The current features of ADIASYSTEM for inspecting elevators

Dipl.-Ing. Alfons Petry

In the year 1990, statutory inspections of
elevators in Germany underwent fundamental
changes. The independent third-party inspec-
tion company T in !unich, at that time ,
developed a method specifically for
inspecting elevators, the so-called
"#I"$%$T&! 'advanced diagnosis system
for elevators(. "#I"$%$T&! is an e)pert
system software program, installed on a
customary note*oo+ ,- and is used together
with particular electronic transducers at the
standard-interfaces of the ,- to wor+ as an
intelligent measuring tool. The complete
hardware is put together in an e.uipment +it
of a*out / +g weight . The method is protected
through a couple of patents and registered
designs.

that could not *e determined so far, now can
*e measured with "#I"$%$T&!, and thus
give additional important information to the
e)pert. The software converts the findings
in to figures as well as in diagrams, and stores
all information on the hard dis+. The results of
re peated measurements can *e easily
compared with former ones.

The 0classical0 "#I"$%$T&! test
procedures conducted with an empty elevator
car instead of a load test mainly consist of the
verification of the correct setting of the
progressive safety gear 'safety test(, the
measurement of the traction and the re-
levelling test at hydraulic elevators. These
procedures were already descri*ed in former
pu*lications in detail, so here only the
respective *asic ideas will *e repeated.

The safety test has to give evidence that the
safeties stop an e levator car with rated load
within the permissi*le range of deceleration.
1ith the "#I"$%$T&! method, a data
logger measures the actual deceleration of
the empty car, and the e)pert system
calculates the deceleration for the rated load
condition. 2nly for that very condition the
codes and standards stipulate specific
re.uirements. The technical *ehaviour of a
progressive safety gears ma+es sure that the
deceleration forces are largely independently
from load and speed. In a test with
"#I"$%$T&! the elevator is e)posed to less
stress, due to much less +inetic energy
compared with a full load safety test.

"s already mentioned, the "#I"$%$T&!
measurement determines the deceleration of
the empty car. 3owever, the e)perience
shows that in many cases retardation values
are .uite high if a safety gear is activated with
an empty car. If the elevator is carrying 4ust
one or only few passengers, this stop can
*ecome very dangerous. 5or the time *eing
no re.uirement for an emergency stop has
*een specified in the codes. To improve the
safety it would ma+e sense to limit the
ma)imum retardation for the empty car too6
the "#I"$%$T&! is recording that aspect for
many years.


5igure7 3ow "#I"$%$T&! wor+s

"t the *eginning, the o*4ective of "#I"$%$-
T&! was to provide a modern ,--driven
alternative solution instead of the periodic
load testing of elevators. The regular
inspection of the *ehaviour of an elevator
under 'over-( load condition is most important
to evaluate the safety of the elevator under
e)treme conditions. 8oading the elevator car
with up to 190: of its rated load on the one
hand is trou*lesome and costly, and on the
other hand delivers only simple yes-or-no
statements. Instead of the prescri*ed load
tests, "#I"$%$T&! goes ahead with precise
and .uantitative measurement. The findings
gained can *e easily compared with the
re.uired values specified in codes and
standards. $ystem-inherent safety reserves Article was published in the Lift Report, issue June 2003



5igure7 $afety diagram

5igure7 #iagram re-levelling test

The determination of the traction using the
"#I"$%$T&! method consists of the
measurement if whether the adhesive friction
*etween rope and traction sheave is sufficient
to prevent slippage. The relevant codes
specify that no slippage must occur with
1;9: rated load in the car '&uropean
$tandard &< /16 "$!& "1=(, respectively
190: 'in accordance with T>", German
&levator -ode(. The conclusions from a
conventional load test are only the two
alternative statements 0 car comes to a halt0
or ?car slips down@. "#I"$%$T&! however
can measure the amount of load in the car
that would e)ceed the coefficient of friction
*etween ropes and traction sheave and thus
causes a dangerous condition. Asually,
in sufficient traction is to *e determined only
with a small percentage of elevators6
however, it is a .uite serious violation. "s a
matter of fact, current elevator drives are no
longer oversiBed as in the past, therefore a
traction measurement will *ecome more
important in future.

"t hydraulic elevators, traditionally the car is
tested in the landings whether the drive is
capa*le to re-level the car with rated load.
"gain, "#I"$%$T&! produces that proof
with an empty car, an advantage particular for
heavy-duty freight elevators. "n electronic
gauge is used to record the pressure-time-
*ehaviour of a cycle moving down an up, and
the e)pert system of the "#I"$%$T&!
software calculates *oth the hydraulic losses
and the efficiency, and ma+es the statement
whether the elevator is capa*le to re-level
with rated load.

5or more than 10 years, "#I"$%$T&! is the
state-of -the-art of testing elevators in
Germany. The method fits for elevators of
any design and manufacturer, as well as for
any speed and rated load. ,articular
accessory parts are availa*le for the latest
machine room less elevators of different
manufacturers.

In the last years, a fundamental re-design of
the "#I"$%$T&! software too+ place in
order to catch-up with the new possi*ilities of
todayCs ,-s. >eal-time measurements
originally designed for a #2$ environment,
had to *e converted to a 1I<#21$ solution,
and a new microprocessor-controlled adapter
had to *e developed for that purpose.
There*y, all previous transducers can still *e
used under 1I<#21$, using >$;D; or A$E
ports. In the near future, transducers will *e
re -designed to meet the latest technology ,
having a direct A$E connection.

$ince the very *eginning, new evaluation
functions have *een supplemented to the
"#I"$%$T&! again and again. 1hile the
original first features concentrated on safety
aspects of the elevator, additional diagnostic
tools were integrated into the software in the
course of time, which did not only cover the
safety *ut also aspects such as .uality,
availa*ility, travel comfort, etc. These new
software features triggered new fields of
application. $o, "#I"$%$T&! is longer 4ust
an inspection method applica*le to statutory
periodic inspections of elevators. Today, it is
also a very powerful tool for any +ind of
measurement and documentation, for
acceptance testing of new elevators or for ,age ; of 9

type approval of elevators and safety parts,
for the e)aminations of escalators and
moving wal+s as well as for e)pert opinions
on any installation of vertical transportation.

The latest "#I"$%$T&! software update
has *een supplemented *y e)tensive digital
filter functions. !oreover, a compound view
of more than 4ust one diagram can *e
displayed on the screen simultaneously. The
professional user has a choice of several pre-
defined filters, or he can define a wide range
of own comple) filter functions. The following
figure gives an e)ample of such a compound
view.



5igure7 >ide comfort measurement

"#I"$%$T&!Cs graphic representation of
measuring results in a diagram always
ta+es
place with the same method. "s soon as
two
mova*le cursors are set *y the user, all
relevant results of this measurement are
displayed in a status window. The
representation of any diagram can *e
ad4usted in many ways to the respective
needs *y scrolling, compressing and
e)panding. 3ence, "#I"$%$T&!
provides
an e)cellent procedure to generate the
documentation of any measurement made.

The pressure-time diagram of a hydraulic
elevator is another e)ample that clarifies,
that
often only the visualiBation of a diagram
permits a conclusion or identifies a faulty
function of the elevator. The results of
repeated measurements prove the high
reproduci*ility of the method. $o, any
diagram corresponds to a fingerprint of the
respective situation.



5igure7 -ompound view F digital filter

The following e)amples are typical "#I"$%$-
T&! diagnostic tools.

The data lo gger that is used for the safety
test can *e also used for the measurement of
any accelerations or deceleration in a range
of GF- 10 g, using a 1; *it-full-scale-resolution
and with an option of different sampling rates.
Th e configuration of various parameters,
necessary for the respective measurement,
including defined trigger conditions , can *e
easily adapted per software via the
connected ,-. "s the data logger allows very
high sampling rates 'up to 9,000 3B( this
device can provide the recording and
evaluation of fast processes with high
precision. Typical applications include the
recording of emergency stops and ride
comfort measurements.

5igure7 ,ressure-time diagram ,age D of 9

"ny e)perienced user can straight away
recogniBe the unusual pressure pea+s on the
picture a*ove, which are caused *y a too
narrow distance *etween *oth guide rails. 3e
therefore can decide on suita*le counter-
measures. 1ithout conducting a measure -
ment, such defects often remain undetected,
leading to a higher wear and to a failure
sooner or later. It is o*vious that in this case
the determined cause does not generate an
immediate safety ris+. 3 owever, on longer
terms this effect will cause damage. "n up-to-
date, modern inspection method li+e the
"#I"$%$T&! can help to identify a wi de
range of non-conformities.

"#I"$%$T&! offers various graphic
representations and effective possi*ilities to
evaluate a measurement especially when
made with the distance F speed gauge. "fter
recording the measurement all distance,
speed and acceleration values are simultane-
ously availa*le on the screen and displayed
as a function of time. In addition to the
measuring values f urther information can *e
recorded simultaneously, such as electric
trigger signals as well as manual mar+ings
through +eystro+es of the user. 3erewith,
costly recordings of reactions on electric
control impulses, such as delay or respond
times, can *e completed and analyBed in a
simple manner. The following two diagrams
show as e)amples 1( how simple it is to
chec+ the tripping speed of an over-speed
governor6 and ;( how to evaluate a recording
for the time period *etween the last manual
mar+ing and the first electric trigger signal.



5igure7 $peed diagram ;

"t present, "#I"$%$T&!Cs scope of
applica-
tion is supplemented and the hardware is
complemented with two newly developed
transducers.

The first new de vice is an electronic load
cell
for safety relevant measurements on
power
operated doors in compliance with #I<
&<
1;HH9. The measuring range is of up to
;,000
<, and the features of that device meet all
specifications of this standard.



5igure7 <ew door gauge

"s this transducer has a dual purpose, the
second function can *e used for measuring
masses up to H,000 +g. It is suita*le tool 'for
e)ample with the use of a traction sheave
clamp( to determine the masses of the
elevator car and the counterweight with high
precision. This feature will significantly
improve the accuracy of the already e)isting
"#I"$%$T&! feature ?*alance test@.

The second newly developed transducer can
electronically measure and record all
essential physical characteristics of elevator
doors7 the +inetic energy, the hitting speed

5igure7 $peed diagram 1


,age H of 9

and the ma)imum and the permanent closing
force.

Eoth new transducers are to *e connected to
the same 0intelligent0 handle, designed
alternatively for *oth on-line- and off-line-
measurements. The handle contains an own
microprocessor and presents the results
directly after the measurement on a *uilt-in
display. "ll off-line-values remain in a non-
volatile memory 6 they can *e transmitted to
the ,- later, in order to draw up th e
documentation, evaluate the diagrams or to
file the records.

"ll intelligent transducers have their own
electronic data sheet, to ena*le an automatic
recognition of the plugged sensor. The data
sheet saves the individual serial num*er, date
and results of the last cali*ration, and further
information if necessary. "s soon as the
sensor is connected up, the "#I"$%$T&!
software is automatically reading the
information of the data sheet6 the transducer
is *eing identified and has to pass plausi*ility
and validity tests. In case the valid cali*ration
date of the transducer has e)pired, the
software will prevent a further usage of this
sensor. This method guarantees that only
cali*rated transducers are used for
measuring. Thus, "#I"$%$T&! has a
system-integrated control that verifies the
status of all measuring devices, a strict
demand of any .uality assurance system. "ll
transducers have *een designed for a ro*ust
field operation. The entire techni.ue has
proven itself through long-time use very well.
The precision of all transducers significantly
e)ceeds the specified re.uirements of the
applica*le codes and standards.



5igure7 "#I"$%$T&! e.uipment +it

5or years, professional e)perts rely on the
essential information that they gain from
using the "#I"$%$T&!, *ecoming an
indispensa*le aspect of contemporary
evaluation of an elevator. In the future, the
utiliBation of the results of the modern
measurements as a part of the inspection
service will *ecome more important for
owners and maintenance companies, too .
The T $Iddeutschland is planning to add
the essential "#I"$%$T&! measuring
results and diagrams to the test reports
issued, and to give authoriBed users access
to that +ind of information in the elevator
certificate data *ase, which is already
availa*le and accessi*le via the Internet.
,age 9 of 9