Elevator safety control system with intelligent decision control function

Abstract

The invention discloses an elevator safety control system for intelligent decision control. The elevator safety control system comprises an elevator shaft, a traction host, a car, a steel wire rope, a guide rail, a requirement input module, a traction host detection module, a door state detection module, a car speed detection module, a redundant brake device and a master controller. A traction host is installed at the top of the elevator shaft, a steel wire rope surrounds the output end of the traction host and is fixed to the lift car, and the lift car is slidably connected with the guide rails. The requirement input module is used for obtaining specified requirements through man-machine interaction; the traction host detection module is mounted at a traction host in the elevator system; the door state detection module is mounted at a car door of a car in the elevator system; the redundant braking device comprises a fixing part, an electric control execution part, a direct-current power supply and a braking control circuit. The elevator safety control system with the intelligent decision control function solves the problem that in the prior art, an elevator car cannot be locked under the condition of safety accidents.

Description

Technical Field

[0001] This invention relates to elevator control systems, and more specifically to an intelligent decision-making and control-based elevator safety control system. Background Technology

[0002] Chinese patent discloses an elevator operation mode control system with application number CN201710065590.X. This elevator operation mode control system includes an elevator, an intelligent decision-making system, an information acquisition system, an elevator drive and control system, and an elevator execution system. The elevator, elevator drive and control system, and elevator execution system have the same structure as a traditional elevator, including a shaft, car, counterweight, pulleys, traction steel cables, control cabinet, and traction machine. The intelligent decision-making system is the decision-making terminal for elevator operation, specifically including a software system and a hardware system. The hardware system is installed on the inner wall of the elevator car, and the software system has a pre-set set of execution instructions for the elevator execution system. The intelligent decision-making system is independent of the elevator drive and control system; that is, the operation mode control system can disconnect from the elevator drive and control system for any reason. The connection and signal transmission with the control system do not affect the standard functions of the elevator control and drive system. The intelligent decision-making system connects to the elevator drive and control system via a CAN communication bus and transmits the execution instruction set to the elevator drive and control system. The information acquisition system includes a human-machine interface, sensors, and signal receivers. The human-machine interface is installed on the hardware system of the intelligent decision-making system and serves as a device for collecting passenger demand instructions. It is equipped with a touch screen, buttons, and a wireless signal transmission device. The touch screen and buttons are used to select the operating state, and the wireless signal transmission device is used for wireless signal transmission. The sensors are located behind the human-machine interface and transmit the information collected by the human-machine interface to the intelligent decision-making system. The signal receivers are installed on each hall of the elevator and serve as information acquisition devices for special usage states.

[0003] Although the elevator operation mode control system described above achieves elevator control, it still has the following drawbacks: it cannot lock the elevator car in the event of a safety accident such as a sliding car or the loading of heavy objects, resulting in a lower overall safety of the elevator system. Summary of the Invention

[0004] The present invention provides an intelligent decision-making and control elevator safety control system to solve the problem that existing technologies cannot lock the elevator car in the event of a safety accident.

[0005] To achieve the above objectives, the present invention adopts the following technical solution:

[0006] This invention discloses an intelligent decision-making and control elevator safety control system, comprising: an elevator shaft, a traction machine, a car, a steel wire rope, a guide rail, a request input module, a traction machine detection module, a door status detection module, a car speed detection module, a redundant braking device, and a main controller; a traction machine is installed at the top of the elevator shaft, and a steel wire rope is wrapped around the output end of the traction machine, the steel wire rope is fixed to the car, the car is slidably connected to the guide rail, and the guide rail is installed on the inner wall of the elevator shaft; the request input module is used to obtain specified requirements through human-computer interaction, and the output end of the request input module is connected to the first input end of the main controller; the traction machine detection module is installed at the traction machine in the elevator system, and the traction machine detection module is used to determine whether the traction machine has insufficient friction, and the output end of the traction machine detection module is connected to the first input end of the main controller. Two input terminals; the door status detection module is installed at the car door in the elevator system. The door status detection module is used to detect the opening and closing status of the car door. The output terminal of the door status detection module is connected to the third input terminal of the main controller; the car speed detection module is installed on the car in the elevator system. The car speed detection module is used to detect the car running speed. The output terminal of the car speed detection module is connected to the fourth input terminal of the main controller; the redundant braking device includes: a fixed part, an electric control actuator, a DC power supply, and a braking control circuit. The fixed part is installed on the guide rail. The electric control actuator is installed on the car. The electric control actuator can cooperate with the fixed part to lock the car. The DC power supply is installed on the car. The DC power supply supplies power to the electric control actuator through the braking control circuit. The control terminal of the braking control circuit is connected to the first output terminal of the main controller.

[0007] Preferably, the traction main unit detection module includes: a first detection mounting base, a first circuit board, and a first non-contact detection actuator. The first detection mounting base is installed below the traction wheel on the traction main unit. The first circuit board is installed on the first detection mounting base. The first non-contact detection actuator is installed on the first circuit board. The first non-contact detection actuator is used to detect the distance d1 between the traction wheel and the first circuit board.

[0008] Preferably, the door status detection module includes: a second detection mounting base, a second circuit board, and a second non-contact detection actuator. The second detection mounting base is installed above the door and is located next to the closed side of the two doors. The second circuit board is installed on the second detection mounting base, and the second non-contact detection actuator facing the door is installed on the second circuit board. The second non-contact detection actuator is used to detect the distance d2 between the door and the second circuit board.

[0009] Preferably, the car speed detection module includes: a third detection mounting base, a third circuit board, and a third non-contact detection actuator. The third detection mounting base is installed on the top of the car, and the third circuit board is installed on the third detection mounting base. The third circuit board is mounted facing the top wall inside the elevator shaft. The third non-contact detection actuator is used to detect the distance d3 between the top wall inside the elevator shaft and the second circuit board.

[0010] Preferably, the first non-contact detection actuator, the second non-contact detection actuator, and the third non-contact detection actuator each include: a detection power supply, an infrared transmitter, an infrared receiver, a signal processing module, and a detection controller. The detection power supply powers the infrared transmitter and the infrared receiver. The infrared receiver receives the reflected light emitted by the infrared transmitter. The output of the infrared receiver is connected to the signal processing module, and the output of the signal processing module is connected to the detection controller.

[0011] Preferably, at least three insertion slots are provided on the guide rail, all of which are arranged in the vertical direction, and insertion feet are extended from the fixing block for the insertion slots to extend into. The fixing block is used to allow the output end of the power control actuator to extend into.

[0012] Preferably, the braking control circuit includes: a controllable switch module and a switchable power supply module; the controllable switch module includes: a control unit and a switch switching unit, the DC power supply supplies power to the control unit through the switchable power supply module, and the control unit operates through the switch switching unit to connect the first end of the first coil in the electromagnet to the second high-voltage output terminal of the DC power supply and ground the second end of the first coil, or to connect the second end of the first coil in the electromagnet to the second high-voltage output terminal of the DC power supply and ground the first end of the first coil.

[0013] Preferably, the switch-type power supply module includes: a first control switch unit, a current limiting unit, a second control switch unit, a voltage regulating unit, and a discharge unit. The first high-voltage output terminal of the DC power supply is connected to the input terminal of the current limiting unit, the output terminal of the current limiting unit is connected to the positive terminal of the control unit, the negative terminal of the control unit is grounded through the first control switch unit, the output terminal of the current limiting unit is connected to the input terminal of the voltage regulating unit, the output terminal of the current limiting unit is connected to the positive terminal of the discharge unit through the second control switch unit, the negative terminal of the discharge unit is grounded, and the control terminal of the first control switch unit and the control terminal of the second control switch unit are connected to form the control terminal of the braking control circuit.

[0014] Compared with the prior art, the present invention has the following beneficial effects:

[0015] In this application, the traction main unit detection module, door status detection module, and car speed detection module respectively realize the detection of traction wheel friction, car door status, and car speed to determine whether dangerous situations such as traction wheel slippage, car movement after the door is opened, and car speed being too fast exist. The requirement input module is for inputting special requirements such as cargo carrying requirements and car stable stopping requirements. By setting up a redundant braking device, the redundant braking device is activated to lock the car when the main controller detects dangerous situations and special requirements, thereby improving safety and ensuring safety while meeting special requirements.

[0016] Other advantages, objectives and features of the present invention will become apparent in part from the following description, and in part from those skilled in the art through study and practice of the invention. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the structure of the traction host detection module, door status detection module, car speed detection module, and redundant braking device in an elevator safety control system for intelligent decision-making and control.

[0018] Figure 2 This is a circuit block diagram of the input module, traction host detection module, door status detection module, car speed detection module, redundant braking device, and main controller.

[0019] Figure 3 This is a cross-sectional view of the electronic control actuator in a redundant braking device.

[0020] Figure 4 This is a circuit diagram of the braking control circuit in a redundant braking device.

[0021] Figure 5 This is a circuit diagram of the DC power supply in the redundant braking device.

[0022] Reference numerals in the attached drawings: 1. Elevator shaft; 2. Traction main unit; 20. Traction sheave; 3. Car; 4. Wire rope; 5. Guide rail; 7. Door status detection module; 8. Car speed detection module; 9. Redundant braking device; 91. Fixing part; 92. Electrical control actuator; 921. Telescopic pin; 922. Spring; 923. Electromagnet; 924. Permanent magnet; 925. Pin seat. Detailed Implementation

[0023] To make the technical means, creative features, objectives, and effects of this invention clearer and easier to understand, the invention will be further described below in conjunction with the accompanying drawings and specific embodiments:

[0024] Figure 1 as well as Figure 2As shown, this invention discloses an intelligent decision-making control elevator safety control system, comprising: an elevator shaft 1, a traction host 2, a car 3, a steel wire rope 4, a guide rail 5, a request input module, a traction host 2 detection module, a door status detection module 7, a car 3 speed detection module 9, a redundant braking device 9, and a main controller; the traction host 2 is installed on the top of the elevator shaft 1, and the output end of the traction host 2 is surrounded by the steel wire rope 4, which is fixed to the car 3. The car 3 is slidably connected to the guide rail 5, which is installed on the inner wall of the elevator shaft 1; the request input module is used to obtain specified requirements through human-computer interaction, and the output end of the request input module is connected to the first input end of the main controller; the traction host 2 detection module is installed at the traction host 2 in the elevator system, and is used to determine whether the traction host 2 has insufficient friction, and the output end of the traction host 2 detection module is connected to the second input end of the main controller. Input terminal; Door status detection module 7 is installed at the car door of the elevator car 3 in the elevator system. Door status detection module 7 is used to detect the opening and closing status of the car door. The output terminal of door status detection module 7 is connected to the third input terminal of the main controller; Car 3 speed detection module is installed on the car 3 in the elevator system. Car 3 speed detection module is used to detect the running speed of car 3. The output terminal of car 3 speed detection module is connected to the fourth input terminal of the main controller; Redundant braking device 9 includes: a fixing part 91, an electric control execution part 92, a DC power supply and a braking control circuit. The fixing part 91 is installed on the guide rail 5. The electric control execution part 92 is installed on the car 3. The electric control execution part 92 can cooperate with the fixing part 91 to lock the car 3. The DC power supply is installed on the car 3. The DC power supply supplies power to the electric control execution part 92 through the braking control circuit. The control terminal of the braking control circuit is connected to the first output terminal of the main controller.

[0025] In this application, the input module is required to include at least one input switch. One end of the input switch is grounded, and the other end of the input switch is the output terminal of the input module. When the input switch is pressed, it inputs requirements such as those for large-tonnage freight elevators or high-stability elevators to the main controller. The requirements for large-tonnage freight elevators or high-stability elevators require the redundant braking device 9 to lock the car 3 (i.e., lock the car 3 to a certain floor), thereby preventing the car 3 from moving randomly after heavy goods enter the car 3 or ensuring that the car 3 can be stably locked on each floor in a high-stability elevator.

[0026] Preferably, the traction machine 2 detection module includes: a first detection mounting base, a first circuit board, and a first non-contact detection actuator. The first detection mounting base is installed below the traction sheave 20 on the traction machine 2. The first circuit board is mounted on the first detection mounting base, and the first non-contact detection actuator is mounted on the first circuit board. The first non-contact detection actuator is used to detect the distance d1 between the traction sheave 20 and the first circuit board. The traction machine 2 detection module detects the distance d1 between the traction sheave 20 and the first circuit board. Since the traction sheave 20 rotates continuously, the distance d1 between multiple different positions on the outer periphery of the traction sheave 20 and the first circuit board can be obtained. If the friction is smaller, the difference between the multiple d1 values ​​is smaller; if the friction is larger, the difference between the multiple d1 values ​​is larger. This realizes the determination of the friction of the traction sheave 20. When the friction of the traction sheave 20 is small, the main controller controls the redundant braking device 9 to keep the car 3 stably stopped at a certain floor, avoiding subsequent sliding and reducing the safety hazards caused by the small friction of the traction sheave 20.

[0027] In this application, the door status detection module 7 includes: a second detection mounting base, a second circuit board, and a second non-contact detection actuator. The second detection mounting base is installed above the door and is located beside the closed position of the two doors. The second circuit board is mounted on the second detection mounting base, and the second non-contact detection actuator facing the door is mounted on the second circuit board. The second non-contact detection actuator is used to detect the distance d2 between the door and the second circuit board. Since the two doors are close together when closed and far from the closed position when open, the door status detection module 7 is positioned at the closed position of the two doors. When the two doors are closed, the d2 detected by the door status detection module 7 is smaller; when the two doors are open, the d2 detected by the door status detection module 7 is larger. Thus, the state of the two doors, whether closed or open, is determined by the magnitude of d2.

[0028] In this application, the car 3 speed detection module includes: a third detection mounting base, a third circuit board, and a third non-contact detection actuator. The third detection mounting base is installed on the top of the car 3, and the third circuit board is mounted on the third detection mounting base. The circuit board is mounted facing the inner top wall of the elevator shaft 1. The third non-contact detection actuator is used to detect the distance d3 between the inner top wall of the elevator shaft 1 and the second circuit board. The d3 detected by the car 3 speed detection module reflects the distance between the car 3 and the inner top wall of the elevator shaft 1. The change of d3 per unit time reflects the lifting speed of the car 3. Therefore, by observing the change of d3 per unit time, the lifting speed of the car 3 can be determined, and whether a slippage phenomenon has occurred can be judged.

[0029] Preferably, the first, second, and third non-contact detection actuators each include: a detection power supply, an infrared transmitter, an infrared receiver, a signal processing module, and a detection controller. The detection power supply powers the infrared transmitter and receiver. The infrared receiver receives the reflected light emitted by the infrared transmitter. The output of the infrared receiver is connected to the signal processing module, and the output of the signal processing module is connected to the detection controller. This circuit design of the first, second, and third non-contact detection actuators achieves contactless detection. The signal processing module includes: an amplification unit and an AD conversion unit. The input of the amplification unit is the input of the signal processing module, the output of the amplification unit is connected to the input of the AD conversion unit, and the output of the AD conversion unit is the output of the signal processing module.

[0030] In this application, at least three insertion slots are provided on the guide rail 5, all of which are arranged vertically. Insertion feet extend from the fixing block, allowing the insertion slots to extend into them. The fixing block is used to power the output end of the control actuator 92. After the insertion feet on the fixing block are inserted into the insertion slots, the fixing block can be fully supported by the guide rail 5. The fixing block and the guide rail 5 together support the car 3 and the redundant braking device 9, ensuring support strength and preventing deformation of the car 3 due to the guide rail 5 or the fixing block supporting only the car 3. This design extends the service life of the guide rail 5 and the fixing block.

[0031] like Figure 3 As shown, in this application, the electronically controlled actuator 92 includes: a telescopic pin 921, a spring 922, an electromagnet 923, a permanent magnet 924, and a pin seat 925. The telescopic pin 921, which is perpendicular to the guide rail 5, is mounted on the pin seat 925. The telescopic pin 921 can move relative to the pin seat 925. A spring 922 is installed between the inner wall of the pin seat 925 and the telescopic pin 921. The elastic force of the spring 922 is used to keep the telescopic pin 921 retracted into the pin seat 925. The permanent magnet 924 is fixed on the telescopic pin 921. The electromagnet 923 is installed in the pin seat 925 and is located next to the permanent magnet 924. A DC power supply powers the electromagnet 923 through a braking control circuit.

[0032] like Figure 4 As shown, in this application, the braking control circuit includes: a controllable switch module and a switchable power supply module; the controllable switch module includes: a control unit and a switch switching unit, the DC power supply supplies power to the control unit through the switchable power supply module, and the control unit operates through the switch switching unit to connect the first terminal of the first coil L1 in the electromagnet 923 to the second high voltage output terminal VCC in the DC power supply and ground the second terminal of the first coil L1, or to connect the second terminal of the first coil L1 in the electromagnet 923 to the second high voltage output terminal VCC in the DC power supply and ground the first terminal of the first coil L1.

[0033] Preferably, the control switch module is a relay, the control unit is the second coil of the relay, and the switching unit is a single-pole double-throw (SPO) switch SW1 and a single-pole double-throw (SPO) switch SW2 within relay RL1. The stationary terminal of SPO1 is connected to the first terminal of the first coil L1, the normally open terminal of SPO1 is connected to the cathode of diode D1, the anode of diode D1 is connected to the second high-voltage output terminal VCC of the DC power supply, and the normally closed terminal of SPO1 is grounded. Similarly, the stationary terminal of SPO2 is connected to the second terminal of the first coil L1, the normally closed terminal of SPO2 is connected to the cathode of diode D1, the anode of diode D1 is connected to the second high-voltage output terminal VCC of the DC power supply, and the normally open terminal of SPO1 is grounded. For both SPO1 and SPO2, when the second coil is energized, the stationary terminal is connected to the normally open terminal; when the second coil is energized, the stationary terminal is connected to the normally closed terminal. Under the control of the main controller, the second coil in the control relay is energized, thereby switching the single-pole double-throw (SPD) switches SW1 and SW2. This switches the power supply to the first and second ends of the first coil L1, causing the current direction in the first coil L1 to switch. This changes the magnetic poles at the end of the first coil L1, so that when locking is required, the first coil L1 repels the permanent magnet 924, and the telescopic pin 921 extends into the fixed block to achieve locking. When locking is not required, the second coil L1 attracts the permanent magnet 924, causing the telescopic pin 921 to quickly detach from the fixed block. Although the spring 922 has the elasticity to extend and retract the pin 921, the spring 922 has a long return time. Therefore, the SPD switches SW1 and SW2 are designed to form a switching unit, so that the first and second ends of the first coil L1 are switched to the second high-voltage output terminal VCC or ground.

[0034] Preferably, the switch-type power supply module includes: a first control switch unit, a current limiting unit, a second control switch unit, a voltage regulating unit, and a discharge unit. The first high-voltage output terminal (bat) of the DC power supply is connected to the input terminal of the current limiting unit, the output terminal of the current limiting unit is connected to the positive terminal of the control unit, the negative terminal of the control unit is grounded through the first control switch unit, the output terminal of the current limiting unit is connected to the input terminal of the voltage regulating unit, the output terminal of the current limiting unit is connected to the positive terminal of the discharge unit through the second control switch unit, the negative terminal of the discharge unit is grounded, and the control terminal of the first control switch unit and the control terminal of the second control switch unit are connected to form the control terminal of the braking control circuit.

[0035] In this application, the first control switch unit is a switching transistor Q1, which is an NPN type. The collector of transistor Q1 is connected to the negative terminal of the control unit, the emitter of transistor Q1 is grounded, and the base of transistor Q1 is the control terminal of the first control switch unit. The current limiting unit is a diode D1, with the anode of diode D1 being the input terminal and the cathode of diode D1 being the output terminal. The voltage regulating unit is a capacitor C1, with the positive terminal of capacitor C1 being the input terminal and the negative terminal of capacitor C1 being grounded. The second control switch unit is a switching transistor Q2, which is a PNP type. The collector of transistor Q2 is connected to the output terminal of the current limiting unit, the emitter of transistor Q2 is connected to the positive terminal of the discharge unit, and the base of transistor Q2 is the control terminal of the second control switch unit. The discharge unit is a resistor R1, with the first terminal of resistor R1 being the positive terminal and the second terminal of resistor R1 being the negative terminal.

[0036] In the above process, when the main controller inputs a high level to the control terminals of the first and second control switch units, the first control switch unit closes and the second control switch unit opens. At this time, the discharge unit does not work, and the stationary and normally open terminals of the double-throw switch SW1 and the single-throw switch SW2 close, stabilizing the voltage supplied to the control unit. When the main controller inputs a low level to the control terminals of the first and second control switch units, the first control switch unit opens and the second control switch unit closes. At this time, the discharge unit discharges rapidly, and the stationary and normally closed terminals of the double-throw switch SW1 and the single-throw switch SW2 close, rapidly discharging the voltage stabilizing unit. This prevents the control unit from being supplied with voltage by the voltage stabilizing unit, which would prevent the telescopic pin from moving quickly. This ensures that the voltage stabilizing unit provides stable voltage when the control unit needs power, and also ensures that the voltage stabilizing unit does not supply power to the control unit when it does not need power, thus ensuring that the telescopic pin can be driven quickly.

[0037] like Figure 5 As shown, the DC power supply includes a battery and a boost circuit. The positive output terminal of the battery is the first high-voltage output terminal (bat) of the DC power supply. The positive terminal of the battery is connected to the input terminal of the boost circuit. The output terminal of the boost circuit is the second high-voltage output terminal (VCC) of the DC power supply. The output voltage of the first high-voltage output terminal (bat) is 5V, and the output voltage of the second high-voltage output terminal (VCC) is 12V. The boost circuit uses a boost chip U1, which is model MC34063.

[0038] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention, and all such modifications or substitutions should be covered within the scope of the claims of the present invention.

Claims

1. An intelligent decision-making and control elevator safety control system, characterized in that, include: Elevator shaft, traction machine, car, wire rope, guide rail, input module, traction machine detection module, door status detection module, car speed detection module, redundant braking device, and main controller; A traction host is installed at the top of the elevator shaft. A steel wire rope is wrapped around the output end of the traction host. The steel wire rope is fixed to the car. The car is slidably connected to the guide rail, which is installed on the inner wall of the elevator shaft. The input module is required to obtain specified requirements through human-computer interaction, and the output of the input module is required to be connected to the first input of the main controller. The traction host detection module is installed at the traction host in the elevator system. The traction host detection module is used to determine whether the traction host has insufficient friction. The output of the traction host detection module is connected to the second input of the main controller. The door status detection module is installed at the car door of the elevator system. The door status detection module is used to detect the opening and closing status of the car door. The output of the door status detection module is connected to the third input of the main controller. The car speed detection module is installed on the car in the elevator system. The car speed detection module is used to detect the car's running speed. The output of the car speed detection module is connected to the fourth input of the main controller. The redundant braking device includes: a fixed part, an electronically controlled actuator, a DC power supply, and a braking control circuit. The fixed part is mounted on the guide rail. The electronically controlled actuator is mounted on the car. The electronically controlled actuator can cooperate with the fixed part to lock the car. The DC power supply is mounted on the car. The DC power supply supplies power to the electronically controlled actuator through the braking control circuit. The control terminal of the braking control circuit is connected to the first output terminal of the main controller.

2. The elevator safety control system with intelligent decision-making control according to claim 1, characterized in that, The traction host detection module includes: a first detection mounting base, a first circuit board, and a first non-contact detection actuator. The first detection mounting base is installed below the traction wheel on the traction host. The first circuit board is installed on the first detection mounting base. The first non-contact detection actuator is installed on the first circuit board. The first non-contact detection actuator is used to detect the distance d1 between the traction wheel and the first circuit board.

3. The elevator safety control system with intelligent decision-making control according to claim 2, characterized in that, The door status detection module includes: a second detection mounting base, a second circuit board, and a second non-contact detection actuator. The second detection mounting base is installed above the door and is located next to the closed side of the two doors. The second circuit board is installed on the second detection mounting base, and the second non-contact detection actuator facing the door is installed on the second circuit board. The second non-contact detection actuator is used to detect the distance d2 between the door and the second circuit board.

4. The elevator safety control system with intelligent decision-making control according to claim 3, characterized in that, The car speed detection module includes: a third detection mounting base, a third circuit board, and a third non-contact detection actuator. The third detection mounting base is installed on the top of the car, and the third circuit board is installed on the third detection mounting base. The third circuit board is mounted facing the top wall inside the elevator shaft. The third non-contact detection actuator is used to detect the distance d3 between the top wall inside the elevator shaft and the second circuit board.

5. The elevator safety control system with intelligent decision-making control according to claim 4, characterized in that, The first, second, and third non-contact detection actuators each include: a detection power supply, an infrared transmitter, an infrared receiver, a signal processing module, and a detection controller. The detection power supply powers the infrared transmitter and the infrared receiver. The infrared receiver receives the reflected light emitted by the infrared transmitter. The output of the infrared receiver is connected to the signal processing module, and the output of the signal processing module is connected to the detection controller.

6. An elevator safety control system with intelligent decision-making control according to any one of claims 1 to 5, characterized in that, At least three insertion slots are provided on the guide rail, all of which are arranged in the vertical direction. Insertion feet are extended from the fixing block for the insertion slots to extend into. The fixing block is used for the power control actuator output end to extend into.

7. An elevator safety control system with intelligent decision-making control according to any one of claims 1 to 5, characterized in that, The electronically controlled actuator includes: a telescopic pin, a spring, an electromagnet, a permanent magnet, and a pin seat. The telescopic pin is mounted on the pin seat and is perpendicular to the guide rail. The telescopic pin can move relative to the pin seat. A spring is installed between the inner wall of the pin seat and the telescopic pin. The spring force is used to keep the telescopic pin retracted into the pin seat. A permanent magnet is fixed on the telescopic pin. An electromagnet is installed inside the pin seat and is located next to the permanent magnet. A DC power supply powers the electromagnet through a braking control circuit.

8. The elevator safety control system with intelligent decision-making control according to claim 7, characterized in that, The braking control circuit includes: a controllable switching module and a switching power supply module; The controllable switch module includes a control unit and a switch switching unit. The DC power supply supplies power to the control unit through the switch-type power supply module. The control unit operates through the switch switching unit to connect the first end of the first coil in the electromagnet to the second high-voltage output terminal of the DC power supply and ground the second end of the first coil, or to connect the second end of the first coil in the electromagnet to the second high-voltage output terminal of the DC power supply and ground the first end of the first coil.

9. An elevator safety control system with intelligent decision-making control according to claim 8, characterized in that, The switch-type power supply module includes: a first control switch unit, a current limiting unit, a second control switch unit, a voltage regulating unit, and a discharge unit. The first high-voltage output terminal of the DC power supply is connected to the input terminal of the current limiting unit, the output terminal of the current limiting unit is connected to the positive terminal of the control unit, the negative terminal of the control unit is grounded through the first control switch unit, the output terminal of the current limiting unit is connected to the input terminal of the voltage regulating unit, the output terminal of the current limiting unit is connected to the positive terminal of the discharge unit through the second control switch unit, the negative terminal of the discharge unit is grounded, and the control terminal of the first control switch unit and the control terminal of the second control switch unit are connected to form the control terminal of the braking control circuit.

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