Detection device and method for elevator speed governor

Abstract

The invention relates to the technical field of speed governor detection, and discloses a detection device for an elevator speed governor, the detection device comprises a simulation hoistway, a car simulation module, a traction release mechanism, a speed measurement mechanism and a control module, the car simulation module is slidably mounted in the simulation hoistway, and the speed measurement mechanism is used for monitoring the falling speed of the car simulation module; a to-be-tested elevator speed governor body is detachably installed at the top of the simulation shaft through bolts, a tensioning wheel is installed at the bottom of the simulation shaft and is in transmission connection with a speed governor rope wheel on the to-be-tested elevator speed governor body through a speed governor steel wire rope, and the traction release mechanism, the speed measurement mechanism and an electrical switch of the to-be-tested elevator speed governor body are electrically connected. The mechanical environment and motion relation of'car overspeed-speed governor triggering 'of an actual elevator are completely restored, and it is ensured that the detection result is highly consistent with the actual working state of the speed governor.

Description

Technical Field

[0001] This invention relates to the field of speed governor testing technology, specifically to a testing device and method for elevator speed governors. Background Technology

[0002] As a core vertical transportation tool in high-rise buildings, the operational safety of elevators is directly related to the personal safety of passengers. The speed governor is the "last line of defense" in the elevator safety protection system—when the car malfunctions and experiences an overspeed descent (especially a risk of uncontrolled fall), the speed governor must accurately trigger the safety clamp mechanism to forcibly stop the car on the guide rails through mechanical clamping force, fundamentally avoiding a fall accident. Therefore, the accuracy of the speed governor's action (such as the trigger speed threshold) and the reliability of its response are key indicators determining the elevator's safety performance, and the validity of its test results directly affects the overall safety level assessment of the elevator.

[0003] Currently, the industry primarily relies on two methods for testing speed governors: one is to statically measure the trigger speed of the speed governor's electrical switch using a tachometer; the other is for operators to manually rotate the speed governor's wheel to observe the mechanical mechanism's operation. However, these methods have significant technical shortcomings and safety hazards, for example: Lack of dynamic scenario simulation: When the car falls out of control, the speed limiter is in a dynamic mechanical condition of "acceleration-overspeed-triggering" and needs to withstand instantaneous inertial load. However, traditional methods can only simulate uniform speed or low dynamic state and cannot reproduce the speed limiter response process under real fault, resulting in deviation between the detection results and the actual working state. Insufficient accuracy in measuring key parameters: The speed limiter's action response time (the interval from overspeed to triggering the safety clamp) and braking clamping force are core performance parameters that directly determine the timeliness and effectiveness of safety protection. However, existing methods cannot achieve precise capture of millisecond-level response time, nor can they quantify braking performance. They can only judge "whether it has acted" by visual observation, and cannot evaluate "action effect". Human dependence leads to errors and risks: The detection process is highly dependent on the operator's experience. The amount of force applied, the stability of speed control, and the timing of observation when manually turning the wheel can all vary from person to person, which can easily lead to human error in detection. At the same time, if the speed limiter accidentally triggers the safety clamp during manual operation, it may cause the wheel to jam or the mechanism to rebound, which may cause mechanical injury to the operator and pose a safety risk. Inconsistent testing standards and equipment: The industry has not yet formed a standardized professional testing equipment system for speed governors. Different maintenance units use tachometers with varying accuracy and manual turning tools with different specifications. This results in a lack of comparability of the same speed governor under different testing scenarios, making it difficult to form a unified safety judgment standard and posing challenges to elevator safety supervision.

[0004] Therefore, a detection device and method for elevator speed governors are proposed. Summary of the Invention

[0005] The purpose of this invention is to provide a detection device for elevator speed governors, thereby solving or at least alleviating one or more of the above-mentioned problems and other problems existing in the prior art.

[0006] To achieve the above objectives, the present invention provides the following technical solution: a detection device for an elevator speed governor, comprising: Simulated shaft; A car simulation module, which is slidably installed inside the simulated shaft; A traction release mechanism is installed at the top of the simulated shaft. The traction release mechanism is used to traction and release the car simulation module upward, so that the car simulation module can fall freely. A speed measuring mechanism is used to monitor the falling speed of the car simulation module; The top of the simulated shaft is detachably mounted with the speed governor body of the elevator under test via bolts, and the bottom of the simulated shaft is equipped with a tensioning wheel. The tensioning wheel is connected to the speed governor rope wheel on the speed governor body of the elevator under test via the speed governor wire rope. The control module is electrically connected to the electrical switches of the traction release mechanism, the speed measuring mechanism, and the speed limiter body of the elevator under test.

[0007] In a detection device for an elevator speed governor according to the present invention, the simulated shaft includes a base and a top seat, a plurality of uprights are fixedly installed between the base and the top seat, and a transverse reinforcing rod is fixedly connected between two adjacent uprights.

[0008] In a detection device for an elevator speed governor according to the present invention, optionally, the car simulation module includes a simulated car, a lower crossbar and an upper crossbar are fixedly installed at the bottom and top of the simulated car respectively, a first guide rail is fixedly installed on the inner wall of the simulated shaft, and a first guide shoe is fixedly installed at the end of both the lower crossbar and the upper crossbar, the first guide shoe being slidably connected to the first guide rail.

[0009] In a detection device for an elevator speed governor according to the present invention, optionally, the traction release mechanism includes a winch and a movable crossbar. The winch is fixedly installed on the top of the top seat, the movable crossbar is disposed on the inner side of the simulated shaft, a connecting ring is fixedly installed on the top of the movable crossbar, a traction steel cable is wound on the winch of the winch, the lower end of the traction steel cable is fixedly tied to the connecting ring, and a second guide shoe is fixedly installed on the end of the movable crossbar, the second guide shoe being slidably connected to the first guide rail. An electromagnet is fixedly installed at the bottom of the movable crossbar, and an armature block is fixedly embedded at the top of the upper crossbar.

[0010] In a detection device for an elevator speed governor according to the present invention, optionally, the speed measuring mechanism includes a second guide rail and a guide slider. The second guide rail is fixedly installed on the inner side of the simulated shaft, and the guide slider is slidably installed on the second guide rail. A groove is formed on the surface of the second guide rail, and a grating ruler is fixedly installed in the groove. A mounting hole is formed on the guide slider, and a grating reading head is fixedly installed inside the mounting hole. A mounting base is fixedly installed on the guide slider, and the mounting base is fixedly installed on the top of the simulated car by bolts.

[0011] In a detection device for an elevator speed governor according to the present invention, the speed measuring mechanism may optionally include a laser ranging probe, the laser ranging probe being fixedly installed at the bottom of the top seat, and a reflector being fixedly installed on the top of the simulated car.

[0012] In a detection device for an elevator speed governor according to the present invention, optionally, the control module includes a data acquisition and processing unit, the data acquisition and processing unit comprising: The speed data acquisition module is used to simultaneously receive pulse data from the grating reader and distance data from the laser ranging probe, and convert the pulse data and distance data into the real-time speed value of the car simulation module; The data calibration module is used to compare in real time the first velocity value calculated from the pulse data of the grating read head with the second velocity value obtained from the distance data of the laser rangefinder; when the deviation between the first velocity value and the second velocity value is within the preset allowable error range, the first velocity value is used as the final output; when the deviation exceeds the allowable error range, the speed measuring mechanism signal is determined to be abnormal and an alarm is triggered. The switch signal acquisition module is used to continuously monitor the contact state changes of the electrical switch of the elevator speed governor body under test, and capture its action signal from closed to open or from open to closed. The data synchronization and stamping module is used to mark each speed value acquired by the speed data acquisition module and the switch action signal captured by the switch signal acquisition module with a high-precision timestamp under the same time base, so as to achieve strict synchronization between speed data and switch action status.

[0013] In a detection device for an elevator speed governor according to the present invention, optionally, the control module includes a data analysis and evaluation module, the data analysis and evaluation module comprising: The trigger point determination module is used to analyze the speed data stream with timestamps. When the first speed value reaches or exceeds the preset rated action speed of the speed limiter for the first time, it accurately determines and records this moment as the trigger point, and records the corresponding trigger timestamp T_trigger and the actual action speed value V_act. The response time calculation module is used to calculate the time interval between the trigger point timestamp T_trigger and the speed limiter electrical switch action timestamp T_action based on the timestamp provided by the data synchronization and stamping module, and obtain the response time ΔT. The performance report generation module is used to compare the actual action speed value V_act with the rated action speed to evaluate the accuracy of the action, compare the response time ΔT with the standard requirements to evaluate the response sensitivity, and automatically generate a test report with compliance conclusions.

[0014] In a detection device for an elevator speed governor according to the present invention, optionally, a buffer mechanism is installed on the top of the base, the buffer mechanism including a hydraulic buffer, and four sets of the hydraulic buffers are arranged in a rectangular distribution directly below the car simulation module.

[0015] The present invention also provides a detection method for an elevator speed governor, which uses the detection device for an elevator speed governor described above for detection, and specifically includes the following steps: S1. Fix the speed governor body of the elevator under test to the top of the simulated shaft, so that the speed governor wire rope passes around the tensioning wheel at the bottom and connects to the car simulation module; S2. Through the human-machine interface of the control module, set the rated operating speed V_set, speed allowable error threshold ΔV, maximum allowable response time ΔT_max, and simulated fall release height H of the elevator speed governor body under test; S3. After the electromagnet and the armature block are magnetically attracted, the control module instructs the winch to work, and lifts the movable crossbar to the predetermined height H by pulling the steel cable, thereby suspending the car simulation module to the release height H; The winch stops and holds the brake, with a brief system delay of 1-2 seconds to ensure the stability of the car simulation module; The control module sends a power-off command to the electromagnet of the traction release mechanism, causing it to demagnetize instantly, and the car simulation module begins to fall freely under the action of gravity; S4. During the descent of the car simulation module, the grating reader reads the pulse signal of the grating ruler in real time and transmits it to the speed data acquisition module to calculate the first speed value; Simultaneously, the laser rangefinder continuously measures the distance between itself and the reflector and transmits the distance data to the velocity data acquisition module to calculate the second velocity value; The data calibration module receives V1 and V2 in real time and compares them: if |V1-V2|≤ΔV, the data is considered valid and V1 is used as the final speed reference V_final; if |V1-V2|>ΔV, the data is considered abnormal, an alarm is triggered, and the detection is paused. The switch signal acquisition module monitors the contact state changes of the speed limiter electrical switch in real time and records the action signals; The data synchronization and stamping module marks each speed value V_final and switch state change with a unified high-precision timestamp; S5. Trigger Point Determination: The trigger point determination module analyzes the V_final data stream in real time. When V_final reaches or exceeds V_set for the first time, it records this moment as the trigger timestamp T_trigger and records the actual action speed value V_act at this moment. Response time calculation: The response time calculation module calculates the mechanical and electrical response time of the speed limiter, ΔT = T_action - T_trigger, based on the timestamp T_action of the switch signal transition. S6. Comprehensive Assessment and Report Generation Phase: The performance report generation module performs the following evaluations: Action accuracy assessment: Calculate the speed deviation δV = V_act - V_set, and determine whether δV is within the standard allowable range; Response sensitivity assessment: Determine whether ΔT is less than or equal to ΔT_max; Automatically generate a structured test report, which should include at least: V_act, ΔT, δV parameters, velocity-time curves with trigger and action point markers, and pass / fail conclusions for each performance parameter. Compared with the prior art, the beneficial effects of the present invention are: This invention, through the collaborative design of a simulated shaft, a car simulation module, and a traction release mechanism, can accurately reproduce the dynamic working condition of an elevator car falling out of control: the winch of the traction release mechanism lifts the car simulation module to a preset height H via a traction cable; after the electromagnet is de-energized, the car simulation module falls in a free-fall manner; simultaneously, the elevator speed governor body at the top of the simulated shaft is connected to the bottom tension wheel via a speed governor wire rope; when the car simulation module falls, it drives the speed governor rope wheel to rotate synchronously, completely replicating the mechanical environment and motion relationship of the actual elevator "car overspeed - speed governor triggering", ensuring that the test results are highly consistent with the actual working state of the speed governor; The speed measuring mechanism adopts a dual-redundant design consisting of a grating ruler, a grating reader, a laser rangefinder, and a reflector. The grating reader moves synchronously with the car simulation module, calculating the first speed value by reading the pulse signal from the grating ruler. The laser rangefinder calculates the second speed value based on the distance change rate. The control module's data calibration module compares V1 and V2 in real time. Only when the deviation is ≤ the preset allowable error threshold ΔV is V1 used as the final speed reference. If the deviation exceeds the limit, an alarm is automatically triggered and the detection is paused. This mechanism avoids errors caused by the failure of a single speed measuring component. At the same time, high-precision timestamps are used to achieve strict synchronization between speed data and switch action signals, solving the problems of "fuzzy parameter measurements and low data reliability" in traditional detection methods. The entire inspection process is automated through the control module: from parameter setting and car lifting and release to data collection, analysis and evaluation, and report generation, no manual intervention is required. On the one hand, this avoids the inspection deviations caused by "uneven force application and observation errors" during traditional manual operation; on the other hand, it eliminates the risk of mechanical injury that may be caused by the speed limiter accidentally triggering the safety clamp during manual operation, while significantly shortening the inspection cycle and improving inspection efficiency. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the detection device for an elevator speed governor according to the present invention; Figure 2 This is a schematic diagram of the buffer mechanism in a detection device for an elevator speed governor according to the present invention; Figure 3 This is a schematic diagram of the simulated car structure in a detection device for an elevator speed governor according to the present invention; Figure 4 This is a schematic diagram of the traction release mechanism in a detection device for an elevator speed governor according to the present invention; Figure 5 This is a schematic diagram of the simulated shaft structure in a detection device for an elevator speed governor according to the present invention; Figure 6 This is a schematic diagram of the speed measuring mechanism in a detection device for an elevator speed governor according to the present invention; Figure 7 for Figure 6 A magnified structural diagram of part A in the diagram; Figure 8 This is a schematic diagram of the structure of the guide slider in the detection device for elevator speed governor according to the present invention.

[0017] In the picture: 1. Control module; 2. Simulated shaft; 201. Base; 202. Vertical rod; 203. Top seat; 204. Horizontal reinforcing rod; 205. First guide rail; 3. Car simulation module; 301. Simulated car; 302. Lower crossbar; 303. Upper crossbar; 304. First guide shoe; 305. Armature block; 306. Safety clamp; 4. Traction release mechanism; 401. Winch; 402. Traction cable; 403. Movable crossbar; 404. Electromagnet; 405. Connecting ring; 406. Second guide shoe; 5. The elevator speed governor body under test; 501. Speed ​​governor wire rope; 502. Tensioner pulley; 6. Speed ​​measuring mechanism; 601. Second guide rail; 602. Grating ruler; 603. Guide slider; 6031. Mounting hole; 604. Grating reader; 605. Mounting base; 7. Laser rangefinder; 701. Reflector; 8. Buffer mechanism. Detailed Implementation

[0018] The technical solution of the present invention will be further described below with reference to the accompanying drawings and specific embodiments.

[0019] The accompanying drawings are for illustrative purposes only and are schematic diagrams, not actual images. They should not be construed as limiting the scope of this patent. To better illustrate the embodiments of the present invention, some parts in the drawings may be omitted, enlarged, or reduced, and do not represent the actual dimensions of the product. It is understandable to those skilled in the art that some well-known structures and their descriptions may be omitted in the drawings.

[0020] In the accompanying drawings of the embodiments of the present invention, the same or similar reference numerals correspond to the same or similar components. In the description of the present invention, it should be understood that if terms such as "upper," "lower," "left," "right," "inner," and "outer" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, they are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, the terms used to describe positional relationships in the drawings are only for illustrative purposes and should not be construed as limiting the present patent. For those skilled in the art, the specific meaning of the above terms can be understood according to the specific circumstances.

[0021] In the description of this invention, unless otherwise explicitly specified and limited, the term "connection" or similar designation indicating a connection between components should be interpreted broadly. For example, it can refer to a fixed connection, a detachable connection, or an integral part; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can refer to the internal communication between two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0022] Example Please see Figures 1 to 8 This embodiment provides the following technical solution: A detection device for an elevator speed governor includes: a simulated shaft 2, a car simulation module 3, a traction release mechanism 4, a speed measuring mechanism 6, and a control module 1, wherein: The car simulation module 3 is slidably installed inside the simulated shaft 2; The traction release mechanism 4 is installed on the top of the simulated shaft 2. The traction release mechanism 4 is used to pull and release the car simulation module 3 upward, so that the car simulation module 3 can fall freely. The speed measuring mechanism 6 is used to monitor the falling speed of the car simulation module 3; The top of the simulated shaft 2 is detachably mounted with the speed governor body 5 of the elevator under test via bolts, and the bottom of the simulated shaft 2 is mounted with a tensioning wheel 502. The tensioning wheel 502 is connected to the speed governor rope wheel on the speed governor body 5 of the elevator under test via the speed governor wire rope 501. The traction release mechanism 4, the speed measuring mechanism 6, and the elevator speed limiter body 5 under test are electrically connected by an electrical switch.

[0023] Specifically, in this embodiment, the simulated shaft 2 includes a base 201 and a top seat 203. Several uprights 202 are fixedly installed between the base 201 and the top seat 203, and a transverse reinforcing rod 204 is fixedly connected between two adjacent uprights 202.

[0024] By adopting the above technical solution, the base 201 serves as the bottom support structure of the simulated shaft 2, providing a stable installation foundation for the entire simulated shaft 2; the top seat 203 serves as the top support structure of the simulated shaft 2, used to install top components such as the traction release mechanism 4 and the elevator speed governor body 5 under test; several uprights 202 are fixedly installed between the base 201 and the top seat 203, forming the main frame of the simulated shaft 2, determining the height and spatial range of the simulated shaft 2; the transverse reinforcing rods 204 fixedly connected between two adjacent uprights 202 can enhance the connection strength between the uprights 202, prevent the frame of the simulated shaft 2 from deforming due to the movement of the car simulation module 3 or external forces during the testing process, and improve the structural stability of the simulated shaft 2.

[0025] In this embodiment, the car simulation module 3 includes a simulated car 301. The bottom and top of the simulated car 301 are respectively fixedly installed with a lower crossbar 302 and an upper crossbar 303. The inner wall of the simulated shaft 2 is fixedly installed with a first guide rail 205. The ends of the lower crossbar 302 and the upper crossbar 303 are both fixedly installed with a first guide shoe 304. The first guide shoe 304 is slidably connected to the first guide rail 205.

[0026] By adopting the above technical solution, the simulated car 301 is the core component of the car simulation module 3, used to simulate the shape and weight characteristics of the actual elevator car to reproduce the motion inertia of the actual car; the lower crossbar 302 is fixedly installed at the bottom of the simulated car 301, and the upper crossbar 303 is fixedly installed at the top of the simulated car 301, both of which together provide an installation carrier for the first guide shoe 304; the first guide rail 205 is fixedly installed on the inner wall of the simulated shaft 2 to provide a guide path for the sliding of the car simulation module 3; the first guide shoe 304 is fixedly installed at the ends of the lower crossbar 302 and the upper crossbar 303 respectively, and is slidably connected with the first guide rail 205, which can reduce the frictional resistance of the car simulation module 3 when sliding in the simulated shaft 2, and at the same time limit the sliding direction of the car simulation module 3 to avoid it from deviating or shaking during the fall, and ensure that the car simulation module 3 moves smoothly along the preset trajectory.

[0027] In some embodiments, a safety clamp 306 is installed at the bottom of the lower crossbar 302. The trigger rod of the safety clamp 306 is fixedly connected to the speed governor wire rope 501. By adopting the above technical solution, when the speed governor body 5 of the elevator under test triggers an emergency stop, the safety clamp 306 can be tightly clamped on the first guide rail 205, thereby improving the service life of the car simulation module 3.

[0028] In this embodiment, the traction release mechanism 4 includes a winch 401 and a movable crossbar 403. The winch 401 is fixedly installed on the top of the top seat 203. The movable crossbar 403 is located inside the simulated shaft 2. A connecting ring 405 is fixedly installed on the top of the movable crossbar 403. A traction steel cable 402 is wound on the winch of the winch 401. The lower end of the traction steel cable 402 is fixedly tied to the connecting ring 405. A second guide shoe 406 is fixedly installed at the end of the movable crossbar 403. The second guide shoe 406 is slidably connected to the first guide rail 205. An electromagnet 404 is fixedly installed at the bottom of the movable crossbar 403, and an armature block 305 is fixedly embedded at the top of the upper crossbar 303.

[0029] By adopting the above technical solution, the winch 401 is fixedly installed on the top of the top seat 203, serving as the power source for the traction release mechanism 4. Its winch can provide traction force by winding and unwinding the traction cable 402. The movable crossbar 403 is located on the inner side of the simulated shaft 2 and is the intermediate component connecting the winch 401 and the car simulation module 3. The connecting ring 405 is fixedly installed on the top of the movable crossbar 403 and is used to fix and bind it to the lower end of the traction cable 402, so that the winch 401 can drive the movable crossbar 403 to move through the traction cable 402. The second guide shoe 406 is fixedly installed on the end of the movable crossbar 403 and is slidably connected to the first guide slide rail 205, ensuring that the movable crossbar 403 moves along the first guide slide rail 205. A guide rail 205 smoothly lifts and lowers, preventing it from deviating during movement. An electromagnet 404 is fixedly installed at the bottom of the movable crossbar 403, and an armature block 305 is fixedly embedded at the top of the upper crossbar 303. When the electromagnet 404 is energized, it can magnetically attract the armature block 305, connecting the movable crossbar 403 and the car simulation module 3 as one unit. At this time, the winch 401 can drive the car simulation module 3 upward by winding the traction cable 402. When it is necessary to release the car simulation module 3, the control module 1 controls the electromagnet 404 to be de-energized, and the electromagnet 404 and the armature block 305 separate instantly. The car simulation module 3 begins to fall freely under the action of gravity, realizing the automated control of "traction-release".

[0030] In this embodiment, a buffer mechanism 8 is installed on the top of the base 201. The buffer mechanism 8 includes a hydraulic buffer, and four sets of hydraulic buffers are arranged in a rectangular shape directly below the car simulation module 3.

[0031] By adopting the above technical solution, the buffer mechanism 8 is installed on the top of the base 201 to provide buffer protection when the car simulation module 3 falls freely to the bottom of the simulated shaft 2, avoiding direct rigid impact between the car simulation module 3 and the base 201 and causing damage to the components; the hydraulic buffer, as the core component of the buffer mechanism 8, uses the damping effect of hydraulic oil to absorb the kinetic energy of the falling car simulation module 3 and achieve smooth deceleration; the four sets of hydraulic buffers are rectangularly distributed directly below the car simulation module 3, which can ensure that when the car simulation module 3 falls to the bottom, the force is evenly distributed on the bottom of the simulated car 301, avoiding deformation of the simulated car 301 due to excessive local force, and improving the stability of the buffering effect, ensuring that the car simulation module 3 and the buffer mechanism 8 are undamaged after each test.

[0032] In this embodiment, the speed measuring mechanism 6 includes a second guide rail 601 and a guide slider 603. The second guide rail 601 is fixedly installed on the inner side of the simulated shaft 2, and the guide slider 603 is slidably installed on the second guide rail 601. A groove is formed on the surface of the second guide rail 601, and a grating ruler 602 is fixedly installed in the groove. A mounting hole 6031 is formed on the guide slider 603, and a grating reading head 604 is fixedly installed inside the mounting hole 6031. A mounting base 605 is fixedly installed on the guide slider 603, and the mounting base 605 is fixedly installed on the top of the simulated car 301 by bolts.

[0033] By adopting the above technical solution, the second guide rail 601 is fixedly installed on the inner side of the simulated shaft 2, providing a dedicated guide path for the sliding of the guide slider 603, ensuring that the movement trajectory of the guide slider 603 is consistent with that of the car simulation module 3; the guide slider 603 is slidably installed on the second guide rail 601, used to install the grating reader 604 and move synchronously with the car simulation module 3; a groove is formed on the surface of the second guide rail 601 to provide installation space for the grating ruler 602, which is fixedly installed in the groove as a reference component for speed measurement, and its surface has uniform light. Grating lines; mounting holes 6031 are formed on the guide slider 603 for fixing the grating read head 604. The grating read head 604 can read the grating line signal on the grating ruler 602 in real time and convert it into pulse data; the mounting base 605 is fixedly installed on the guide slider 603 and fixedly installed on the top of the simulated car 301 by bolts, so that the guide slider 603 can rise and fall synchronously with the simulated car 301, thereby allowing the grating read head 604 to move with the car simulation module 3. The real-time falling speed of the car simulation module 3 is calculated through pulse data to achieve high-precision speed measurement.

[0034] In this embodiment, the speed measuring mechanism 6 also includes a laser ranging probe 7, which is fixedly installed at the bottom of the top seat 203, and a reflector 701 is fixedly installed on the top of the simulated car 301.

[0035] By adopting the above technical solution, the laser ranging probe 7 is fixedly installed at the bottom of the top seat 203 as a supplementary speed measuring component of the speed measuring mechanism 6. It can emit laser signals and receive reflected signals. The reflector 701 is fixedly installed on the top of the simulated car 301. Its surface has high reflectivity and can reflect the laser signal emitted by the laser ranging probe 7 back to the laser ranging probe 7. When the car simulation module 3 falls, the laser ranging probe 7 continuously measures the distance between itself and the reflector 701, calculates the rate of change of distance over time, and thus obtains the falling speed of the car simulation module 3. This structure forms redundancy with the speed measuring method of the grating ruler 602-grating reader 604, which can mutually verify the accuracy of the speed measuring data and avoid detection errors caused by the failure of a single speed measuring component.

[0036] In this embodiment, the control module 1 is provided with a data acquisition and processing unit, which includes: The speed data acquisition module is used to simultaneously receive pulse data from the grating reader 604 and distance data from the laser rangefinder 7, and convert the pulse data and distance data into real-time speed values ​​of the car simulation module 3. The data calibration module is used to compare the first velocity value calculated from the pulse data of the grating read head 604 with the second velocity value obtained from the distance data of the laser rangefinder 7 in real time. When the deviation between the first velocity value and the second velocity value is within the preset allowable error range, the first velocity value is used as the final output. When the deviation exceeds the allowable error range, the speed measuring mechanism 6 is judged to have an abnormal signal and an alarm is triggered. The switch signal acquisition module is used to continuously monitor the contact state changes of the electrical switch of the elevator speed governor body 5 under test, and capture its action signal from closed to open or from open to closed. The data synchronization and stamping module is used to mark each speed value acquired by the speed data acquisition module and the switch action signal captured by the switch signal acquisition module with a high-precision timestamp under the same time base, so as to achieve strict synchronization between speed data and switch action status.

[0037] By adopting the above technical solution, the speed data acquisition module, as the input core of the data acquisition and processing unit, can simultaneously receive pulse data from the grating reader 604 and distance data from the laser ranging probe 7. Through a preset algorithm, it converts the two types of data into real-time speed values ​​for the car simulation module 3, providing raw speed data for subsequent analysis. The data calibration module compares the first speed value obtained from the grating reader 604 and the second speed value obtained from the laser ranging probe 7 in real time to determine the validity of the speed measurement data. When the deviation is within the allowable error, the first speed value is used as the final output; when the deviation exceeds the limit, the speed measuring mechanism 6 is deemed to have an abnormal signal and an alarm is triggered, preventing invalid data from affecting the detection results. The switch signal acquisition module continuously monitors the electrical switch contact status of the elevator speed governor body 5 under test, capturing its on / off action signal in real time and recording the trigger time of the speed governor's electrical protection. The data synchronization and stamping module, based on the high-precision clock inside the control module 1, marks each speed value and switch action signal with a unified timestamp, ensuring that the speed data and switch action signal strictly correspond in the time dimension, providing an accurate time reference for subsequent calculation of response time and determination of trigger points.

[0038] In this embodiment, the control module 1 includes a data analysis and evaluation module, which comprises: The trigger point determination module is used to analyze the speed data stream with timestamps. When the first speed value reaches or exceeds the preset rated action speed of the speed limiter for the first time, it accurately determines and records this moment as the trigger point, and records the corresponding trigger timestamp T_trigger and the actual action speed value V_act. The response time calculation module is used to calculate the time interval between the trigger point timestamp T_trigger and the speed limiter electrical switch action timestamp T_action based on the timestamp provided by the data synchronization and stamping module, and obtain the response time ΔT. The performance report generation module is used to compare the actual action speed value V_act with the rated action speed to evaluate the accuracy of the action, compare the response time ΔT with the standard requirements to evaluate the response sensitivity, and automatically generate a test report with compliance conclusions.

[0039] By adopting the above technical solution, the trigger point determination module performs real-time analysis of the speed data stream with timestamps. When the first speed value reaches or exceeds the preset rated operating speed of the speed limiter for the first time, it determines this moment as the reference moment (trigger point) when the speed limiter should be triggered. At the same time, it records the timestamp T_trigger and the actual operating speed value V_act at this moment, providing key parameters for subsequent performance evaluation. The response time calculation module uses the timestamp marked by the data synchronization and stamping module to extract the trigger point timestamp T_trigger and the speed limiter electrical switch operating timestamp T_action captured by the switch signal acquisition module. By calculating the time interval between the two, the response time ΔT is obtained. This parameter directly reflects the timeliness of the speed limiter from detecting overspeed to the electrical switch operating. The performance report generation module compares the actual operating speed value V_act with the preset rated operating speed, calculates the speed deviation to evaluate the accuracy of the speed limiter's operation, and compares the response time ΔT with the maximum allowable response time required by the industry standard GB7588-2023 to evaluate the response sensitivity. Finally, it integrates all detection parameters to automatically generate a test report with compliance conclusions, realizing the automated evaluation and output of test results.

[0040] The control module 1 integrates a touch screen, thus forming a human-machine interface that facilitates operation by testing personnel.

[0041] The present invention also provides a detection method for elevator speed governors, specifically including the following steps: S1. Fix the elevator speed governor body 5 to the top of the simulated shaft 2, so that the speed governor wire rope 501 passes around the tensioning wheel 502 at the bottom and connects to the car simulation module 3; S2. Through the human-machine interface of the control module 1, set the rated operating speed V_set, speed allowable error threshold ΔV, maximum allowable response time ΔT_max and simulated fall release height H of the elevator speed governor body 5 under test; S3. After the electromagnet 404 and the armature block 305 are magnetically attracted, the control module 1 instructs the winch 401 to work, and lifts the movable crossbar 403 to the predetermined height H by traction cable 402, so that the car simulation module 3 is suspended to the release height H. The winch 401 stops and maintains the brake, and the system delays briefly by 1-2 seconds to ensure the stability of the car simulation module 3. The control module 1 sends a power-off command to the electromagnet 404 of the traction release mechanism 4, causing it to instantly lose its magnetism, and the car simulation module 3 begins to fall freely under the action of gravity. S4. During the descent of the car simulation module 3, the grating reader 604 reads the pulse signal of the grating ruler 602 in real time and transmits it to the speed data acquisition module to calculate the first speed value V1; Simultaneously, the laser ranging probe 7 continuously measures the distance between itself and the reflector 701, and transmits the distance data to the velocity data acquisition module to calculate the second velocity value V2; The data calibration module receives V1 and V2 in real time and compares them: if |V1-V2|≤ΔV, the data is considered valid and V1 is used as the final speed reference V_final; if |V1-V2|>ΔV, the data is considered abnormal, an alarm is triggered, and the detection is paused. The switch signal acquisition module monitors the contact state changes of the speed limiter electrical switch in real time and records the action signals; The data synchronization and stamping module marks each speed value V_final and switch state change with a unified high-precision timestamp; S5. Trigger Point Determination: The trigger point determination module analyzes the V_final data stream in real time. When V_final reaches or exceeds V_set for the first time, it records this moment as the trigger timestamp T_trigger and records the actual action speed value V_act at this moment. Response time calculation: The response time calculation module calculates the mechanical and electrical response time of the speed limiter, ΔT = T_action - T_trigger, based on the timestamp T_action of the switch signal transition. S6. Comprehensive Assessment and Report Generation Phase: The performance report generation module performs the following evaluations: Action accuracy assessment: Calculate the speed deviation δV = V_act - V_set, and determine whether δV is within the standard allowable range; Response sensitivity assessment: Determine whether ΔT is less than or equal to ΔT_max; The system automatically generates a structured test report, which includes at least the following: V_act, ΔT, and δV parameters, a velocity-time curve with trigger and action point markers, and a pass / fail conclusion for each performance parameter.

[0042] Specifically, in this embodiment, the trigger point determination in step S5 includes the following sub-steps: Collect time-stamped velocity data points within a preset time window near the trigger point to obtain the dataset {(t)} i ,v i )|i=1,2,…,n}, where n is the number of data points, t i For timestamps, v i This is the speed value; Linear regression analysis was performed on the dataset to fit the velocity-time line v = a + b·t, where a and b are regression coefficients, estimated using the least squares method. ; ; Calculate the trigger timestamp V set This is the rated operating speed.

[0043] Equation derivation process: A linear regression equation is used to fit velocity-time data points to accurately estimate the trigger time. It is assumed that near the trigger point, velocity changes linearly with time, i.e., v0 i =a+b·t i + ,in Let a and b be the residuals. The regression coefficients a and b are solved using the least squares method to minimize the sum of squared residuals. The derivation is as follows: Sum of Squares of Residuals Take the partial derivatives with respect to a and b respectively and set them to zero: ; ; Solving the system of equations, we get: , .

[0044] Trigger time T trigger By solving V set =a+b·t, which gives T trigger =(V set -a) / b.

[0045] Parameter Description t i : Timestamp of the i-th data point (in seconds); vi : The velocity value of the i-th data point (unit: meters per second); n: Number of data points (usually n≥2); V set Rated operating speed of the speed limiter (unit: meters per second); a: Intercept of the regression line (unit: m / s); b: Slope of the regression line (unit: m / s²); T trigger : Estimated trigger timestamp (in seconds).

[0046] Example: Suppose the following data points are collected near the trigger point: t = [1.0, 1.1, 1.2, 1.3] seconds; v = [1.5, 1.6, 1.7, 1.8] m / s; V set =1.65 m / s.

[0047] The calculation yields: ∑t i =4.6,∑v i =6.6,∑t i v i =7.62, ; ; ; .

[0048] Technical effects: Improving trigger timestamp accuracy: Regression analysis reduces discrete sampling errors, significantly improving trigger time estimation accuracy; Enhanced reliability of response time calculation: More accurate T trigger This makes the calculation of response time ΔT more reliable; Adapting to noisy environments: When there are slight fluctuations in velocity data, the regression equation can smooth out noise and avoid false triggering.

[0049] Working principle and process 1. Data Acquisition: At speeds approaching V set At that time, collect velocity data points with consecutive timestamps; 2. Regression analysis: The least squares method is used to fit a straight line to obtain coefficients a and b; 3. Time calculation: Substitute V set Solve for T trigger ; 4. Verification: Check b > 0 (speed increase) to ensure physical plausibility; 5. Output: Ttrigger Used for response time calculation.

[0050] The equation is coordinated with the overall solution: The linear regression equation enhances the existing trigger point determination module without changing the original process, only improving accuracy, and seamlessly integrates with other parts of the device and method. This equation is optimized for dynamic scenarios of speed limiter detection, addressing the problem of inaccurate discrete sampling through data fitting. This equation improves the accuracy of trigger point determination; based on linear regression analysis, it accurately calculates the trigger timestamp by fitting speed-time data points, thereby enhancing the accuracy and reliability of detection.

[0051] All parts not described in this invention are the same as or can be implemented using existing technology. Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A detection device for elevator speed governors, characterized in that, include: Simulated shaft (2); A car simulation module (3) is slidably installed inside the simulated shaft (2); The traction release mechanism (4) is installed on the top of the simulated shaft (2). The traction release mechanism (4) is used to pull and release the car simulation module (3) upward, so that the car simulation module (3) can fall freely. Speed ​​measuring mechanism (6), the speed measuring mechanism (6) is used to monitor the falling speed of the car simulation module (3); The top of the simulated shaft (2) is detachably mounted with the elevator speed governor body (5) to be tested by bolts, and the bottom of the simulated shaft (2) is mounted with a tension wheel (502). The tension wheel (502) is connected to the speed governor rope wheel on the elevator speed governor body (5) to be tested by speed governor wire rope (501). The control module (1) is electrically connected to the traction release mechanism (4), the speed measuring mechanism (6) and the elevator speed limiter body (5).

2. The detection device for an elevator speed governor according to claim 1, characterized in that: The simulated shaft (2) includes a base (201) and a top seat (203). Several uprights (202) are fixedly installed between the base (201) and the top seat (203), and a transverse reinforcing rod (204) is fixedly connected between two adjacent uprights (202).

3. The detection device for an elevator speed governor according to claim 2, characterized in that: The car simulation module (3) includes a simulated car (301). The bottom and top of the simulated car (301) are respectively fixedly installed with a lower crossbar (302) and an upper crossbar (303). The inner wall of the simulated shaft (2) is fixedly installed with a first guide rail (205). The ends of the lower crossbar (302) and the upper crossbar (303) are both fixedly installed with a first guide shoe (304). The first guide shoe (304) is slidably connected to the first guide rail (205).

4. The detection device for an elevator speed governor according to claim 3, characterized in that: The traction release mechanism (4) includes a winch (401) and a movable crossbar (403). The winch (401) is fixedly installed on the top of the top seat (203). The movable crossbar (403) is located on the inner side of the simulated shaft (2). A connecting ring (405) is fixedly installed on the top of the movable crossbar (403). A traction steel cable (402) is wound on the winch of the winch (401). The lower end of the traction steel cable (402) is fixedly tied to the connecting ring (405). A second guide shoe (406) is fixedly installed at the end of the movable crossbar (403). The second guide shoe (406) is slidably connected to the first guide rail (205). An electromagnet (404) is fixedly installed at the bottom of the movable crossbar (403), and an armature block (305) is fixedly embedded at the top of the upper crossbar (303).

5. A detection device for an elevator speed governor according to claim 4, characterized in that: The speed measuring mechanism (6) includes a second guide rail (601) and a guide slider (603). The second guide rail (601) is fixedly installed on the inner side of the simulated shaft (2). The guide slider (603) is slidably installed on the second guide rail (601). A groove is provided on the surface of the second guide rail (601). A grating ruler (602) is fixedly installed in the groove. A mounting hole (6031) is provided on the guide slider (603). A grating reading head (604) is fixedly installed inside the mounting hole (6031). A mounting base (605) is fixedly installed on the guide slider (603). The mounting base (605) is fixedly installed on the top of the simulated car (301) by bolts.

6. The detection device for an elevator speed governor according to claim 5, characterized in that: The speed measuring mechanism (6) also includes a laser ranging probe (7), which is fixedly installed at the bottom of the top seat (203), and a reflector (701) is fixedly installed on the top of the simulated car (301).

7. A detection device for an elevator speed governor according to claim 6, characterized in that: The control module (1) is equipped with a data acquisition and processing unit, which includes: The speed data acquisition module is used to simultaneously receive pulse data from the grating reader (604) and distance data from the laser ranging probe (7), and convert the pulse data and distance data into the real-time speed value of the car simulation module (3); The data calibration module is used to compare in real time the first speed value calculated from the pulse data of the grating read head (604) with the second speed value obtained from the distance data of the laser ranging probe (7); when the deviation between the first speed value and the second speed value is within the preset allowable error range, the first speed value is used as the final output; when the deviation exceeds the allowable error range, the speed measuring mechanism (6) is judged to be abnormal and an alarm is triggered. The switch signal acquisition module is used to continuously monitor the contact state changes of the electrical switch of the elevator speed governor body (5) under test, and capture its action signal from closed to open or from open to closed. The data synchronization and stamping module is used to mark each speed value acquired by the speed data acquisition module and the switch action signal captured by the switch signal acquisition module with a high-precision timestamp under the same time base, so as to achieve strict synchronization between speed data and switch action status.

8. A detection device for an elevator speed governor according to claim 7, characterized in that: The control module (1) includes a data analysis and evaluation module, which comprises: The trigger point determination module is used to analyze the speed data stream with timestamps. When the first speed value reaches or exceeds the preset rated action speed of the speed limiter for the first time, it accurately determines and records this moment as the trigger point, and records the corresponding trigger timestamp T_trigger and the actual action speed value V_act. The response time calculation module is used to calculate the time interval between the trigger point timestamp T_trigger and the speed limiter electrical switch action timestamp T_action based on the timestamp provided by the data synchronization and stamping module, and obtain the response time ΔT. The performance report generation module is used to compare the actual action speed value V_act with the rated action speed to evaluate the accuracy of the action, compare the response time ΔT with the standard requirements to evaluate the response sensitivity, and automatically generate a test report with compliance conclusions.

9. A detection device for an elevator speed governor according to claim 3, characterized in that: A buffer mechanism (8) is installed on the top of the base (201). The buffer mechanism (8) includes a hydraulic buffer. Four sets of hydraulic buffers are arranged in a rectangular pattern directly below the car simulation module (3).

10. A detection method for elevator speed governors, characterized in that: The detection is performed using a detection device for an elevator speed governor according to any one of claims 1-9, specifically including the following steps: S1. Fix the elevator speed governor body (5) to the top of the simulated shaft (2), so that the speed governor wire rope (501) passes around the tension wheel (502) at the bottom and is connected to the car simulation module (3); S2. Through the human-machine interface of the control module (1), set the rated operating speed V_set, speed allowable error threshold ΔV, maximum allowable response time ΔT_max and simulated fall release height H of the elevator speed limiter body (5) under test; S3. After the electromagnet (404) and the armature block (305) are magnetically attracted, the control module (1) instructs the winch (401) to work and lift the movable crossbar (403) to the predetermined height H through the traction cable (402), so that the car simulation module (3) is suspended to the release height H; The winch (401) stops and remains braked, and the system is briefly delayed for 1-2 seconds to ensure the stability of the car simulation module (3); The control module (1) sends a power-off command to the electromagnet (404) of the traction release mechanism (4), causing it to lose its magnetism instantly, and the car simulation module (3) begins to fall freely under the action of gravity; S4. During the descent of the car simulation module (3), the grating reader (604) reads the pulse signal of the grating ruler (602) in real time and transmits it to the speed data acquisition module to calculate the first speed value (V1). Simultaneously, the laser rangefinder (7) continuously measures the distance between itself and the reflector (701) and transmits the distance data to the velocity data acquisition module to calculate the second velocity value (V2). The data calibration module receives V1 and V2 in real time and compares them: if |V1-V2|≤ΔV, the data is considered valid and V1 is used as the final speed reference V_final; if |V1-V2|>ΔV, the data is considered abnormal, an alarm is triggered, and the detection is paused. The switch signal acquisition module monitors the contact state changes of the speed limiter electrical switch in real time and records the action signals; The data synchronization and stamping module marks each speed value V_final and switch state change with a unified high-precision timestamp; S5. Trigger Point Determination: The trigger point determination module analyzes the V_final data stream in real time. When V_final reaches or exceeds V_set for the first time, it records this moment as the trigger timestamp T_trigger and records the actual action speed value V_act at this moment. Response time calculation: The response time calculation module calculates the mechanical and electrical response time of the speed limiter, ΔT = T_action - T_trigger, based on the timestamp T_action of the switch signal transition. S6. Comprehensive Assessment and Report Generation Phase: The performance report generation module performs the following evaluations: Action accuracy assessment: Calculate the speed deviation δV = V_act - V_set, and determine whether δV is within the standard allowable range; Response sensitivity assessment: Determine whether ΔT is less than or equal to ΔT_max; The system automatically generates a structured test report, which includes at least the following: V_act, ΔT, and δV parameters, a velocity-time curve with trigger and action point markers, and a pass / fail conclusion for each performance parameter.

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