Method for measuring elevator braking torque

Abstract

This invention provides a method for measuring the braking torque of an elevator that allows for easy acquisition of the braking torque. [Solution] A method for measuring the braking torque of an elevator 100 comprising a hoisting machine 10 having a drive unit 11 and a sheave 12, a suspension unit 20 wrapped around the sheave 12, a car unit 30 and a weight unit 40 suspended from both ends of the suspension unit 20 and raised and lowered, and a plurality of braking units 50 that brake the drive unit 11, comprising: a first applied current acquisition step S2 in which a first applied current A1 of the motor 11 is acquired when the car unit 30 is raised and lowered in a measurement operation state in which one of the plurality of braking units 50 is activated; a second applied current acquisition step S2 in which a second applied current A2 of the motor 11 is acquired when the car unit 30 is raised and lowered with the measurement operation state released; and a braking torque T based on the difference between the first applied current A1 and the second applied current A2. bk The system includes a braking torque calculation step S5 for calculating the braking torque.

Description

Technical Field

[0001] The invention relates to a method for measuring the braking torque of an elevator.

Background Art

[0002] An elevator brakes a moving car at a position corresponding to a predetermined landing floor. Therefore, from the viewpoints of product quality and safety, the braking torque during car braking is periodically evaluated. The elevator brake torque diagnosis method of Patent Document 1 includes steps of calculating an unbalance torque, applying a motor torque to rotate the motor so as to drive in the same direction as the direction in which the unbalance torque acts while maintaining the brake in a braking state, detecting a current value supplied to the motor while maintaining the rotation of the motor, detecting a motor torque based on the detected current value, and calculating a braking torque based on the unbalance torque and the motor torque.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] The elevator brake torque diagnostic method described in Patent Document 1 subtracts the elevator system's losses from the sum of the unbalanced torque and the motor torque. In other words, the technology in Patent Document 1 requires the separate measurement of the elevator system's losses in addition to the unbalanced torque and motor torque. The elevator system's losses correspond to the torque associated with the elevator car's travel losses (hereinafter sometimes referred to as travel loss torque). Specifically, the torque caused by air resistance and the torque caused by frictional resistance correspond to the travel loss torque. Because the travel loss torque is easily affected by environmental factors and is time-consuming to measure, there is a risk that the burden of measurement work on the operator will increase. That is to say, conventionally, it has not been easy to obtain braking torque.

[0005] Therefore, the present invention aims to provide an elevator braking torque measurement method that allows for easy acquisition of braking torque. [Means for solving the problem]

[0006] The first invention relates to an elevator braking torque measurement method, comprising a hoisting machine having a drive unit and a sheave, a suspension unit which is a long body wrapped around the sheave, a car unit and a weight unit which are suspended from both ends of the suspension unit and raised and lowered by the hoisting machine, and a plurality of braking units which brake the drive unit, and is characterized by comprising: a first acquisition step of acquiring a first measurement value which is an electrical measurement value corresponding to the output torque of the drive unit when raising and lowering the car unit in a measurement operation state in which one of the plurality of braking units is activated; a second acquisition step of acquiring a second measurement value which is an electrical measurement value corresponding to the output torque of the drive unit when raising and lowering the car unit with the measurement operation state released; and a braking torque calculation step of calculating the braking torque based on the difference between the first measurement value and the second measurement value.

[0007] According to the first invention, the first acquisition step involves acquiring a first measurement value, which is an electrical measurement value corresponding to the output torque of the drive unit when raising and lowering the car in a measurement operating state in which one of the plurality of braking units is activated. The second acquisition step involves acquiring a second measurement value, which is an electrical measurement value corresponding to the output torque of the drive unit when raising and lowering the car in a state in which the measurement operating state is released. Thus, the braking torque can be calculated using the output torque of the drive unit in two different travel states. That is, since the braking torque is calculated using the output torque of the drive unit in two different travel states, the air resistance and dynamic friction resistance of the elevator are not required when determining the braking torque. In other words, since the air resistance and dynamic friction resistance of the elevator, which are affected by environmental factors, are not required when determining the braking torque, it is not necessary to consider the travel loss torque associated with the travel loss of the car. Therefore, the braking torque can be acquired without considering the travel loss torque, which is time-consuming to measure.

[0008] In the second invention, the first acquisition step is characterized by acquiring the first measurement value when the basket is raised, and the second acquisition step is characterized by acquiring the second measurement value when the basket is raised.

[0009] According to the second invention, the first acquisition step involves acquiring the first measurement value when raising the cage, and the second acquisition step involves acquiring the second measurement value when raising the cage, thus making it easy to acquire the braking torque while utilizing the existing counterweight. In other words, in an unloaded state when there are no passengers or other occupants, the counterweight is heavier than the cage, so the cage can be driven with a small applied current by utilizing the weight of the counterweight.

[0010] In the third invention, the braking torque calculation step is characterized by calculating the braking torque using the following formula (1). T bk =(A1-A2)×K …(1) T bk : The braking torque A1: Current applied to the drive unit when raising the cage in the measurement operating state A2: Current applied to the drive unit when raising the cage unit with the measurement operation state released. K: Conversion ratio for converting the applied current of the drive unit into torque

[0011] According to the third invention, the braking torque can be calculated using the applied current of the drive unit, which is easy to measure.

[0012] In the fourth invention, prior to the braking torque calculation step, there is a third acquisition step of acquiring a third measurement value corresponding to the output torque of the drive unit when the cage is lowered with the measurement operation state released, The conversion ratio in the braking torque calculation step is characterized by being calculated using the following formula (2). K=T NL / {(A2+A3) / 2} …(2) T NL Unbalanced torque A3: Current applied to the drive unit when lowering the cage unit with the measurement operation state released.

[0013] According to the fourth invention, the conversion ratio for converting the applied current of the drive unit into torque can be calculated using the unbalanced torque, which can be obtained from known values, and the applied current of the drive unit. Therefore, the applied current of the drive unit can be easily converted into braking torque.

[0014] In the fifth invention, the first measurement value and the second measurement value are obtained when the elevator car is located on a floor that includes the central position in the height from the lowest floor to the highest floor.

[0015] According to the fifth invention, since the first and second measured values ​​can be detected under conditions with minimal disturbance, the output value of the drive unit can be obtained with high accuracy. Therefore, the braking torque can be calculated using the highly accurate output value. [Effects of the Invention]

[0016] According to the present invention, it is possible to provide an elevator braking torque measurement method that allows for easy acquisition of braking torque. [Brief explanation of the drawing]

[0017] [Figure 1] This diagram shows the overall configuration of an elevator according to Embodiment 1 of the present invention. [Figure 2] This diagram shows the processing steps for measuring braking torque. [Figure 3] This is a schematic diagram showing the torque generated when the cage is raised in the measurement operating state. [Figure 4] This is a schematic diagram showing the torque generated when the cage is raised with the measurement operation state released. [Figure 5] This is a schematic diagram showing the torque generated when the cage is lowered with the measurement operation state released. [Figure 6] This is a flowchart showing the procedure for measuring braking torque. [Figure 7] This diagram shows the overall configuration of the elevator according to Embodiment 2. [Modes for carrying out the invention]

[0018] Hereinafter, an embodiment of the elevator braking torque measurement method according to the present invention will be described with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and will not be repeated in the description.

[0019] [Embodiment 1] First, an elevator 100 according to one embodiment of the present invention will be described with reference to Figure 1. Figure 1 is a diagram showing the overall configuration of the elevator 100 according to Embodiment 1 of the present invention. The elevator 100 is, for example, a traction elevator. As shown in Figure 1, the elevator 100 comprises a hoisting machine 10, a suspension section 20, a car section 30, a weight section 40, a braking section 50, a rail 60, a traveling cable 70, and a control section 80.

[0020] The hoisting machine 10 raises and lowers the cage section 30. The hoisting machine 10 includes a motor 11, a sheave 12, and an encoder (not shown).

[0021] Motor 11 rotates the sheave 12. Motor 11 is an electric motor that generates driving torque. The output shaft of motor 11 is coupled to the sheave 12 and the disc 51 of the braking unit 50. Motor 11 corresponds to, for example, the "drive unit". Note that motor 11 is not limited to an independent electric motor, and may be formed by incorporating a rotor and stator into the hoisting machine 10.

[0022] The sheave 12 moves the suspension section 20. The sheave 12 is, for example, a pulley that rotates synchronously with the output shaft of the motor 11. The suspension section 20 is wrapped around the sheave 12, and friction causes the suspension section 20 to move up and down. The encoder outputs a signal corresponding to the rotation of the sheave 12.

[0023] The suspension section 20 raises and lowers the cage section 30 and the weight section 40. The suspension section 20 is a long object, such as a wire rope. The suspension section 20 is wrapped around the sheave 12. The cage section 30 is connected to one end of the suspension section 20, and the weight section 40 is connected to the other end of the suspension section 20.

[0024] The cage section 30 carries the passengers and cargo. The cage section 30 is suspended from one end of the suspension section 20 and is raised and lowered along the rail 60 by the hoisting machine 10 within the hoistway P. In this embodiment, it is assumed that the cage section 30 is in an unloaded state. An unloaded state means that the cage section 30 is not loaded with any weight such as passengers or cargo.

[0025] The counterweight 40 adjusts the imbalance of the load on the sheave 12. The counterweight 40 is suspended from the other end of the suspension section 20 and is raised and lowered within the elevator shaft P by the hoisting machine 10. The weight W2 of the counterweight 40 is usually set to be heavier than the weight W1 of the elevator car 30. In this embodiment, the overbalance ratio is set to, for example, 50%. The overbalance ratio is the load ratio at which the elevator car 30 and the counterweight 40 are balanced at an intermediate floor. An intermediate floor is a floor that includes the midpoint in the height from the lowest floor to the highest floor.

[0026] The braking unit 50 generates braking torque to slow the movement of the elevator car 30. In this embodiment, the braking of the elevator car 30 during steady-state operation is the focus, and emergency stopping is not considered. The braking unit 50 suppresses the up and down movement of the elevator car 30 by braking the rotation of the sheave 12. Multiple braking units 50 (for example, 2 to 4 units) are provided for a single elevator car 30. The braking unit 50 is, for example, an electromagnetic disc brake. The braking unit 50 has a disc 51, a brake shoe 52, and a caliper (not shown). The braking unit 50 is operated by a current applied to a brake coil (not shown). When the excitation is released, the caliper is operated, and the brake shoe 52 is pressed against the disc 51 which rotates synchronously with the output shaft of the motor 11. The braking of the sheave 12 is released by excitation. The braking torque of the braking unit 50 is adjusted, for example, by the spring force (deflection) that presses against the brake shoe 52.

[0027] The braking unit 50 constitutes part of the door-open travel protection device (UCMP), which is a safety device. The door-open travel protection device stops the movement of the car unit 30 when the door is open, or stops the movement of the car unit 30 if it is misaligned.

[0028] The rail 60 constitutes part of an emergency stop device that stops the descent of the elevator car 30. The rail 60 is located within the hoistway P and extends vertically adjacent to the elevator car 30. In the event of an abnormality, the rail 60 is clamped into a wedge mechanism provided on the elevator car 30 side. The rail 60 is also equipped with a guide device (not shown) such as a guide shoe or roller guide to guide the elevator car 30 along the rail 60. Friction between the guide device and the rail 60 is considered to be one of the causes of running torque loss.

[0029] The traveling cable 70 is a communication and power supply cable. The traveling cable 70 electrically connects the elevator car 30 to the control equipment (not shown). The traveling cable 70 is suspended within the elevator shaft P and moves up and down in accordance with the movement of the elevator car 30.

[0030] The control unit 80 is a hardware circuit composed of a processor such as a CPU (Central Processing Unit) and an ASIC (Application Specific Integrated Circuit). The control unit 80 controls the operation of each operating part of the hoisting machine 10, braking unit 50, and elevator 100 by having the processor read and execute a control program stored in a memory unit (not shown). The control unit 80 receives detection signals from each detection unit and outputs command signals to each operating part. The control unit 80 corresponds to, for example, a control panel operated by an operator.

[0031] The storage unit is, for example, an HDD (Hard Disk Drive) or an SSD (Solid State Drive). The storage unit may also include RAM (Random Access Memory) and ROM (Read Only Memory). The storage unit stores various data and control programs for controlling the operation of each part, such as the motor 11 and the braking unit 50. The control programs are executed by the control unit 80. Signals from each position switch (not shown), signals from each encoder, the applied voltage to the motor 11, and the applied current associated with the applied voltage are written to a predetermined data area of ​​the storage unit.

[0032] The control unit 80 performs two modes: a normal mode and an inspection mode. The normal mode is the mode in which the elevator car 30 is moved to a designated landing floor. The inspection mode is the mode in which inspection-specific operations are performed on intermediate floors. The control unit 80 switches between modes, for example, by switching a manual switch (not shown).

[0033] Next, the method for measuring the braking torque of the elevator 100 will be described with reference to Figures 2 to 5. Figure 2 is a diagram showing the processing steps of the braking torque measurement method. Figure 3 is a schematic diagram showing the torque generated when the car section 30 is raised in the measurement operation state. Figure 4 is a schematic diagram showing the torque generated when the car section 30 is raised with the measurement operation state released. Figure 5 is a schematic diagram showing the torque generated when the car section 30 is lowered with the measurement operation state released. Note that the measurement operation state refers to the state in which one of the multiple braking sections 50 is activated. Also, Figures 3 to 5 show the state in which the car section 30 is moving at a constant velocity.

[0034] In the braking torque measurement method of this embodiment, the braking torque T bk The following formula is used to calculate it. T bk =(A1-A2)×K …(1) A1: Current applied to the motor 11 when raising the cage section 30 in the measurement operation state. A2: The applied current of the motor 11 when raising the car part 30 in the state where the measurement operation state is released K: Conversion ratio for converting the applied current of the motor 11 into torque

[0035] Also, the following formula is used to calculate the conversion ratio K. Note that the unbalanced torque T NL is the torque generated when the load is 0%. The unbalanced torque T NL is obtained using known values such as the overbalance rate, rated load, driving sheave diameter, and roping coefficient, etc. K = T NL / {(A2 + A3) / 2} …(2) A3: The applied current of the motor 11 when lowering the car part 30 in the state where the measurement operation state is released

[0036] The braking torque T of the elevator 100 bk is measured when the inspection mode is executed. As shown in FIG. 2, the braking torque measurement method includes a first applied current acquisition step S1, a second applied current acquisition step S2, a third applied current acquisition step S3, a conversion ratio calculation step S4, and a braking torque calculation step S5. In FIG. 2, the description of "step" is omitted. The first applied current acquisition step S1, the second applied current acquisition step S2, the third applied current acquisition step S3, and the conversion ratio calculation step S4 are all executed in the previous stage of the braking torque calculation step S5.

[0037] The first applied current acquisition step S1 acquires the first applied current A1 corresponding to the first torque T C The first torque T CThis is the output torque of the hoisting machine 10 when raising the cage section 30 in the measurement operating state. The torque of the hoisting machine 10 is detected via the applied current of the motor 11. The first applied current A1 corresponds to, for example, the "first measured value". The applied current corresponds to, for example, the command value of the current to the inverter (not shown) connected to the motor 11. However, it is not limited to this. In the case of a value that fluctuates over time, the average value over a predetermined time or a moving average may be used.

[0038] As shown in Figure 3, when the cage section 30 is raised in the measurement operating state, the following equation holds true. Note that the first torque T C This is based on the conditions that the cage section 30 has a load of 0% and one caliper is fastened (when each braking section 50 has one caliper). Also, the torque associated with the running loss of the cage section 30 (hereinafter sometimes referred to as running loss torque) T L These include, for example, the torque associated with air resistance when the cage section 30 moves, and the torque associated with frictional resistance when the cage section 30 moves. T bk +T L =T NL +T C …(3)

[0039] As shown in Figure 2, the second applied current acquisition step S2 is the second torque T up The second applied current A2 corresponding to this is obtained. Second torque T up This is the torque of the hoisting machine 10 when raising the cage section 30 with the measurement operation state released. The second applied current A2 corresponds to, for example, the "second measured value".

[0040] As shown in Figure 4, when the cage 30 is raised with the braking force of the braking unit 50 released, the following equation holds true. T up +T L =T NL …(4)

[0041] As shown in Figure 2, the third applied current acquisition step S3 is the third torque T dn The corresponding third applied current A3 is obtained. Third torque T dn This is the torque of the hoisting machine 10 when lowering the cage section 30 with the measurement operation state released. The third applied current A3 corresponds to, for example, the "third measured value".

[0042] As shown in Figure 5, when the cage section 30 is lowered with the braking force of the braking unit 50 released, the following equation holds true. T dn =T NL +T L …(5)

[0043] As shown in Figure 2, in the conversion ratio calculation step S4, the conversion ratio K is determined to convert the applied current of the motor 11 into torque. Second torque T up and the 3rd torque T dn The following equations hold true for each of these. Therefore, equation (2) for calculating the conversion ratio K can be obtained by substituting equations (5), (6), and (7) into equation (4). T up =A² × K …(6) T dn =A3×K …(7)

[0044] In braking torque calculation step S5, the braking torque T is calculated based on the difference between the first applied current A1 and the second applied current A2. bk The braking torque T is calculated by substituting the conversion ratio K obtained in the conversion ratio calculation step S4 and the first applied current A1 and second applied current A2 obtained from the motor 11 into equation (1). bk Calculate the first torque T. C This can be expressed by the following equation. Equation (1) is obtained by substituting equations (4), (6), and (8) into equation (3). T C =A1×K …(8)

[0045] The first applied current A1 to the third applied current A3 are obtained when the elevator car 30 is located on a floor that includes the central position in the height range from the lowest floor to the highest floor, and when the elevator car 30 is moving at a constant velocity.

[0046] Next, referring to the flowchart in Figure 6, the braking torque T of elevator 100 bk The procedure for measuring the braking torque will be described. Figure 6 is a flowchart of the braking torque measurement procedure. As shown in Figure 6, the braking torque measurement procedure includes steps S11 to S20.

[0047] As shown in the flowchart in Figure 6, in step S11, the control unit 80 receives various detection signals and the unbalanced torque T NL Obtain various known pieces of information, such as those listed above. The process then proceeds to step S12.

[0048] In step S12, the control unit 80 moves the elevator car 30 to the floor that includes the central position in the height range from the lowest floor to the highest floor. This is to measure the applied current while the elevator car 30 is moving at a constant velocity. The process then proceeds to step S13.

[0049] In step S13, the second applied current A2 is obtained. The second applied current A2 is the current detected when the cage 30 is raised at a constant speed while none of the multiple braking units 50 are activated. The process proceeds to step S14.

[0050] In step S14, the third applied current A3 is obtained. The third applied current A3 is the current detected when the cage 30 is lowered at a constant speed while none of the multiple braking units 50 are activated. The process proceeds to step S15.

[0051] In step S15, the known unbalanced torque T NL The conversion ratio K is calculated using equation (2). Note that the unbalanced torque T NLThis has been determined in advance. The process proceeds to step S16.

[0052] In step S16, one of the multiple braking parts 50 is fastened. The process then proceeds to step S17.

[0053] In step S17, the first applied current A1 is obtained. The first applied current A1 is detected when the cage 30 is raised while being braked, and the current at which it reaches a constant speed is detected. The process proceeds to step S18.

[0054] In step S18, the braking torque T is calculated using equation (1). bk Calculate the braking torque T. bk This is obtained by substituting the first applied current A1, the second applied current A2, and the conversion ratio K into equation (1). The process proceeds to step S19.

[0055] In step S19, braking torque T is applied to all braking parts 50. bk Determine whether the braking torque T was measured for all braking parts 50. bk If the measurement is successful (Yes in step S19), the process ends. Braking torque T is measured for all braking parts. bk If the measurement is not taken (No. in step S19), the process proceeds to step S20.

[0056] In step S20, the currently fastened braking section 50 is released, and another braking section 50 whose measurement has not yet been completed is fastened. The process returns to step S17.

[0057] With the above configuration, the first applied current acquisition step S1 is performed by raising and lowering the cage section 30 in a measurement operating state with one of the multiple braking sections 50 activated, and the first torque T of the motor 11 is obtained. C The first applied current A1, which is an electrical measurement value corresponding to the first applied current, is obtained. In the second applied current acquisition step S2, the second torque T of the motor 11 is obtained when raising and lowering the cage 30 with the measurement operation state released. upThe second applied current A2, which is an electrical measurement value corresponding to the first applied current acquisition step S1 and the second applied current acquisition step S2, allows for the acquisition of electrical measurement values ​​corresponding to the output torque of the motor 11 in two different driving conditions. Then, the braking torque T is calculated using the acquired electrical measurement values ​​for the two different driving conditions. bk The braking torque T is calculated using the output torque of the motor 11 in two different driving conditions. bk In determining this, the air resistance and kinetic friction resistance of the elevator 100 are not required. In other words, accurately measuring the air resistance and kinetic friction resistance of the elevator 100 is difficult, requiring multiple measurements, for example, which increases the burden on the operator. That is, braking torque T bk In determining this, since the air resistance and dynamic friction resistance of the elevator 100, which are affected by environmental factors, are not required, the running loss torque T associated with the running loss of the car section 30 is not considered. L This does not need to be considered. Therefore, the driving loss torque T, which is time-consuming to measure, does not need to be taken into consideration. L Without considering the braking torque T bk You can obtain it.

[0058] Furthermore, the first applied current acquisition step S1 acquires the first applied current A1 when raising the cage section 30. On the other hand, the second applied current acquisition step S2 acquires the second applied current A2 when raising the cage section 30. This allows the braking torque T to be achieved while utilizing the existing weight section 40. bk This can be easily achieved. In other words, in an unloaded state with no crew or other passengers on board, the weight section 40 is heavier than the cage section 30, so the weight of the weight section 40 can be used to drive the cage section 30 with a small applied current.

[0059] Furthermore, step S5 calculates the braking torque T using equation (1). bk This calculates the braking torque T using the applied current of the motor 11, which is easy to measure. bk It can be calculated.

[0060] Furthermore, before the braking torque calculation step S5, the third torque T of the motor 11 when lowering the cage 30 with the measurement operation state released is calculated. dn The process further includes a third applied current acquisition step S3 to acquire a third applied current A3 corresponding to the above. The conversion ratio K in the braking torque calculation step S5 is calculated using equation (2). This allows the conversion ratio K for converting the applied current of the motor 11 into torque to be obtained from known values ​​of the unbalanced torque T NL The braking torque T can be calculated using the current applied to the motor 11. Therefore, the braking torque T can be easily calculated using the current applied to the motor 11. bk It can be converted to this.

[0061] Furthermore, the first applied current A1 to the third applied current A3 are obtained when the elevator car 30 is located on a floor that includes the central position in the height range from the lowest floor to the highest floor. This allows the first applied current A1 to the third applied current A3 to be detected under conditions with minimal disturbance, thus enabling the acquisition of highly accurate measurements of the motor 11. Therefore, the braking torque T can be measured using these highly accurate measurements. bk It can perform calculations.

[0062] [Embodiment 2] Next, with reference to Figure 7, Embodiment 2 of the elevator 100 will be described. Embodiment 2 differs from Embodiment 1 mainly in that it has a calculation unit 90. The differences between Embodiment 2 and Embodiment 1 will be described below, and other descriptions of Embodiment 1 will be applied to Embodiment 2.

[0063] Figure 7 shows the overall configuration of the elevator 100 according to Embodiment 2. As shown in Figure 7, the braking torque measuring device 200 has a control unit 80 and a calculation unit 90.

[0064] The control unit 80 controls the operation of each operating part of the hoisting machine 10 and elevator 100 by having the processor read and execute a control program stored in the memory unit (not shown). The control unit 80 receives detection signals from each detection unit and outputs command signals to each operating part.

[0065] The calculation unit 90 calculates the braking torque T based on the difference between the first applied current A1 and the second applied current A2 when the inspection mode is being executed. bk The calculation unit 90 is electrically connected to the control unit 80. The calculation unit 90 receives the output torque of the motor 11 detected by the control unit 80 and calculates the braking torque T using equation (1). bk The calculation is performed. Note that known values ​​such as the conversion ratio K are stored in the calculation unit 90 beforehand.

[0066] As a result, the calculation unit 90 calculates the braking torque T based on the difference between the first applied current A1 and the second applied current A2. bk To calculate the braking torque T, the output torque of the motor 11 in two different driving conditions is used. bk The braking torque T can be calculated using the output torque of the motor 11 in two different driving conditions. bk To calculate the braking torque T, bk In determining this, the air resistance and kinetic friction resistance of elevator 100 are not needed. In other words, braking torque T bk In determining this, since the air resistance and dynamic friction resistance of the elevator 100, which are affected by environmental factors, are not required, the running loss torque T associated with the running loss of the car section is not considered. L This does not need to be considered. Therefore, the driving torque T, which is difficult to measure, is not a factor. L Without considering the braking torque T bk Furthermore, the braking torque T can be obtained using the output torque of motor 11. bk Since the torque can be calculated automatically, the workload on the operator can be reduced. Furthermore, the functional part of the control unit 80 related to torque measurement and the calculation unit 90 may be configured to connect to the control unit 80 only when torque measurement is required. Alternatively, the functional part related to torque measurement and the calculation unit 90 may be installed, for example, on a server of an elevator maintenance company and connected to the elevator 100 via an internet connection or the like.

[0067] Embodiments of the present invention have been described above with reference to the drawings. However, the present invention is not limited to the embodiments described above, and can be implemented in various forms without departing from the spirit of the invention. The drawings sometimes schematically show the components in order to facilitate understanding. The number of each component shown in the drawings may differ from the actual number due to the convenience of drawing creation. Furthermore, the components shown in the above embodiments are examples and are not particularly limiting, and various modifications are possible without substantially departing from the effects of the present invention.

[0068] (1) In this embodiment, the first torque T of the hoisting machine 10 when raising the cage section 30 while the cage section 30 is being braked. C The second torque T of the hoisting machine 10 when raising the cage section 30 with the brake of the cage section 30 released, corresponding to the first applied current A1. up The braking torque T is calculated based on the difference between the second applied current A2 and the corresponding value. bk The disclosure has been made, but is not limited thereto. At the very least, braking torque T without using driving loss torque bk It would suffice to calculate the braking torque T. For example, the braking torque T is calculated based on the difference between the applied current corresponding to the output torque of the hoisting machine 10 when the cage 30 is lowered with the cage 30 braked and the applied current corresponding to the output torque of the hoisting machine 10 when the cage 30 is lowered with the brake released. bk You may calculate this.

[0069] (2) In this embodiment, the first applied current acquisition step S1, the second applied current acquisition step S2 The third applied current acquisition step S3 and the conversion ratio calculation step S4 were processed before the braking torque calculation step S5, but the disclosure is not limited thereto. Since the conversion ratio K does not fluctuate significantly over time, it can be reused and only needs to be calculated the first time; from the second time onward, the conversion ratio calculation step S4 can be omitted. Also, since the third applied current acquisition step S3 is a process for calculating the conversion ratio K, if the conversion ratio calculation step S4 is omitted, the third applied current acquisition step S3 can also be omitted.

[0070] (3) In this embodiment 2, the braking torque measuring device 200 had a control unit 80 and a calculation unit 90 electrically connected to the control unit 80, but the disclosure is not limited thereto. A calculation unit that is physically independent from the control unit 80 may be provided. In this case, the control unit 80 may detect the first applied current A1 and the second applied current A2, and the operator may manually input them into a calculation unit that has a calculation function, such as by installing spreadsheet software, and perform the calculation.

[0071] (4) In this embodiment, the braking unit 50 was of the disc type, but the disclosure is not limited thereto. At the very least, it is sufficient that the cage unit 30 can be braked, and it may be of the drum type. [Explanation of Symbols]

[0072] 10... Hoisting machine, 12... Sheave, 20... Suspension section, 30... Cage section, 40... Weight section, 50... Braking section, 80... Control section, 90... Calculation section, 100... Elevator, 200... Braking torque measuring device, T C ...1st torque, T up ...Second torque, T dn ...Third torque, T bk ...braking torque, A1~A3...first applied current~third applied current, K...conversion ratio, S1~S3...first applied current acquisition step~third applied current acquisition step, S5...braking torque calculation step

Claims

1. A method for measuring the braking torque of an elevator comprising a hoisting machine having a drive unit and a sheave, a suspension unit which is a long body wrapped around the sheave, a car unit and a weight unit which are suspended from both ends of the suspension unit and raised and lowered by the hoisting machine, and a plurality of braking units which brake the drive unit, A first acquisition step involves acquiring a first measurement value, which is an electrical measurement value corresponding to the output torque of the drive unit when raising or lowering the cage unit in a measurement operating state in which one of the plurality of braking units is activated. A second acquisition step involves acquiring a second measurement value, which is an electrical measurement value corresponding to the output torque of the drive unit when raising or lowering the cage section with the aforementioned measurement operation state released. A braking torque calculation step which calculates the braking torque based on the difference between the first measured value and the second measured value. A method for measuring the braking torque of an elevator, comprising the following:

2. The first acquisition step involves acquiring the first measurement value when the cage is raised, The method for measuring the braking torque of an elevator according to claim 1, wherein the second acquisition step is to acquire the second measurement value when the elevator car is raised.

3. The method for measuring the braking torque of an elevator according to claim 2, wherein the braking torque is calculated using the following formula (1) in the braking torque calculation step. T ｂｋ =(A1-A2)×K …(1) T ｂｋ : The braking torque A1: Current applied to the drive unit when raising the cage unit in the measurement operating state. A2: Current applied to the drive unit when raising the cage unit with the measurement operation state released. K: Conversion ratio for converting the applied current of the drive unit into torque.

4. Prior to the braking torque calculation step, the system further includes a third acquisition step of acquiring a third measurement value corresponding to the output torque of the drive unit when the cage is lowered with the measurement operation state released. The method for measuring the braking torque of an elevator according to claim 3, wherein the conversion ratio in the braking torque calculation step is calculated using the following formula (2). K=T ＮＬ / {(A2+A3) / 2} …(2) T ＮＬ Unbalanced torque A3: Current applied to the drive unit when lowering the cage unit with the measurement operation state released.

5. The method for measuring the braking torque of an elevator according to claim 1 or claim 2, wherein the first measurement value and the second measurement value are obtained when the elevator car is located on a floor that includes the central position in the height from the lowest floor to the highest floor.

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