Elevator operation fault early warning method and system

Abstract

The invention discloses an elevator operation fault early warning method and system, relates to the technical field of intelligent elevator control, and aims to improve the operation safety and fault response capability of an elevator in a potential abnormal state. By constructing a load critical drift test working condition, a sudden non-vertical stress test working condition and a weak power supply fluctuation interference test working condition, abnormal behaviors which are difficult to appear but have potential safety hazards in the normal operation process of an elevator are induced; the method comprises the following steps: acquiring operation data under various working conditions, respectively calculating a drift overload response coefficient, a guide rail non-vertical interference coefficient and a power supply induced instability coefficient, respectively comparing the coefficients with preset thresholds, and judging whether operation faults such as brake response mismatching, asynchronous action of safety tongs and door lock control interference exist or not; and if the judgment result is abnormal, a targeted strategy is automatically generated and early warning is given out. According to the method, active recognition and classified response of elevator faults can be achieved, and the maintenance efficiency and the operation reliability are effectively improved.

Description

Technical Field

[0001] The present invention relates to the technical field of intelligent elevator control, and in particular to an elevator operation failure early warning method and system thereof. Background Art

[0002] As a high-frequency vertical transportation tool, the operational safety of elevators is directly related to the safety of passengers' lives and property. Current elevator safety protection systems generally rely on the coordinated control and fault alarm mechanisms of key safety components such as safety clamps, speed limiters, door locks, and brakes. However, existing fault monitoring systems are mostly based on routine operating data or passive alarm triggering mechanisms, making it difficult to identify potential hidden faults that may only be exposed under specific extreme operating conditions. This results in the following technical flaws: Braking response hysteresis or failure: When the elevator car is close to the rated load limit, if the passengers or items are unevenly distributed, causing the center of gravity of the car to shift, it will induce response hysteresis when the brake is activated, and even cause substantial failure of the brake at a higher degree of drift.

[0003] Asynchronous safety clamp action: When structural deviations occur during elevator operation, such as car tilt or guide rail bias, the friction and tension between the left and right guide rails deviate, causing the triggering time of the two sides of the safety clamp to be asynchronous. During emergency braking, a "slanted brake" state may be formed, inducing safety risks.

[0004] Control logic instability and door lock false triggering: When the elevator control system is interfered with by unstable power supply, such as short-term voltage fluctuations or transient power supply disturbances, the door lock logic judgment and response signals may be delayed, falsely triggered, or even disordered, resulting in abnormal door lock alarms or actual failure, affecting the security of the control link. Summary of the Invention

[0005] In view of the deficiencies in the prior art, the present invention provides an elevator operation fault early warning method and system thereof to solve the problems mentioned in the background technology.

[0006] To achieve the above objectives, the present invention is implemented through the following technical solutions: an elevator operation failure early warning method and system, comprising: The extreme operating condition testing module is used to proactively induce operational anomalies that are difficult to detect during normal operation but pose potential safety risks, based on the elevator's structural configuration and safety device parameters. This module constructs multiple extreme test conditions, including critical load excursion, sudden non-vertical force, and weak power supply fluctuation interference. The data acquisition module is used to collect data when the elevator is under load critical drift test conditions, sudden non-vertical force test conditions, and weak power supply fluctuation interference test conditions; The load critical drift effect identification module is used to establish a transient overload disturbance sequence based on the car rated load curve, generate a drift overload response coefficient GZX, and compare and analyze it with the first threshold Q1 to determine whether the real-time load of the elevator car matches the braking response. If not, a strategy is given; The sudden non-vertical force effect identification module is used to simulate the guide rail lateral stress response under the tilted state of the car, obtain the guide rail non-vertical interference coefficient DFG, and compare and analyze it with the second threshold Q2 to determine whether the elevator car's safety clamp action is synchronized. If not, a strategy is given; The weak power supply fluctuation interference effect identification module is used to introduce non-ideal power supply fluctuation simulation, monitor the stability of the door lock logic and control system response, construct the power supply induced instability coefficient DYS, and compare and analyze it with the third threshold Q3 to determine whether the control system input voltage fluctuation interferes with the door lock control. If interference occurs, a strategy is given.

[0007] Preferably, the extreme working condition test module includes an equipment identification unit, a load critical drift test working condition unit, a sudden non-vertical force test working condition unit and a weak power supply fluctuation interference test working condition unit; The device identification unit is used to identify and register the components of the elevator structure and its key safety devices. It collects information including the unique device number, installation floor and relative position, debugging configuration number, safety interface type and response characteristic parameter information through QR code and radio frequency tag scanning, control system device code analysis and historical operation data retrieval. The load critical drift test condition unit is used to simulate the center of gravity shift of the car load when it is close to the rated limit, thereby inducing abnormal braking response hysteresis and uneven tension. The sudden non-vertical force test condition unit is used to induce left-right uneven guide rail friction and asymmetric safety gear response by introducing a slight tilt of the car, guide rail installation deviation or asymmetric rope tension; The weak power fluctuation interference test condition unit is used to induce the logical responsiveness of the door lock controller and the safety device under power supply abnormality conditions by controlling the voltage of the control system for a short time.

[0008] Preferably, the data acquisition module includes a load critical drift test condition acquisition unit, a sudden non-vertical force test condition acquisition unit, and a weak power supply fluctuation interference test condition acquisition unit; The load critical drift test condition acquisition unit is used to collect data during the load critical drift test condition of the elevator. A high-precision load sensor is installed on the weighing support structure at the bottom of the car to collect the car load value sequence; a tension load sensor is installed at the brake drive shaft connection structure to record the load feedback value during the startup response phase. The sudden non-vertical force test condition acquisition unit is used to collect data when the elevator is subjected to sudden non-vertical force test conditions. Thin-film friction sensors are installed on the left and right guide shoe bases and side sliding surfaces to collect the friction value sequences of the left and right guide rails. Tension sensors are installed on the guide wheel at the rope pulley outlet above the elevator shaft to collect the tension values ​​of the left and right traction ropes. The weak power supply fluctuation interference test condition acquisition unit is used to collect data during the weak power supply fluctuation interference test condition. By installing a high-speed voltage monitoring sensor at the PLC power input port and the inverter main control input end, the control voltage value sequence is collected; by setting a logic state recording program on the door lock control logic board, the number of abnormal intermittent or switching abnormalities is recorded.

[0009] Preferably, the load critical drift effect identification module includes a first calculation unit and a first analysis unit; The first calculation unit is used to extract load critical drift test condition data, establish a transient overload disturbance sequence based on the car rated load curve, and calculate and obtain the drift overload response coefficient GZX after dimensionless processing.

[0010] Preferably, the first analysis unit is configured to preset a first threshold Q1 and compare and analyze the drift overload response coefficient GZX with the first threshold Q1 to obtain a first evaluation result, including: When the drift overload response coefficient GZX is less than the first threshold Q1, it indicates that the real-time load of the elevator car matches the braking response, and the elevator operation is stable and continuously monitored; When the first threshold Q1≤drift overload response coefficient<GZXfirst threshold , indicating a level 1 mismatch between the elevator's real-time load and brake response, with a risk of brake hysteresis. This triggers the first warning instruction and generates the first strategy: extending the pre-brake trigger signal timing by 20% to increase brake response time. The elevator is also labeled as a load response offset risk, and maintenance personnel are advised to correct the weighing displacement feedback device. When the drift overload response coefficient GZX> the first threshold When the error is detected, it indicates that the real-time load of the elevator matches the braking response at the second level, and there is a risk of brake failure. This triggers the second warning instruction and generates the second strategy: immediately prohibit the elevator from running and push a maintenance suggestion to the maintenance personnel to replace the brake tension spring.

[0011] Preferably, the sudden non-vertical force effect identification module includes a second calculation unit and a second analysis unit; The second calculation unit is used to simulate the lateral stress response of the guide rail under the tilted state of the car, extract the sudden non-vertical force test condition data, and calculate the guide rail non-vertical interference coefficient DFG after dimensionless processing.

[0012] Preferably, the second analysis unit is configured to preset a second threshold value Q2 and compare and analyze the guide rail non-vertical interference coefficient DFG with the second threshold value Q2 to obtain a second evaluation result, including: When the guide rail non-vertical interference coefficient DFG is less than the second threshold Q2, it indicates that the elevator car's safety clamp is in synchronous operation, there is no risk of oblique braking, and continuous monitoring is performed; When the guide rail non-vertical interference coefficient DFG ≥ the second threshold Q2, it means that the safety clamp of the elevator car is not in sync, and there is a risk of oblique braking, which triggers the third early warning instruction and generates the third strategy: the elevator safety clamp recalibration process is carried out, the elevator stops at the maintenance floor, the main drive circuit is cut off, and only the calibration power supply and control channel are retained; the safety clamp calibration mode instruction is issued through the maintenance panel, the current left and right guide rail friction and tension data are loaded, and the left and right safety clamp braking states are released respectively to check whether the release is synchronized. If synchronized, manual retesting is recommended regularly, and the check of rope sheave coaxiality and fine-tuning guide shoe is prompted; if the release on either side fails, the system operation is locked, and the prompt "brake mechanism is stuck" is aborted and manual maintenance is prompted.

[0013] Preferably, the weak power supply fluctuation interference effect identification module includes a third calculation unit and a third analysis unit; The third calculation unit is used to introduce non-ideal power supply fluctuation simulation, monitor the stability of the door lock logic and control system response, extract weak power supply fluctuation interference test condition data, and calculate the power supply induced instability coefficient DYS after dimensionless processing.

[0014] Preferably, the third analysis unit is used to preset a third threshold Q3, and compare and analyze the power supply induced instability coefficient DYS with the third threshold Q3, and obtaining the third evaluation result includes: When the power induced instability coefficient DYS is less than the third threshold Q3, it means that the input voltage fluctuation of the control system does not interfere with the door lock control, the door lock execution state is stable, and continuous monitoring is carried out; When the third threshold Q3≤power supply induced instability coefficient DYS<the third threshold When the alarm is triggered, it indicates that the control system input voltage has a first-level fluctuation anomaly, which may cause door lock control failure and delayed response. This triggers the fourth warning instruction and generates the fourth strategy: the output logic delay threshold of the door lock controller is extended by 20%, and a maintenance suggestion for checking the synchronization between the control system input voltage fluctuation and the door lock signal is sent to maintenance personnel, and a "voltage fluctuation interference" risk label is added. When the power supply induced instability coefficient DYS ≥ the third threshold When the error is detected, it indicates that the control system input voltage has secondary fluctuation abnormalities, which may cause the door lock to be mistriggered and cause logic disorder. This triggers the fifth warning instruction and generates the fifth strategy: immediately prohibit the elevator from continuing to operate, and push maintenance recommendations to the maintenance personnel to replace the power filter components and the door lock electromagnetic contact components, and mark the "control link power instability risk" label.

[0015] Preferably, an elevator operation failure early warning method comprises the following steps: Step 1: Based on the elevator structure configuration and its safety device parameters, multiple extreme test conditions are constructed to actively induce operational anomalies that are difficult to detect during normal operation but pose potential safety risks. These extreme test conditions include critical load drift test conditions, sudden non-vertical force test conditions, and weak power supply fluctuation interference test conditions. Step 2: Collect data when the elevator is under load critical drift test conditions, sudden non-vertical force test conditions, and weak power supply fluctuation interference test conditions; Step 3: Based on the rated load curve of the car, a transient overload disturbance sequence is established to generate a drift overload response coefficient GZX, which is compared and analyzed with the first threshold Q1 to determine whether the real-time load of the elevator car matches the braking response. If not, a strategy is given; Step 4: Obtain the guide rail non-vertical interference coefficient DFG by simulating the guide rail lateral stress response under the tilted state of the car, and compare and analyze it with the second threshold Q2 to determine whether the safety clamp action of the elevator car is synchronized. If not, a strategy is given; Step 5: By introducing non-ideal power supply fluctuation simulation, the stability of the door lock logic and control system response is monitored, and the power supply induced instability coefficient DYS is constructed. It is compared and analyzed with the third threshold Q3 to determine whether the control system input voltage fluctuation interferes with the door lock control. If interference occurs, a strategy is given.

[0016] The present invention provides an elevator operation fault early warning method and system thereof, which has the following beneficial effects: (1) This elevator operation fault warning method and system, by constructing three types of extreme working conditions, namely drift overload response test condition, guide rail non-vertical interference test condition and weak power supply fluctuation interference test condition, respectively targets structural overload anomalies during elevator operation, vertical deviation response caused by guide rail installation error and control failure caused by power supply instability, filling the problem of insufficient extreme fault response simulation in existing elevator tests and laying the foundation for comprehensive evaluation of system operation safety.

[0017] (2) This elevator operation fault warning method and system, by arranging multiple types of sensor arrays in the test platform, collects key operation data such as car speed, acceleration, vibration, operation offset, door control feedback status and controller response signal, covering the dynamic response, track response and control response of the entire elevator operation process, effectively improving the integrity and timeliness of data acquisition, and providing high-quality support for subsequent coefficient calculation and risk judgment.

[0018] (3) This elevator operation fault warning method and system obtains three types of risk identification coefficients by calculation, namely, drift overload response coefficient DPO, guide rail non-vertical interference coefficient DGD, and power supply induced instability coefficient DYS. They are constructed based on multi-dimensional signal differential characteristics, track deflection angle disturbance characteristics, and gate control response time difference characteristics, respectively. It has the technical advantages of accurate quantification, threshold discrimination, and linkage strategy generation, and realizes the accurate identification and classification of different types of operation faults.

[0019] (4) This elevator operation fault warning method and system, by organically integrating extreme working condition construction, data collection, coefficient evaluation and strategy generation, has established an elevator operation fault prediction and warning system for complex operating environments. It has the ability to automatically identify, judge levels and push response strategies, significantly improving the system's perception accuracy and handling efficiency of operation anomalies, and promoting the upgrade of elevator operation and maintenance from experience-based to data-driven and predictive. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 This is a block diagram and flow chart of an elevator operation fault early warning system of the present invention; Figure 2 The present invention is a schematic diagram of the steps of an elevator operation fault early warning method. DETAILED DESCRIPTION

[0021] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0022] Example 1 See also Figure 1 The present invention provides an elevator operation failure early warning method and system thereof, comprising: The extreme operating condition testing module is used to proactively induce operational anomalies that are difficult to detect during normal operation but pose potential safety risks, based on the elevator's structural configuration and safety device parameters. This module constructs multiple extreme test conditions, including critical load excursion, sudden non-vertical force, and weak power supply fluctuation interference. The data acquisition module is used to collect data when the elevator is under load critical drift test conditions, sudden non-vertical force test conditions, and weak power supply fluctuation interference test conditions; The load critical drift effect identification module is used to establish a transient overload disturbance sequence based on the car rated load curve, generate a drift overload response coefficient GZX, and compare and analyze it with the first threshold Q1 to determine whether the real-time load of the elevator car matches the braking response. If not, a strategy is given; The sudden non-vertical force effect identification module is used to simulate the guide rail lateral stress response under the tilted state of the car, obtain the guide rail non-vertical interference coefficient DFG, and compare and analyze it with the second threshold Q2 to determine whether the elevator car's safety clamp action is synchronized. If not, a strategy is given; The weak power supply fluctuation interference effect identification module is used to introduce non-ideal power supply fluctuation simulation, monitor the stability of the door lock logic and control system response, construct the power supply induced instability coefficient DYS, and compare and analyze it with the third threshold Q3 to determine whether the control system input voltage fluctuation interferes with the door lock control. If interference occurs, a strategy is given.

[0023] In this embodiment, by constructing multiple extreme test conditions covering load critical drift, sudden non-vertical force and weak power supply fluctuations, structural and control risks that are difficult to expose but potentially exist in normal operation are actively induced. Combined with the three risk criteria of drift overload response coefficient GZX, guide rail non-vertical interference coefficient DFG and power supply induced instability coefficient DYS, a set of quantifiable, comparable and strategically linked operation abnormality identification mechanism is formed, which effectively improves the pre-identification and response capabilities of potential faults in elevator operation and realizes the transformation from passive alarm to active perception and strategic intervention.

[0024] Example 2 This embodiment is explained in Example 1. Specifically, the extreme working condition test module includes a device identification unit, a load critical drift test condition unit, a sudden non-vertical force test condition unit, and a weak power supply fluctuation interference test condition unit; The device identification unit is used to identify and register the components of the elevator structure and its key safety devices. It collects information including the unique device number, installation floor and relative position, debugging configuration number, safety interface type and response characteristic parameter information through QR code and radio frequency tag scanning, control system device code analysis and historical operation data retrieval. The load critical drift test condition unit is used to simulate the center of gravity shift of the car load under the boundary state close to the rated limit, thereby inducing braking response lag and uneven tension anomalies; critical load boundary state: refers to the operating state when the load in the elevator car reaches or approaches the rated limit, such as 90%~100% of the rated load. At this time, the system is at the edge of maximum stress and the response mechanism is most sensitive. Once a disturbance occurs, anomalies are prone to occur; center of gravity shift induction method: by arranging asymmetric counterweights or guiding the concentrated distribution of loads, such as placing a large number of heavy objects near one side of the car, so that the center of gravity of the load deviates from the geometric center of the car, forming an overturning moment and changing the tension distribution of the wire rope group; braking response lag: due to the eccentric load, some braking devices are subjected to force first and some are subjected to force later, resulting in uneven braking force and a short-term response delay; uneven tension: Unbalanced force distribution on the traction wire rope, exacerbating slack on one side and tension on the other, increases the risk of nonlinear response of the system; structural micro-tilt and guide imbalance: The center of gravity offset causes contact pressure deviation between the car and the guide rail, which in turn causes abnormal guide rail friction and guide deviation, affecting the matching of the safety clamp preload; The sudden non-vertical force test condition unit is used to induce left-right uneven guide rail friction and asymmetric response of the safety clamp by introducing slight tilt of the car, guide rail installation deviation or asymmetric rope tension; the operation state close to the upper limit of the rated load of the elevator, such as 90~100% of the rated load, is usually stable, but in this critical area, any center of gravity disturbance or inertia offset is more likely to cause response delay or dynamic loss of control; simulate the non-uniform load conditions such as "passengers concentrated on one side of the car" or "large load volume and layout biased to one side" in real scenarios, so that the car forms a nonlinear downward or upward torque in vertical operation; brake response lag: due to the unequal tension on the traction side and the counterweight side, there is a risk of asynchronous response on the left and right sides of the brake; uneven wire rope tension: increases the risk of local fatigue and slippage of the wire rope; the tendency of the car to sway or tilt is enhanced: leads to uneven guide rail contact pressure, which increases the difficulty of the safety clamp response; The weak power fluctuation interference test condition unit is used to induce the logical responsiveness of the door lock controller and safety device under power supply abnormality by controlling the voltage of the control system for a short time; when the door is opened or closed normally, the power grid causes the 24V control power supply voltage to drop to 18V instantaneously due to load fluctuations, causing the door lock logic chip to be temporarily reset, the door lock status cannot be confirmed, and a "door not closed" alarm occurs; or when the elevator is about to start, the bus voltage temporarily drops due to the simultaneous start-up of the air conditioner or high-power equipment, causing the inverter or control PLC to restart and the elevator to "jump and stop".

[0025] In this embodiment, by setting up an extreme working condition test module and refining it into an equipment identification unit, a load critical drift test condition unit, a sudden non-vertical force test condition unit and a weak power supply fluctuation interference test condition unit, it is possible to comprehensively construct a variety of test environments close to actual hidden danger scenarios. By simulating conditions such as center of gravity offset, guide rail stress asymmetry, and short-term voltage fluctuations, potential abnormal responses are induced and observed, which significantly enhances the multi-dimensional risk perception capability of the elevator system under critical boundary conditions, and provides high-value boundary data support for subsequent fault identification and early warning strategy generation.

[0026] Example 3 This embodiment is explained in Example 2. Specifically, the data acquisition module includes a load critical drift test condition acquisition unit, a sudden non-vertical force test condition acquisition unit, and a weak power supply fluctuation interference test condition acquisition unit; The load critical drift test condition acquisition unit is used to collect data during the load critical drift test condition of the elevator. A high-precision load sensor is installed on the weighing support structure at the bottom of the car to collect the car load value sequence; a tension load sensor is installed at the brake drive shaft connection structure to record the load feedback value during the startup response phase. The sudden non-vertical force test condition acquisition unit is used to collect data when the elevator is subjected to sudden non-vertical force test conditions. Thin-film friction sensors are installed on the left and right guide shoe bases and side sliding surfaces to collect the friction value sequences of the left and right guide rails. Tension sensors are installed on the guide wheel at the rope pulley outlet above the elevator shaft to collect the tension values ​​of the left and right traction ropes. The weak power supply fluctuation interference test condition acquisition unit is used to collect data during the weak power supply fluctuation interference test condition. By installing a high-speed voltage monitoring sensor at the PLC power input port and the inverter main control input end, the control voltage value sequence is collected; by setting a logic state recording program on the door lock control logic board, the number of abnormal intermittent or switching abnormalities is recorded.

[0027] In this embodiment, by setting up a data acquisition module and dividing it into three test condition collection units: critical load drift, sudden non-vertical force, and weak power supply fluctuation interference, it is possible to implement refined monitoring of different potential risk sources. Specifically, through the distributed deployment of load sensors, friction sensors, tension sensors, and high-speed voltage monitors, the system can simultaneously collect key data such as car load changes, uneven guide rail force, traction tension imbalance, and control voltage fluctuations. This enables high-frequency and precise recording of response states for multiple types of operating conditions, providing comprehensive and accurate raw data support for identifying elevator operation anomalies and strategic response.

[0028] Example 4 This embodiment is explained in Example 1. Specifically, the load critical drift effect identification module includes a first calculation unit and a first analysis unit; The first calculation unit is used to extract the load critical drift test condition data, establish a transient overload disturbance sequence based on the car rated load curve, and calculate the drift overload response coefficient GZX after dimensionless processing. The formula is as follows: ;

[0029] Where, Indicates the change in car load during disturbance loading. Indicates the load response change value when the brake is activated. Indicates the rated load value of the elevator, which is obtained from the elevator parameters.

[0030] In this embodiment, the first calculation unit in the load critical drift effect identification module constructs a transient overload disturbance sequence based on the car's rated load curve. The drift overload response coefficient GZX is accurately calculated through dimensionless processing, enabling quantitative analysis of the elevator's braking response under critical load conditions. This method accurately reflects the matching of brake response with car load changes, effectively identifying brake response hysteresis and load drift anomalies, and improving the sensitivity and reliability of elevator safety monitoring.

[0031] Example 5 This embodiment is explained in Example 4. Specifically, the first analysis unit is configured to preset a first threshold Q1 and compare and analyze the drift overload response coefficient GZX with the first threshold Q1 to obtain a first evaluation result, including: When the drift overload response coefficient GZX is less than the first threshold Q1, it indicates that the real-time load of the elevator car matches the braking response, and the elevator operation is stable and continuously monitored; When the first threshold Q1≤drift overload response coefficient<GZXfirst threshold , indicating a level 1 mismatch between the elevator's real-time load and brake response, with a risk of brake hysteresis. This triggers the first warning instruction and generates the first strategy: extending the pre-brake trigger signal timing by 20% to increase brake response time. The elevator is also labeled as a load response offset risk, and maintenance personnel are advised to correct the weighing displacement feedback device. When the drift overload response coefficient GZX> the first threshold When the error is detected, it indicates that the real-time load of the elevator matches the braking response at the second level, and there is a risk of brake failure. This triggers the second warning instruction and generates the second strategy: immediately prohibit the elevator from running and push a maintenance suggestion to the maintenance personnel to replace the brake tension spring.

[0032] The first threshold Q1 is obtained by selecting a representative group of different types of elevators (such as commercial elevators, hospital elevators, and freight elevators) during the experimental phase for critical load disturbance testing. This simulates extreme conditions such as load transients or uneven tension that may occur in actual operation, and calculates the drift overload response coefficient GZX corresponding to each test. Multiple tests accumulate to form a set of historical data sets for statistical analysis. Statistical analysis is performed on the drift overload response coefficients GZX of these historical data sets to clarify their normal fluctuation ranges under different elevator types and load conditions, with a focus on obtaining: the mean and standard deviation of the drift overload response coefficient GZX; Based on the mean value of the drift overload response coefficient GZX, and referring to the timeliness requirements for brake response performance in the "GB7588-2003 Safety Code for Elevator Manufacturing and Installation" and the ±5% tolerance for load identification accuracy in the "GB / T24476-2009 General Technical Conditions for Elevator Car Load Identification Systems", the mean value of GZX plus 2 times the standard deviation is set as the first threshold Q1. Under the conditions of stable load distribution and normal system operation, the GZX value should fluctuate normally around the mean, and 2 times the standard deviation covers approximately 95% of the data range.

[0033] In this embodiment, a graded early warning mechanism is established through the first analysis unit. Using a preset first threshold value, Q1, to perform real-time comparative analysis of the drift overload response coefficient, GZX, this mechanism accurately determines the degree of match between the elevator car load and the braking response. When GZX is lower than Q1, the system determines that the elevator is operating stably and continues monitoring. When GZX is between Q1 and 150% of Q1, the system identifies a level 1 abnormality risk, automatically extends the pre-brake trigger sequence, and issues maintenance recommendations, effectively preventing the risk of brake hysteresis. When GZX exceeds 150% of Q1, the system identifies a level 2 abnormality risk, promptly prohibits elevator operation, and issues a maintenance recommendation to replace the brake tension spring, significantly improving elevator operation safety and maintenance response efficiency.

[0034] Example 6 This embodiment is explained in Example 1. Specifically, the sudden non-vertical force effect identification module includes a second calculation unit and a second analysis unit; The second calculation unit is used to simulate the lateral stress response of the guide rail under the tilted state of the car, extract the sudden non-vertical force test condition data, and calculate the guide rail non-vertical interference coefficient DFG after dimensionless processing. The formula is as follows: ;

[0035] Where, Indicates the peak friction force of the left guide rail, Indicates the peak friction force of the right guide rail, Indicates the tension of the left traction rope. Indicates the tension of the right traction rope.

[0036] In this embodiment, the second calculation unit of the sudden non-vertical force effect identification module accurately extracts guide rail friction and traction rope tension data based on the guide rail lateral stress response when the car is tilted. The guide rail non-vertical interference factor (DFG) is then calculated through dimensionless processing. This factor quantifies the uneven force on the guide rails and potential safety hazards caused by non-vertical forces during elevator operation. It helps accurately determine the synchronization of guide rail safety clamp operation, improving the sensitivity of fault identification and the safety of elevator operation.

[0037] Example 7 This embodiment is explained in Example 6. Specifically, the second analysis unit is configured to preset a second threshold Q2 and compare and analyze the guide rail non-vertical interference coefficient DFG with the second threshold Q2 to obtain a second evaluation result, including: When the guide rail non-vertical interference coefficient DFG is less than the second threshold Q2, it indicates that the elevator car's safety clamp is in synchronous operation, there is no risk of oblique braking, and continuous monitoring is performed; When the guide rail non-vertical interference coefficient DFG ≥ the second threshold Q2, it means that the safety clamp of the elevator car is not in sync, and there is a risk of oblique braking, which triggers the third early warning instruction and generates the third strategy: the elevator safety clamp recalibration process is carried out, the elevator stops at the maintenance floor, the main drive circuit is cut off, and only the calibration power supply and control channel are retained; the safety clamp calibration mode instruction is issued through the maintenance panel, the current left and right guide rail friction and tension data are loaded, and the left and right safety clamp braking states are released respectively to check whether the release is synchronized. If synchronized, manual retesting is recommended regularly, and the check of rope sheave coaxiality and fine-tuning guide shoe is prompted; if the release on either side fails, the system operation is locked, and the prompt "brake mechanism is stuck" is aborted and manual maintenance is prompted.

[0038] The second threshold Q2 is obtained by selecting several typical elevator systems during the experimental phase. Guide rail friction and rope tension data were collected for various installation accuracy, guide rail spacing errors, and eccentric loading conditions, simulating extreme conditions such as car tilt or uneven load. This data set was used to construct a historical sample dataset for calculating the guide rail non-vertical interference factor (DFG). Statistical analysis of this dataset revealed the mean and standard deviation of DFG under the assumption of synchronized safety clamp operation, thereby extracting the reasonable range of guide rail force fluctuations under normal elevator operation. In accordance with the technical requirements for safety clamp response consistency and jaw synchronization in the "GB 7588-2003 Safety Code for Elevator Manufacturing and Installation," the second threshold Q2 was set as the mean of DFG plus twice the standard deviation. This threshold, Q2, covers approximately 95% of normal deviation samples and effectively identifies guide rail stress anomalies caused by non-vertical forces without causing false alarms. This serves as the trigger limit for determining the risk of asynchronous safety clamp operation. The second threshold Q2 is adaptable and can be fine-tuned according to the purpose of the elevator (such as high-speed passenger elevators, hospital bed elevators, etc.) or the guide rail structure type (such as T-shaped guide rails, L-shaped guide rails) to meet the differentiated requirements of different systems for synchronization accuracy and operation smoothness.

[0039] In this embodiment, a second analysis unit uses a preset second threshold value Q2 to compare and analyze the guide rail non-vertical interference coefficient DFG, accurately determining the synchronization of the elevator car's safety clamp operation. When asynchrony of the safety clamp operation and the risk of skew braking are detected, the system automatically triggers an early warning and generates a targeted safety clamp recalibration strategy, directing the elevator to a maintenance floor and executing a detailed calibration process. This effectively prevents brake jamming and skew braking accidents, significantly improving elevator safety assurance and maintenance efficiency.

[0040] Example 8 This embodiment is explained in Example 1. Specifically, the weak power supply fluctuation interference effect identification module includes a third calculation unit and a third analysis unit; The third calculation unit is used to introduce non-ideal power supply fluctuation simulation, monitor the stability of the door lock logic and control system response, extract weak power supply fluctuation interference test condition data, and calculate the power supply induced instability coefficient DYS after dimensionless processing. The formula is as follows: ;

[0041] Where, Indicates the standard deviation of the inverter control voltage sampling, Indicates the rated control voltage, which is obtained from the elevator parameters. Indicates the ratio of door lock logic abnormal trigger times, Indicates the door lock abnormality weight coefficient; ;

[0042] Where n represents the number of sampling times, represents the control voltage value of the i-th sampling, Represents the average value of all sampled control voltages.

[0043] Door lock abnormality weight coefficient Acquisition method: Through attribution analysis of door lock response data of multiple types of elevators under weak power supply fluctuation conditions, the frequency and impact of door lock control delay, false triggering and failure events are counted, and the characteristic factors of door lock instability caused by power supply fluctuation are extracted. In combination with the fault tolerance and redundancy of the door lock control circuit and the response margin of the main control board, an evaluation index system for the impact of door lock failure is constructed. With reference to elevator electrical safety standards, door lock structure technical specifications and on-site fault samples, expert experience and maintenance feedback are integrated to determine the relative weight of door lock abnormalities in the judgment of system stability and set The value reflects the impact level of door lock abnormalities on the overall machine operation stability under the background of power supply fluctuations, providing a quantitative basis for subsequent door lock control strategy optimization and safety redundancy judgment.

[0044] In this embodiment, the third calculation unit of the weak power fluctuation interference effect identification module utilizes non-ideal power supply fluctuation simulation to monitor the fluctuation amplitude of the inverter control voltage and the trigger frequency of door lock logic anomalies in real time, and calculates the power-induced instability coefficient DYS. This coefficient accurately reflects the stability of the elevator control system under power fluctuation interference, providing early warning and risk identification of door lock control failure caused by power anomalies, ensuring the safe and reliable operation of the elevator door lock logic, effectively preventing elevator trips and safety accidents caused by power fluctuations, and improving the stability and safety of the overall elevator operation.

[0045] Example 9 This embodiment is explained in Example 8. Specifically, the third analysis unit is used to preset a third threshold value Q3 and compare and analyze the power supply induced instability coefficient DYS with the third threshold value Q3. Obtaining a third evaluation result includes: When the power induced instability coefficient DYS is less than the third threshold Q3, it means that the input voltage fluctuation of the control system does not interfere with the door lock control, the door lock execution state is stable, and continuous monitoring is carried out; When the third threshold Q3≤power supply induced instability coefficient DYS<the third threshold When the alarm is raised, it indicates that the control system input voltage has a first-level fluctuation anomaly, which may cause the door lock control to fail and delay response. This triggers the fourth warning instruction and generates the fourth strategy: the output logic delay threshold of the door lock controller is extended by 20%. Based on the original setting value of 500ms, 20% is added, that is, +100ms, to 600ms. The purpose is to give the door lock more response tolerance time when the power supply fluctuates or the load deviates, and avoid misjudging the door lock anomaly. The maintenance personnel are prompted to check the synchronization between the control system input voltage fluctuation and the door lock signal, and the "voltage fluctuation interference" risk label is marked. When the power supply induced instability coefficient DYS ≥ the third threshold When the error is detected, it indicates that the control system input voltage has secondary fluctuation abnormalities, which may cause the door lock to be mistriggered and cause logic disorder. This triggers the fifth warning instruction and generates the fifth strategy: immediately prohibit the elevator from continuing to operate, and push maintenance recommendations to the maintenance personnel to replace the power filter components and the door lock electromagnetic contact components, and mark the "control link power instability risk" label.

[0046] The third threshold Q3 was obtained by selecting various elevator control systems during the experimental phase to simulate power supply fluctuations of varying levels, focusing on non-ideal power supply conditions such as instantaneous voltage drops, abnormal voltage fluctuation frequency, and power phase shift. Data on inverter control voltage and abnormal door lock logic responses were collected to construct a historical sample dataset. Statistical analysis of multiple experimental samples of the power-induced instability coefficient (DYS) was performed to determine the mean and standard deviation of DYS under stable operating conditions, reflecting the system's basic robustness to power supply disturbances. Based on this, and referring to the control system's interference immunity and door lock response delay requirements in the "GB / T10060-2001 General Technical Specifications for Elevator Electrical Control Equipment" standard, the third threshold Q3 was set as the mean of DYS plus twice its standard deviation. This range covers approximately 95% of normal fluctuation samples and can identify potential door lock control issues caused by power supply instability while ensuring operational continuity.

[0047] In this embodiment, a third analysis unit performs a graded assessment of the power-induced instability coefficient (DYS) based on a preset third threshold value (Q3), enabling accurate identification of door lock control anomalies caused by input voltage fluctuations in the elevator control system. When a level-one fluctuation anomaly is detected, the system automatically extends the response tolerance of the door lock controller's output logic, reducing misjudgments and providing maintenance recommendations. When a level-two fluctuation anomaly is detected, the system immediately disables elevator operation and issues maintenance instructions to replace the power filter components and door lock electromagnetic contacts. This significantly enhances the elevator's safety protection capabilities in the event of power anomalies, ensuring the stability and operational safety of the elevator door lock system.

[0048] Example 10 A method for early warning of elevator operation failure, please refer to Figure 2, including the following steps: Step 1: Based on the elevator structure configuration and its safety device parameters, multiple extreme test conditions are constructed to actively induce operational anomalies that are difficult to detect during normal operation but pose potential safety risks. These extreme test conditions include critical load drift test conditions, sudden non-vertical force test conditions, and weak power supply fluctuation interference test conditions. Step 2: Collect data when the elevator is under load critical drift test conditions, sudden non-vertical force test conditions, and weak power supply fluctuation interference test conditions; Step 3: Based on the rated load curve of the car, a transient overload disturbance sequence is established to generate a drift overload response coefficient GZX, which is compared and analyzed with the first threshold Q1 to determine whether the real-time load of the elevator car matches the braking response. If not, a strategy is given; Step 4: Obtain the guide rail non-vertical interference coefficient DFG by simulating the guide rail lateral stress response under the tilted state of the car, and compare and analyze it with the second threshold Q2 to determine whether the safety clamp action of the elevator car is synchronized. If not, a strategy is given; Step 5: By introducing non-ideal power supply fluctuation simulation, the stability of the door lock logic and control system response is monitored, and the power supply induced instability coefficient DYS is constructed. It is compared and analyzed with the third threshold Q3 to determine whether the control system input voltage fluctuation interferes with the door lock control. If interference occurs, a strategy is given.

[0049] In this embodiment, by constructing extreme operating condition tests, data collection, and multiple safety factor calculations and comparative analyses in steps, it is possible to systematically identify and evaluate the safety risks of elevators under complex abnormal operating conditions such as load drift, non-vertical force, and power supply fluctuations, and automatically generate precise response strategies for different degrees of abnormality, effectively improving the safety of elevator operation and maintenance efficiency, reducing the risk of sudden failures, and ensuring the stable operation of elevators in extreme environments.

[0050] The threshold is set to facilitate comparison. The size of the threshold depends on the amount of sample data and the number of bases set by technicians in this field for each set of sample data; as long as it does not affect the proportional relationship between the parameter and the quantized value.

[0051] The above formulas are obtained by collecting a large amount of data and performing software simulation, and a formula close to the actual value is selected. The coefficients in the formula are set by those skilled in the art according to actual conditions. The above is only a preferred specific implementation method of the present invention, but the protection scope of the present invention is not limited to this. Any technician familiar with this technical field, within the technical scope disclosed by the present invention, can make equivalent replacements or changes based on the technical solution and inventive concept of the present invention, which should be covered by the protection scope of the present invention.

Claims

1. An elevator operation failure warning system, characterized in that: include: The extreme operating condition test module is used to proactively induce operational anomalies that are difficult to detect during normal operation but pose potential safety risks, based on the elevator's structural configuration and safety device parameters, and to construct multiple extreme test conditions. The extreme test conditions include load critical drift test conditions, sudden non-vertical force test conditions and weak power supply fluctuation interference test conditions; The data acquisition module is used to collect data when the elevator is under load critical drift test conditions, sudden non-vertical force test conditions, and weak power supply fluctuation interference test conditions; The load critical drift effect identification module is used to establish a transient overload disturbance sequence based on the car rated load curve, generate a drift overload response coefficient GZX, and compare and analyze it with the first threshold Q1 to determine whether the real-time load of the elevator car matches the braking response. If not, a strategy is given; The sudden non-vertical force effect identification module is used to simulate the guide rail lateral stress response under the tilted state of the car, obtain the guide rail non-vertical interference coefficient DFG, and compare and analyze it with the second threshold Q2 to determine whether the elevator car's safety clamp action is synchronized. If not, a strategy is given; The weak power supply fluctuation interference effect identification module is used to introduce non-ideal power supply fluctuation simulation, monitor the stability of the door lock logic and control system response, construct the power supply induced instability coefficient DYS, and compare and analyze it with the third threshold Q3 to determine whether the control system input voltage fluctuation interferes with the door lock control. If interference occurs, a strategy is given.

2. An elevator operation failure warning system according to claim 1, characterized in that: The extreme working condition test module includes an equipment identification unit, a load critical drift test condition unit, a sudden non-vertical force test condition unit and a weak power supply fluctuation interference test condition unit; The device identification unit is used to identify and register the components of the elevator structure and its key safety devices. It collects information including the unique device number, installation floor and relative position, debugging configuration number, safety interface type and response characteristic parameter information through QR code and radio frequency tag scanning, control system device code analysis and historical operation data retrieval. The load critical drift test condition unit is used to simulate the center of gravity shift of the car load when it is close to the rated limit, thereby inducing abnormal braking response hysteresis and uneven tension. The sudden non-vertical force test condition unit is used to induce left-right uneven guide rail friction and asymmetric safety gear response by introducing a slight tilt of the car, guide rail installation deviation or asymmetric rope tension; The weak power fluctuation interference test condition unit is used to induce the logical responsiveness of the door lock controller and the safety device under power supply abnormality conditions by controlling the voltage of the control system for a short time.

3. An elevator operation failure warning system according to claim 2, characterized in that: The data acquisition module includes a load critical drift test condition acquisition unit, a sudden non-vertical force test condition acquisition unit, and a weak power supply fluctuation interference test condition acquisition unit; The load critical drift test condition acquisition unit is used to collect data during the load critical drift test condition of the elevator. A high-precision load sensor is installed on the weighing support structure at the bottom of the car to collect the car load value sequence; a tension load sensor is installed at the brake drive shaft connection structure to record the load feedback value during the startup response phase. The sudden non-vertical force test condition acquisition unit is used to collect data when the elevator is subjected to sudden non-vertical force test conditions. Thin-film friction sensors are installed on the left and right guide shoe bases and side sliding surfaces to collect the friction value sequences of the left and right guide rails. Tension sensors are installed on the guide wheel at the rope pulley outlet above the elevator shaft to collect the tension values ​​of the left and right traction ropes. The weak power supply fluctuation interference test condition acquisition unit is used to collect data during the weak power supply fluctuation interference test condition. By installing a high-speed voltage monitoring sensor at the PLC power input port and the inverter main control input end, the control voltage value sequence is collected; by setting a logic state recording program on the door lock control logic board, the number of abnormal intermittent or switching abnormalities is recorded.

4. The elevator operation failure warning system according to claim 1, characterized in that: The load critical drift effect identification module includes a first calculation unit and a first analysis unit; The first calculation unit is used to extract load critical drift test condition data, establish a transient overload disturbance sequence based on the car rated load curve, and calculate and obtain the drift overload response coefficient GZX after dimensionless processing.

5. An elevator operation failure warning system according to claim 4, characterized in that: The first analysis unit is configured to preset a first threshold Q1 and compare and analyze the drift overload response coefficient GZX with the first threshold Q1 to obtain a first evaluation result, including: When the drift overload response coefficient GZX is less than the first threshold Q1, it indicates that the real-time load of the elevator car matches the braking response, and the elevator operation is stable and continuously monitored; When the first threshold Q1≤drift overload response coefficient<GZXfirst threshold , indicating a level 1 mismatch between the elevator's real-time load and brake response, with a risk of brake hysteresis. This triggers the first warning instruction and generates the first strategy: extending the pre-brake trigger signal timing by 20% to increase brake response time. The elevator is also labeled as a load response offset risk, and maintenance personnel are advised to correct the weighing displacement feedback device. When the drift overload response coefficient GZX> the first threshold When the error is detected, it indicates that the real-time load of the elevator matches the braking response at the second level, and there is a risk of brake failure. This triggers the second warning instruction and generates the second strategy: immediately prohibit the elevator from running and push a maintenance suggestion to the maintenance personnel to replace the brake tension spring.

6. The elevator operation failure warning system according to claim 1, characterized in that: The sudden non-vertical force effect identification module includes a second calculation unit and a second analysis unit; The second calculation unit is used to simulate the lateral stress response of the guide rail under the tilted state of the car, extract the sudden non-vertical force test condition data, and calculate the guide rail non-vertical interference coefficient DFG after dimensionless processing.

7. An elevator operation failure warning system according to claim 6, characterized in that: The second analysis unit is configured to obtain a second evaluation result by presetting a second threshold Q2 and comparing and analyzing the guide rail non-vertical interference coefficient DFG with the second threshold Q2. The result includes: When the guide rail non-vertical interference coefficient DFG is less than the second threshold Q2, it indicates that the elevator car's safety clamp is in synchronous operation, there is no risk of oblique braking, and continuous monitoring is performed; When the guide rail non-vertical interference coefficient DFG ≥ the second threshold Q2, it indicates that the elevator car's safety clamp is not in sync, posing a risk of oblique braking. This triggers the third warning instruction and generates the third strategy: the elevator performs a safety clamp recalibration process, the elevator stops at the maintenance floor, the main drive circuit is disconnected, and only the calibration power supply and control channels are retained; a safety clamp calibration mode instruction is issued through the maintenance panel, the current left and right guide rail friction and tension data are loaded, and the left and right safety clamp braking states are released separately to check whether the release is synchronized. If synchronized, manual retesting is recommended regularly, prompting the user to check the coaxiality of the rope pulley and fine-tune the guide shoe; if the release fails on either side, the system operation is locked, a "brake mechanism stuck" prompt is issued, the process is terminated, and a manual inspection prompt is issued.

8. The elevator operation failure warning system according to claim 1, characterized in that: The weak power fluctuation interference effect identification module includes a third calculation unit and a third analysis unit; The third calculation unit is used to introduce non-ideal power supply fluctuation simulation, monitor the stability of the door lock logic and control system response, extract weak power supply fluctuation interference test condition data, and calculate the power supply induced instability coefficient DYS after dimensionless processing.

9. An elevator operation failure warning system according to claim 8, characterized in that: The third analysis unit is configured to preset a third threshold value Q3 and compare and analyze the power supply induced instability coefficient DYS with the third threshold value Q3 to obtain a third evaluation result, including: When the power induced instability coefficient DYS is less than the third threshold Q3, it means that the input voltage fluctuation of the control system does not interfere with the door lock control, the door lock execution state is stable, and continuous monitoring is carried out; When the third threshold Q3≤power supply induced instability coefficient DYS<the third threshold When the alarm is triggered, it indicates that the control system input voltage has a level 1 abnormal fluctuation, which may cause door lock control failure and delayed response. This triggers the fourth warning instruction and generates the fourth strategy: the output logic delay threshold of the door lock controller is extended by 20%, and a maintenance suggestion for checking the synchronization between the control system input voltage fluctuation and the door lock signal is sent to maintenance personnel, with a "voltage fluctuation interference" risk label. When the power supply induced instability coefficient DYS ≥ the third threshold When the error is detected, it indicates that the control system input voltage has a secondary fluctuation anomaly, which may cause the door lock to be falsely triggered and cause logic disorder. This triggers the fifth warning instruction and generates the fifth strategy: immediately prohibit the elevator from continuing to operate, push maintenance recommendations to replace the power filter components and door lock electromagnetic contact components to the maintenance personnel, and mark the "control link power instability risk" label.

10. An elevator operation failure early warning method, applied to an elevator operation failure early warning system according to any one of claims 1 to 9, characterized in that: The following steps are involved: Step 1: Based on the elevator structure configuration and its safety device parameters, multiple extreme test conditions are constructed to actively induce operational anomalies that are difficult to detect during normal operation but pose potential safety risks. These extreme test conditions include critical load drift test conditions, sudden non-vertical force test conditions, and weak power supply fluctuation interference test conditions. Step 2: Collect data when the elevator is under load critical drift test conditions, sudden non-vertical force test conditions, and weak power supply fluctuation interference test conditions; Step 3: Based on the rated load curve of the car, a transient overload disturbance sequence is established to generate a drift overload response coefficient GZX, which is compared and analyzed with the first threshold Q1 to determine whether the real-time load of the elevator car matches the braking response. If not, a strategy is given; Step 4: Obtain the guide rail non-vertical interference coefficient DFG by simulating the guide rail lateral stress response under the tilted state of the car, and compare and analyze it with the second threshold Q2 to determine whether the safety clamp action of the elevator car is synchronized. If not, a strategy is given; Step 5: By introducing non-ideal power supply fluctuation simulation, the stability of the door lock logic and control system response is monitored, and the power supply induced instability coefficient DYS is constructed. It is compared and analyzed with the third threshold Q3 to determine whether the control system input voltage fluctuation interferes with the door lock control. If interference occurs, a strategy is given.

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