Elevator car internal air pressure control method, device, and elevator device

Abstract

This invention discloses a method, device, and elevator device for controlling air pressure inside an elevator car, belonging to the field of elevator technology. In this invention, when the car is in a first operating state, it is determined whether the car's running time has reached the detection cycle. If so, the airtightness of the car is detected, the current airtightness value is calculated, and the target air pressure control curve inside the car is updated based on the current airtightness value. When the car is in a second operating state, the air pressure inside the car is controlled according to the current target air pressure control curve. During elevator operation, the fan flow rate is adjusted in real time to control the air pressure inside the car. This embodiment achieves the goal of updating the target air pressure control curve inside the car according to changes in the car's airtightness value, ensuring the effectiveness of air pressure control inside the car, preventing ear discomfort for passengers while riding the elevator, and improving the passenger experience.

Description

[0001] This invention claims priority to Chinese Patent Application No. 202011205028.0, filed on November 2, 2020, entitled "Method, Apparatus and Elevator Device for Controlling Air Pressure in Elevator Car", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This invention relates to the field of elevator technology, and in particular to a method, device, and elevator device for controlling air pressure inside an elevator car. Background Technology

[0003] In recent years, with the rise of skyscrapers and the widespread application of high-speed elevators, the operating speed and lifting height of high-speed elevators have continuously set new records. As altitude increases, the atmosphere becomes thinner and the air pressure drops rapidly. This causes a sharp change in the air pressure inside the elevator car during operation, resulting in a drastic change in the pressure difference between the inside and outside of the passenger's eardrum. Consequently, the eardrum is compressed when riding a high-speed elevator, causing ear pain, and in severe cases, even temporary deafness.

[0004] Existing methods for controlling air pressure inside elevator cars typically involve installing a fan on the car to pressurize or depressurize the interior by inflating or depressurizing the air inside the car, thereby regulating the air pressure inside the car and alleviating ear discomfort caused by rapid changes in air pressure.

[0005] Patent application number 201310363512.X discloses an elevator with an internal air pressure control device. This device controls the air pressure inside the elevator car in a phased pattern according to the elevator car's ascent and descent, using a blower installed inside the car for intake and exhaust. The elevator includes a blower, an airflow switching device, an airflow adjustment device, and a control device. The airflow switching device switches the airflow entering and exiting the elevator car in stages, the airflow adjustment device continuously changes the airflow, and the control device controls the blower, airflow switching device, and airflow adjustment device based on the elevator's operating information. While this patent document controls the air pressure inside the elevator car in a phased pattern according to the car's ascent and descent, it does not consider the deterioration of the car's airtightness due to factors such as aging of airtight components. This could easily lead to situations where the control target cannot be achieved, thus affecting the passenger experience.

[0006] Patent application No. 201410411985.7 discloses an elevator air pressure control device, which includes a blower (1) for supplying air into and discharging air from the elevator car; an inverter (4) for adjusting the air volume of the blower (1); and a necessary speed calculation mechanism (12) that generates a speed command for the inverter (4) based on preset parameters related to the aging of the blower (1) or the elevator car (3) and a target pressure difference between the air pressure inside and outside the elevator car (3). The parameters are calculated based on the pressure difference between the air pressure inside and outside the car measured by a differential pressure gauge (13) in the operating state of the blower (1) corresponding to the command from the inspection operation actuator (15). Although the patent document uses pre-set parameters related to aging over time to calculate the inverter speed, its control of the blower speed is based solely on the pressure difference between the inside and outside of the car. It does not consider the actual airtightness of the car at present, nor does it take into account factors such as the aging of airtight components in the elevator car that cause the airtightness of the car to deteriorate. This can easily lead to situations where the control target cannot be achieved, thereby affecting the passenger experience.

[0007] In summary, the target air pressure control curve (or target air pressure variation mode) used in existing technologies is fixed. As elevators age, the airtightness of the elevator car deteriorates due to the aging of airtight components. If the air pressure inside the car is still controlled according to the original preset target air pressure control curve, it is easy to fail to achieve the control target, thus affecting the passenger experience. Summary of the Invention

[0008] To address the aforementioned issues, a method, device, and elevator device are provided that aim to update the corresponding target air pressure curve inside and outside the car based on the current air tightness value of the car, and control the air pressure inside the car to improve the discomfort in the ears caused by rapid changes in air pressure inside the car during elevator operation.

[0009] This invention provides a method for controlling air pressure inside an elevator car, comprising:

[0010] Check the working status of the car, which includes a first working status and a second working status;

[0011] When the car is in the first working state, it is detected whether the running time of the car has reached the detection cycle;

[0012] If the car's running time reaches the testing cycle, the car's airtightness is tested.

[0013] Update the target air pressure control curve inside the car based on the car airtightness test results;

[0014] When the car is in the second working state, the air pressure inside the car is controlled according to the current target air pressure control curve inside the car.

[0015] Optionally, if the car's running time reaches the testing cycle, an airtightness test of the car is performed, including:

[0016] If the car's running time reaches the detection cycle, the fan installed outside the car is controlled to inflate the car with air, so that the pressure difference between the inside and outside of the car stabilizes at the preset pressure difference threshold.

[0017] The current air tightness value SL of the car is calculated based on the current flow rate of the fan and the air pressure difference between the inside and outside of the car.

[0018]

[0019] Among them, Q test The value represents the current flow rate of the fan, ΔP represents the air pressure difference between the inside and outside of the car, and α represents the correction coefficient.

[0020] Optionally, if the car's running time reaches the testing cycle, an airtightness test of the car is performed, including:

[0021] If the car's running time reaches the detection cycle, the fan installed outside the car is controlled to pressurize the car with a preset flow rate to stabilize the pressure difference between the inside and outside of the car.

[0022] When the pressure difference between the inside and outside of the car is stable, the current air tightness value SL of the car is calculated based on the current flow rate of the fan and the current pressure difference between the inside and outside of the car.

[0023]

[0024] Among them, Q test The value represents the current flow rate of the fan, ΔP represents the air pressure difference between the inside and outside of the car, and α represents the correction coefficient.

[0025] Optionally, if the car's running time reaches the testing cycle, an airtightness test of the car is performed, including:

[0026] If the car's running time reaches the detection cycle, the fan installed outside the car is controlled to pressurize the car with the maximum flow rate to stabilize the pressure difference between the inside and outside of the car.

[0027] When the pressure difference between the inside and outside of the car is stable, the current control limit pressure difference value between the inside and outside of the car is obtained.

[0028] Optionally, the first working state is when the car is unoccupied, stationary, and the car door is closed.

[0029] Optionally, based on the car airtightness test results, update the target air pressure control curve inside the car, including:

[0030] Based on the current airtightness value of the car, select the target airtightness control curve that matches the airtightness value from multiple preset target airtightness control curves in the car, and use the selected target airtightness control curve in the car as the updated target airtightness control curve in the car.

[0031] Optionally, based on the car airtightness test results, update the target air pressure control curve inside the car, including:

[0032] Based on the control limit air pressure difference between the inside and outside of the car, among multiple preset target air pressure control curves for the inside of the car, the target air pressure control curve that matches the control limit air pressure difference between the inside and outside of the car is selected, and the selected target air pressure control curve for the inside of the car is used as the updated target air pressure control curve for the inside of the car.

[0033] Optionally, based on the car airtightness test results, update the target air pressure control curve inside the car, which previously also included:

[0034] Determine whether the airtightness value is less than the airtightness threshold;

[0035] If the airtightness value is greater than or equal to the airtightness threshold, the target air pressure control curve inside the car is updated according to the current airtightness value of the car.

[0036] If the airtightness value is less than the airtightness threshold, an abnormal airtightness value message is generated and output.

[0037] Optionally, based on the car airtightness test results, update the target air pressure control curve inside the car, which previously also included:

[0038] Determine whether the control limit air pressure difference between the inside and outside of the car is less than the control limit air pressure difference threshold between the inside and outside of the car;

[0039] If the control limit air pressure difference between the inside and outside of the car is greater than or equal to the control limit air pressure difference threshold, the target air pressure control curve inside the car is updated according to the control limit air pressure difference between the inside and outside of the car.

[0040] If the control limit air pressure difference between the inside and outside of the car is less than the control limit air pressure difference threshold, an abnormal air tightness message is generated and output.

[0041] Optionally, the second working state is when the car is in operation.

[0042] Optionally, when the car is in the second working state, the air pressure inside the car is controlled according to the current target air pressure control curve inside the car, including:

[0043] Obtain the actual air pressure inside the car at the current moment;

[0044] The difference between the actual air pressure inside the car at the current moment and the target air pressure inside the car at the current moment is calculated based on the current actual air pressure inside the car and the current target air pressure control curve inside the car.

[0045] Based on the current target air pressure control curve inside the car and the preset external air pressure curve, the target air pressure difference inside and outside the car for the next operating cycle at the current moment is obtained.

[0046] Based on the difference between the actual air pressure inside the car and the target air pressure inside the car at the current moment, and the difference between the target air pressure inside and outside the car in the next operating cycle at the current moment, calculate the flow rate value Q(t+Δt) of the fan in the next operating cycle at the current moment.

[0047]

[0048] Where t represents the current time, t+Δt represents the next running cycle, and ΔP m (t) represents the difference between the actual air pressure inside the car and the target air pressure inside the car at the current moment, ΔP g (t+Δt) represents the target air pressure difference between the inside and outside of the car in the next operating cycle at the current moment;

[0049] The fan installed outside the car is controlled to inflate or evacuate the car based on the flow rate value of the next operating cycle at the current moment.

[0050] Optionally, the preset external air pressure curve of the elevator car is a curve showing the change of atmospheric pressure value with elevator running time, obtained from theoretical calculations, or...

[0051] The preset external air pressure curve of the car is a curve showing the change of the external air pressure value of the car as a function of the elevator running time, obtained from the most recent elevator operation test.

[0052] The present invention also provides an elevator car air pressure control device, comprising:

[0053] A blower, installed outside the car, is used to inflate or exhaust air into the car.

[0054] A status detection unit is used to check the working status of the car, the working status including a first working status and a second working status.

[0055] The periodic detection unit is used to detect whether the car's running time has reached the detection period when the car is in the first working state.

[0056] An airtightness testing unit is used to perform airtightness testing on the car when the car's running time reaches the testing cycle.

[0057] The curve update unit is used to update the target air pressure control curve inside the car based on the results of the car airtightness test.

[0058] The air pressure control unit is used to control the air pressure inside the car according to the target air pressure control curve inside the car when the car is in the second working state.

[0059] Optionally, the airtightness detection unit includes:

[0060] The first control module is used to control the fan to inflate the car with air when the car's running time reaches the detection cycle, so that the pressure difference between the inside and outside of the car stably reaches the preset pressure difference threshold.

[0061] The first acquisition module is used to calculate the current airtightness value SL of the car based on the current flow rate value of the fan and the air pressure difference value inside and outside the car.

[0062]

[0063] Among them, Q test The value represents the current flow rate of the fan, ΔP represents the air pressure difference between the inside and outside of the car, and α represents the correction coefficient.

[0064] Optionally, the airtightness detection unit includes:

[0065] The second control module is used to control the fan to inflate the car with a preset flow rate when the car's running time reaches the detection cycle, so as to stabilize the air pressure difference between the inside and outside of the car.

[0066] The second acquisition module is used to calculate the current airtightness value SL of the car based on the current flow rate of the fan and the current air pressure difference between the inside and outside of the car when the air pressure difference between the inside and outside of the car is stable.

[0067]

[0068] Among them, Q test The value represents the current flow rate of the fan, ΔP represents the air pressure difference between the inside and outside of the car, and α represents the correction coefficient.

[0069] Optionally, the airtightness detection unit includes:

[0070] The third control module is used to control the fan to fill the car with air at the maximum flow rate when the car's running time reaches the detection cycle, so as to stabilize the air pressure difference between the inside and outside of the car.

[0071] The third acquisition module is used to acquire the current control limit air pressure difference value between the inside and outside of the car when the air pressure difference between the inside and outside of the car is stable.

[0072] Optionally, the first working state is when the car is unoccupied, stationary, and the car door is closed.

[0073] Optionally, the curve update unit is used to select, from multiple preset target air pressure control curves in the car that matches the current air tightness value of the car, and use the selected target air pressure control curve in the car as the updated target air pressure control curve in the car.

[0074] Optionally, the curve updating unit is used to select, from multiple preset target air pressure control curves inside and outside the car, the target air pressure control curve inside the car that matches the control limit air pressure difference between the inside and outside of the car, and use the selected target air pressure control curve inside the car as the updated target air pressure control curve inside the car.

[0075] Optional, also includes:

[0076] The first judgment unit is used to determine whether the airtightness value is less than the airtightness threshold.

[0077] The first generation unit is used to generate and output a message indicating that the airtightness value is abnormal when the airtightness value is less than the airtightness threshold.

[0078] The curve update unit is used to update the target air pressure control curve inside the car based on the current air tightness value of the car when the air tightness value is greater than or equal to the air tightness threshold.

[0079] Optional, also includes:

[0080] The second judgment unit is used to determine whether the maximum air pressure difference between the inside and outside of the car is less than the maximum air pressure difference threshold between the inside and outside of the car.

[0081] The second generation unit is used to generate and output a message indicating an abnormal air tightness value when the maximum air pressure difference between the inside and outside of the car is less than the threshold value of the maximum air pressure difference between the inside and outside of the car.

[0082] The curve update unit is used to update the target air pressure control curve inside the car based on the control limit air pressure difference between the inside and outside of the car when the control limit air pressure difference between the inside and outside of the car is greater than or equal to the control limit air pressure difference threshold between the inside and outside of the car.

[0083] Optionally, the second working state is when the car is in operation.

[0084] Optionally, the air pressure control unit includes:

[0085] The data acquisition module is used to obtain the actual air pressure inside the car at the current moment.

[0086] The first processing module calculates the difference between the actual air pressure inside the car at the current moment and the target air pressure inside the car at the current moment based on the actual air pressure inside the car at the current moment and the target air pressure control curve inside the car at the current moment.

[0087] The second processing module is used to obtain the target air pressure difference between the inside and outside of the car in the next operating cycle at the current moment, based on the current target air pressure control curve inside the car and the preset external air pressure curve.

[0088] The calculation module is used to calculate the flow rate Q(t+Δt) of the fan in the next operating cycle based on the difference between the actual air pressure inside the car and the target air pressure inside the car at the current moment, and the target air pressure difference inside and outside the car in the next operating cycle at the current moment.

[0089]

[0090] Where t represents the current time, Δt represents the running period, and ΔP m (t) represents the difference between the actual air pressure inside the car and the target air pressure inside the car at the current moment, ΔP g (t+Δt) represents the target air pressure difference between the inside and outside of the car in the next operating cycle at the current moment;

[0091] The management module is used to control the fan to inflate or evacuate the car based on the flow rate value of the next operating cycle at the current moment.

[0092] Optionally, the preset external air pressure curve of the elevator car is a curve showing the change of atmospheric pressure value with elevator running time, obtained from theoretical calculations, or...

[0093] The preset external air pressure curve of the car is a curve of the change of the external air pressure value of the car as the elevator runs, obtained from the most recent test during elevator operation.

[0094] The present invention also provides an elevator device, the elevator device including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of the above method.

[0095] The beneficial effects of the above technical solution are as follows:

[0096] The elevator car air pressure control method, device, and elevator device provided in this technical solution, when the car is in the first working state, determine whether the car's running time has reached the detection cycle. If so, perform airtightness detection on the car, calculate the current airtightness value of the car, and update the target air pressure control curve inside the car based on the current airtightness value. When the car is in the second working state, control the air pressure inside the car according to the current target air pressure control curve inside the car. During elevator operation, adjust the fan flow rate in real time to control the air pressure inside the car. This embodiment realizes the updating of the target air pressure control curve inside the car suitable for the current airtightness of the car based on changes in the car's airtightness value, so as to ensure the air pressure control effect inside the car, prevent ear discomfort for passengers when riding the elevator, and improve the passenger experience when riding the elevator. Attached Figure Description

[0097] Figure 1 This is a flowchart of one embodiment of the elevator car air pressure control method described in Embodiment 1 of the present invention;

[0098] Figure 2 A flowchart illustrating one embodiment of a car airtightness test;

[0099] Figure 3 A flowchart illustrating another embodiment of the car airtightness test;

[0100] Figure 4a A graph showing the relationship between the fan airflow rate, the pressure difference between the inside and outside of the car, and the airtightness of the car, obtained from the experimental car test.

[0101] Figure 4b This is a graph showing the pressure difference between the inside and outside of the car when the car is airtight.

[0102] Figure 5 A flowchart illustrating another embodiment of the car airtightness test;

[0103] Figure 6 A flowchart illustrating one embodiment of controlling the air pressure inside the car;

[0104] Figure 7 This is a flowchart of one embodiment of the elevator car air pressure control method described in Example 2;

[0105] Figure 8 This is a flowchart of one embodiment of the elevator car air pressure control method described in Example 3;

[0106] Figure 9 This is a block diagram of one embodiment of the air pressure control device inside the elevator car described in Embodiment 4 of the present invention;

[0107] Figure 10This is an internal module diagram of one embodiment of the airtightness monitoring unit of the present invention;

[0108] Figure 11 This is an internal module diagram of another embodiment of the airtightness monitoring unit of the present invention;

[0109] Figure 12 This is an internal module diagram of another embodiment of the airtightness monitoring unit of the present invention;

[0110] Figure 13 This is an internal module diagram of one embodiment of the air pressure control unit of the present invention;

[0111] Figure 14 This is a block diagram of one embodiment of the air pressure control device inside the elevator car described in Embodiment 5 of the present invention;

[0112] Figure 15 This is a block diagram of one embodiment of the air pressure control device inside the elevator car described in Embodiment Six of the present invention;

[0113] Figure 16 This is a schematic diagram of the hardware architecture of an embodiment of the elevator device described in this invention;

[0114] Figure 17 This is a schematic diagram of one embodiment of the elevator device described in this invention. Detailed Implementation

[0115] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0116] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other.

[0117] The present invention will be further described below with reference to the accompanying drawings and specific embodiments, but this is not intended to limit the scope of the invention.

[0118] Example 1

[0119] See Figure 1 As shown, this embodiment provides a method for controlling air pressure inside an elevator car, including the following steps:

[0120] S1. Check the working status of the car.

[0121] The operating state may include a first operating state and a second operating state. The first operating state is when the car is unoccupied, stationary, and the car doors are closed; the second operating state is when the car is in operation.

[0122] In this embodiment, a door operator status monitoring module can be used to detect and monitor the car door status (including: open and closed status); a passenger status monitoring module can be used to detect whether the car is carrying passengers; and a running status monitoring module can be used to detect the current status of the car (e.g., running or stationary status).

[0123] S2. When the car is in the first working state, detect whether the running time of the car has reached the detection cycle.

[0124] In this embodiment, the detection cycle can be set via a timing module. The detection cycle is the time interval between two car airtightness tests. Depending on the elevator's environment and usage frequency, the aging rate of the elevator car's airtight components varies, and the detection cycle can be set as needed. When the car has not reached the detection cycle, the process returns to step S1.

[0125] S3. If the car's running time reaches the detection cycle, perform a car airtightness test.

[0126] In this embodiment, when the car is in the first working state and the car's running time reaches the detection cycle, the car enters the airtightness detection mode to perform airtightness detection on the car.

[0127] Further, see Figure 2 Step S3 shown may include the following steps:

[0128] S301. If the running time of the car reaches the detection cycle, control the fan installed outside the car to inflate the car with air, so that the pressure difference between the inside and outside of the car stabilizes at the preset pressure difference threshold.

[0129] In this embodiment, the pressure difference between the inside and outside of the car needs to reach a preset pressure difference threshold ΔP'. The pressure difference ΔP is obtained through a pressure detection module, and it is determined whether the pressure difference ΔP reaches the preset pressure difference threshold ΔP'. If ΔP is greater than ΔP', the fan can be controlled to reduce the flow rate of air into the car; if ΔP is less than ΔP', the fan can be controlled to increase the flow rate of air into the car; until the pressure difference ΔP equals ΔP' and stabilizes, step S302 is executed.

[0130] S302. Calculate the current airtightness value of the car based on the current flow rate of the fan and the air pressure difference between the inside and outside of the car.

[0131] Further, see Figure 3Step S3 shown may include the following steps:

[0132] S311. If the car's running time reaches the detection cycle, control the fan installed outside the car to pressurize the car with a preset flow rate to stabilize the pressure difference between the inside and outside of the car.

[0133] In this embodiment, when the working state of the car meets the first preset condition, the fan can be used at a preset flow rate Q. test To pressurize the car, a flow monitoring module can be used to monitor the airflow of the fan in real time to ensure the stability of the fan's inflation volume. A pressure detection module installed on the car can monitor the pressure difference between the inside and outside of the car to keep the pressure difference ΔP stable. A storage module can be used to store the preset flow rate Q. test Store the internal and external air pressure difference ΔP and execute step S312.

[0134] S312. When the pressure difference between the inside and outside of the car is stable, the current air tightness value of the car is calculated based on the current flow rate of the fan and the current pressure difference between the inside and outside of the car.

[0135] In this embodiment, a flow monitoring module can be used to obtain the flow rate of the fan, and an air pressure detection module can be used to obtain the air pressure difference between the inside and outside of the car.

[0136] Based on the current flow rate of the fan, Q test The air tightness value SL of the car is calculated using formula (1) to measure the air pressure difference ΔP between the inside and outside of the car.

[0137]

[0138] Where α is the correction coefficient.

[0139] The derivation of formula (1) and the method for obtaining the correction coefficient α are as follows:

[0140] Assuming air is an incompressible gas, neglecting the gas viscosity-thermal effect, and considering the pressurization and depressurization processes as isothermal processes, according to Bernoulli's equation:

[0141]

[0142] in, Let P be the air leakage velocity, P be the air pressure inside the car, P0 be the air pressure outside the car, ΔP be the air pressure difference between the inside and outside of the car, and ρ0 be the air density.

[0143] In practical applications, a blower can be used to inflate the test car to stabilize the pressure difference between the inside and outside of the car. By changing the blower's airflow rate and the car's leakage area, the pressure difference between the inside and outside of the car is recorded under different blower airflow rates and car leakage areas.

[0144] When the air pressure inside and outside the car is stable, the flow rate into the car should be equal to the flow rate out of the car. Therefore, the formula can be obtained:

[0145]

[0146] Among them, Q in The air flow rate of the fan per unit time, Q out The flow rate leaking from the car per unit time, S out SL represents the leakage area on the car, SL represents the current airtightness value of the car, and ΔP represents the air pressure difference between the inside and outside of the car.

[0147] Because numerous assumptions were made during the derivation, such as the gas being incompressible, neglecting temperature rise, and ignoring the influence of orifice shape and area, and assuming that the change in air pressure inside the car is still a linear system, the dynamic equilibrium formula for air pressure inside the car can be transformed into:

[0148]

[0149] In theory, when no external air flows in, the pressure difference between the inside and outside of the car should remain constant, i.e., Q. in When = 0, ΔP = 0, therefore, β = 0. Formula (4) is revised as follows:

[0150]

[0151] Formula (1) can be derived from formula (5).

[0152] See Figure 4a As shown, an air pressurization test was conducted on a specific elevator car. Statistical analysis was performed on 68 sets of test results. The horizontal axis represents the air flow rate Q of the blower per unit time. in As shown on the ordinate, the two are basically linearly related, with the correction coefficient α being a constant value. The correction coefficient α can be determined according to... Figure 4a The slope of the straight line is obtained. Therefore, for the car with the specifications used in the experiment, α≈0.68 is calculated. (See also...) Figure 4b As shown, when the car is pressurized with a constant flow rate, the air pressure values ​​inside and outside the car corresponding to different car airtightness states are represented by formulas (3) and (5). The solid line in the figure is the curve of formula (3) before correction, and the dashed line is the curve of formula (5) after correction. Figure 4b It can be seen that the greater the air pressure difference between the inside and outside of the car, the worse the airtightness of the car.

[0153] Therefore, compared to existing technologies, If the correction factor α is not used, the calculated inflation / extraction flow rate will not be able to make the air pressure inside the car meet the requirements of the target air pressure control curve inside the car.

[0154] Further, see Figure 5 Step S3 shown may include the following steps:

[0155] S321. If the car's running time reaches the detection cycle, control the fan installed outside the car to pressurize the car with the maximum flow rate, so as to stabilize the pressure difference between the inside and outside of the car.

[0156] S322. When the pressure difference between the inside and outside of the car is stable, obtain the current control limit pressure difference value ΔP between the inside and outside of the car;

[0157]

[0158] Among them, Q test The value represents the current flow rate of the fan, ΔP represents the air pressure difference between the inside and outside of the car, and α represents the correction coefficient.

[0159] S4. Update the target air pressure control curve inside the car based on the car airtightness test results.

[0160] Further, in step S4, based on the current airtightness value of the car, a target air pressure control curve in the car that matches the airtightness value can be selected from multiple preset target air pressure control curves in the car, and the selected target air pressure control curve in the car can be used as the updated target air pressure control curve in the car.

[0161] It should be noted that each target air pressure control curve inside the car corresponds to an airtight range. Based on the airtight range corresponding to the airtight value, the target air pressure control curve inside the car corresponding to that airtight range is selected.

[0162] Further, in step S4, based on the control limit air pressure difference between the inside and outside of the car, a target air pressure control curve inside the car that matches the control limit air pressure difference between the inside and outside of the car is selected from multiple preset target air pressure control curves inside the car, and the selected target air pressure control curve inside the car is used as the updated target air pressure control curve inside the car.

[0163] S5. When the car is in the second working state, the air pressure inside the car is controlled according to the current target air pressure control curve inside the car.

[0164] Further, see Figure 6 Step S5 shown may include the following steps:

[0165] S51. Obtain the actual air pressure inside the car at the current moment.

[0166] S52. Based on the actual air pressure inside the car at the current moment and the target air pressure control curve inside the car at the current moment, calculate the difference between the actual air pressure inside the car at the current moment and the target air pressure inside the car.

[0167] S53. Based on the current target air pressure control curve inside the car and the preset external air pressure curve, obtain the target air pressure difference inside and outside the car for the next operating cycle at the current moment.

[0168] In this embodiment, the preset external air pressure curve of the car can be a curve showing the change of atmospheric pressure value with elevator running time obtained from theoretical calculation; the preset external air pressure curve of the car can also be a curve showing the change of external air pressure value with elevator running time obtained from the most recent elevator running test.

[0169] S54. Based on the difference between the actual air pressure inside the car and the target air pressure inside the car at the current moment, and the target air pressure difference inside and outside the car in the next operating cycle at the current moment, calculate the flow rate of the fan in the next operating cycle at the current moment.

[0170] S55. Control the fan installed outside the car to inflate or evacuate the car according to the flow rate value of the next operating cycle at the current moment.

[0171] When the operation status monitoring module detects that the car is in operation, the car enters the air pressure control mode. The operation cycle of the car in the air pressure control mode is Δt, that is, the fan flow rate is changed once every operation cycle Δt.

[0172] In practical applications, when the car is in air pressure control mode, the acquisition module obtains the actual air pressure inside the car at the current moment; based on the actual air pressure inside the car at the current moment and the current target air pressure control curve, the difference ΔP between the actual air pressure inside the car at the current moment and the target air pressure inside the car is calculated. m (t); Based on the current target air pressure control curve inside the car and the preset external air pressure curve, obtain the target air pressure difference ΔP between the inside and outside of the car for the next operating cycle at the current moment. g (t+Δt). Based on the airtightness value SL of the car obtained from the most recent car airtightness test, the flow rate Q(t+Δt) of the fan in the next operating cycle at the current moment is calculated using formula (6):

[0173]

[0174] The airflow rate of the blower is controlled based on the flow rate Q(t+Δt). When the elevator stops running, the air pressure control mode stops controlling the elevator.

[0175] In this embodiment, the operating state may further include a third operating state. The third operating state is any other state where the car is neither in an unoccupied, stationary, and closed state nor in a running state. When the car is in the third operating state, the process can return to step S1.

[0176] In this embodiment, the applied elevator car air pressure control method can determine whether the car's running time has reached the detection cycle when the car is in the first working state. If so, it performs airtightness detection on the car, calculates the current airtightness value, and updates the target air pressure control curve based on the current airtightness value. When the car is in the second working state, it controls the air pressure in the car according to the current target air pressure control curve. During elevator operation, it adjusts the fan flow rate in real time to control the air pressure in the car. This embodiment achieves the goal of updating the target air pressure control curve suitable for the current airtightness of the car based on changes in the car's airtightness value, thereby ensuring the effectiveness of air pressure control in the car.

[0177] Example 2

[0178] Please see Figure 7 The method for controlling air pressure inside an elevator car according to this embodiment includes the following steps:

[0179] S1. Check the working status of the car, which includes a first working status and a second working status.

[0180] S2. When the car is in the first working state, detect whether the running time of the car has reached the detection cycle.

[0181] S3. If the car's running time reaches the detection cycle, perform a car airtightness test.

[0182] A1. Determine whether the airtightness value is less than the airtightness threshold. If yes, proceed to step A2; if no, proceed to step S4.

[0183] A2. Generate and output a message indicating that the airtightness value is abnormal.

[0184] In this embodiment, the current air tightness value SL of the car is calculated based on the current flow rate value of the fan obtained from the air tightness detection of the car and the current air pressure difference value inside and outside the car.

[0185] S4. Update the target air pressure control curve inside the car based on the car airtightness test results.

[0186] Specifically, step S4 involves updating the target air pressure control curve inside the car based on the current air tightness value of the car.

[0187] S5. When the car is in the second working state, the air pressure inside the car is controlled according to the current target air pressure control curve inside the car.

[0188] In this embodiment, when the car's airtightness value SL is less than the airtightness threshold (minimum airtightness state value), an airtightness abnormality message is generated and sent to the host computer. This message can also be pushed to the maintenance personnel's client to facilitate troubleshooting of abnormal airtightness conditions. The target air pressure control curve inside the car is not updated; the current target air pressure control curve inside the car is maintained.

[0189] Example 3

[0190] Please see Figure 8 The method for controlling air pressure inside an elevator car according to this embodiment includes the following steps:

[0191] S1. Check the working status of the car, which includes a first working status and a second working status.

[0192] S2. When the car is in the first working state, detect whether the running time of the car has reached the detection cycle.

[0193] S3. If the car's running time reaches the detection cycle, perform a car airtightness test.

[0194] B1. Determine whether the control limit air pressure difference between the inside and outside of the car is less than the control limit air pressure difference threshold between the inside and outside of the car. If yes, proceed to step B2; if no, proceed to step S4.

[0195] B2. Generate and output a message indicating that the airtightness value is abnormal.

[0196] S4. Update the target air pressure control curve inside the car based on the car airtightness test results.

[0197] Specifically, step S4 involves updating the target air pressure control curve inside the car based on the control limit air pressure difference between the inside and outside of the car.

[0198] S5. When the car is in the second working state, the air pressure inside the car is controlled according to the current target air pressure control curve inside the car.

[0199] In this embodiment, when the maximum achievable air pressure difference between the inside and outside of the car is less than the threshold value of the achievable control limit air pressure difference between the inside and outside of the car, an abnormal air tightness message is generated and sent to the host computer. This message can also be pushed to the maintenance personnel's client to facilitate troubleshooting of abnormal air tightness conditions. The target air pressure control curve inside the car is not updated; the current target air pressure control curve inside the car is maintained.

[0200] Example 4

[0201] See Figure 9 As shown, this embodiment provides an elevator car air pressure control device 1, including: a fan 10, a status detection unit 11, a period detection unit 12, an air tightness detection unit 13, a curve update unit 14, and an air pressure control unit 15.

[0202] Fan 10 is installed outside the car and is used to inflate or evacuate the car.

[0203] The status detection unit 11 is used to check the working status of the car, which includes a first working status and a second working status.

[0204] It should be noted that: the first working state is when the car is unoccupied, stationary, and the car door is closed; the second working state is when the car is in operation.

[0205] In this embodiment, the status detection unit 11 may include a door operator status monitoring module, a passenger-carrying status monitoring module, and an operation status monitoring module. The door operator status monitoring module can be used to detect and monitor the car door status (including: open and closed status); the passenger-carrying status monitoring module can be used to detect whether the car is carrying passengers; and the operation status monitoring module can be used to detect the current status of the car (e.g., running or stationary status).

[0206] The period detection unit 12 is used to detect whether the running time of the car has reached the detection period when the car is in the first working state.

[0207] In this embodiment, the periodic detection unit 12 can set the detection period through the timing module. The detection period is the time interval between two car airtightness tests. Depending on the elevator site environment and usage frequency, the aging rate of the elevator car airtight components also varies, and the detection period can be set according to requirements.

[0208] The air tightness detection unit 13 is used to perform air tightness detection on the car when the car's running time reaches the detection cycle.

[0209] In this embodiment, when the car is in the first working state and the car's running time reaches the detection cycle, the car enters the airtightness detection mode to perform airtightness detection on the car.

[0210] In one embodiment, see Figure 10 The airtightness detection unit 13 shown may include: a first control module 131 and a first acquisition module 132.

[0211] The first control module 131 is used to control the fan 10 installed outside the car to inflate the car with air when the car's running time reaches the detection cycle, so that the pressure difference between the inside and outside of the car stably reaches the preset pressure difference threshold.

[0212] In this embodiment, the pressure difference between the inside and outside of the car needs to reach a preset internal and external pressure difference threshold ΔP'. The pressure difference ΔP is obtained through the air pressure detection module, and it is determined whether the internal and external pressure difference ΔP reaches the preset internal and external pressure difference threshold ΔP'. If ΔP is greater than ΔP', the fan can be controlled to reduce the flow rate of air into the car; if ΔP is less than ΔP', the fan can be controlled to increase the flow rate of air into the car; until the internal and external pressure difference ΔP equals ΔP' and reaches a stable state, the first acquisition module 132 calculates the current airtightness value of the car.

[0213] The first acquisition module 132 is used to calculate the current airtightness value SL of the car based on the current flow rate value of the fan and the air pressure difference value inside and outside the car.

[0214]

[0215] Among them, Q test The value represents the current flow rate of the fan, ΔP represents the air pressure difference between the inside and outside of the car, and α represents the correction coefficient.

[0216] In one embodiment, see Figure 11 The airtightness detection unit 13 shown may include: a second control module 133 and a second acquisition module 134.

[0217] The second control module 133 is used to control the fan 10 installed outside the car to fill the car with air at a preset flow rate when the car's running time reaches the detection cycle, so as to stabilize the air pressure difference between the inside and outside of the car.

[0218] In this embodiment, when the working state of the car meets the first preset condition, the fan can be used at a preset flow rate Q. test To pressurize the car, a flow monitoring module can be used to monitor the airflow of the fan in real time to ensure the stability of the fan's inflation volume. A pressure detection module installed on the car can monitor the pressure difference between the inside and outside of the car to keep the pressure difference ΔP stable. A storage module can be used to store the preset flow rate Q. test The internal and external air pressure difference ΔP is stored, and the current air tightness value of the car is calculated using the second acquisition module 134.

[0219] The second acquisition module 134 is used to calculate the current airtightness value SL of the car based on the current flow rate of the fan and the current air pressure difference between the inside and outside of the car when the air pressure difference between the inside and outside of the car is stable.

[0220]

[0221] Among them, Q test The value represents the current flow rate of the fan, ΔP represents the air pressure difference between the inside and outside of the car, and α represents the correction coefficient.

[0222] In this embodiment, a flow monitoring module can be used to obtain the fan flow rate, and an air pressure detection module can be used to obtain the air pressure difference between the inside and outside of the car. Based on the current fan flow rate Q... test The air tightness value SL of the car is calculated using formula (1) based on the pressure difference ΔP between the inside and outside air.

[0223] In another embodiment, see Figure 12 The airtightness detection unit 13 shown may include a third control module 135 and a third acquisition module 136.

[0224] The third control module 135 is used to control the fan 10 installed outside the car to fill the car with air at the maximum flow rate when the car's running time reaches the detection cycle, so as to stabilize the air pressure difference between the inside and outside of the car.

[0225] The third acquisition module 136 is used to acquire the current control limit air pressure difference value between the inside and outside of the car when the air pressure difference between the inside and outside of the car is stable.

[0226] The curve update unit 14 is used to update the target air pressure control curve inside the car based on the results of the car airtightness test.

[0227] In one embodiment, the curve update unit 14 is used to select, from a plurality of preset target air pressure control curves in the car that matches the current air tightness value of the car, the target air pressure control curve in the car that matches the current air tightness value, and use the selected target air pressure control curve in the car as the updated target air pressure control curve in the car.

[0228] It should be noted that each target air pressure control curve inside the car corresponds to an airtight range. Based on the airtight range corresponding to the airtight value, the target air pressure control curve inside the car corresponding to that airtight range is selected.

[0229] In this embodiment, the preset external air pressure curve of the car can be a curve showing the change of atmospheric pressure value with elevator running time obtained from theoretical calculation; the preset external air pressure curve of the car can also be a curve showing the change of external air pressure value with elevator running time obtained from the most recent elevator running test.

[0230] In one embodiment, the curve updating unit 14 is used to select, from a plurality of preset target air pressure control curves inside and outside the car, the target air pressure control curve inside the car that matches the control limit air pressure difference between the inside and outside of the car, and use the selected target air pressure control curve inside the car as the updated target air pressure control curve inside the car.

[0231] The air pressure control unit 15 is used to control the air pressure inside the car according to the target air pressure control curve inside the car when the car is in the second working state.

[0232] Further, see Figure 13 The air pressure control unit 15 shown may include: a data acquisition module 151, a first processing module 152, a second processing module 153, a calculation module 154, and a management module 155.

[0233] The data acquisition module 151 is used to acquire the actual air pressure inside the car at the current moment.

[0234] The first processing module 152 is used to calculate the difference between the actual air pressure inside the car at the current moment and the target air pressure inside the car at the current moment based on the actual air pressure inside the car at the current moment and the target air pressure control curve inside the car at the current moment.

[0235] The second processing module 153 is used to obtain the target air pressure difference between the inside and outside of the car in the next operating cycle at the current moment, based on the current target air pressure control curve inside the car and the preset external air pressure curve.

[0236] In this embodiment, the preset external air pressure curve of the car can be a curve showing the change of atmospheric pressure value with elevator running time obtained from theoretical calculation; the preset external air pressure curve of the car can also be a curve showing the change of external air pressure value with elevator running time obtained from the most recent elevator running test.

[0237] The calculation module 154 is used to calculate the flow rate value Q(t+Δt) of the fan in the next operating cycle of the current time based on the difference between the actual air pressure inside the car and the target air pressure inside the car at the current time, and the target air pressure difference inside and outside the car in the next operating cycle of the current time.

[0238]

[0239] Where t represents the current time, t+Δt represents the next running cycle, and ΔP m (t) represents the difference between the actual air pressure inside the car and the target air pressure inside the car at the current moment, ΔP g(t+Δt) represents the target air pressure difference between the inside and outside of the car in the next operating cycle at the current moment.

[0240] The management module 155 is used to control the fan 10 installed outside the car to inflate or evacuate the car based on the flow rate value of the next operating cycle at the current moment.

[0241] When the operation status monitoring module detects that the car is in operation, the car enters the air pressure control mode. The operation cycle of the car in the air pressure control mode is Δt, that is, the fan flow rate is changed once every operation cycle Δt.

[0242] In practical applications, when the car is in air pressure control mode, the acquisition module 151 acquires the actual air pressure inside the car at the current moment; based on the actual air pressure inside the car at the current moment and the current target air pressure control curve inside the car, the difference ΔP between the actual air pressure inside the car at the current moment and the target air pressure inside the car is calculated. m (t); Based on the current target air pressure control curve inside the car and the preset external air pressure curve, obtain the target air pressure difference ΔP between the inside and outside of the car for the next operating cycle at the current moment. g (t+Δt). Based on the air tightness value SL of the car obtained from the most recent car air tightness test, the flow rate Q(t+Δt) of the fan filling the car at the next operating cycle t+Δt is calculated using formula (6). The flow rate of the fan filling / drawing air is controlled according to the flow rate Q(t+Δt). When the elevator stops running, the air pressure control mode stops controlling the elevator.

[0243] In this embodiment, the elevator car air pressure control device 1 can check the working status of the car through the status detection unit 11. When the car is in the first working state, the cycle detection unit 12 determines whether the car's running time has reached the detection cycle. If so, the air tightness detection unit 13 performs air tightness status detection on the car, calculates the current air tightness value of the car, and uses the curve update unit 14 to update the target air pressure control curve in the car based on the current air tightness value. When the car is in the second working state, the air pressure control unit 15 controls the air pressure in the car according to the current target air pressure control curve in the car. During elevator operation, the fan flow rate is adjusted in real time to control the air pressure in the car. This embodiment realizes the updating of the target air pressure control curve in the car that is suitable for the current air tightness of the car based on the change of the car's air tightness value, so as to ensure the air pressure control effect in the car.

[0244] Example 5

[0245] Please see Figure 14The elevator car air pressure control device 1 of this embodiment may further include: a first judgment unit 16 and a first generation unit 17.

[0246] The first judgment unit 16 is used to determine whether the air tightness value is less than the air tightness threshold.

[0247] The first generation unit 17 is used to generate and output a message indicating that the airtightness value is abnormal when the airtightness value is less than the airtightness threshold.

[0248] In this embodiment, the current air tightness value SL of the car is calculated based on the current flow rate value of the fan obtained from the air tightness detection of the car and the current air pressure difference value inside and outside the car.

[0249] The curve update unit 14 is used to update the target air pressure control curve inside the car according to the current air tightness value of the car when the air tightness value is greater than or equal to the air tightness threshold.

[0250] In this embodiment, when the car's airtightness value SL is less than the airtightness threshold (minimum airtightness state value), an airtightness abnormality message is generated and sent to the host computer. This message can also be pushed to the maintenance personnel's client to facilitate troubleshooting of abnormal airtightness conditions. The target air pressure control curve inside the car is not updated; the current target air pressure control curve inside the car is maintained.

[0251] Example 6

[0252] Please see Figure 15 The elevator car air pressure control device 1 of this embodiment may further include: a second judgment unit 18 and a second generation unit 19.

[0253] The second judgment unit 18 is used to determine whether the maximum air pressure difference between the inside and outside of the car is less than the maximum air pressure difference threshold between the inside and outside of the car.

[0254] The second generation unit 19 is used to generate and output a message indicating an abnormal air tightness value when the maximum air pressure difference between the inside and outside of the car is less than the maximum air pressure difference threshold between the inside and outside of the car.

[0255] The curve update unit 14 is used to update the target air pressure control curve inside the car based on the control limit air pressure difference inside and outside the car when the control limit air pressure difference value inside and outside the car is greater than or equal to the control limit air pressure difference value threshold inside and outside the car.

[0256] Specifically, the curve update unit 14 can update the target air pressure control curve inside the car based on the control limit air pressure difference value inside and outside the car.

[0257] In this embodiment, when the maximum achievable air pressure difference between the inside and outside of the car is less than the threshold value of the achievable control limit air pressure difference between the inside and outside of the car, an abnormal air tightness message is generated and sent to the host computer. This message can also be pushed to the maintenance personnel's client to facilitate troubleshooting of abnormal air tightness conditions. The target air pressure control curve inside the car is not updated; the current target air pressure control curve inside the car is maintained.

[0258] Example 7

[0259] See Figure 16 As shown, the present invention also provides an elevator device 2. The components of the elevator car air pressure control device 1 in Embodiments 4, 5, or 6 can be distributed in different elevator devices 2. The elevator device 2 in this embodiment includes, but is not limited to: a memory 21, a processor 23, a network interface 22, and the elevator car air pressure control device 1 (see reference) that can be interconnected via a system bus. Figure 16 It should be noted that, Figure 16 Only elevator assembly 2 with components is shown; however, it should be understood that it is not required to implement all of the components shown, and more or fewer components may be implemented instead.

[0260] In this embodiment, the memory 21 includes at least one type of computer-readable storage medium, including flash memory, hard disk, multimedia card, card-type memory (e.g., SD or DX memory), random access memory (RAM), static random access memory (SRAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), programmable read-only memory (PROM), magnetic memory, disk, optical disk, etc. In some embodiments, the memory 21 may be an internal storage unit of the elevator device 2, such as the hard disk or memory of the elevator device 2. In other embodiments, the memory 21 may also be an external storage device of the elevator device 2, such as a plug-in hard disk, smart media card (SMC), secure digital (SD) card, flash card, etc., equipped on the elevator device 2. Of course, the memory 21 may include both the internal storage unit and the external storage device of the elevator device 2. In this embodiment, the memory 21 is typically used to store the operating system and various application software installed on the elevator device 2, such as the program code of the elevator car air pressure control method in Embodiment 1, Embodiment 2, or Embodiment 3. In addition, the memory 21 can also be used to temporarily store various types of data that have been output or will be output.

[0261] In some embodiments, the processor 23 may be a central processing unit (CPU), controller, microcontroller, microprocessor, or other data processing chip. The processor 23 is typically used to control the overall operation of the elevator device 2, such as performing control and processing related to data interaction or communication with the elevator device 2. In this embodiment, the processor 23 is used to run program code stored in the memory 21 or process data, for example, to run the elevator car air pressure control device 1.

[0262] The network interface 22 may include a wireless network interface or a wired network interface. This network interface 22 is typically used to establish communication connections between the elevator device 2 and other elevator devices 2. For example, the network interface 22 is used to connect the elevator device 2 to an external terminal via a network, establishing a data transmission channel and communication connection between the elevator device 2 and the external terminal. The network may be an intranet, the Internet, Global System for Mobile Communication (GSM), Wideband Code Division Multiple Access (WCDMA), 4G network, 5G network, Bluetooth, Wi-Fi, or other wireless or wired networks.

[0263] It should be pointed out that, Figure 16 Only the elevator assembly 2 with components 21-23 is shown; however, it should be understood that it is not required to implement all of the components shown, and more or fewer components may be implemented instead.

[0264] In this embodiment, the elevator car air pressure control device 1 stored in the memory 21 can also be divided into one or more program modules. The one or more program modules are stored in the memory 21 and executed by one or more processors (processor 23 in this embodiment) to complete the present invention.

[0265] See Figure 17 The elevator unit 2 may also include: a lifting channel 26, a car 28, a counterweight 27, a traction machine 25, a wire rope 24, and an air pressure control device 1 inside the elevator car.

[0266] The above description is merely a preferred embodiment of the present invention and does not limit the implementation and protection scope of the present invention. Those skilled in the art should realize that any equivalent substitutions and obvious changes made based on the description and illustrations of the present invention should be included within the protection scope of the present invention.

Claims

1. A method for controlling air pressure inside an elevator car, characterized in that, include: Check the working status of the car, which includes a first working status and a second working status; When the car is in the first working state, it is detected whether the running time of the car has reached the detection cycle; If the car's running time reaches the testing cycle, the car's airtightness is tested. Update the target air pressure control curve inside the car based on the car airtightness test results; When the car is in the second working state, the air pressure inside the car is controlled according to the current target air pressure control curve inside the car.

2. The method for controlling air pressure inside an elevator car according to claim 1, characterized in that, If the car's operating time reaches the testing cycle, an airtightness test of the car is performed, including: If the car's running time reaches the detection cycle, the fan installed outside the car is controlled to inflate the car with air, so that the pressure difference between the inside and outside of the car stabilizes at the preset pressure difference threshold. Based on the current flow rate of the fan and the air pressure difference between the inside and outside of the car, the current airtightness value of the car is calculated. SL ; ； in, Q test This indicates the current flow rate of the fan. ∆P This indicates the air pressure difference between the inside and outside of the elevator car. This represents the correction factor.

3. The method for controlling air pressure inside an elevator car according to claim 1, characterized in that, If the car's operating time reaches the testing cycle, an airtightness test of the car is performed, including: If the car's running time reaches the detection cycle, the fan installed outside the car is controlled to pressurize the car with a preset flow rate to stabilize the pressure difference between the inside and outside of the car. When the pressure difference between the inside and outside of the car is stable, the current airtightness value of the car is calculated based on the current flow rate of the fan and the current pressure difference between the inside and outside of the car. SL ; ； in, Q test This indicates the current flow rate of the fan. ∆P This indicates the air pressure difference between the inside and outside of the elevator car. This represents the correction factor.

4. The method for controlling air pressure inside an elevator car according to claim 1, characterized in that, If the car's operating time reaches the testing cycle, an airtightness test of the car is performed, including: If the car's running time reaches the detection cycle, the fan installed outside the car is controlled to pressurize the car with the maximum flow rate to stabilize the pressure difference between the inside and outside of the car. When the pressure difference between the inside and outside of the car is stable, the current pressure difference between the inside and outside of the car is obtained as the control limit pressure difference value.

5. The method for controlling air pressure inside an elevator car according to claim 1, 2, 3 or 4, characterized in that, The first working state is when the car is unoccupied, stationary, and the car door is closed.

6. The method for controlling air pressure inside an elevator car according to claim 2 or 3, characterized in that, Based on the car's airtightness test results, update the target air pressure control curve inside the car, including: Based on the current airtightness value of the car, select the target airtightness control curve that matches the airtightness value from multiple preset target airtightness control curves in the car, and use the selected target airtightness control curve in the car as the updated target airtightness control curve in the car.

7. The elevator car air pressure control method according to claim 4, characterized in that, Based on the car's airtightness test results, update the target air pressure control curve inside the car, including: Based on the control limit air pressure difference between the inside and outside of the car, among multiple preset target air pressure control curves for the inside of the car, the target air pressure control curve that matches the control limit air pressure difference between the inside and outside of the car is selected, and the selected target air pressure control curve for the inside of the car is used as the updated target air pressure control curve for the inside of the car.

8. The method for controlling air pressure inside an elevator car according to claim 2 or 3, characterized in that, Based on the car airtightness test results, the target air pressure control curve inside the car was updated. Previously, this also included: Determine whether the airtightness value is less than the airtightness threshold; If the airtightness value is greater than or equal to the airtightness threshold, the target air pressure control curve inside the car is updated according to the current airtightness value of the car. If the airtightness value is less than the airtightness threshold, an abnormal airtightness value message is generated and output.

9. The method for controlling air pressure inside an elevator car according to claim 4, characterized in that, Based on the car airtightness test results, the target air pressure control curve inside the car was updated. Previously, this also included: Determine whether the control limit air pressure difference between the inside and outside of the car is less than the control limit air pressure difference threshold between the inside and outside of the car; If the control limit air pressure difference between the inside and outside of the car is greater than or equal to the control limit air pressure difference threshold, the target air pressure control curve inside the car is updated according to the control limit air pressure difference between the inside and outside of the car. If the control limit air pressure difference between the inside and outside of the car is less than the control limit air pressure difference threshold, a message indicating an abnormal air tightness of the car is generated and output.

10. The method for controlling air pressure inside an elevator car according to claim 1, characterized in that, The second working state is when the car is in operation.

11. The method for controlling air pressure inside an elevator car according to claim 1, characterized in that, When the car is in the second working state, the air pressure inside the car is controlled according to the current target air pressure control curve inside the car, including: Obtain the actual air pressure inside the car at the current moment; The difference between the actual air pressure inside the car at the current moment and the target air pressure inside the car at the current moment is calculated based on the current actual air pressure inside the car and the current target air pressure control curve inside the car. Based on the current target air pressure control curve inside the car and the preset external air pressure curve, the target air pressure difference inside and outside the car in the next operating cycle at the current moment is obtained. Based on the difference between the actual air pressure inside the car and the target air pressure inside the car at the current moment, and the target air pressure difference inside and outside the car in the next operating cycle at the current moment, calculate the flow rate of the fan installed outside the car in the next operating cycle at the current moment. Q ( t +∆ t ); ； in, t Indicates the current moment. Indicates the operating cycle. This represents the difference between the actual air pressure inside the car and the target air pressure inside the car at the current moment. This indicates the target air pressure difference between the inside and outside of the car for the next operating cycle at the current moment; The fan installed outside the car is controlled to inflate or evacuate the car based on the flow rate value of the next operating cycle at the current moment.

12. The elevator car air pressure control method according to claim 11, characterized in that, The preset external air pressure curve of the elevator car is a curve of atmospheric pressure value changing with elevator running time, obtained from theoretical calculations, or The preset external air pressure curve of the car is a curve of the change of the external air pressure value of the car as the elevator runs, obtained from the most recent test during elevator operation.

13. A pneumatic pressure control device for an elevator car, characterized in that, include: A fan, installed outside the car, is used to inflate or evacuate the car; a status detection unit is used to check the working status of the car, the working status including a first working status and a second working status. The periodic detection unit is used to detect whether the car's running time has reached the detection period when the car is in the first working state. An airtightness testing unit is used to perform airtightness testing on the car when the car's running time reaches the testing cycle. The curve update unit is used to update the target air pressure control curve inside the car based on the results of the car airtightness test. The air pressure control unit is used to control the air pressure inside the car according to the target air pressure control curve inside the car when the car is in the second working state.

14. The elevator car air pressure control device according to claim 13, characterized in that, The airtightness detection unit includes: The first control module is used to control the fan to inflate the car with air when the car's running time reaches the detection cycle, so that the pressure difference between the inside and outside of the car stably reaches the preset pressure difference threshold. The first acquisition module is used to calculate the current airtightness value of the car based on the current flow rate of the fan and the air pressure difference between the inside and outside of the car. SL ; ； in, Q test This indicates the current flow rate of the fan. ∆P This indicates the air pressure difference between the inside and outside of the elevator car. This represents the correction factor.

15. The elevator car air pressure control device according to claim 13, characterized in that, The airtightness detection unit includes: The second control module is used to control the fan to inflate the car with a preset flow rate when the car's running time reaches the detection cycle, so as to stabilize the air pressure difference between the inside and outside of the car. The second acquisition module is used to calculate the current airtightness value of the car based on the current flow rate of the fan and the current air pressure difference between the inside and outside of the car when the air pressure difference between the inside and outside of the car is stable. SL ; ； in, Q test This indicates the current flow rate of the fan. ∆P This indicates the air pressure difference between the inside and outside of the elevator car. This represents the correction factor.

16. The elevator car air pressure control device according to claim 13, characterized in that, The airtightness detection unit includes: The third control module is used to control the fan to fill the car with air at the maximum flow rate when the car's running time reaches the detection cycle, so as to stabilize the air pressure difference between the inside and outside of the car. The third acquisition module is used to acquire the current control limit air pressure difference value between the inside and outside of the car when the air pressure difference between the inside and outside of the car is stable.

17. The elevator car air pressure control device according to claim 13, 14, 15 or 16, characterized in that, The first working state is when the car is unoccupied, stationary, and the car door is closed.

18. The elevator car air pressure control device according to claim 14 or 15, characterized in that, The curve update unit is used to select, from multiple preset target air pressure control curves in the car that matches the current air tightness value of the car, and use the selected target air pressure control curve in the car as the updated target air pressure control curve in the car.

19. The elevator car air pressure control device according to claim 16, characterized in that, The curve update unit is used to select, from multiple preset target air pressure control curves inside and outside the car, the target air pressure control curve inside the car that matches the control limit air pressure difference between the inside and outside of the car, and use the selected target air pressure control curve inside the car as the updated target air pressure control curve inside the car.

20. The elevator car air pressure control device according to claim 14 or 15, characterized in that, Also includes: The first judgment unit is used to determine whether the airtightness value is less than the airtightness threshold. The first generation unit is used to generate and output a message indicating that the airtightness value is abnormal when the airtightness value is less than the airtightness threshold. The curve update unit is used to update the target air pressure control curve inside the car based on the current air tightness value of the car when the air tightness value is greater than or equal to the air tightness threshold.

21. The elevator car air pressure control device according to claim 16, characterized in that, Also includes: The second judgment unit is used to determine whether the maximum air pressure difference between the inside and outside of the car is less than the maximum air pressure difference threshold between the inside and outside of the car. The second generation unit is used to generate and output a message indicating that the airtightness of the car is abnormal when the maximum air pressure difference between the inside and outside of the car is less than the threshold value of the maximum air pressure difference between the inside and outside of the car. The curve update unit is used to update the target air pressure control curve inside the car based on the control limit air pressure difference between the inside and outside of the car when the control limit air pressure difference between the inside and outside of the car is greater than or equal to the control limit air pressure difference threshold between the inside and outside of the car.

22. The elevator car air pressure control device according to claim 13, characterized in that, The second working state is when the car is in operation.

23. The elevator car air pressure control device according to claim 13, characterized in that, The air pressure control unit includes: The data acquisition module is used to obtain the actual air pressure inside the car at the current moment. The first processing module is used to calculate the difference between the actual air pressure inside the car at the current moment and the target air pressure inside the car at the current moment, based on the actual air pressure inside the car at the current moment and the target air pressure control curve inside the car at the current moment. The second processing module is used to obtain the target air pressure difference between the inside and outside of the car in the next operating cycle at the current moment, based on the current target air pressure control curve inside the car and the preset external air pressure curve. The calculation module is used to calculate the flow rate of the fan in the next operating cycle based on the difference between the actual air pressure inside the car and the target air pressure inside the car at the current moment, and the target air pressure difference inside and outside the car in the next operating cycle at the current moment. Q ( t +∆ t ); ； in, t Indicates the current moment. Indicates the operating cycle. This represents the difference between the actual air pressure inside the car and the target air pressure inside the car at the current moment. This indicates the target air pressure difference between the inside and outside of the car for the next operating cycle at the current moment; The management module is used to control the fan to inflate or evacuate the car based on the flow rate value of the next operating cycle at the current moment.

24. The elevator car air pressure control device according to claim 23, characterized in that, The preset external air pressure curve of the elevator car is a curve of atmospheric pressure value changing with elevator running time, obtained from theoretical calculations, or The preset external air pressure curve of the car is a curve of the change of the external air pressure value of the car as the elevator runs, obtained from the most recent test during elevator operation.

25. An elevator device, characterized in that, The elevator device includes a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of the method according to any one of claims 1 to 12.

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