Elevator braking torque measurement method

Abstract

To provide a method for measuring braking torque of an elevator, which can easily obtain braking torque. [Solution] A braking torque measurement method for an elevator 100 including a hoisting machine 10 having a drive unit 11 and a sheave 12, a suspension unit 20 wound 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 for braking the drive unit 11, the method including a first applied current acquisition step S2 for acquiring a first applied current A1 of the motor 11 when raising and lowering the car unit 30 in a measurement operating state in which one of the plurality of braking units 50 is operated, a second applied current acquisition step S2 for acquiring a second applied current A2 of the motor 11 when raising and lowering the car unit 30 in a state in which the measurement operating state is released, and a braking torque T based on a difference between the first applied current A1 and the second applied current A2. bk and a braking torque calculation step S5 for calculating the braking torque.

Description

[Technical Field]

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

[0002] Elevators brake a moving car at a position corresponding to a predetermined landing floor. Therefore, from the standpoint of marketability and safety, the braking torque when braking the car is periodically evaluated. The elevator brake torque diagnosis method in Patent Document 1 includes the steps of calculating the unbalanced torque, applying a motor torque to rotate the motor while maintaining the brake in a braking state so as to drive the motor in the same direction as the unbalanced torque, detecting the value of the current supplied to the motor while maintaining the motor rotation, detecting the motor torque based on the detected current value, and calculating the braking torque based on the unbalanced torque and the motor torque. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2012-144345 Summary of the Invention [Problem to be solved by the invention]

[0004] The elevator brake torque diagnosis method of Patent Document 1 subtracts the elevator system loss from the sum of the unbalance torque and the motor torque. In other words, the technology of Patent Document 1 requires separate measurement of the elevator system loss in addition to the unbalance torque and the motor torque. The elevator system loss corresponds to the torque associated with the car's running loss (hereinafter, sometimes referred to as "running loss torque"). Specifically, the torque caused by air resistance and the torque caused by frictional resistance correspond to the running loss torque. Running loss torque is easily affected by environmental factors and is time-consuming to measure, which may increase the burden of measurement work on the operator. In other words, it has not been easy to obtain braking torque in the past.

[0005] Therefore, an object of the present invention is to provide a method for measuring the braking torque of an elevator, which can easily obtain the braking torque. [Means for solving the problem]

[0006] A first invention provides a braking torque measurement method for an elevator, which includes a hoist having a drive unit and a sheave, a suspension unit which is a long body wound 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 hoist, and a plurality of braking units which brake the drive unit, and is characterized by having 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 the car unit is raised and lowered in a measurement operating 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 the car unit is raised and lowered in a state in which the measurement operating state is deactivated, and a braking torque calculation step of calculating a braking torque based on a difference value between the first measurement value and the second measurement value.

[0007] According to the first aspect of the present invention, the first acquisition step acquires a first measurement value, which is an electrical measurement value corresponding to the output torque of the drive unit when the car is raised or lowered in a measurement operating state in which one of the plurality of brake units is activated. The second acquisition step acquires a second measurement value, which is an electrical measurement value corresponding to the output torque of the drive unit when the car is raised or lowered in a state in which the measurement operating state is deactivated. Therefore, the braking torque can be calculated using the output torque of the drive unit in two different running states. In other words, because the braking torque is calculated using the output torque of the drive unit in two different running states, the air resistance and dynamic friction resistance of the elevator are not required to calculate the braking torque. In other words, the air resistance and dynamic friction resistance of the elevator, which are affected by environmental factors, are not required to calculate the braking torque, so there is no need to consider the running loss torque associated with the running loss of the car. Therefore, the braking torque can be obtained without considering the running loss torque, which is time-consuming to measure.

[0008] In the second invention, the first acquisition step is characterized in that the first measurement value is acquired when the car section is raised, and the second acquisition step is characterized in that the second measurement value is acquired when the car section is raised.

[0009] According to the second aspect of the present invention, the first acquisition step acquires the first measurement value when the car is raised, and the second acquisition step acquires the second measurement value when the car is raised, so that the braking torque can be easily acquired while utilizing the existing weight. In other words, in a no-load state where no passengers or the like are on board, the weight of the weight is heavier than the car, so that the car can be driven with a small applied current.

[0010] In a third aspect of the present invention, the braking torque calculation step calculates the braking torque using the following equation (1). T bk =(A1-A2)×K …(1) T bk : the braking torque A1: The current applied to the drive unit when the car is raised in the measurement operating state A2: The current applied to the drive unit when the car is raised with the measurement operating state released K: Conversion ratio for converting the applied current of the driving unit into torque

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

[0012] In a fourth aspect of the present invention, the method further includes a third acquisition step of acquiring a third measurement value corresponding to the output torque of the drive unit when the car section is lowered with the measurement operating state released, before the braking torque calculation step, 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: The current applied to the drive unit when the car unit is lowered with the measurement operating state released

[0013] According to the fourth aspect of the present invention, the conversion ratio for converting the applied current of the drive unit into torque can be calculated from the unbalance torque and the applied current of the drive unit, which can be obtained from known values. 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 car section is located at a floor that includes the center position in the height from the lowest floor to the top floor.

[0015] According to the fifth aspect of the present invention, the first and second measurement values ​​can be detected under conditions with little disturbance, so the output value of the drive unit can be obtained with high accuracy, and 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 a method for measuring the braking torque of an elevator, which can easily obtain the braking torque. [Brief explanation of the drawings]

[0017] [Figure 1] 1 is a diagram showing the overall configuration of an elevator according to a first embodiment of the present invention. [Figure 2] FIG. 2 is a diagram illustrating the processing steps of a braking torque measurement method. [Figure 3] FIG. 10 is a schematic diagram showing the torque generated when the car is raised in the measurement operating state. [Figure 4] FIG. 10 is a schematic diagram showing the torque generated when the car is raised with the measurement operating state released. [Figure 5] FIG. 10 is a schematic diagram showing torque generated when the car is lowered with the measurement operating state released. [Figure 6] 10 is a flowchart showing the procedure of a braking torque measurement process. [Figure 7] FIG. 10 is a diagram showing the overall configuration of an elevator according to a second embodiment. DETAILED DESCRIPTION OF THE INVENTION

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

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

[0020] The hoist 10 raises and lowers the car section 30. The hoist 10 has a motor 11, a sheave 12, and an encoder (not shown).

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

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

[0023] The suspension unit 20 raises and lowers the car unit 30 and the weight unit 40. The suspension unit 20 is a long body, for example, a wire rope. The suspension unit 20 is wound around the sheave 12. The car unit 30 is connected to one end of the suspension unit 20, and the weight unit 40 is connected to the other end of the suspension unit 20.

[0024] The car section 30 carries passengers and luggage. The car section 30 is suspended from one end of the suspension section 20 and is raised and lowered by the hoisting machine 10 along a rail 60 in the hoistway P. Note that in this embodiment, it is assumed that the car section 30 is in an unloaded state. The unloaded state is a state in which the weight of passengers, luggage, etc. is not added to the car section 30.

[0025] The weight unit 40 adjusts the imbalance of the load acting on the sheave 12. The weight unit 40 is suspended from the other end of the suspension unit 20 and is raised and lowered in the hoistway P by the hoisting machine 10. The weight W2 of the weight unit 40 is normally set to be heavier than the weight W1 of the car unit 30. In this embodiment, the overbalance rate is set to, for example, 50%. The overbalance rate is the loading rate when the car unit 30 side and the weight unit 40 side are balanced on an intermediate floor. Note that an intermediate floor is a floor that includes the center position in the height from the lowest floor to the top floor.

[0026] The brake unit 50 generates a braking torque to brake the movement of the car unit 30. This embodiment is intended for braking the car unit 30 during steady operation and does not assume an emergency stop. The brake unit 50 brakes the rotation of the sheave 12 to suppress the lifting and lowering of the car unit 30. A plurality of brake units 50 (e.g., two to four units) are provided for each car unit 30. The brake unit 50 is, for example, an electromagnetic disc brake. The brake unit 50 has a disc 51, a brake shoe 52, and a caliper (not shown). The brake unit 50 is activated by current applied to a brake coil (not shown). The caliper is operated by de-energizing the brake coil, and the brake shoe 52 is pressed against the disc 51, which rotates synchronously with the output shaft of the motor 11. The brake on the sheave 12 is released by energizing the brake coil. The braking torque of the braking unit 50 is adjusted by, for example, the spring force (deflection) that presses the brake shoe 52.

[0027] The brake unit 50 constitutes a part of a safety device, a door-open running protection device (UCMP). The door-open running protection device stops the movement of the car unit 30 when the door is open, or stops the movement of the car unit 30 when the car unit 30 is out of position.

[0028] The rail 60 constitutes part of an emergency stop device that stops the descent of the car section 30. The rail 60 is arranged in the elevator shaft P and extends vertically adjacent to the car section 30. In the event of an abnormality, the rail 60 is clamped by a wedge mechanism provided on the car section 30 side. The rail 60 is also provided with a guide device (not shown) such as a guide shoe or roller guide for guiding the car section 30 along the rail 60. Friction generated between the guide device and the rail 60 is thought to be one cause of running loss torque.

[0029] The traveling cable 70 is an electric wire for communication and power supply. The traveling cable 70 electrically connects the car section 30 and a control device (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 car section 30.

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

[0031] The storage unit is, for example, a hard disk drive (HDD) or a solid state drive (SSD). The storage unit may include a random access memory (RAM) and a read only memory (ROM). The storage unit stores various data and a control program for controlling the operation of each unit, such as the motor 11 and the braking unit 50. The control program is executed by the control unit 80. In addition, signals from each position switch (not shown), signals from each encoder, the applied voltage of the motor 11, and the applied current associated with the applied voltage, etc., are written to a predetermined data area in the storage unit.

[0032] The control unit 80 operates in a normal mode and an inspection mode. The normal mode is a mode in which normal operation is performed, moving the car unit 30 to a specified landing floor. The inspection mode is a mode in which operation dedicated to inspection is performed at intermediate floors. The control unit 80 switches between modes, for example, by switching a manual switch (not shown).

[0033] Next, a method for measuring the braking torque of the elevator 100 will be described with reference to Figs. 2 to 5. Fig. 2 is a diagram showing the processing steps of the braking torque measurement method. Fig. 3 is a schematic diagram showing the torque generated when the car section 30 is raised in the measurement operation state. Fig. 4 is a schematic diagram showing the torque generated when the car section 30 is raised with the measurement operation state released. Fig. 5 is a schematic diagram showing the torque generated when the car section 30 is lowered with the measurement operation state released. The measurement operation state refers to a state in which one of the multiple braking sections 50 is operated. Figs. 3 to 5 show states in which the car section 30 is moving at a uniform speed.

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

[0035] The conversion ratio K is calculated using the following formula: NL is the torque generated when the load is 0%. Unbalanced torque T NL is determined using known values ​​such as the overbalance rate, rated load, traction sheave diameter, and roping coefficient. K=T NL / {(A2+A3) / 2} …(2) A3: Current applied to the motor 11 when the car section 30 is lowered with the measurement operating state released

[0036] Braking torque T of 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. Note that the word "step" is omitted in Fig. 2. 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 before the braking torque calculation step S5.

[0037] The first applied current acquisition step S1 acquires the first torque T C The first applied current A1 corresponding to the first torque T Cis the output torque of the hoisting machine 10 when the car section 30 is raised 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, a current command value to an inverter (not shown) connected to the motor 11. However, it is not limited to this. In addition, in the case of a value that fluctuates over time, an average value for a predetermined time, a moving average, etc. may be used.

[0038] As shown in FIG. 3, when the car section 30 is raised in the measurement operating state, the following equation is established. Note that the first torque T C is based on the condition that the car 30 is loaded at 0% and one caliper is engaged (when each braking unit 50 has one caliper). In addition, the torque T L is, for example, the torque caused by air resistance when the car section 30 moves, the torque caused by frictional resistance when the car section 30 moves, etc. T bk +T L =T NL +T C …(3)

[0039] As shown in FIG. 2, the second applied current acquisition step S2 acquires the second torque T up The second applied current A2 corresponding to the second torque T up is the torque of the hoisting machine 10 when the car section 30 is raised with the measurement operating state released. The second applied current A2 corresponds to, for example, the "second measured value."

[0040] As shown in FIG. 4, when the car section 30 is raised in a state in which the braking of the car section 30 by the braking section 50 is released, the following equation is established. T up +T L =T NL …(4)

[0041] As shown in FIG. 2, the third applied current acquisition step S3 acquires the third torque T dn The third applied current A3 corresponding to the third torque T dn is the torque of the hoisting machine 10 when the car section 30 is lowered with the measurement operating state released. The third applied current A3 corresponds to, for example, the "third measured value."

[0042] As shown in FIG. 5, when the car section 30 is lowered in a state in which the braking of the car section 30 by the braking section 50 is released, the following equation is established. T dn =T NL +T L …(5)

[0043] 2, in the conversion ratio calculation step S4, a conversion ratio K for converting the applied current of the motor 11 into torque is calculated. up and the third torque T dn The following equations hold true for these, respectively. 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 the 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 Specifically, 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 the second applied current A2 obtained from the motor 11 into the formula (1). bk Calculate the first torque T C can be expressed as follows: 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 acquired when the car section 30 is located on a floor that includes the center position in the height from the lowest floor to the top floor, and when the car section 30 is moving at a constant speed.

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

[0047] As shown in the flowchart of FIG. 6, in step S11, the control unit 80 calculates the various detection signals and the unbalanced torque T NL The process proceeds to step S12.

[0048] In step S12, the control unit 80 moves the car unit 30 to a floor that includes the center position in the height from the lowest floor to the top floor. This is to measure the applied current when the car unit 30 is moving at a constant speed. The process proceeds to step S13.

[0049] In step S13, the second applied current A2 is acquired. The second applied current A2 is detected as the applied current at the time when the car section 30 reaches a constant speed when the car section 30 is raised with none of the braking sections 50 operating. The process proceeds to step S14.

[0050] In step S14, the third applied current A3 is acquired. The third applied current A3 is detected as the applied current at the time when the car section 30 reaches a constant speed when none of the braking sections 50 is activated while the car section 30 is being lowered. The process proceeds to step S15.

[0051] In step S15, the known unbalance torque T NL The conversion ratio K is calculated using equation (2). NLis calculated in advance. The process proceeds to step S16.

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

[0053] In step S17, the first applied current A1 is acquired. The first applied current A1 is detected as the applied current at the time when the car section 30 reaches a constant speed when the car section 30 is raised while being braked. 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 is calculated 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, the braking torque T bk It is determined whether the braking torque T bk If the braking torque T bk If it has not been measured (No in step S19), the process proceeds to step S20.

[0056] In step S20, the currently engaged braking part 50 is released, and another braking part 50 for which measurement has not yet been completed is engaged. The process returns to step S17.

[0057] According to the above configuration, the first applied current acquisition step S1 acquires the first torque T of the motor 11 when the car section 30 is raised and lowered in a measurement operating state in which one of the plurality of braking sections 50 is operated. C The second applied current acquisition step S2 acquires a first applied current A1, which is an electrical measurement value corresponding to the second torque T of the motor 11 when the car section 30 is raised or lowered in a state where the measurement operating state is released. upThe second applied current A2 is obtained as an electrical measurement value corresponding to the output torque of the motor 11 in two different running states. By performing the first applied current obtaining step S1 and the second applied current obtaining step S2, electrical measurements corresponding to the output torque of the motor 11 in two different running states can be obtained. Then, the obtained electrical measurements in the two different running states are used to calculate the braking torque T bk That is, since the output torque of the motor 11 in two types of running states is used, the braking torque T bk In order to calculate the braking torque T, the air resistance and dynamic friction resistance of the elevator 100 are not required. In other words, it is difficult to accurately measure the air resistance and dynamic friction resistance of the elevator 100, and for example, multiple measurements are required, which increases the burden on the operator. bk In order to calculate the running loss torque T L Therefore, it is not necessary to consider the running torque loss T L Without considering the braking torque T bk can be obtained.

[0058] Furthermore, the first applied current acquisition step S1 acquires the first applied current A1 when raising the car section 30. On the other hand, the second applied current acquisition step S2 acquires the second applied current A2 when raising the car section 30. This allows the braking torque T bk That is, in an unloaded state with no passengers or the like on board, the weight of the weight unit 40 is used to drive the car unit 30 with a small applied current because the weight of the weight unit 40 is heavier than the car unit 30.

[0059] In addition, the braking torque calculation step S5 calculates the braking torque T bk This allows the braking torque T to be calculated using the applied current of the motor 11, which is easy to measure. bk can be calculated.

[0060] Furthermore, before the braking torque calculation step S5, the third torque T of the motor 11 when the car section 30 is lowered in the state where the measurement operating state is released is calculated. dn The method further includes a third applied current acquisition step S3 for acquiring a third applied current A3 corresponding to the unbalanced torque T. Then, the conversion ratio K in the braking torque calculation step S5 is calculated using equation (2). As a result, the conversion ratio K for converting the applied current of the motor 11 into torque can be calculated based on the unbalanced torque T that can be obtained from a known value. NL and the applied current of the motor 11. Therefore, the applied current of the motor 11 can be easily calculated as the braking torque T bk can be converted into

[0061] The first applied current A1 to the third applied current A3 are acquired when the car section 30 is located on a floor that includes the center position in the height from the lowest floor to the top floor. This allows the first applied current A1 to the third applied current A3 to be detected in a situation where there is little disturbance, so that highly accurate measured values ​​of the motor 11 can be acquired. Therefore, the braking torque T bk can be calculated.

[0062] [Embodiment 2] Next, a second embodiment of the elevator 100 will be described with reference to Fig. 7. The second embodiment differs from the first embodiment mainly in that it includes a calculation unit 90. Below, the differences between the second embodiment and the first embodiment will be described, and the rest of the description of the first embodiment will be applied to the second embodiment.

[0063] 7 is a diagram showing the overall configuration of an elevator 100 according to embodiment 2. As shown in FIG.

[0064] The control unit 80 controls the operation of each operating unit of the hoisting machine 10 and the 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 unit.

[0065] When the inspection mode is executed, 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 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 bk The known values ​​such as the conversion ratio K are stored in the calculation unit 90 in advance.

[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 In order to calculate the braking torque T bk That is, the braking torque T can be calculated using the output torque of the motor 11 in two types of running states. bk To calculate the braking torque T bk In order to calculate the braking torque T bk In order to calculate the running loss torque T L Therefore, it is not necessary to consider the running torque loss T L Without considering the braking torque T bk Moreover, the braking torque T bk Since the torque measurement function and the calculation unit 90 can be automatically calculated, the workload on the operator can be reduced. The torque measurement function and the calculation unit 90 of the control unit 80 may be configured to be connected to the control unit 80 only when torque measurement is required. The torque measurement function and the calculation unit 90 may be provided on a server of an elevator maintenance company, for example, and connected to the elevator 100 via an internet line or the like.

[0067] The embodiments of the present invention have been described above with reference to the drawings. However, the present invention is not limited to the above embodiments and can be implemented in various forms without departing from the spirit of the present invention. The drawings may show each component mainly in a schematic manner to facilitate understanding. The number of components shown may differ from the actual number for convenience of drawing. Furthermore, the components shown in the above embodiments are merely examples and are not particularly limited, 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 the car section 30 is raised in a braked state is C and the second torque T of the hoisting machine 10 when the car section 30 is raised in a state where the braking of the car section 30 is released. up The braking torque T bk However, the present disclosure is not limited to this. At least, the braking torque T bk For example, the braking torque T can be calculated based on the difference between the applied current corresponding to the output torque of the hoisting machine 10 when the car 30 is lowered in a braked state and the applied current corresponding to the output torque of the hoisting machine 10 when the car 30 is lowered in a braked state. bk may be calculated.

[0069] (2) In this embodiment, the first applied current acquisition step S1 and the second applied current acquisition step S2 Although the third applied current acquisition step S3 and the conversion ratio calculation step S4 are processed before the braking torque calculation step S5, the present disclosure is not limited to this. The conversion ratio K does not fluctuate significantly over time and can be reused, so it only needs to be calculated the first time, and the conversion ratio calculation step S4 can be omitted from the second time onwards. Furthermore, because 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 the second embodiment, the braking torque measuring device 200 includes the control unit 80 and the calculation unit 90 electrically connected to the control unit 80. However, the present disclosure is not limited to this. A calculation unit physically independent from the control unit 80 may be provided. In this case, the first applied current A1 and the second applied current A2 may be detected from the control unit 80, and an operator may manually input them into a calculation unit having a calculation function, such as by installing spreadsheet software, to perform calculations.

[0071] (4) In the present embodiment, the braking unit 50 is a disk type, but the present disclosure is not limited to this. As long as it can at least brake the car unit 30, a drum type braking unit may also be used. [Explanation of symbols]

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

Claims

1. A braking torque measurement method for an elevator comprising: a hoist having a drive unit and a sheave; a suspension unit which is an elongated body wound 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 hoist; and a plurality of braking units which brake the drive unit, 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 the car is raised in a measurement operating state in which one of the plurality of braking units is operated; 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 the car section is raised with the measurement operating state released; a third acquisition step of acquiring a third measurement value corresponding to the output torque of the drive unit when the car unit is lowered with the measurement operating state released; a braking torque calculation step of calculating a braking torque based on a difference between the first measurement value and the second measurement value, and a conversion ratio calculated from the second measurement value, the third measurement value, and an unbalance torque; A method for measuring a braking torque of an elevator, comprising:

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

3. A method for measuring the braking torque of an elevator as described in claim 2, 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: The current applied to the drive unit when the car is lowered with the measurement operating state released

4. 2. The method for measuring braking torque of an elevator according to claim 1, wherein the first measurement value and the second measurement value are obtained when the car section is located at a floor that includes a midpoint in height from the lowest floor to the top floor.

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