A car-type elevator anti-rope skipping safety operation test device

Abstract

The present invention relates to the technical field of testing the smooth operation of car steel rope components, and in particular to a car-type elevator anti-rope jumping safety operation test device, which includes at least two steel rope test modules, each of which is installed on the car steel rope at a different height, 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 spaced apart from each other from top to bottom, and a steel rope monitoring and correction mechanism is provided in the middle space between the two steel rope monitoring and restraint units. The present invention realizes multi-dimensional real-time monitoring of the lateral displacement, vibration frequency, and acceleration of the car steel rope by arranging multiple steel rope test modules at different heights in the elevator shaft, each module integrating a steel rope monitoring and restraint unit and a steel rope monitoring and correction mechanism, and cooperating with high-precision non-contact monitoring equipment such as laser interferometers and millimeter-wave radars.

Description

Technical Field

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

[0002] Elevators, an indispensable means of vertical transportation in modern high-rise buildings, have a direct impact on the safety of people's lives and property. Elevator safety testing is a crucial step in ensuring safe elevator operation. Comprehensive testing of elevator component performance, operating parameters, and safety protection devices can proactively identify potential risks, verify the effectiveness of safety designs, and ensure compliance with regulatory requirements.

[0003] Existing elevator safety detection technologies mainly focus on detecting the verticality, flatness and joint gap of car guide rails (such as using a laser rangefinder to detect guide rail deviation), or monitoring car vibration through acceleration sensors. For example, a Chinese 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 use a detection trolley to detect elevator guide rails that are larger than the elevator guide rail to be detected.

[0004] However, there is a lack of effective monitoring methods for the dynamic characteristics of car ropes during operation. With the popularity of high-speed elevators (operating speeds ≥ 2.5m / s) and elevators in super-high-rise buildings, rope skipping (violent lateral vibration) at high speeds has become a key factor affecting elevator safety. Traditional guide rail detection devices are mostly unable to cover this risk.

[0005] Based on this, how to effectively complete the safety test of the running status 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] On the basis of any of the above technical solutions, further optimization is that: the steel rope monitoring and restraint unit includes a restraint clamp fixedly sleeved on the outside of each of the car steel ropes, and a plurality of steel rope restraint holes are provided on the top of the restraint clamp along the spacing direction of each car steel rope, and each of the steel rope restraint holes is respectively sleeved on the outer periphery of the corresponding car steel rope. Both ends of the restraint clamp are fixedly set, and a swing gap is reserved between the steel rope restraint hole and the corresponding car steel rope. Axial coils are respectively integrally formed on the restraint clamps on the front and rear sides of each car steel rope, and an internal thread is provided on the inner side wall of each axial coil. The two oppositely arranged axial coils are coaxial and symmetrically arranged, and a first monitor and a second monitor are respectively screwed and installed in the inner cavity of the axial coils on the front and rear sides of each car steel rope.

[0008] Based on any of the above technical solutions, further optimization is that: 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 connected to the control system signal inside the elevator control cabinet.

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

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

[0011] On the basis of any of the above technical solutions, further optimization is that: the steel rope monitoring and correction mechanism includes two vertical rectangular frames 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 are respectively fixed on the shaft or the corresponding track, and telescopic restraint components are symmetrically installed on the front and rear sides of each car steel rope between the two vertical rectangular frames, and the left and right ends of each telescopic restraint component are respectively fixed on the corresponding vertical rectangular frame, and vertically arranged vertical adjustment studs are respectively screwed into the threaded through holes at the top and bottom of each vertical rectangular frame, and the inner ends of each vertical adjustment studs extend to the interior of the vertical rectangular frame, and the outer ends of each vertical adjustment studs are screwed into the end screw tube at the restraint clamp of the corresponding steel rope monitoring and restraint unit, and the end screw tube is fixed to the corresponding end of the restraint clamp.

[0012] 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, and a number of restraints are evenly spaced along the left and right directions on the inner side of the middle part of the U-shaped frame, and each of the restraints is set toward the corresponding car steel rope, and a number of telescopic electric cylinders are fixedly installed at intervals on the U-shaped frame, and the telescopic end of each telescopic electric cylinder is movably extended to the interior of the U-shaped frame and fixedly connected to the corresponding restraint.

[0013] Based on any of the above technical solutions, further optimization is that: the restraint includes a guide constraint pulley arranged facing the current car steel rope, and a mounting wheel frame is provided between the guide constraint pulley and the U-shaped frame, and both ends of the wheel axle of the guide constraint pulley are movably inserted in the rotating hole of the mounting wheel frame, and the rear middle part of the mounting wheel frame is fixedly connected to the telescopic end of the corresponding telescopic electric cylinder.

[0014] On the basis of any of the above technical solutions, further optimization is that: the two restraints located on the front and rear sides of the same car steel rope cooperate to realize the lateral swing restraint of the current car steel rope.

[0015] Based on any of the above technical solutions, further optimization is that: the starter and stopper on each of the telescopic electric cylinders is connected to the control system signal.

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

[0017] S1: Equipment startup: The steel rope test modules located at different heights in the hoistway are connected to the power supply and network, completing equipment initialization and establishing a signal connection with the control system inside the elevator control cabinet to ensure smooth data transmission channels;

[0018] S2: Dynamic monitoring: Dynamic monitoring of each car rope at different heights is performed through each rope monitoring and restraint unit inside the rope test module;

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

[0020] The laser interferometer emits a laser beam to the surface of the car rope. After reflection, the laser beam interferes with the reference beam to produce interference fringes.

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

[0022] At the same time, the frequency of the interference fringe changes is analyzed to obtain the vibration frequency of the car steel rope, and the vibration period and amplitude parameters are recorded to determine whether the vibration state of the car steel rope is normal.

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

[0024] The millimeter-wave radar transmits a millimeter-wave signal, which is reflected back after hitting the car rope. The radar receives the reflected signal, analyzes the frequency change of the signal based on the Doppler effect, calculates the change in the movement speed of the car rope relative to the radar, and derives the lateral acceleration of the car rope.

[0025] The above monitoring process can collect data several times per second to ensure real-time capture of changes in car rope acceleration.

[0026] S3: When the control system inside the elevator control cabinet receives abnormal information, it executes the graded alarm plan.

[0027] Level 1 alarm: When the lateral dynamic displacement of any car rope exceeds 1.5 times the average displacement during normal operation, or the vibration frequency exceeds 1.2 times the average vibration frequency during normal operation, or the lateral acceleration exceeds 1.3 times the average acceleration during normal operation within three consecutive sampling periods, a level 1 alarm will be issued.

[0028] The control system triggers the yellow warning light in the elevator and emits a slight prompt tone. At the same time, it sends an early warning message to the elevator manager's mobile terminal, reminding him to pay attention to the elevator's operating status and start maintenance.

[0029] Level 2 alarm: When the lateral dynamic displacement of multiple car ropes (more than 30% of the total number of car ropes) at the same height exceeds 2 times the average displacement during normal operation, or the vibration frequency exceeds 1.5 times the average vibration frequency during normal operation, or the lateral acceleration exceeds 1.8 times the average acceleration during normal operation within 5 consecutive sampling periods, a level 2 alarm will be issued.

[0030] In addition to strengthening the sound and light alarms (the frequency of light flashing is accelerated and the volume of the prompt sound is increased), the control system will also send detailed early warning information to the monitoring platform of the elevator maintenance unit, including the location of the abnormal car 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 when 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 device, 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 extension and retraction 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 installs multiple steel rope testing modules at different heights in the elevator shaft. Each module integrates a steel rope monitoring and restraining unit and a steel rope monitoring and correction mechanism. Combined with high-precision non-contact monitoring equipment such as laser interferometers and millimeter-wave radars, this technology achieves multi-dimensional real-time monitoring of the lateral displacement, vibration frequency, and acceleration of the car steel rope.

[0036] 2. The use of a vertical adjustment stud and a guide constraint pulley structure driven by a telescopic electric cylinder can dynamically adjust the correction force according to the alarm level, forming a closed-loop safety protection system of monitoring-analysis-correction-linked 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 SMS warning for a mild abnormality of a single car rope. The second-level alarm is based on a moderate abnormality of ≥30% of the car ropes at the same height, which initiates an enhanced alarm and speed reduction control. The third-level alarm executes emergency braking and automatic rescue for a serious abnormality or severe deviation of a single car rope.

[0038] 4. At the same time, the 3σ principle is introduced in data processing to eliminate interfering data, and the monitoring equipment is annually calibrated using 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 monitoring accuracy. This multi-dimensional alarm logic and high-precision calibration process breaks through the limitations of traditional single-threshold alarms and extensive maintenance, effectively reducing the false alarm rate and the risk of cumulative equipment errors.

[0039] 5. The testing method proposed in this paper integrates the differentiated monitoring point layout during the equipment initialization phase (e.g., monitoring points are set at 1 meter from the car top and at 1 / 3 and 2 / 3 of the shaft height for high-speed elevators), high-frequency synchronous data acquisition (≥10Hz frequency), multi-technical parameter fusion monitoring based on the Doppler effect and laser interferometry principles, and graded linkage correction of the guide constraint pulley and shaft damper. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the following briefly describes the drawings required for the specific embodiments or the description of the prior art. Similar elements or components are generally identified by similar reference numerals throughout the drawings. Elements or components in the drawings are not necessarily drawn to scale.

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

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

[0043] Figure 3 for Figure 2 Schematic diagram of the side structure.

[0044] Figure 4 for Figure 2 Schematic diagram of the top view structure.

[0045] Figure 5 for Figure 2 Schematic diagram of the structure after removing the car rope.

[0046] Figure 6 for Figure 5 Schematic diagram of the main structure.

[0047] Figure 7 for Figure 5 Schematic diagram of the internal local three-dimensional structure.

[0048] Figure 8 It is a schematic diagram of the layout structure of each guide constraint pulley of the present invention in a top view.

[0049] In the figure, 1. Steel rope test module; 2. Constraint fixture; 3. Steel rope constraint hole; 4. Axial screw; 5. Laser interferometer; 6. Millimeter wave radar; 7. Vertical rectangular frame; 8. Vertical adjustment stud; 9. End screw; 10. U-shaped frame; 11. Telescopic electric cylinder; 12. Guide constraint pulley; 13. Mounting wheel frame; 14. Car steel rope. DETAILED DESCRIPTION

[0050] The following embodiments of the technical solution of the present invention are described in detail with reference to 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 are not intended to limit the scope of protection of the present invention. Figures 1-8 As shown in .

[0051] Example 1: A car-type elevator anti-rope jumping safety operation test device includes 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 includes two steel rope monitoring and restraint units spaced apart from top to bottom, the steel rope monitoring and restraint 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 provided 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.

[0052] The present invention fixes at least two steel rope test modules 1 at different heights in the elevator shaft, and utilizes two steel rope monitoring and restraint units spaced apart from top to bottom within the modules to test the forward and backward swinging states of multiple parallel car ropes 14 under different operating conditions. The steel rope monitoring and correction mechanism in the middle corrects the state of the car ropes 14 based on the monitoring data, and both the monitoring and correction signals are transmitted to the control system of the elevator control cabinet. This achieves multi-dimensional monitoring of the car ropes 14 at different heights, allowing for timely detection of abnormal swinging of the car ropes 14. The correction mechanism adjusts the state of the car ropes 14 in real time, improving the safety and stability of elevator operation and reducing safety accidents caused by abnormalities such as rope skipping. The system has the functions of monitoring the swinging state of the car ropes 14 and correcting abnormal states. By connecting to the control system, it achieves the integration of monitoring, analysis, and control, providing a guarantee for the safe operation of the elevator.

[0053] On the basis of any of the above technical solutions, further optimization is that: the steel rope monitoring and restraint unit includes a restraint clamp 2 fixedly sleeved on the outside of each of the car steel ropes 14, and a plurality of steel rope restraint holes 3 are arranged on the top of the restraint clamp 2 along the spacing direction of each car steel rope 14, and each of the steel rope restraint holes 3 is respectively sleeved on the outer periphery of the corresponding car steel rope 14, and both ends of the restraint clamp 2 are fixedly set, and a swing gap is reserved between the steel rope restraint hole 3 and the corresponding car steel rope 14, and an axial solenoid 4 is integrally formed on the restraint clamp 2 on the front and rear sides of each of the car steel ropes 14, and an internal thread is provided on the inner side wall of each of the axial solenoids, and the two oppositely arranged axial solenoids 4 are coaxial and symmetrically arranged, and a first monitor and a second monitor are respectively screwed and installed in the inner cavity of the axial solenoid 4 on the front and rear sides of each of the car steel ropes 14.

[0054] The restraint clamp 2 is composed of two split structural bolts, which are connected to the outer periphery of the car steel rope 14 through the steel rope restraint hole 3, and are fixed at both ends. A swing gap is reserved between the restraint hole and the car steel rope 14 to allow the car steel rope 14 to swing normally; the axial solenoid 4 is arranged on the restraint clamp 2 on the front and rear sides of the car steel rope 14, and the first monitor and the second monitor are screwed and installed in the inner cavity of the axial solenoid 4 through the internal thread to realize the fixation and position adjustment of the monitor, so as to monitor the swing of the car steel rope 14.

[0055] The restraint clamp 2 provides a stable restraint frame for the car steel rope 14. The reserved swing gap does not affect the normal movement of the car steel rope 14, while limiting the excessive swing of the car steel rope 14. The design of the axial solenoid 4 facilitates the installation and disassembly of the monitor, and the relative position of the monitor and the car steel rope 14 can be adjusted by screwing, ensuring the accuracy and flexibility of monitoring.

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

[0057] The first monitor uses a non-contact laser interferometer 5, which emits a laser beam to the surface of the car steel rope 14 and monitors the status of the car steel rope 14 using the principle of laser interference; the second monitor uses 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 prevents wear on the car rope 14, extending its service life. The laser interferometer 5 and millimeter-wave radar 6, with their high precision and sensitivity, accurately capture dynamic displacement, vibration, acceleration, and other data on the car rope 14, providing a reliable basis for evaluating elevator safety. Signal connection with the control system enables real-time processing and feedback of monitoring data. This enables precise, non-contact monitoring of the car rope's 14 lateral dynamic displacement and vibration (laser interferometer 5) and lateral acceleration (millimeter-wave radar 6), providing data support for elevator operating status analysis and abnormality warnings.

[0059] Based on any of the above technical solutions, further optimization is that: 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 onto the surface of the car rope 14 and calculates the lateral dynamic displacement and vibration frequency of the car rope 14 in real time by analyzing the offset of the interference fringes. The millimeter-wave radar 6 emits a 77GHz millimeter-wave signal and, utilizing the Doppler effect, calculates the lateral acceleration of the car rope 14. The laser interferometer 5 has extremely high displacement and vibration monitoring accuracy (displacement accuracy ≤±0.1mm, vibration frequency resolution 0.1Hz), capable of capturing even the slightest abnormal swing of the car rope 14. The millimeter-wave radar 6 also has high acceleration monitoring accuracy (≤±0.05m / s²), enabling timely detection of sudden changes in the acceleration of the car rope 14. The combination of these two enables multi-dimensional, precise monitoring of the dynamic state of the car rope 14, improving the accuracy and timeliness of elevator anomaly detection.

[0061] On the basis of any of the above technical solutions, further optimization is that: the steel rope monitoring and correction mechanism includes two vertical rectangular frames 7 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 shaft or the corresponding track, and 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, and the left and right ends of each telescopic restraint component are respectively fixed on the corresponding vertical rectangular frame 7, and vertically arranged vertical adjustment studs 8 are respectively screwed into the threaded through holes at the top and bottom of each vertical rectangular frame 7, and the inner ends of each vertical adjustment stud 8 extend to the interior of the vertical rectangular frame 7, and the outer ends of each vertical adjustment stud 8 are screwed into the end screw 9 at the restraint clamp 2 of the corresponding steel rope monitoring and restraint unit, and the end screw 9 is fixed to 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 setting of the vertical rectangular frame 7 and the vertical adjustment stud 8 realizes the adjustability of the position of the telescopic restraint component, which can be accurately installed and adjusted according to different elevator shaft structures and the layout of the car steel rope 14; the telescopic restraint component can apply restraint force in time when the car steel rope 14 swings abnormally, correct the posture of the car steel rope 14, and prevent dangerous situations such as the car steel 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 number of restraints are evenly spaced along the left and right directions on the inner side of the middle part of the U-shaped frame, and each of the restraints is arranged toward the corresponding car steel rope 14, and a number 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 fixedly connected to the corresponding restraint.

[0065] The left and right ends of the U-shaped frame are fixed to the vertical rectangular frame 7, forming the framework structure of the telescopic restraint assembly; the restraints are evenly spaced inside the center of the U-shaped frame, facing the car rope 14; the telescopic electric cylinder 11 is fixedly mounted on the outside of the U-shaped frame, with the telescopic end extending into the frame and fixedly connected to the restraint. The telescopic action of the telescopic electric cylinder 11 drives the restraint toward or away from the car rope 14, thereby restraining or releasing the car rope 14. The U-shaped frame has a simple structure and is easy to install, providing a stable mounting platform for the restraint and telescopic electric cylinder 11; the way the telescopic electric cylinder 11 drives the restraint enables precise control of the restraining force of the car rope 14, adjusting the restraining force and position in real time based on monitoring data; the evenly spaced restraints can simultaneously restrain multiple side-by-side car ropes 14, improving correction efficiency.

[0066] On the basis of any of the above technical solutions, further optimization is that: the restraint includes a guide constraint pulley 12 arranged facing the current car steel rope 14, and a mounting wheel frame 13 is arranged between the guide constraint pulley 12 and the U-shaped frame, and both ends of the wheel axle of the guide constraint pulley 12 are movably inserted in the rotating hole of the mounting wheel frame 13, and the rear middle part of the mounting wheel frame 13 is fixedly connected to the telescopic end of the corresponding telescopic electric cylinder 11.

[0067] The guide constraint pulley 12 is arranged opposite the car rope 14 and is inserted into the rotating hole of the mounting wheel frame 13 through the movable wheel axle, and can rotate freely. The middle part of the rear side of the mounting wheel frame 13 is fixedly connected to the telescopic end of the telescopic electric cylinder 11. When the telescopic electric cylinder 11 is extended or retracted, it drives the mounting wheel frame 13 and the guide constraint pulley 12 to move in the lateral direction of the car rope 14. After the guide constraint pulley 12 contacts the car rope 14, it uses the rolling characteristics of the pulley to restrain the lateral swing of the car rope 14, while allowing the car rope 14 to move freely in the axial direction. The guide constraint pulley 12 adopts a rolling friction method, which greatly reduces the wear on the car rope 14 compared to sliding friction, extending the service life of the car rope 14. The guiding effect of the pulley can more accurately restrain the lateral swing direction of the car rope 14, improving the correction effect. The fixed structure of the mounting wheel frame 13 and the telescopic electric cylinder 11 ensures the stability and reliability of the restraint movement.

[0068] On the basis of any of the above technical solutions, further optimization is that: the two restraints located at the front and rear sides of the same car steel rope 14 cooperate to realize the lateral swing restraint of the current car steel rope 14.

[0069] On the basis of any of the above technical solutions, further optimization is that: the starter and stopper on each of the telescopic electric cylinders 11 is connected to the control system signal.

[0070] Example 2: Compared with Example 1, this example is different in that it also includes the following technical features:

[0071] The present invention also provides a method for testing elevator operation safety based on a car-type elevator anti-rope skipping safety operation test device, which is as follows:

[0072] Step 1: Device initialization and baseline setting:

[0073] At least two rope test modules 1 are fixed to the car rope 14 at different heights in the elevator shaft, with the left and right ends of the modules fixed to the shaft, and the rope monitoring and restraining units in each module are arranged at intervals along the axial direction of the car rope 14;

[0074] Turn on the power of each module, establish the signal connection between the module and the elevator control cabinet control system, and complete the self-test 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, remove abnormal values ​​and take the average value as the normal operation benchmark value.

[0076] By fixing the test modules at different heights, the entire travel of the car rope 14 is monitored. Equipment self-tests ensure the accuracy and reliability of monitoring data. Data is collected and benchmark values ​​are set under different load conditions, making subsequent abnormality judgments more consistent with actual operating conditions and improving the scientific nature and effectiveness of monitoring. Step 1 completes the installation of the test device, equipment initialization, and the collection and setting of benchmark data, providing basic data and reference standards for subsequent dynamic monitoring and abnormality 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 rope 14 and calculates the lateral displacement (accuracy ≤ ±0.1mm) and vibration frequency (resolution 0.1Hz) through the interference fringe offset;

[0079] Millimeter-wave radar 6 transmits 77GHz millimeter-wave signals and calculates 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 a timely manner; 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 on 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 in the elevator, emit a warning tone (volume ≤ 65dB), and send an early warning text message to the management staff.

[0088] Level 2 alarm: Triggered when ≥30% of the car rope 14 at the same height position has any of the following conditions within 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 sound and light alarm (light flashing frequency 2 times / second, volume ≥85dB), and control the elevator to run to the next landing at a speed not exceeding 60% of the rated speed.

[0093] Level 3 alarm: triggered when a single car rope 14 encounters any of the following conditions:

[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 vibrates violently or deviates abnormally (deviates from the vertical direction by more than 15 degrees);

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

[0099] A three-level alarm mechanism is established based on the comparison of car rope 14 monitoring data with baseline values. Level 1 alerts respond to minor abnormalities in a single car rope 14, triggering gentle audible and visual warnings and text message alerts. Level 2 alerts respond to moderate abnormalities in ≥30% of the car rope 14 at the same height, intensifying the audible and visual alarms and controlling the elevator to slow down. Level 3 alerts respond to severe abnormalities or violent vibrations in a single car rope 14, cutting off power, initiating emergency braking, and automatically initiating rescue. This hierarchical alarm mechanism ensures a precise response to elevator faults, avoiding false and missed alarms. Different levels of response (from warning to emergency braking) escalate according to the severity of the fault, ensuring the safety of the elevator and personnel. The emergency communication system is connected to the local elevator emergency response platform, improving rescue efficiency. The system has the ability to identify, alarm, and control abnormalities in the car rope 14 at different levels, ensuring full-process safety protection from warning to emergency braking, ensuring the safety of elevator operation and the lives and property of personnel. The three-level alarm mechanism is based not only on the degree of abnormality of a single car rope 14, but also on the ratio of abnormal car ropes 14 at the same height (for example, the second-level alarm requires ≥30% of the car ropes 14 to be abnormal). This multi-dimensional alarm trigger condition design is more in line with the group abnormalities that may occur in the actual operation of the elevator. Compared with the traditional single car rope 14 abnormality alarm, it can more accurately judge the overall operation risk of the elevator, thereby improving the scientific nature and reliability of the alarm.

[0100] Step 4: Correction of the attitude of the car rope 14:

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

[0102] When the third-level alarm is triggered, the telescopic electric cylinder 11 maintains the maximum extension state (50 mm) and cooperates with the well damper to implement emergency vibration reduction.

[0103] Corrective measures of varying degrees are implemented based on different alarm levels, achieving graded intervention in the car rope 14's posture, ensuring effective correction while avoiding overcorrection. Emergency vibration reduction, in conjunction with the hoistway damper, enhances safety protection in severe anomalies and improves the elevator's overall safety. Graded correction of car rope 14 anomalies is achieved. Through the action of the telescopic cylinder 11 and the guide restraining pulley 12, in conjunction with the hoistway damper, the swing of the car rope 14 is effectively controlled to prevent further anomalies.

[0104] Step 5: Data management and regular maintenance

[0105] Real-time monitoring data is stored in a time series format on the local server for a period of ≥5 years, and historical data is encrypted and backed up to the cloud weekly.

[0106] The laser interferometer 5 is calibrated for optical path every year using a laser tracker (error ≤ ± 0.1 mm), and the telescopic electric cylinder 11 is mechanically calibrated for stroke every quarter (repeat positioning accuracy ≤ ± 0.03 mm).

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

[0108] Based on any of the above technical solutions, further optimization is that: the different height positions in step 1 meet the following requirements: the vertical spacing between adjacent modules is ≥ 1.5 times the height of the elevator car. High-speed elevators (speed > 2.5m / s) need to set up 3 monitoring points, which are located 1m from the car top, 1 / 3 and 2 / 3 of the height of the full shaft stroke.

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

[0110] Based on any of the above technical solutions, further optimization is that in step 3, the emergency communication system is connected to the local elevator emergency response platform to send information including the elevator's geographical location, fault type and the number of people in the car (counted by a camera).

[0111] Based on any of the above technical solutions, further optimization is as follows: the diameter of the guide constraint pulley 12 in step 4 is 40 times the diameter of the car steel rope 14 (such as the car steel rope 14φ16mm, the pulley φ640mm), the surface roughness Ra≤1.6μm, and the bearing is filled with lithium-based grease every quarter.

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

[0113] In elevator operation monitoring, data such as the vibration displacement and acceleration of the car rope 14 can be disrupted by incidental factors such as motor startup and shutdown shocks and guide rail joint vibrations, resulting in transient fluctuations. Eliminating this data using the 3σ principle effectively preserves signals reflecting the actual operating status of the car rope 14 and avoids false alarms.

[0114] The 3σ principle is a well-known statistical method. In the field of condition monitoring of special equipment such as elevators and cranes, the 3σ principle is the mainstream method for dealing with outliers. For example, GB / T34023-2017 "Elevator, escalator and moving walkway data recording and analysis system" recommends the use of statistical filtering methods to eliminate interference data.

[0115] The international standard ISO16750-3:2007 (Environmental conditions and testing for electrical and electronic equipment of road vehicles) recommends the use of the 3σ principle for handling outliers in vibration data.

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

[0117] Laser interferometer 5 self-test: emitted laser power ≥ 1mW, spot diameter ≤ 1mm, interference fringe stability is verified by the built-in calibration module, and a code alarm is triggered if the self-test fails;

[0118] Millimeter-wave radar 6 self-test: transmits signals to a 1m standard target, detects ranging error ≤±2mm, speed measurement error ≤±0.05m / s, and triggers a code alarm if unqualified.

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

[0120] Use a plumb line gauge to establish a plumb line reference with a verticality of ≤0.1mm / m in the shaft;

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

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

[0123] The raw data from precision instruments such as laser interferometers 5 and millimeter-wave radars 6 usually contain Gaussian noise. Manufacturers' supporting software often has a built-in 3σ filtering function. Those skilled in the art can directly call the algorithm or implement it through simple programming, which will not be described in detail here.

[0124] The above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the above embodiments, those skilled in the art should understand that the technical solutions described in the above embodiments can still be modified, or some or all of the technical features therein can be replaced by equivalents. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the scope of the technical solutions of the embodiments of the present invention. For those skilled in the art, any replacement improvements or changes made to the implementation methods of the present invention fall within the scope of protection of the present invention.

[0125] Any matters not described in detail in the present invention are well-known technologies to those skilled in the art.

Claims

1. A method for testing elevator operation safety based on a car-type elevator anti-rope skipping safety operation test device, characterized in that: The car-type elevator anti-rope jumping safety operation test device includes 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 modules are fixed relative to the elevator shaft; the steel rope test module includes two steel rope monitoring and restraining units spaced apart from each other from top to bottom, and a steel rope monitoring and correction mechanism is provided in the middle space between the two steel rope monitoring and restraining units. The steel rope monitoring and correction mechanism are both connected to the control system signal inside the elevator control cabinet; The steel rope monitoring and restraining unit includes a restraining clamp fixedly sleeved on the outside of each car steel rope, a plurality of steel rope restraining holes are provided on the top of the restraining clamp along the spacing direction of each car steel rope, each of the steel rope restraining holes is respectively sleeved on the outer periphery of the corresponding car steel rope, both ends of the restraining clamp are fixedly set, and a swing gap is reserved between the steel rope restraining hole and the corresponding car steel rope, and an axial solenoid is integrally formed on the restraining clamps on the front and rear sides of each car steel rope, and an internal thread is provided on the inner side wall of each axial solenoid, and the two oppositely arranged axial solenoids are coaxial and symmetrically arranged, and a first monitor and a second monitor are screwed and installed in the inner cavity of the axial solenoids on the front and rear sides of each car steel rope respectively; The test method includes: Step 1: Equipment initialization and benchmark setting; Step 2: Multi-dimensional dynamic monitoring, each steel rope monitoring and restraint unit synchronously collects data at a frequency of not less than 10 Hz; Step 3: Hierarchical alarm and linkage control: Level 1 alarm: Triggered when any of the following conditions occur on a single car rope within three consecutive sampling periods: The lateral displacement exceeds 1.5 times the reference value; The vibration frequency exceeds 1.2 times the reference value; The lateral acceleration exceeds 1.3 times the reference value; Response action: Trigger the yellow warning light in the elevator, sound a warning tone, and send a warning SMS to the management staff; Level 2 alarm: Triggered when ≥30% of the car ropes at the same height position have any of the following conditions within 5 consecutive sampling cycles: The lateral displacement exceeds 2 times the reference value; The vibration frequency exceeds 1.5 times the reference value; The lateral acceleration exceeds 1.8 times the reference value; Response action: Strengthen the sound and light alarm, and control the elevator to run to the next landing at a speed not exceeding 60% of the rated speed; Level 3 alarm: triggered when any of the following conditions occur on a single car rope: The lateral displacement exceeds 3 times the reference value; The vibration frequency exceeds 2 times the reference value; The lateral acceleration exceeds 2.5 times the reference value; The car rope shakes violently or deviates abnormally; Response action: Cut off the elevator power supply, activate the emergency brake device, and automatically call the rescue phone through the emergency communication system; Step 4: Correct the car rope posture; Step 5: Data management and regular maintenance.

2. The testing method according to claim 1, wherein: 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 connected to the control system signal inside the elevator control cabinet.

3. The testing method according to claim 2, wherein: 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; the millimeter wave radar is used to monitor the lateral acceleration of the car steel rope at the current position.

4. The testing method according to claim 3, wherein: The steel rope monitoring and correction mechanism includes two vertical rectangular frames 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 are respectively fixed on the shaft or the corresponding rails, and 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, and vertically arranged vertical adjustment studs are respectively screwed into the threaded through holes at the top and bottom of each vertical rectangular frame. The inner end of each vertical adjustment stud extends to the interior of the vertical rectangular frame, and the outer end of each vertical adjustment stud is screwed into the end screw at the restraint clamp of the corresponding steel rope monitoring and restraint unit, and the end screw is fixed to the corresponding end of the restraint clamp.

5. The testing method according to claim 4, wherein: The telescopic restraint 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, and a plurality of restraints are evenly spaced along the left and right directions on the inner side of the middle part of the U-shaped frame, and each of the restraints is arranged toward the corresponding car steel rope. A plurality of telescopic electric cylinders are fixedly installed at intervals on the U-shaped frame, and the telescopic end of each telescopic electric cylinder is movably extended to the interior of the U-shaped frame and fixedly connected to the corresponding restraint.

6. The testing method according to claim 5, wherein: The restraint includes a guide restraint pulley arranged facing the current car steel rope, and a mounting wheel frame is arranged between the guide restraint pulley and the U-shaped frame. Both ends of the wheel axle of the guide restraint pulley are movably inserted into the rotating hole of the mounting wheel frame, and the rear middle part of the mounting wheel frame is fixedly connected to the telescopic end of the corresponding telescopic electric cylinder.

7. The testing method according to claim 6, wherein: The two restraints located at the front and rear sides of the same car steel rope cooperate to realize the lateral swing restraint of the current car steel rope.

8. The testing method according to claim 7, wherein: The starter and stopper on each of the telescopic electric cylinders is connected to the control system signal.

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