Electronic Testing Category 5

Transcription

1 Electronic Testing Category 5 Kevin Heling, March 13, 2018

2 WE START HERE: Rope load measuring sensors (Henning Mobile Weight Watcher System): foundation of the Alternative Testing Method (electronic testing) system Henning ELVI 2

3 Load Measurement Sensor -- Mobile Weight Watcher System ABSOLUTE Weight Measuring with a load sensor 1. Calculating stopping force of Safeties, traction and other brakes In ELVI 2 2. Surveillance of rope tension -- to control rope and traction sheave wear. 3. To create equal rope tension in all ropes 4. Weighing cars and CWT s Easier and reliable.

4 Rope Load Measurement Sensors Sensor LSM1 Sensor LSM-XL dia: ¼ - 5/8 Inch 6 16 mm range: 0 1,100 lbs kg dia: 3/8-15/16 Inch 9,5 24 mm range: 400 4,500 lbs 200 2,000 kg Sensor LSM2 Sensor LSM-Belt (available for upcoming tke belt, Otis and Schindler type) dia: 5/32-3/8 Inch 4 10 mm range: lbs kg Belt width: mm range: 0 1,100 lbs kg

5 The measuring principle Henning Patented -- engineered method 5

6 Electronic Realization Evaluation unit Signal conditioner high EMC, reduction of disturbance variables -- conversion of strain gauge full bridge to 0 5 V large functional range internal temperature compensation Safety -- electronic self check Plug&Play -- internal calibration data 6

7 Training focus: Key things to know Measurement method works and is reliable Accurate within +/- 2.5% of full scale lbs. (500kg) = 27.5 lbs. (12.5kg) and statistical offsetting 440 lbs (200kg) 4400 lbs. (2000kg) = 110 lbs. (50kg) As reliable (or more) than crane scale suspension Right tool for the job correct sensor for load measurement range; not just the diameter Take care not to force or abuse the sensors electro-mechanical component, take care so you know they are working Field method testing sensors in calibration Reasonableness comparison Cal Checker Rod for LSM-XL

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10 REVIEW of Principles: Absolutely important to Train all users of equipment Field check AND just a firm clamp never force! Use Correct Sensor for Loads being measured One sensor on each rope or belt (extrapolating cannot be done deflection/balancing principle) Don t attach sensors in rope curvature (too near shackles) or set so sensors are touching each other

11 Video Tutorial link:

12 ELVI 2 Process Proper set-up and process requirements

13 Beginning Notes to ELVI 2 Testing Important to know that all Category 5 Testing requirements still apply. Electronic testing of this system does NOT replace existing and complete requirements of CAT 5 Testing! For example, physical inspections of Safeties, rail fixings, etc. still to be done, as well as Governor Pull- Through, observing 90-second return of Buffer, etc. Full Details of ELVI 2 Testing instructions are included in the Henning Sensor Suite Manual Starting at Page 129 Link:

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22 Illustration 1: Synchronisation Please do not turn off the equipment until the tests are fully completed and the UCD displays the home screen. Otherwise, all measurements will be irretrievably lost.

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28 Depending on whether the installation features a 1:1 or a multiple suspension, the rope load sensors and the evaluation unit MSM12 have to be attached at different points. Illustration 1: Positioning of MSM12 and Sensors for 1:1 Suspension For 1:1 suspensions, the sensors and MSM12 can be mounted directly above the car (usually they are already there from the cabin weight determination). Illustration 2: Positioning of MSM12 and Sensors for multiple Suspension For multiple suspensions, the sensors and MSM12 must be mounted near the fixing point of the ropes on the cabin side. For multiple suspensions, please make sure that the sensors are positioned in such a way on the ropes above the diverter pulleys, that they are not damaged while performing the tests. The same applies to any subsequent procedures.

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35 The basic procedure for carrying out the traction test is therefore as follows: Illustration 1: Traction Test

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37 The buffer test in ELVI system is carried out with an empty car at rated speed. The test is recorded with an acceleration sensor (6 khz sampling rate), and filtered with a 100 Hz low pass filter, which corresponds to an averaging at each point for about 10ms. The resulting data will be used to determine the impact speed of the car to the buffer, but above all, to evaluate deceleration of above 2.5 g and their duration. The procedure for performing the buffer test is as follows: Illustration 1: Buffer Test

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39 Make sure that no other brake is in operation during the machine-brake test The procedure for performing the machine-brake test is as follows: Figure 1: Machine-Brake Test

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41 Emergency-Brake The individual test of the emergency brake is similar to the test for the machinebrake. The measuring principle as well as the procedure are identical. Make sure that no other brake is in operation during the emergency-brake test The procedure for performing the emergency-brake test is as follows: Illustration 1: Emergency-Brake Test

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45 Illustration 1: Final Synchronization Dialog At this point, the microcontrollers of the UCD, the PS2 and the MSM12 are again synchronized.

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49 Testing with Alternative Testing System Category 5 test Summary/Report

50 Thanks for thinking carefully about this and paying attention!

51 Category 5 testing with Alternative Testing Systems Tim Ebeling, Henning March 13, 2018

52 Demands of A17.1/B44 Code for alternative testing systems During the acceptance test, it is the ideal time to capture Alternative base-line reference measures. Knowing, for example, at acceptance that the equipment is capable of achieving a compliant safety stopping distance with Rated Load at Rated Speed, a following test can be performed to establish an Alternative base-line reference measure for the condition of Less than Full Load at Rated Speed. Alternative tests and the record of base-line measures are the subject of this discussion. The alternative base-line reference measures are what can be expected when the same equipment is tested during a future Category 5 test. (i) With new electronic measuring and testing techniques it is possible to calculate car load condition and to predict the behavior of, car safeties; or driving machine brakes; or braking system, traction and traction limits; at various loads and at rated speed, without fully loading the car during testing. (iv) The alternative method eliminates the need for full load test weights and reduces the potential for injury to personnel, wear and tear on the equipment, and costs related to transportation, and fuel consumption. and increases elevator operating safety, Alternative Testing Systems do more than just create baselines and much more than testing with weights is ever able to do.

53 Testing with Weights Category 5 test: Braking system, Traction and Traction Limits ( ) During an emergency stop safely decelerate and stop the car Unable to raise the CW with blocked car Unable to raise the car with blocked CW 125%

54 Testing with Alternative Testing System Category 5 test: Braking system, Traction and Traction Limits ( ) 1. Physically measure the max. amount of traction How does it work? 2. Verifies that the measured amount of traction is large enough to decelerate the 125% overloaded car in down direction 3. Verifies that the measured amount of traction is small enough that the CWT cannot be raised with car blocked 4. Verifies that the measured amount of traction is small enough that the car cannot be raised with CWT blocked

55 Testing with Alternative Testing System Category 5 test: Braking system, Traction and Traction Limits ( ) 1. Physically measuring the max. amount of traction Run the engine in down direction until the ropes are slipping above the traction sheave for ~ 2s T min Eytelwein equation T max / T min e μα T max (by using the safeties)

56 Testing with Alternative Testing System Category 5 test: Braking system, Traction and Traction Limits ( ) 1. Physically measuring the max. amount of traction Run the engine in down direction until the ropes are slipping above the traction sheave for ~ 2s (by using the safeties)

57 Testing with Weights Category 5 test: Driving-Machine Brake(s) ( ) During standstill the brakes shall hold the 125% loaded car at rest During standstill the brakes shall hold the empty car at rest Decelerate an empty car in up direction from governor tripping speed 125%

58 Testing with Alternative Testing System Category 5 test: Driving-Machine Brake(s) ( ) 1. Physically measure the max. amount of braking force of the driving-machine brake and the amount of deceleration of the empty car in up direction How does it work? 2. Verifies that the measured amount of deceleration of the empty car in in up direction is greater than zero. 3. Verifies that the measured amount of force is able to hold the empty car at rest. 4. Verifies that the measured amount of force is able to hold the 125% overloaded car at rest.

59 Testing with Alternative Testing System Category 5 test: Driving-Machine Brake(s) ( ) 1. Physically measure the max. amount of braking force of the driving-machine brake and the amount of deceleration of the empty car in up direction

60 Testing with Alternative Testing System Category 5 test: Driving-Machine Brake(s) ( ) 1. Physically measure the max. amount of braking force of the driving-machine brake and the amount of deceleration of the empty car in up direction

61 Testing with Alternative Testing System Category 5 test: Driving-Machine Brake(s) ( ) 1. Physically measure the max. amount of braking force of the driving-machine brake and the amount of deceleration of the empty car in up direction F = m*a force is equal to the product of mass and deceleration masses of CWT and car are measured amount of deceleration is measured => The system is able to calculate the force of the driving machine brake!

62 Testing with Alternative Testing System Basic principle for alternative testing systems Example: truck emergency brake with and without load Brake force Braking distance Deceleration load Deceleration Brake force Braking distance Brake force is identical, unaffected by initial speed and load! If you know the brake force, you can calculate the braking distance and the deceleration referred to any load whatever. Also for any ELEVATOR BRAKES and SAFETY GEARS!

63 Testing with Weights Category 5 test: Emergency Brake ( ) Shall be tested in accordance to (a)-(k) (lot of electrical and mechanical demands and (h): retardation < 1g) Test the unintended car movement protection and the emergency brake in the down direction with 125% of rated load at the landing above the bottom landing. (new in 2016 edition)? 125%

64 Testing with Alternative Testing System Category 5 test: Emergency Brake ( ) 1. Physically measure the max. amount of braking force of the emergency brake and the amount of deceleration of the empty car in up direction How does it work? 2. Verifies that the measured amount of deceleration of the empty car in in up direction is greater than zero and less than 1g. 3. Verifies that the measured amount of force is enough to decelerate even the 125% overloaded car in down direction (with less than 1g).

65 Testing with Alternative Testing System Category 5 test: Emergency Brake ( ) Same procedure like with the engine brakes 1. Physically measuring the max. amount of braking force of the driving-machine brake and the amount of deceleration of the empty car in up direction

66 Testing with Weights Category 5 test: Oil Buffers( ) Running the car with rated load at rated speed onto the buffer Does the buffer survive?

67 Testing with Alternative Testing System Category 5 test: Oil Buffers( ) 1. Physically measure the amount of deceleration of the empty car when hitting the buffer. 2. Verifies that the measured amount of deceleration is not higher than 2.5g for more than 40 ms ( ) 3. Verifies that the measured amount of deceleration is smaller than 1g ( ) 4. Verifies that the buffer survived the empty car test is at least equal (better) than the test with loaded car. Why is this so?

68 Testing with Alternative Testing System Category 5 test: Oil Buffers( ) Why is that: 4. Verified that the buffer survived the empty car test is at least equal (or better) than the test with loaded car g Empty car Rated speed 4.08 g - 9,1% Rated load Rated speed 106 ms 120 ms +11,7%

69 Testing with Alternative Testing System Category 5 test: Oil Buffers ( ) 4. Verification that the buffer survived the empty car test is at least equal (or better) than the test with loaded car.

70 Testing with Alternative Testing System Category 5 test: Oil Buffers ( ) 4. Verifies that the buffer survived the empty car test is at least equal (or better) than the test with loaded car.

71 Testing with Weights Category 5 test: Car Safeties ( ) Measuring stopping distance by decelerating a 100% loaded car by the safeties at governor tripping speed The platform shall not be out of level more than 0.36 in./ft after stopping the car

72 Testing with Alternative Testing System Category 5 test: Car Safeties ( ) 1. Physically measuring the amount of braking force of the safeties and the alignment of the car after the car came to a halt. How does it work? 2. Verifies that the measured misalignment is smaller than 0.36 in./ft 3. Verifies that the measured amount of safeties-force is able to decelerate the 100% loaded car at governor tripping speed (for type A+C safeties) within the stopping distance given in table for type B safeties 4. Verifies that the measured amount of force is able to decelerate the 100% loaded car even in real emergency-case of loss of suspension means.

73 Testing with Alternative Testing System Category 5 test: Car Safeties ( ) 1. Physically measuring the amount of braking force of the safeties and the alignment of the car after the car came to a halt. Measuring the alignment before and after the safeties stop and output the difference

74 Testing with Alternative Testing System Category 5 test: Car Safeties ( ) 1. Physically measure the amount of braking force of the safeties and the alignment of the car after the car came to a halt.

75 Testing with Alternative Testing System Category 5 test: Car Safeties ( ) 1. Physically measure the amount of braking force of the safeties and the alignment of the car after the car came to a halt. In the moment of decelerating by the safeties just three forces are acting on the car: F CW F FC : the force accelerating the car in down direction F CW F S : the braking force of the safeties FCW: the weight force from the counterweight, supporting the safeties Relation between the forces F FC F S F CW + F S = F FC F S = F FC - F CW Formula for the safeties force

76 Testing with Alternative Testing System Category 5 test: Car Safeties ( ) 1. Physically measure the amount of braking force of the safeties and the alignment of the car after the car came to a halt. In the moment of decelerating by the safeties just three forces are acting on the car: F CW F FC : Measured by the acceleration sensor (F=m*a) F CW F S : Shall be determined F CW: Measured by the rope force sensors Relation between the forces F S F S = F FC - F CW F FC Formula for the safeties force

77 Testing with Alternative Testing System Category 5 test: Car Safeties ( ) 1. Physically measure the amount of braking force of the safeties and the alignment of the car after the car came to a halt. F CW F CW F S F FC

78 Testing with Alternative Testing System Category 5 test Summary/Report

79 Testing with Alternative Testing System Benefits of Category 5 Testing with Alternative Testing Systems increases opertaing safety for elevators, especially for testing of safeties; Data generated that can be viewed and evaluated over time Testing the safety gears using test weights One of the most important requirements to be met by safeties is currently not tested: A free fall test with failing suspension means! Alternative test systems have already identified numerous elevators whose safety gears would fail in a free fall test North America: Broken ropes on at least 2 elevators known in recent years

80 F CW F CW F CW F CW Safety gears F S Safety gears F S F FC F FC

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82 18733 N N = 64 % A lot of the deceleration work isdone by the counterweight and not by the safeties!

83 Benefits of Category 5 Testing with Alternative Testing Systems increases elevator operating safety, especially for testing of safeties Principal fault is already included in the A17/B44 code The test procedures were determined on the assumption that the counterweight balancing is about 50%. A deviating counterweight balancing can lead to wrong test statements! In the industry counterweight balancing between 40% to 55% is common. Worst examples I have ever seen: 0% balancing in an installation in Toronto 60% balancing in an installation in the USA

84 My counterweight balancing is always good, because I do a half-load test! This is true, If one accurately measures the current during an up and an down travel or (if just lifting the brakes) 50% 1. If the elevator has roller guides (friction between guide shoes and rails creates forces up to 5000N / 1100 lbf) 2. If the ropes are really connected at the center area of the car (prevents additional friction) 3. If the elevator is gearless or has a gear with low amount of self-locking (self-locking gears like e.g. worm gears create forces between 500N to 5000N / 110 lbf to 1100lbf)

85 Benefits of Category 5 Testing with Alternative Testing Systems increases elevator operating safety, especially for testing of safeties Principal fault is already included in the A17/B44 code Example Car weight: Load: Rated speed: Tripping speed: 2300 kg / 5000 lbs 1100 kg / 2400 lbs 1.25 m/s / 250 ft/min 1.70 m/s / 337 ft/min max. permissible sliding distance during the test: 675 mm / 27 in. (acc. to A17.1) This test using weights verifies a deceleration force of 40 kn (Safeties force + Counterweight force) A free fall would require a deceleration force of 33 kn (just safeties force, broken ropes) If the influence of the counterweight is only 22 % of the weight force of the fully loaded car, the safeties would not be able to decelerate this elevator car! Random measurements (s. examples) verify an influence of approx. 50% (>> 22%) N N = 64%

86 Benefits of Category 5 Testing with Alternative Testing Systems increases elevator operating safety, especially for testing of safeties Even the rope model will change the test result of a Cat.5 safeties test with weights: Depending by the rope stiffness the braking distance (slide length) can vary by 55%! (Just changing the rope model on an elevator will make safeties testing results worse/better)

87 Benefits of Category 5 Testing with Alternative Testing Systems increases elevator operating safety, especially for testing of safeties Principal shortcoming revealed as an answer to Inquiry If the brake is supporting the safeties with an unknown amount of force, the measured sliding distances of the safeties are not reliable for testing the safeties in basic principal.

88 Testing with Alternative Testing System Benefits of Category 5 Testing with Alternative Testing systems (iv) The alternative method eliminates need for full load test weights reduces the potential for injury to personnel, transportation, and fuel consumption. Increases elevator operating safety, Alternative Testing Systems do more than just create baselines and much more than testing with weights is ever able to do.

89 Testing with Alternative Testing System Benefits of Category 5 Testing with Alternative Testing Systems eliminates the need for full load test weights and reduces the potential for injury to personnel, cost of transportation, and fuel consumption Gives quantified results (not just sink or swim) for the monitored components (e.g. one is able to compare how the brake force of the driving-machine changed over the 5 years in between => predictive maintenance) Because of the real weight measurement (missed in A17/B44) the important relation between CWT and car is monitored all the time (e.g. drying out CWT from concrete, modernizations of car/doors etc.) Because of the real weight measurement of all single suspension means one is able to determine conformance to Equal tension shall be maintained between individual suspension members in each set. Suspension members are considered to be equally tension when the smallest tension measured is within 10% of the highest tension measured. When suspension member tension is checked or adjusted, an anti-rotation device conforming to the requirements of shall be permitted.

90 Thank you very much for your kind attention!