoring of transverse displacement, vibration frequency and acceleration of the steel rope of the elevator car is realized.

Description

Technical Field

[0001] The invention relates to the technical field of stable operation testing of car steel rope components, in particular to a car-type elevator anti-rope jumping safe operation testing device. Background Art

[0002] As an indispensable vertical transportation tool in modern high-rise buildings, the safety of elevators is directly related to the safety of people's lives and property. Elevator safety testing is an important part of ensuring the safe operation of elevators. Through comprehensive testing of the performance of various elevator components, operating parameters and safety protection devices, potential risks can be identified in advance, the effectiveness of safety designs can be verified, and compliance with regulatory requirements can be ensured.

[0003] Existing elevator safety detection technologies mainly focus on the verticality, flatness and joint gap detection of car guide rails (such as detecting guide rail deviation with a laser rangefinder), or monitoring car vibration through an acceleration sensor. For example, a Chinese patent with patent application number CN201820004327.X and IPC classification number G01M13 / 00 discloses an elevator guide rail detection device and an elevator guide rail detection system, which mainly detect elevator guide rails larger than the one to be detected by detecting a trolley.

[0004] However, there is a lack of effective monitoring methods for the dynamic characteristics of the car rope during operation. With the popularity of high-speed elevators (operating speed ≥ 2.5m / s) and elevators in super high-rise buildings, the rope skipping phenomenon (severe lateral vibration) of the car rope under high-speed operation has become a key factor affecting elevator safety, and most traditional guide rail detection devices cannot cover this risk.

[0005] Based on this, how to effectively complete the safety test on the running state of the car rope of the car elevator is necessary to ensure the safety of the car rope under high-speed operation. Summary of the invention

[0006] The present invention is to solve one of the above-mentioned technical problems, and the technical solution adopted is: a car-type elevator anti-rope jumping safety operation test device, comprising at least two steel rope test modules, each of which is installed on the car steel rope at different heights, and the left and right ends of the steel rope test module are fixed relative to the elevator shaft; the steel rope test module includes two steel rope monitoring and restraint units arranged at intervals from top to bottom, the steel rope monitoring and restraint units are used to restrain the outer sides of multiple car steel ropes arranged side by side and complete the test of their forward and backward swinging states under different working conditions, and a steel rope monitoring and correction mechanism is arranged in the middle space between the two steel rope monitoring and restraint units, and the steel rope monitoring and correction mechanism are both connected to the control system signal inside the elevator control cabinet.

[0007] Based on any of the above technical solutions, a further optimization is as follows: The steel rope monitoring and restraint unit includes restraint clamps fixedly sleeved outside each of the car steel ropes. Along the interval direction of each car steel rope at the top of the restraint clamp, a number of steel rope restraint holes are provided. Each of the steel rope restraint holes is sleeved around the corresponding car steel rope. Both ends of the restraint clamp are fixedly arranged. A swinging gap is reserved between the steel rope restraint hole and the corresponding car steel rope. Axial screw tubes are integrally formed on the restraint clamps on the front and rear sides of each car steel rope respectively. Internal threads are provided on the inner side walls of each axial screw tube. The two oppositely arranged axial screw tubes are coaxially and symmetrically arranged. A first monitor and a second monitor are respectively screwed and installed in the inner cavities of the axial screw tubes on the front and rear sides of each car steel rope.

[0008] Based on any of the above technical solutions, a further optimization is as follows: The first monitor adopts a non-contact laser interferometer, and the second monitor adopts a non-contact millimeter-wave radar; the laser interferometer and the millimeter-wave radar are respectively signal-connected to the control system inside the elevator control cabinet.

[0009] Based on any of the above technical solutions, a further optimization is as follows: The laser interferometer is used to monitor the lateral dynamic displacement information and vibration information of the car steel rope at the current position in real time;

[0010] The millimeter-wave radar is used to monitor the lateral acceleration of the car steel rope at the current position.

[0011] Based on any of the above technical solutions, a further optimization is as follows: The steel rope monitoring and correction mechanism includes two vertical rectangular frames symmetrically arranged on both sides of the middle of the space between the two steel rope monitoring and restraint units respectively. The outer sides of the two vertical rectangular frames are respectively fixed on the hoistway or the corresponding track. Telescopic restraint components are symmetrically installed on the front and rear sides of each car steel rope between the two vertical rectangular frames. The left and right ends of each telescopic restraint component are respectively fixed on the corresponding vertical rectangular frame. Vertically arranged vertical adjusting screw studs are respectively screwed in the threaded through holes at the top and bottom of each vertical rectangular frame. The inner ends of each vertical adjusting screw stud extend into the interior of the vertical rectangular frame. The outer ends of each vertical adjusting screw stud are screwed into the end screw tubes at the restraint clamps of the corresponding steel rope monitoring and restraint unit. The end screw tubes are fixed at the corresponding ends of the restraint clamp.

[0012] Based on any of the above technical solutions, a further optimization is that: the telescopic constraint assembly includes a U-shaped frame, the left and right ends of the U-shaped frame are respectively fixed on the corresponding vertical rectangular frames, and a plurality of constraints are evenly spaced along the left-right direction on the inner side of the middle of the U-shaped frame. Each of the constraints is arranged towards the corresponding car steel rope, and a plurality of telescopic electric cylinders are fixedly installed on the U-shaped frame at intervals. The telescopic ends of the telescopic electric cylinders extend into the interior of the U-shaped frame and are fixedly connected to the corresponding constraints.

[0013] Based on any of the above technical solutions, a further optimization is that: the constraint includes a guiding constraint pulley arranged facing the current car steel rope, and an installation wheel frame is arranged between the guiding constraint pulley and the U-shaped frame. Both ends of the wheel shaft of the guiding constraint pulley are movably inserted into the rotating holes of the installation wheel frame, and the middle part of the rear side of the installation wheel frame is fixedly connected to the telescopic end of the corresponding telescopic electric cylinder.

[0014] Based on any of the above technical solutions, a further optimization is that: the two constraints on the front and rear sides of the same car steel rope cooperate to realize the side swing constraint of the current car steel rope.

[0015] Based on any of the above technical solutions, a further optimization is that: the start-stop devices on each of the telescopic electric cylinders are all signal-connected to the control system.

[0016] The present invention also provides a test method for realizing the running safety of an elevator based on a car-type elevator anti-rope-skipping safety running test device, which is as follows:

[0017] S1: Equipment startup: The steel rope test modules at different height positions in the hoistway are powered on and networked, the equipment is initialized, a signal connection with the control system inside the elevator control cabinet is established, and the data transmission channel is ensured to be unobstructed;

[0018] S2: Dynamic monitoring: Each car steel rope at different height positions is dynamically monitored through each steel rope monitoring and constraining unit inside the steel rope test module;

[0019] Laser interferometer monitoring: Rely on the corresponding laser interferometers to monitor the lateral dynamic displacement information and vibration information of the car steel rope at the current position in real time.

[0020] The laser interferometer emits a laser beam onto the surface of the car steel rope, and after the laser beam is reflected, it interferes with the reference beam to generate interference fringes.

[0021] When the car steel rope undergoes lateral displacement or vibration, the position and shape of the interference fringes will change. By accurately measuring the change of the interference fringes, the lateral displacement amount of the car steel rope per unit time is calculated.

[0022] Meanwhile, analyze the frequency of the interference fringe changes to obtain the vibration frequency of the car steel rope, record the vibration period and amplitude parameters, and thus determine whether the vibration state of the car steel rope is normal.

[0023] Millimeter-wave radar monitoring: Rely on each corresponding millimeter-wave radar to monitor the lateral acceleration of the car steel rope at the current position.

[0024] The millimeter-wave radar emits millimeter-wave signals. After the signals encounter the car steel rope, they are reflected back. The radar analyzes the frequency change of the signals according to the Doppler effect by receiving the reflected signals, calculates the change in the moving speed of the car steel rope relative to the radar, and obtains the lateral acceleration of the car steel rope.

[0025] The above monitoring process can perform data acquisition several times per second to ensure real-time capture of the acceleration change of the car steel rope.

[0026] S3: When the control system inside the elevator control cabinet receives the abnormal information, execute the hierarchical alarm scheme.

[0027] First-level alarm: When any one car steel rope has a lateral dynamic displacement exceeding 1.5 times the average displacement during normal operation, or a vibration frequency exceeding 1.2 times the average vibration frequency during normal operation, or a lateral acceleration exceeding 1.3 times the average acceleration during normal operation within 3 consecutive sampling periods, a first-level alarm is issued.

[0028] The control system triggers the yellow warning light inside the elevator and emits a slight prompt sound. At the same time, it sends a warning message to the mobile terminal of the elevator management personnel, reminding them to pay attention to the elevator operation status and start maintenance.

[0029] Second-level alarm: When multiple car steel ropes (exceeding 30% of the total number of car steel ropes) at the same height position have a lateral dynamic displacement exceeding 2 times the average displacement during normal operation, or a vibration frequency exceeding 1.5 times the average vibration frequency during normal operation, or a lateral acceleration exceeding 1.8 times the average acceleration during normal operation within 5 consecutive sampling periods, a second-level alarm is issued.

[0030] In addition to strengthening the sound and light alarm (the flashing frequency of the light is accelerated and the volume of the prompt sound is increased), the control system will also send detailed warning information to the monitoring platform of the elevator maintenance unit, including the position of the abnormal car steel rope, specific monitoring data, etc., and control the elevator to run to the next stop floor at a speed not exceeding 60% of the rated speed.

[0031] Level 3 alarm: When the lateral dynamic displacement of any car rope exceeds 3 times the average displacement during normal operation, or the vibration frequency exceeds 2 times the average vibration frequency during normal operation, or the lateral acceleration exceeds 2.5 times the average acceleration during normal operation, or there are serious abnormal conditions such as severe shaking or abnormal deviation of the car rope, a level 3 alarm will be issued.

[0032] The control system immediately triggers a red sound and light alarm, cuts off the elevator's power supply, activates the emergency brake, stops the elevator within the shortest safe distance, and automatically dials a rescue phone through the elevator's emergency communication system to notify professional rescue personnel to rush to the scene.

[0033] The method also includes controlling the extension and retraction of the telescopic electric cylinder to complete the telescopic control of the restraint device, and realizing the preliminary restraint correction and vibration reduction of the excessive side swing of the car steel rope through the restraint guidance of the restraint device.

[0034] Compared with the prior art, the present invention has the following beneficial effects:

[0035] 1. The present invention sets up multiple steel rope testing modules at different heights in the elevator shaft. Each module integrates a steel rope monitoring and restraint unit and a steel rope monitoring and correction mechanism. It cooperates with high-precision non-contact monitoring equipment such as laser interferometer and millimeter wave radar to realize multi-dimensional real-time monitoring of the lateral displacement, vibration frequency and acceleration of the car steel rope.

[0036] 2. The vertical adjustment stud and the guide constraint pulley structure driven by the telescopic electric cylinder can dynamically adjust the correction force according to the alarm level to form a closed-loop safety protection system of monitoring-analysis-correction-linkage control. Compared with the traditional single-position monitoring and fixed-force correction mode, it significantly improves the comprehensiveness of elevator operation status monitoring and the accuracy of abnormal response.

[0037] 3. The present invention is designed with a three-level graded alarm mechanism. The first-level alarm triggers an audible and visual warning and a text message warning for a slight abnormality of a single car steel rope. The second-level alarm initiates an enhanced alarm and speed reduction control based on a moderate abnormality of ≥30% of the car steel ropes at the same height. The third-level alarm executes emergency braking and automatic rescue for a serious abnormality or severe deviation of a single car steel rope.

[0038] 4. At the same time, the 3σ principle is introduced in data processing to eliminate interference data, and the monitoring equipment is calibrated annually through a laser tracker (accuracy ±10μm / m) and a standard displacement block to ensure the scientific nature of the benchmark data and the long-term stability of the monitoring accuracy. This multi-dimensional alarm logic and high-precision calibration process breaks through the limitations of traditional single threshold alarms and extensive maintenance, and effectively reduces the false alarm rate and the risk of equipment error accumulation.

[0039] 5. The testing method proposed by the present invention integrates the differential monitoring point layout in the equipment initialization stage (such as setting monitoring points at 1 m above the car top, 1 / 3 and 2 / 3 of the hoistway height for high-speed elevators), high-frequency synchronous data acquisition (frequency ≥ 10 Hz), multi-technical parameter fusion monitoring based on the Doppler effect and the laser interference principle, and hierarchical linkage correction of the guiding constraint pulley and the hoistway damper. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] In order to more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the following will briefly introduce the drawings required for use in the description of the specific embodiments or the prior art. In all the drawings, similar elements or components are generally identified by similar reference numerals. In the drawings, the elements or components are not necessarily drawn to scale.

[0041] Figure 1 is a schematic structural diagram of the present invention.

[0042] Figure 2 is a three-dimensional structural diagram of a steel rope testing module in the present invention.

[0043] Figure 3 is Figure 2 a side view structural diagram of

[0044] Figure 4 is Figure 2 a top view structural diagram of

[0045] Figure 5 is Figure 2 a structural diagram after removing the car steel rope.

[0046] Figure 6 is Figure 5 a front view structural diagram of

[0047] Figure 7 is Figure 5 an internal partial three-dimensional structural diagram of

[0048] Figure 8 is a layout structural diagram of each guiding constraint pulley of the present invention in a top view state.

[0049] In the figure, 1. steel rope testing module; 2. constraint fixture; 3. steel rope constraint hole; 4. axial screw tube; 5. laser interferometer; 6. millimeter wave radar; 7. vertical rectangular frame; 8. vertical adjusting stud; 9. end screw tube; 10. U-shaped frame; 11. telescopic electric cylinder; 12. guiding constraint pulley; 13. mounting wheel frame; 14. car steel rope. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0050] The following is a detailed description of the embodiments of the technical solution of the present invention in conjunction with the accompanying drawings. The following embodiments are only used to more clearly illustrate the technical solution of the present invention, and are therefore only used as examples, and cannot be used to limit the scope of protection of the present invention. Figures 1-8 as shown in .

[0051] Embodiment 1: A car-type elevator anti-rope jumping safety operation test device comprises at least two steel rope test modules 1, each of the steel rope test modules 1 is installed on the car steel rope 14 at different heights, and the left and right ends of the steel rope test module 1 are fixed relative to the elevator shaft; the steel rope test module 1 comprises two steel rope monitoring and restraining units arranged at intervals from top to bottom, the steel rope monitoring and restraining units are used to restrain the outer sides of multiple car steel ropes 14 arranged side by side and complete the test of their forward and backward swinging states under different working conditions, and a steel rope monitoring and correction mechanism is arranged in the middle space between the two steel rope monitoring and restraining units, and the steel rope monitoring and correction mechanism are both connected to the control system signal inside the elevator control cabinet.

[0052] The present invention fixes at least two steel rope test modules 1 at different heights in the elevator shaft, and uses two steel rope monitoring and restraint units arranged from top to bottom in the module to test the forward and backward swinging states of multiple parallel car steel ropes 14 under different working conditions. The steel rope monitoring and correction mechanism in the middle corrects the state of the car steel rope 14 according to the monitoring data, and the monitoring and correction signals are transmitted to the control system of the elevator control cabinet; it realizes multi-dimensional monitoring of the car steel rope 14 at different heights, and can timely detect the abnormal swing of the car steel rope 14. The state of the car steel rope 14 is adjusted in real time through the correction mechanism, thereby improving the safety and stability of the elevator operation and reducing safety accidents caused by abnormalities such as the skipping of the car steel rope 14. It has the function of monitoring the swing state of the car steel rope 14 and the correction function of the abnormal state. By connecting with the control system, it realizes the integration of monitoring, analysis and control, and provides guarantee for the safe operation of the elevator.

[0053] On the basis of any of the above technical solutions, a further optimization is as follows: The steel rope monitoring and restraining unit includes a restraining clamp 2 fixedly sleeved outside each of the car steel ropes 14. A number of steel rope restraining holes 3 are arranged along the interval direction of each car steel rope 14 at the top of the restraining clamp 2. Each of the steel rope restraining holes 3 is sleeved around the corresponding car steel rope 14. Both ends of the restraining clamp 2 are fixedly arranged. A swinging gap is reserved between the steel rope restraining hole 3 and the corresponding car steel rope 14. Axial screw tubes 4 are integrally formed on the restraining clamp 2 on the front and rear sides of each car steel rope 14 respectively. Internal threads are arranged on the inner side walls of each axial screw tube. The two relatively arranged axial screw tubes 4 are coaxially and symmetrically arranged. A first monitor and a second monitor are respectively screwed and installed in the inner cavities of the axial screw tubes 4 on the front and rear sides of each car steel rope 14.

[0054] The restraining clamp 2 is composed of two split structural bolts bolted together. It is sleeved around the car steel rope 14 through the steel rope restraining hole 3, and both ends are fixed. A swinging gap is reserved between the restraining hole and the car steel rope 14, allowing the car steel rope 14 to swing normally; the axial screw tubes 4 are arranged on the restraining clamp 2 on the front and rear sides of the car steel rope 14. The first monitor and the second monitor are screwed and installed in the inner cavity of the axial screw tube 4 through internal threads, realizing the fixation and position adjustment of the monitor, so as to monitor the swing of the car steel rope 14.

[0055] The restraining clamp 2 provides a stable restraining framework for the car steel rope 14. The reserved swinging gap does not affect the normal movement of the car steel rope 14, and at the same time limits the excessive swing of the car steel rope 14; the design of the axial screw tube 4 facilitates the installation and disassembly of the monitor, and the relative position between the monitor and the car steel rope 14 can be adjusted by screwing, ensuring the accuracy and flexibility of the monitoring.

[0056] On the basis of any of the above technical solutions, a further optimization is as follows: The first monitor uses a non-contact laser interferometer 5, and the second monitor uses a non-contact millimeter wave radar 6; the laser interferometer 5 and the millimeter wave radar 6 are respectively signal-connected to the control system inside the elevator control cabinet.

[0057] The first monitor selects a non-contact laser interferometer 5. By emitting a laser beam to the surface of the car steel rope 14, the state of the car steel rope 14 is monitored using the laser interference principle; the second monitor selects a non-contact millimeter wave radar 6, which emits millimeter wave signals and monitors the relevant parameters of the car steel rope 14 based on the Doppler effect; the monitoring data of both are transmitted to the elevator control cabinet control system in real time.

[0058] Non-contact monitoring avoids the wear of the car steel rope 14 and extends the service life of the car steel rope 14. The laser interferometer 5 and the millimeter-wave radar 6 have the characteristics of high precision and high sensitivity, can accurately obtain data such as the dynamic displacement, vibration, and acceleration of the car steel rope 14, and provide a reliable basis for the evaluation of the safe operation of the elevator. The signal connection with the control system realizes the real-time processing and feedback of the monitoring data. It realizes the non-contact precise monitoring of the lateral dynamic displacement, vibration information (laser interferometer 5), and lateral acceleration (millimeter-wave radar 6) of the car steel rope 14, and provides data support for the analysis of the elevator operation state and abnormal early warning.

[0059] On the basis of any one of the above technical solutions, the further optimization is: the laser interferometer 5 is used to monitor the lateral dynamic displacement information and vibration information of the car steel rope 14 at the current position in real time; the millimeter-wave radar 6 is used to monitor the lateral acceleration of the car steel rope 14 at the current position.

[0060] The laser interferometer 5 emits a laser beam to the surface of the car steel rope 14, and by analyzing the offset of the interference fringes, the lateral dynamic displacement and vibration frequency of the car steel rope 14 are calculated in real time; the millimeter-wave radar 6 emits a 77GHz millimeter-wave signal, and using the principle of Doppler effect, the lateral acceleration of the car steel rope 14 is calculated. The laser interferometer 5 has extremely high displacement and vibration monitoring accuracy (displacement accuracy ≤ ±0.1mm, vibration frequency resolution 0.1Hz), and can capture the tiny abnormal swing of the car steel rope 14; the millimeter-wave radar 6 has high monitoring accuracy for acceleration (≤ ±0.05m / s²), and can detect the sudden change of the acceleration of the car steel rope 14 in time. The combination of the two realizes the multi-dimensional precise monitoring of the dynamic state of the car steel rope 14 and improves the accuracy and timeliness of elevator abnormal detection.

[0061] On the basis of any one of the above technical solutions, the further optimization is: the steel rope monitoring and correction mechanism includes two vertical rectangular frames 7 respectively symmetrically arranged on both sides of the middle part of the space between the two steel rope monitoring and restraint units. The outer sides of the two vertical rectangular frames 7 are respectively fixed on the hoistway or the corresponding track. Telescopic restraint components are symmetrically installed on the front and rear sides of each car steel rope 14 between the two vertical rectangular frames 7. The left and right ends of each telescopic restraint component are respectively fixed on the corresponding vertical rectangular frame 7. Vertically arranged vertical adjusting studs 8 are respectively screwed into the threaded through holes at the top and bottom of each vertical rectangular frame 7. The inner ends of each vertical adjusting stud 8 extend into the interior of the vertical rectangular frame 7, and the outer ends of each vertical adjusting stud 8 are screwed into the end screw tube 9 at the restraint clamp 2 of the corresponding steel rope monitoring and restraint unit, and the end screw tube 9 is fixed at the corresponding end of the restraint clamp 2.

[0062] The vertical rectangular frame 7 is symmetrically arranged on both sides of the middle part of the space between the two steel rope monitoring and restraint units, and the outer side is fixed on the shaft or track to provide installation support for the telescopic restraint assembly; the telescopic restraint assembly is installed on the front and rear sides of the car steel rope 14 between the vertical rectangular frame 7, and is used to apply lateral restraint force to the car steel rope 14; the vertical adjustment stud 8 is screwed into the top and bottom of the vertical rectangular frame 7 through a threaded through hole, the inner end extends into the frame, and the outer end is screwed into the end screw tube 9 of the restraint clamp 2. The position of the vertical rectangular frame 7 can be adjusted by rotating the vertical adjustment stud 8, thereby adjusting the relative position of the telescopic restraint assembly and the car steel rope 14.

[0063] The arrangement of the vertical rectangular frame 7 and the vertical adjustment stud 8 realizes the adjustability of the position of the telescopic restraint assembly, and can be accurately installed and adjusted according to different elevator shaft structures and car rope 14 layouts; the telescopic restraint assembly can apply restraint force in time when the car rope 14 swings abnormally, correct the posture of the car rope 14, and prevent dangerous situations such as the car rope 14 jumping; the overall structure is stable and easy to install and adjust, which improves the applicability and reliability of the device.

[0064] On the basis of any of the above technical solutions, further optimization is that: the telescopic constraint assembly includes a U-shaped frame, the left and right ends of the U-shaped frame are respectively fixed on the corresponding vertical rectangular frame 7, and a plurality of restraints are evenly spaced on the inner side of the middle part of the U-shaped frame along the left and right directions thereof, and each of the restraints is arranged toward the corresponding car steel rope 14, and a plurality of telescopic electric cylinders 11 are fixedly installed at intervals on the U-shaped frame, and the telescopic end of each telescopic electric cylinder 11 is movably extended to the interior of the U-shaped frame and is fixedly connected to the corresponding restraint.

[0065] The left and right ends of the U-shaped frame are fixed on the vertical rectangular frame 7, forming the frame structure of the telescopic constraint assembly; the restraints are evenly spaced inside the middle of the U-shaped frame, facing the car rope 14; the telescopic electric cylinder 11 is fixedly installed on the outside of the U-shaped frame, and the telescopic end extends into the frame and is fixedly connected to the restraint, and the restraint is driven to approach or move away from the car rope 14 through the telescopic action of the telescopic electric cylinder 11, so as to restrain or release the car rope 14. The U-shaped frame has a simple structure and is easy to install, providing a stable installation carrier for the restraint and the telescopic electric cylinder 11; the way the telescopic electric cylinder 11 drives the restraint can realize the precise control of the restraint force of the car rope 14, and adjust the restraint force and position in real time according to the monitoring data; the restraints evenly spaced can restrain multiple car ropes 14 in parallel at the same time, improving the correction efficiency.

[0066] On the basis of any of the above technical solutions, a further optimization is that: the constraint device includes a guiding and constraining pulley 12 disposed opposite to the current car steel rope 14, and an installation wheel frame 13 is disposed between the guiding and constraining pulley 12 and the U-shaped frame. Both ends of the axle of the guiding and constraining pulley 12 are movably inserted into the rotating holes of the installation wheel frame 13, and the middle part of the rear side of the installation wheel frame 13 is fixedly connected to the telescopic end of the corresponding telescopic electric cylinder 11.

[0067] The guiding and constraining pulley 12 is disposed opposite to the car steel rope 14 and is movably inserted into the rotating hole of the installation wheel frame 13 through the axle, and can rotate freely; the middle part of the rear side of the installation wheel frame 13 is fixedly connected to the telescopic end of the telescopic electric cylinder 11. When the telescopic electric cylinder 11 expands and contracts, it drives the installation wheel frame 13 and the guiding and constraining pulley 12 to move along the transverse direction of the car steel rope 14. After the guiding and constraining pulley 12 contacts the car steel rope 14, the side swing of the car steel rope 14 is constrained by using the rolling characteristics of the pulley, and at the same time, the car steel rope 14 is allowed to move freely in the axial direction. The guiding and constraining pulley 12 adopts a rolling friction method, which greatly reduces the wear of the car steel rope 14 compared with sliding friction and prolongs the service life of the car steel rope 14; the guiding function of the pulley can more accurately constrain the side swing direction of the car steel rope 14 and improve the correction effect; the fixed connection structure between the installation wheel frame 13 and the telescopic electric cylinder 11 ensures the stability and reliability of the movement of the constraint device.

[0068] On the basis of any of the above technical solutions, a further optimization is that: two constraint devices located on the front and rear sides of the same car steel rope 14 cooperate to realize the side swing constraint of the current car steel rope 14.

[0069] On the basis of any of the above technical solutions, a further optimization is that: the starters on each telescopic electric cylinder 11 are all signal-connected to the control system.

[0070] Embodiment 2: Compared with Embodiment 1, the difference of this embodiment is that it further includes the following technical features:

[0071] The present invention also provides a test method for realizing the running safety of an elevator based on a car-type elevator anti-rope-skipping safety running test device, which is specifically as follows:

[0072] Step 1: Equipment initialization and reference setting:

[0073] Fix at least two steel rope test modules 1 on the car steel ropes 14 at different height positions in the elevator shaft. The left and right ends of the module are fixed to the shaft, and the steel rope monitoring and constraining units in each module are arranged at intervals along the axial direction of the car steel rope 14;

[0074] Turn on the power of each module, establish a signal connection between the module and the elevator control cabinet control system, and complete the self-check of the laser interferometer 5 and the millimeter wave radar 6;

[0075] Run at least 5 round trips under the elevator no-load and rated load conditions, collect the lateral displacement, vibration frequency and acceleration data of each car rope 14, and take the average value after eliminating abnormal values as the normal operation reference value.

[0076] By fixing the test module at different heights, the full travel of the car rope 14 is monitored; the equipment self-check ensures the accuracy and reliability of the monitoring data; data is collected and benchmark values are set under different load conditions, so that subsequent abnormal judgments are more in line with actual operating conditions, improving the scientificity and effectiveness of monitoring. Step 1 Complete the installation of the test device, equipment initialization, and the collection and setting of benchmark data to provide basic data and reference standards for subsequent dynamic monitoring and abnormal judgment.

[0077] Step 2: Multi-dimensional dynamic monitoring, each steel rope monitoring and restraint unit synchronously collects data at a frequency of no less than 10Hz:

[0078] The laser interferometer 5 emits a laser beam to the surface of the car steel rope 14, and calculates the lateral displacement (accuracy ≤±0.1mm) and vibration frequency (resolution 0.1Hz) through the interference fringe offset;

[0079] The millimeter wave radar 6 transmits 77GHz millimeter wave signals and calculates the lateral acceleration based on the Doppler effect (accuracy ≤±0.05m / s²);

[0080] The real-time data is transmitted to the control system of the elevator control cabinet for storage and analysis.

[0081] High-frequency synchronous data acquisition ensures the real-time and continuity of monitoring, and can capture the dynamic changes of the car rope 14 in time; high-precision monitoring equipment (laser interferometer 5, millimeter-wave radar 6) ensures the accuracy of the data; synchronous monitoring of multiple parameters (displacement, vibration frequency, acceleration) realizes multi-dimensional analysis of the status of the car rope 14; reliable signal transmission method (RS485 interface or Wi-Fi6) ensures timely data transmission, providing guarantee for real-time analysis and early warning; realizes high-frequency real-time monitoring and data transmission of multiple parameters such as lateral displacement, vibration frequency, acceleration of the car rope 14, providing rich and accurate data support for real-time analysis of the elevator operation status and abnormal early warning.

[0082] Step 3: Hierarchical alarm and linkage control

[0083] Level 1 alarm: triggered when any of the following conditions occur in a single car rope 14 for three consecutive sampling periods:

[0084] The lateral displacement exceeds 1.5 times the reference value (no load ≥ 7.5mm, rated load ≥ 12mm);

[0085] The vibration frequency exceeds 1.2 times the reference value;

[0086] The lateral acceleration exceeds 1.3 times the reference value;

[0087] Response action: Trigger the yellow warning light inside the elevator, emit a prompt tone (volume ≤ 65 dB), and push a warning text message to the management personnel.

[0088] Secondary alarm: Triggered when any of the following conditions occur in ≥ 30% of the car ropes 14 at the same height position for 5 consecutive sampling periods:

[0089] The lateral displacement exceeds 2 times the reference value;

[0090] The vibration frequency exceeds 1.5 times the reference value;

[0091] The lateral acceleration exceeds 1.8 times the reference value;

[0092] Response action: Strengthen the audible and visual alarm (the light flashing frequency is 2 times per second, volume ≥ 85 dB), and control the elevator to run to the next stop layer at a speed not exceeding 60% of the rated speed.

[0093] Tertiary alarm: Triggered when any of the following conditions occur in a single car rope 14:

[0094] The lateral displacement exceeds 3 times the reference value;

[0095] The vibration frequency exceeds 2 times the reference value;

[0096] The lateral acceleration exceeds 2.5 times the reference value;

[0097] The car rope 14 shakes violently or deviates abnormally (the deviation from the vertical direction > 15°);

[0098] Response action: Cut off the power supply of the elevator, activate the emergency braking device (the braking distance ≤ 1.6 m when the rated speed = 1 m / s), and automatically dial the rescue phone through the emergency communication system.

[0099] Based on the comparison between the monitoring data of the car steel rope 14 and the reference value, a three-level alarm mechanism is set. The first-level alarm is for mild abnormalities of a single car steel rope 14, triggering a gentle audible and visual warning and a text message warning; the second-level alarm is for moderate abnormalities of ≥30% of the car steel ropes 14 at the same height, strengthening the audible and visual alarm and controlling the elevator to decelerate; the third-level alarm is for severe abnormalities or violent vibrations of a single car steel rope 14, cutting off the power supply, activating the emergency brake and automatically rescuing. The hierarchical alarm mechanism realizes the precise response to elevator faults, avoiding false alarms and missed alarms; the response actions at different levels (from warning to emergency brake) are gradually upgraded according to the severity of the faults, ensuring the safety of the elevator and personnel; the emergency communication system is connected to the local elevator emergency disposal platform, improving the rescue efficiency. It has the functions of hierarchical identification, alarm and linkage control of the abnormal state of the car steel rope 14, realizing the full-process safety protection from early warning to emergency brake, and ensuring the safe operation of the elevator and the safety of personnel's lives and property. The three-level alarm mechanism not only depends on the abnormal degree of a single car steel rope 14, but also considers the proportion of the number of abnormal car steel ropes 14 at the same height (such as the second-level alarm requires ≥30% of the car steel ropes 14 to be abnormal). This design of multi-dimensional alarm trigger conditions is more in line with the group abnormal situations that may occur in the actual operation of the elevator. Compared with the traditional single car steel rope 14 abnormal alarm, it can more accurately judge the overall operation risk of the elevator, improving the scientificity and reliability of the alarm.

[0100] Step 4: Attitude correction of the car steel rope 14:

[0101] When the first-level or second-level alarm is triggered, the control system sends an instruction to the telescopic electric cylinder 11 to drive the guiding and restraining pulley 12 to extend by 10 - 30 mm, applying a lateral restraining force of ≤50 N to the car steel rope 14;

[0102] When the third-level alarm is triggered, the telescopic electric cylinder 11 maintains the maximum extended state (50 mm) and cooperates with the shaft damping device to implement emergency vibration damping.

[0103] Implementing different degrees of correction measures according to different levels of alarms realizes the hierarchical intervention of the attitude of the car steel rope 14, ensuring the correction effect while avoiding overcorrection; cooperating with the shaft damping device for emergency vibration damping enhances the safety protection ability in severe abnormal situations and improves the overall safety of the elevator. Realizing the hierarchical correction of the attitude of the car steel rope 14 with different degrees of abnormalities, effectively controlling the swing of the car steel rope 14 through the actions of the telescopic electric cylinder 11 and the guiding and restraining pulley 12 and the cooperation with the shaft damping device, preventing the abnormal situation from expanding.

[0104] Step 5: Data management and regular maintenance

[0105] The real-time monitoring data is stored in the local server in a time series format, with a storage period of ≥5 years, and the historical data is encrypted and backed up to the cloud every week;

[0106] The optical path of the laser interferometer 5 is calibrated annually using a laser tracker (error ≤ ±0.1 mm), and the stroke of the telescopic electric cylinder 11 is mechanically calibrated quarterly (repeating positioning accuracy ≤ ±0.03 mm).

[0107] Long-term data storage and regular backups facilitate long-term tracking and analysis of the elevator operation status, providing historical data support for fault troubleshooting and maintenance; regular calibration ensures that the monitoring equipment and actuators are always in a high-precision working state, guaranteeing the stability of the monitoring and correction effects.

[0108] Based on any of the above technical solutions, the further optimization is that in step 1, the different height positions satisfy: the vertical distance between adjacent modules ≥ 1.5 times the height of the elevator car. For high-speed elevators (speed > 2.5 m / s), 3 monitoring points need to be set, which are located at 1 m above the car top, and at the 1 / 3 and 2 / 3 height positions of the full travel of the hoistway respectively.

[0109] Based on any of the above technical solutions, the further optimization is that in step 2, the signal connection uses an RS485 interface or Wi-Fi6, and the data transmission delay ≤ 100 ms.

[0110] Based on any of the above technical solutions, the further optimization is that in step 3, the emergency communication system is connected to the local elevator emergency disposal platform, and the information sent includes the elevator geographical location, fault type, and the number of people in the car (counted through the camera).

[0111] Based on any of the above technical solutions, the further optimization is that in step 4, the diameter of the guiding and restraining pulley 12 is 40 times the diameter of the car steel rope 14 (for example, if the car steel rope 14 is φ16 mm, the pulley is φ640 mm), the surface roughness Ra ≤ 1.6 μm, and lithium-based grease is added to the bearing quarterly.

[0112] Based on any of the above technical solutions, the further optimization is that in step 5, the outlier rejection adopts the 3σ principle, that is, the data points exceeding the average value ± 3 times the standard deviation are rejected.

[0113] In the elevator operation monitoring scenario, data such as the vibration displacement and acceleration of the car steel rope 14 may be disturbed by occasional factors such as the start-stop impact of the motor and the bump of the guide rail joints, generating instantaneous mutation values. By rejecting such data through the 3σ principle, the signals reflecting the true operation state of the car steel rope 14 can be effectively retained, avoiding false alarms.

[0114] The 3σ principle belongs to the well-known methods in statistics. In the field of condition monitoring of special equipment such as elevators and cranes, the 3σ principle is the mainstream method for handling outliers. For example, GB / T 34023-2017 "Data Recording and Analysis System for Elevators, Escalators and Moving Walks" recommends using statistical filtering methods to eliminate interference data;

[0115] In the international standard ISO 16750-3:2007 (Environmental Conditions and Tests for Electrical and Electronic Equipment for Road Vehicles), the 3σ principle is recommended for handling outliers in vibration data.

[0116] Based on any of the above technical solutions, what is further optimized is that the self-check of the laser interferometer 5 and the millimeter-wave radar 6 in the step 1 includes:

[0117] Self-check of the laser interferometer 5: The emitted laser power ≥ 1 mW, the spot diameter ≤ 1 mm, verify the stability of the interference fringes through the built-in calibration module, and trigger code alarm when the self-check is unqualified;

[0118] Self-check of the millimeter-wave radar 6: Send signals to a 1 m standard target, detect that the ranging error ≤ ±2 mm, the speed measurement error ≤ ±0.05 m / s, and trigger code alarm when unqualified.

[0119] Based on any of the above technical solutions, what is further optimized is that the equipment used for calibrating the laser tracker in the step 5 is a laser tracker (accuracy ±10 μm / m), and the calibration steps include:

[0120] Establish a plumb line reference with a verticality ≤ 0.1 mm / m in the hoistway through a plumb line instrument;

[0121] Install a standard displacement block (accuracy ±0.01 mm) at the monitoring position of the car steel rope 14, and adjust the reflector of the laser interferometer 5 to align with the plumb line;

[0122] Manually move the displacement block by 10 mm, record the measurement value of the interferometer, repeat 3 times and take the average value. When the error > ±0.1 mm, fine-tune the reflector until it is qualified.

[0123] The original data of precision instruments such as the laser interferometer 5 and the millimeter-wave radar 6 usually contains Gaussian noise. The manufacturer's supporting software often has a built-in 3σ filtering function, which can be directly called by those skilled in the art or implemented through simple programming, so it will not be elaborated here.

[0124] The above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that: they can still modify the technical solutions described in the foregoing embodiments, or perform equivalent replacements on some or all of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the various embodiments of the present invention; for those skilled in the art of this technology, any alternative improvements or transformations made to the embodiments of the present invention fall within the protection scope of the present invention.

[0125] Where the present invention is not described in detail, it is the well-known technology of those skilled in the art of this technology.

Claims

1. A safety operation test device for preventing rope skipping in a car-type elevator, characterized in that: It includes at least two wire rope testing modules, each of which is installed on the car wire ropes at different heights, and both the left and right ends of the wire rope testing module are fixedly arranged relative to the hoistway of the elevator; the wire rope testing module includes two wire rope monitoring and restraining units arranged at intervals from top to bottom, and a wire rope monitoring and correcting mechanism is arranged in the middle space between the two wire rope monitoring and restraining units. The wire rope monitoring and restraining units and the wire rope monitoring and correcting mechanism are all connected to the control system inside the elevator control cabinet by signals.

2. The safety operation test device for preventing rope skipping of a car elevator according to claim 1, characterized in that: The wire rope monitoring and restraining unit includes a restraining clamp fixedly sleeved on the outside of each car wire rope. Along the interval direction of each car wire rope at the top of the restraining clamp, a number of wire rope restraining holes are arranged. Each wire rope restraining hole is sleeved around the corresponding car wire rope. Both ends of the restraining clamp are fixedly arranged. A swinging gap is reserved between the wire rope restraining hole and the corresponding car wire rope. Axial screw tubes are integrally formed on the restraining clamps on the front and back sides of each car wire rope respectively. Internal threads are arranged on the inner side walls of each axial screw tube. The two relatively arranged axial screw tubes are coaxially and symmetrically arranged. A first monitor and a second monitor are respectively screwed and installed in the inner cavities of the axial screw tubes on the front and back sides of each car wire rope.

3. The safety operation test device for preventing rope skipping of a car elevator according to claim 2, characterized in that: The first monitor uses a non-contact laser interferometer, and the second monitor uses a non-contact millimeter wave radar; the laser interferometer and the millimeter wave radar are respectively connected to the control system inside the elevator control cabinet by signals.

4. A safety operation test device for a car elevator to prevent rope skipping according to claim 3, characterized in that: The laser interferometer is used to monitor the lateral dynamic displacement information and vibration information of the car wire rope at the current position in real time; the millimeter wave radar is used to monitor the lateral acceleration of the car wire rope at the current position.

5. The safety operation test device for preventing rope skipping of a car elevator according to claim 4, characterized in that: The wire rope monitoring and correcting mechanism includes two vertical rectangular frames symmetrically arranged on both sides of the middle of the space between the two wire rope monitoring and restraining units respectively. The outer sides of the two vertical rectangular frames are respectively fixed on the hoistway or the corresponding track. Telescopic restraint components are symmetrically installed on the front and back sides of each car wire rope between the two vertical rectangular frames respectively. The left and right ends of each telescopic restraint component are respectively fixed on the corresponding vertical rectangular frame. Vertically arranged vertical adjusting studs are respectively screwed in the threaded through holes at the top and bottom of each vertical rectangular frame. The inner ends of each vertical adjusting stud extend into the interior of the vertical rectangular frame, and the outer ends of each vertical adjusting stud are screwed into the end screw tubes at the restraining clamps of the corresponding wire rope monitoring and restraining units, and the end screw tubes are fixed at the corresponding ends of the restraining clamps.

6. The car elevator anti-skip safety operation test device according to claim 5, characterized in that: The telescopic restraint component includes a U-shaped frame. The left and right ends of the U-shaped frame are respectively fixed on the corresponding vertical rectangular frames. A number of restraints are evenly arranged at intervals along the left and right directions on the inner side of the middle of the U-shaped frame. Each restraint is arranged towards the corresponding car wire rope. A number of telescopic electric cylinders are fixedly installed on the U-shaped frame at intervals. The telescopic ends of each telescopic electric cylinder extend into the interior of the U-shaped frame and are fixedly connected to the corresponding restraint.

7. A safety operation test device for a car elevator to prevent rope skipping according to claim 6, characterized in that: The constraint device includes a guiding and constraining pulley arranged opposite to the current car steel rope. An installation wheel frame is arranged between the guiding and constraining pulley and the U-shaped frame. Both ends of the wheel axle of the guiding and constraining pulley are movably inserted into the rotating holes of the installation wheel frame. The middle part of the rear side of the installation wheel frame is fixedly connected to the telescopic end of the corresponding telescopic electric cylinder.

8. A car elevator anti-skip rope safety operation test device according to claim 7, characterized in that: Two such constraint devices located on the front and rear sides of the same car steel rope cooperate to achieve the side swing constraint of the current car steel rope.

9. The car elevator anti-skip rope safety operation test device according to claim 8, characterized in that: The start-stop devices on each telescopic electric cylinder are all signal-connected to the control system.

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