Elevator intelligent safety protection method and system, computer equipment and storage medium

Abstract

The embodiment of the invention belongs to the field of elevator safety monitoring, relates to an elevator intelligent safety protection method and system, computer equipment and a storage medium, and aims to solve the problems that in the prior art, alarm hysteresis exists in elevator top rushing and bottom squatting risk judgment, risks cannot be recognized timely and accurately, effective intervention cannot be conducted, and the safety performance is poor. And personal and property safety cannot be fully guaranteed.

Description

Technical Field

[0001] This application relates to the field of elevator safety monitoring, and in particular to an intelligent safety protection method, system, computer equipment and storage medium for elevators. Background Technology

[0002] Elevator overshoot and undershoot are among the most serious safety hazards in elevator operation. Current methods mainly rely on speed exceeding limits or unknown boundaries to trigger alarms. In other words, existing alarm methods are lagging and cannot promptly detect overshoot or alarms, and then intervene in the elevator to ensure personal and property safety.

[0003] In view of the above, this application is hereby submitted. Summary of the Invention

[0004] The purpose of this application is to propose an intelligent safety protection method, system, computer equipment, and storage medium for elevators, in order to solve the technical problem in the prior art that the judgment of elevator overshoot and undershoot risks has a lag in alarm, making it impossible to identify risks in a timely and accurate manner and to effectively intervene, thus making it difficult to fully protect personal and property safety.

[0005] To address the aforementioned technical problems, this application provides an intelligent safety protection method for elevators, employing the following technical solution: An intelligent safety protection method for elevators, characterized by comprising the following steps: Acquire elevator speed data, position data, braking data, and operating condition data; The linkage features are determined based on the speed data, the position data, the braking data, and the operating condition data, wherein the linkage features include speed-operating condition linkage features, position-braking linkage features, and braking-operating condition linkage features. A dynamic linkage threshold is generated based on the aforementioned linkage features; Based on the linkage characteristics and the dynamic linkage threshold, the risk level of the elevator is determined; Based on the risk level and the operating condition data, an intervention and control scheme for the elevator is generated.

[0006] Furthermore, determining the linkage characteristics based on the speed data, the position data, the braking data, and the operating condition data includes: Based on the speed data, a basic speed characteristic is determined; based on the operating condition data, a correction parameter is generated; and based on the basic speed characteristic and the correction parameter, the speed-operating condition linkage characteristic is obtained. Based on the position data, basic position features are determined; based on the braking data and the speed data, influence parameters are generated; and based on the basic position features and the influence parameters, the position-braking linkage features are obtained. Based on the braking data, basic braking characteristics are determined; based on the operating condition data, efficiency parameters are generated; and based on the basic braking characteristics and the efficiency parameters, the braking operating condition linkage characteristics are obtained.

[0007] Furthermore, the dynamic linkage threshold includes a dynamic speed threshold, a dynamic position threshold, and a dynamic braking threshold; The generation of dynamic linkage thresholds based on the linkage features includes: Based on the aforementioned operating condition data, operating condition correction coefficients are generated; Based on the preset base speed threshold and the working condition correction coefficient, the dynamic speed threshold corresponding to the speed working condition linkage feature is obtained; Based on the preset base position threshold and the working condition correction coefficient, the dynamic position threshold corresponding to the position braking linkage feature is obtained; Based on the preset basic braking threshold and the operating condition correction coefficient, the dynamic braking threshold corresponding to the braking operating condition linkage characteristics is obtained.

[0008] Furthermore, the risk levels include a first risk level, a second risk level, and a third risk level; The process of determining the risk level of the elevator based on the linkage characteristics and the dynamic linkage threshold includes: If each of the aforementioned linkage features falls within a preset range of its corresponding dynamic linkage threshold, then the risk level is determined to be the first risk level. If any of the linkage features exceeds the corresponding dynamic linkage threshold and the other linkage features meet the preset warning conditions, then the risk level is determined to be the second risk level. If any of the linkage features exceeds the corresponding dynamic linkage threshold, and any of the linkage features meets the preset danger conditions, then the risk level is determined to be the third risk level.

[0009] Furthermore, the operating condition data includes load factors; The step of generating an intervention control scheme for the elevator based on the risk level and the operating condition data includes: Based on the load coefficient, the status of the people inside the elevator is determined, wherein the status of the people includes a person-occupied state and an unoccupied state; An intervention and control scheme for the elevator is generated based on the personnel status and the risk level.

[0010] Furthermore, the step of generating an intervention control scheme for the elevator based on the personnel status and the risk level includes: When the personnel status is occupied, if the risk level is the second risk level, a progressive deceleration control scheme is generated. The progressive deceleration control scheme first triggers an audible and visual warning in the elevator, and then gradually reduces the elevator speed based on a preset safe occupancy rate until the speed condition linkage characteristics return to the corresponding dynamic threshold. When the personnel status is "manned", if the risk level is the third risk level, a combined control scheme is generated. The combined control scheme is to first perform pre-braking and then activate the safety brake until the speed condition linkage characteristics return to the corresponding dynamic threshold.

[0011] Furthermore, the step of generating an intervention control scheme for the elevator based on the personnel status and the risk level includes: When the personnel status is unmanned, if the risk level is the second risk level, a forced control scheme is generated. The forced control scheme is to reduce the speed at a preset rate until the speed condition linkage characteristic returns to the corresponding dynamic threshold. When the personnel status is unmanned, if the risk level is the third risk level, an emergency braking control scheme is generated. The emergency braking control scheme is to cut off the power supply of the traction machine and activate the safety brake until the speed condition linkage characteristics return to the corresponding dynamic threshold.

[0012] To address the aforementioned technical problems, this application also provides an intelligent elevator safety protection system, which employs the following technical solution: An elevator intelligent safety protection system, used to execute the elevator intelligent safety protection method, includes: The data acquisition module is used to acquire elevator speed data, position data, braking data, and operating condition data. The feature processing module, connected to the data acquisition module, is used to determine linkage features based on the speed data, the position data, the braking data, and the operating condition data, wherein the linkage features include speed-operating condition linkage features, position-braking linkage features, and braking-operating condition linkage features. A threshold generation module, connected to the feature processing module, is used to generate a dynamic linkage threshold based on the linkage features; The risk assessment module is connected to the feature processing module and the threshold generation module respectively, and is used to determine the risk level of the elevator based on the linkage features and the dynamic linkage threshold. The control scheme generation module is connected to the risk assessment module and the data acquisition module, respectively, and is used to generate an intervention control scheme for the elevator based on the risk level and the operating condition data.

[0013] To address the aforementioned technical problems, this application also provides a computer device that employs the following technical solution: A computer device includes a memory and a processor, wherein the memory stores computer-readable instructions, and the processor executes the computer-readable instructions to implement the steps of the elevator intelligent safety protection method as described above.

[0014] To address the aforementioned technical problems, this application also provides a computer-readable storage medium, employing the technical solution described below: A computer-readable storage medium storing computer-readable instructions, which, when executed by a processor, implement the steps of the elevator intelligent safety protection method as described above.

[0015] Compared with the prior art, the embodiments of this application have the following main advantages: This invention achieves comprehensive, multi-dimensional capture of elevator operating status by acquiring speed, position, braking, and operating condition data. Based on this multi-dimensional data, it determines speed-operating-condition linkage characteristics, position-braking linkage characteristics, and braking-operating-condition linkage characteristics, integrating scattered operating parameters into a comprehensive indicator reflecting the overall risk of the elevator, thus improving the comprehensiveness and accuracy of risk assessment. Dynamic linkage thresholds are generated based on these linkage characteristics, enabling risk judgment standards to adapt to elevator operating conditions in real time, ensuring precise matching with actual operating conditions. Risk levels are determined based on linkage characteristics and dynamic linkage thresholds, achieving precise classification of risk severity. Finally, elevator intervention and control schemes are generated based on risk levels and operating condition data, enabling differentiated and precise safety interventions based on the severity of risk and real-time operating conditions, thereby comprehensively improving elevator operating safety and effectively protecting personal and property safety. Attached Figure Description

[0016] To more clearly illustrate the solutions in this application, the accompanying drawings used in the description of the embodiments of this application will be briefly introduced below. Obviously, the accompanying drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 This is an exemplary system architecture diagram to which this application can be applied; Figure 2 This is a flowchart of one embodiment of the elevator intelligent safety protection method according to this application; Figure 3 This is a structural schematic diagram of an embodiment of the elevator intelligent safety protection system according to this application; Figure 4This is a schematic diagram of the structure of one embodiment of the computer device according to this application. Detailed Implementation

[0018] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used herein in the specification of the application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application; the terms "comprising" and "having," and any variations thereof, in the specification, claims, and foregoing drawings of this application, are intended to cover non-exclusive inclusion. The terms "first," "second," etc., in the specification, claims, or foregoing drawings of this application are used to distinguish different objects, not to describe a particular order.

[0019] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0020] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings.

[0021] like Figure 1 As shown, system architecture 100 may include terminal devices 101, 102, and 103, a network 104, and a server 105. Network 104 serves as the medium for providing communication links between terminal devices 101, 102, and 103 and server 105. Network 104 may include various connection types, such as wired or wireless communication links, or fiber optic cables, etc.

[0022] Users can use terminal devices 101, 102, and 103 to interact with server 105 via network 104 to receive or send messages, etc. Various communication client applications can be installed on terminal devices 101, 102, and 103, such as web browser applications, shopping applications, search applications, instant messaging tools, email clients, social media platform software, etc.

[0023] Terminal devices 101, 102, and 103 can be various electronic devices with displays and support web browsing, including but not limited to smartphones, tablets, e-book readers, MP3 (Moving Picture Experts Group Audio Layer III) players, MP4 (Moving Picture Experts Group Audio Layer IV) players, laptops, and desktop computers, etc.

[0024] Server 105 can be a server that provides various services, such as a backend server that supports the pages displayed on terminal devices 101, 102, and 103.

[0025] It should be noted that the elevator intelligent safety protection method provided in this application embodiment is generally executed by a server, and correspondingly, the elevator intelligent safety protection system is generally set in the server.

[0026] It should be understood that Figure 1 The number of terminal devices, networks, and servers shown is merely illustrative. Depending on implementation needs, any number of terminal devices, networks, and servers can be included.

[0027] Continue to refer to Figure 2 The diagram shows a flowchart of one embodiment of the method according to this application. The elevator intelligent safety protection method includes the following steps: An intelligent safety protection method for elevators includes the following steps: Step S1. Obtain elevator speed data, position data, braking data, and operating condition data; Based on the risk level and the operating condition data, an elevator intervention control scheme is generated. In this embodiment, the elevator intelligent safety protection method operates on electronic devices (e.g., Figure 1 The server shown can send or receive data via wired or wireless connection. It should be noted that the aforementioned wireless connection methods may include, but are not limited to, 3G / 4G / 5G connections, WiFi connections, Bluetooth connections, WiMAX connections, Zigbee connections, UWB (ultrawideband) connections, and other currently known or future wireless connection methods.

[0028] In this embodiment, speed data refers to the real-time speed information of the elevator car, which can be collected by the elevator traction machine encoder or the speed sensor installed on the top of the car. The data format is m / s (meters per second). For example, the real-time collected upward speed of the car is 2.5 m / s.

[0029] Location data refers to the real-time location information of the car in the hoistway. It can be collected by a laser rangefinder installed on the top of the hoistway or a magnetic scale on the bottom of the car. The origin is the bottom of the hoistway, and the unit is m (meter). For example, the current position of the car is collected as 20m (that is, 20 meters away from the bottom of the hoistway).

[0030] Braking data refers to the operating parameters related to the elevator braking system, including the time when the braking command is issued, the actual braking start time, and the speed change during the braking process. These can be obtained through the feedback signal of the braking controller. For example, the delay time from receiving the deceleration command to actually starting to decelerate is 0.3 seconds.

[0031] Operating condition data refers to parameters that reflect the elevator's operating environment and load status, including load factor (the ratio of actual load to rated load), brake temperature, and operating floor range. The load factor can be calculated by a pressure sensor at the bottom of the car (for example, for an elevator with a rated load of 1000kg, the load factor is 0.3 when the actual load is 300kg). The brake temperature can be collected by a temperature sensor mounted on the brake pads.

[0032] The reason for obtaining the above data is that current elevator overshoot and undershoot alarm technologies mostly rely on a single parameter (such as speed or position only), which leads to incomplete monitoring. For example, relying solely on speed exceeding limits may overlook the risk of reduced braking capacity due to excessive load; relying solely on position data cannot reflect the impact of speed change trends on safe distances. However, by integrating speed, position, braking, and operating condition data, multi-dimensional risk monitoring can be achieved, laying the foundation for subsequent accurate analysis.

[0033] Step S2. Determine the linkage features based on the speed data, the position data, the braking data, and the operating condition data, wherein the linkage features include speed operating condition linkage features, position braking linkage features, and braking operating condition linkage features; In this embodiment, the linkage feature refers to a comprehensive parameter that reflects the associated risks of elevator operation, obtained by fusing and calculating multiple basic data, rather than the direct application of a single data point.

[0034] The speed-operating condition linkage characteristic is a characteristic parameter obtained by combining speed data and operating condition data. The calculation method is as follows: First, determine the basic speed characteristic (such as speed deviation rate, i.e., the absolute value of (real-time speed - rated speed) / rated speed × 100%) based on the speed data. Then, generate correction parameters (such as load coefficient correction value, the higher the load coefficient, the larger the correction parameter) based on the operating condition data. Finally, multiply the basic speed characteristic and the correction parameter to obtain the speed-operating condition linkage characteristic (for example, if the basic speed characteristic is 8% and the correction parameter is 1.2, then the speed-operating condition linkage characteristic is 9.6%).

[0035] The position braking linkage feature is a feature parameter obtained by combining position data, braking data, and speed data. The calculation method is as follows: First, determine the basic position feature based on the position data (such as the remaining safety distance, which is the difference between the position of the top of the shaft and the position of the car in the top collision scenario minus the braking safety distance). Then, generate the influence parameter based on the braking data and speed data (such as the braking response delay coefficient, the longer the delay time, the larger the coefficient). Finally, divide the basic position feature by the influence parameter to obtain the position braking linkage feature (for example, if the basic position feature is 5m and the influence parameter is 1.5, then the position braking linkage feature is 3.33m).

[0036] The braking condition linkage characteristic is a feature parameter obtained by combining braking data and operating condition data. The calculation method is as follows: First, determine the basic braking characteristics (such as the deceleration trend slope, i.e. the amount of speed reduction per unit time) based on the braking data. Then, generate efficiency parameters (such as the brake temperature correction coefficient, which is smaller when the temperature is higher) based on the operating condition data. Finally, multiply the basic braking characteristics and the efficiency parameters to obtain the braking condition linkage characteristic (for example, if the basic braking characteristic is 0.8 m / s² and the efficiency parameter is 0.9, then the braking condition linkage characteristic is 0.72 m / s²).

[0037] In existing technologies, single features (such as speed deviation alone) are insufficient to reflect the correlation between parameters. For example, the same speed deviation may present different levels of risk under full load and no load conditions. However, by generating linked features, scattered data can be correlated into indicators with actual risk significance, avoiding alarm bias caused by misjudgment of a single parameter and improving the comprehensiveness of risk assessment.

[0038] Step S3. Generate a dynamic linkage threshold based on the linkage features; In this embodiment, the dynamic linkage threshold refers to the safety judgment benchmark that is dynamically adjusted according to the real-time operating status of the elevator. Compared with the fixed threshold, it can adapt to the risk characteristics under different working conditions.

[0039] The logic for generating the dynamic linkage threshold is as follows: First, a base threshold (including base speed threshold, base position threshold, and base braking threshold) is preset under standard working conditions (such as a load factor of 0.5 and a brake temperature of 50℃). Then, a working condition correction coefficient is generated based on the working condition data (for example, the correction coefficient is 1.1 when the load factor is 0.8, the correction coefficient is 1.2 when the brake temperature is 80℃, and the comprehensive correction coefficient is 1.1×1.2=1.32). Finally, the base threshold and the working condition correction coefficient are multiplied to obtain the dynamic linkage threshold (for example, if the base speed threshold is 10%, then the dynamic speed threshold is 10%×1.32=13.2%).

[0040] Among them, the dynamic speed threshold corresponds to the judgment criterion of speed-condition linkage characteristics, the dynamic position threshold corresponds to the judgment criterion of position-braking linkage characteristics, and the dynamic braking threshold corresponds to the judgment criterion of braking-condition linkage characteristics.

[0041] Existing technologies use fixed thresholds, which cannot adapt to dynamic operating conditions such as elevator aging, load changes, and ambient temperature. For example, under full load, a fixed speed threshold may result in missed alarms due to reduced braking capacity. Dynamic linkage thresholds, on the other hand, can adapt to changes in operating conditions in real time, matching the risk assessment criteria with the actual operating state of the elevator and reducing the risk of missed alarms under extreme conditions.

[0042] Step S4. Determine the risk level of the elevator based on the linkage characteristics and the dynamic linkage threshold; Step S5. Based on the risk level and the operating condition data, generate an intervention control scheme for the elevator.

[0043] In this embodiment, the elevator intervention control scheme refers to specific operating instructions formulated based on the risk level and real-time operating conditions (such as personnel status) to mitigate or eliminate risks.

[0044] Specifically, the personnel status is first determined based on the load coefficient in the working condition data (e.g., a load coefficient > 0 indicates a manned state, and a load coefficient = 0 indicates an unmanned state); then, a corresponding solution is generated based on the risk level. At the first risk level, generate a parameter fine-tuning plan (such as adjusting the output power of the traction machine) without strong intervention; At the second risk level, if the area is occupied, a gradual deceleration plan with warnings will be generated (e.g., first triggering an audio-visual alert, then decelerating at an acceleration of 0.5 m / s²); if the area is unoccupied, a direct deceleration plan will be generated. At the third risk level, if the area is occupied, a low-impact solution of pre-braking + safety clamp braking is generated; if the area is unoccupied, an immediate emergency braking solution is generated to ensure that the risk is quickly eliminated.

[0045] This invention overcomes the limitations of existing technologies that rely solely on single data points (such as speed or position) for risk monitoring by acquiring elevator speed, position, braking, and operating condition data. It captures the elevator's operating status from multiple dimensions. Based on this multi-dimensional data, it determines linkage characteristics, including speed-operating-condition linkage characteristics, position-braking linkage characteristics, and braking-operating-condition linkage characteristics. This correlates disparate operating parameters into a comprehensive indicator reflecting the overall risk of the elevator, avoiding alarm deviations caused by misjudgments of single parameters and improving the comprehensiveness of risk assessment. Furthermore, it generates dynamic linkage thresholds based on these linkage characteristics, enabling real-time adaptation to elevator operating conditions (such as load changes and brake temperature), thus preventing... Overcoming the limitations of fixed thresholds in adapting to dynamic scenarios, this approach better matches risk assessment standards with the actual operating conditions of elevators, reducing the risk of missed alarms under extreme conditions. By determining risk levels based on linkage characteristics and dynamic linkage thresholds, it achieves precise risk classification, avoiding the delayed maintenance response or resource waste caused by ambiguous risk levels in existing technologies. Finally, based on risk levels and operating condition data, an elevator intervention and control scheme is generated, enabling differentiated and precise safety interventions according to the severity of the risk and real-time operating conditions. This effectively solves the problems of alarm lag, untimely intervention, or over-intervention in existing technologies, thereby comprehensively improving elevator operation safety and better protecting personal and property safety.

[0046] In some optional implementations of this embodiment, the above-described determination of linkage features based on the speed data, the position data, the braking data, and the operating condition data includes: Step S21. Determine the basic speed characteristics based on the speed data, generate correction parameters based on the operating condition data, and obtain the speed-operating condition linkage characteristics based on the basic speed characteristics and the correction parameters. In this embodiment, the basic speed characteristic is the core parameter reflecting elevator speed anomalies, specifically the speed deviation rate, calculated using the following formula: Speed ​​deviation rate = (|real-time speed - rated speed| / rated speed) × 100%; For example, if an elevator with a rated speed of 2 m / s has a real-time speed of 2.3 m / s, then the speed deviation rate is (|2.3-2| / 2)×100%=15%.

[0047] The correction parameter is a dynamically adjusted value generated based on the load factor in the operating data, used to adapt to the speed risk characteristics under different loads. A higher load factor (i.e., more people or cargo in the car) results in greater braking inertia and a higher risk of deviation at the same speed; therefore, the correction parameter increases with the load factor. The formula for calculating the correction parameter is: Correction parameter = 1 + 0.5 × load factor (load factor is the ratio of actual load to rated load, ranging from 0 to 1). For example, if the load factor is 0.6 (i.e., the actual load is 60% of the rated load), then the correction parameter = 1 + 0.5 × 0.6 = 1.3.

[0048] The speed-condition linkage characteristic is calculated by multiplying the basic speed characteristic by the correction parameter, i.e.: Speed-condition linkage characteristic = speed deviation rate × correction parameter; Continuing with the example above: 15% × 1.3 = 19.5%, this value comprehensively reflects the risk of speed anomalies under the current load.

[0049] Existing technologies cannot reflect the impact of load on braking performance by simply measuring the speed deviation rate (e.g., braking is more difficult with the same speed deviation under full load). By introducing working condition correction parameters, the speed risk assessment can be matched with the actual load condition, avoiding misjudgment under light load or omission under full load.

[0050] Based on the position data, basic position features are determined; based on the braking data and the speed data, influence parameters are generated; and based on the basic position features and the influence parameters, the position-braking linkage features are obtained. In this embodiment, the basic position feature is a parameter reflecting the safe distance between the car and the hoistway at their extreme positions. Specifically, the "remaining safe distance" is used, and the calculation formula varies depending on the scenario: Overhead collision scenario: Remaining safety distance = Absolute position of top of shaft - Real-time position of car - Braking safety distance; Squatting scenario: Remaining safe distance = Real-time position of the car - Absolute position of the bottom of the hoistway - Braking safe distance; Among them, the braking safety distance is the minimum distance required for braking at the current speed. The calculation formula is: Braking safety distance = (real-time speed)² / (2×braking acceleration) (braking acceleration is preset to 1.5m / s²).

[0051] For example, in the scenario of hitting the top, the absolute position of the top of the shaft is 50m, the real-time position of the car is 45m, and the real-time speed is 2m / s. Then the braking safety distance = 2² / (2×1.5)≈1.33m, and the remaining safety distance = 50-45-1.33≈3.67m.

[0052] The influencing parameter is a correction coefficient generated by fusing braking and speed data. It reflects the impact of braking performance on position safety, specifically using the braking response delay coefficient. The longer the braking response delay time (the time difference between the issuance of the braking command and actual deceleration) and the higher the real-time speed, the greater the risk of braking lag and the larger the influencing parameter. The calculation formula is: Influencing parameter = 1 + (brake response delay time × real-time speed); For example, if the braking response delay time is 0.2 seconds and the real-time speed is 2 m / s, then the influencing parameter = 1 + (0.2 × 2) = 1.4.

[0053] The calculation method for position braking linkage characteristics is the ratio of basic position characteristics to influencing parameters (the safe distance is equivalently shortened as braking risk increases), that is: Position braking linkage characteristic = remaining safety distance / influencing parameters; Continuing with the example above: 3.67m / 1.4≈2.62m, this value reflects the actual effective safe distance under the current braking response performance.

[0054] The remaining safety distance only reflects the static positional relationship and does not take into account the impact of braking delay or speed on braking effect (such as the braking delay during high-speed operation may cause the safety distance to shorten rapidly). By introducing influencing parameters, the dynamic performance of braking can be incorporated into the position risk assessment, thereby improving the accuracy of extreme position warnings.

[0055] Based on the braking data, basic braking characteristics are determined; based on the operating condition data, efficiency parameters are generated; and based on the basic braking characteristics and the efficiency parameters, the braking operating condition linkage characteristics are obtained.

[0056] In this embodiment, the basic braking characteristic is a parameter reflecting the deceleration capability of the braking system, specifically the deceleration trend slope, i.e., the decrease in speed per unit time, calculated using the following formula: Deceleration trend slope = (Previous speed - Current speed) / Sampling time interval (Sampling time interval is preset to 0.1 seconds) For example: if the speed at the previous moment was 2 m / s and the speed at the current moment is 1.8 m / s, then the slope of the deceleration trend = (2-1.8) / 0.1 = 2 m / s² (a positive value indicates deceleration).

[0057] The efficiency parameter is a correction coefficient generated based on the brake temperature in the operating data. It reflects the impact of temperature on braking efficiency (the higher the temperature, the lower the brake pad friction coefficient, and the lower the braking efficiency). The calculation formula is: Efficiency parameter = 1 - 0.005 × (brake temperature - ambient temperature value) (Ambient temperature value is preset to 50℃; efficiency parameter decreases when the temperature exceeds ambient temperature) For example, if the brake temperature is 70℃, then the efficiency parameter = 1 - 0.005 × (70 - 50) = 0.9.

[0058] The calculation method for the braking condition linkage characteristics is the product of the basic braking characteristics and the efficiency parameter, that is: Braking condition linkage characteristic = deceleration trend slope × efficiency parameter Continuing with the example above: 2m / s² × 0.9 = 1.8m / s², this value reflects the actual braking deceleration capability at the current temperature.

[0059] In some optional implementations of this embodiment, the dynamic linkage threshold mentioned above includes a dynamic speed threshold, a dynamic position threshold, and a dynamic braking threshold; In this embodiment, the dynamic speed threshold is the safety judgment boundary of the speed-operating condition linkage feature, which is used to assess whether the risk after the speed and operating condition are integrated is within the safe range. The dynamic position threshold is the safety judgment boundary of the position braking linkage feature, used to assess whether the risk after the fusion of position and braking performance is within the safe range; The dynamic braking threshold is the safety judgment boundary of the braking condition linkage characteristics, used to assess whether the risk after the braking performance and the operating condition are integrated is within the safe range.

[0060] Different linkage features reflect different risk dimensions (speed anomaly, position safety, braking efficiency), and dynamic thresholds need to be set specifically to avoid the problem that a single threshold cannot adapt to multi-dimensional risks, and to ensure that the evaluation criteria of each feature matches its own risk characteristics.

[0061] The generation of dynamic linkage thresholds based on the linkage features includes: Based on the aforementioned operating condition data, an operating condition correction coefficient is generated; In this embodiment, the operating data includes the load factor (actual load / rated load) and the brake temperature, both of which are key dynamic factors affecting the elevator braking performance. The higher the load factor (the greater the car load), the greater the elevator inertia, the longer the braking distance, and the risk threshold needs to be relaxed (i.e., the correction factor needs to be increased). The higher the brake temperature (overheating after long-term operation), the lower the friction coefficient of the brake pads, the lower the braking efficiency, and the risk threshold needs to be further relaxed (the correction coefficient needs to be increased).

[0062] The formula for calculating the operating condition correction factor is: Working condition correction factor = 1 + 0.4 × load factor + 0.01 × (brake temperature - room temperature value); in: The preset room temperature value is 50℃ (normal operating temperature of the brake). The load factor ranges from 0 to 1 (from no load to full load). When the brake temperature exceeds the normal temperature value, the correction factor increases by 0.01 for every 1°C increase (significantly improving threshold adaptability when the temperature is too high).

[0063] Example: If the elevator's rated load is 1000kg, the actual load is 600kg (load factor = 0.6), and the brake temperature is 70℃ (20℃ above normal temperature), then: The working condition correction factor = 1 + 0.4 × 0.6 + 0.01 × 20 = 1 + 0.24 + 0.2 = 1.44.

[0064] Based on the preset base speed threshold and the working condition correction coefficient, the dynamic speed threshold corresponding to the speed working condition linkage feature is obtained; In this embodiment, the base speed threshold is the baseline value under standard operating conditions (load coefficient 0.5, brake temperature 50°C), which is preset to 20% (i.e., the initial safety boundary of the speed operating condition linkage feature). The formula for calculating the dynamic speed threshold is: Dynamic speed threshold = base speed threshold × operating condition correction factor; Example: Continuing from the working condition correction factor of 1.44 in step 3.2, then: Dynamic speed threshold = 20% × 1.44 = 28.8%.

[0065] That is, when the speed-related linkage characteristic (e.g., 19.5%, see Example 2) is ≤28.8%, it is determined that the speed dimension risk is controllable.

[0066] The speed-condition linkage feature integrates speed deviation and load influence, and its threshold needs to be dynamically adjusted according to the operating conditions (such as allowing a larger safe deviation range under full load) to ensure more accurate assessment of speed risks under different loads.

[0067] Based on the preset base position threshold and the working condition correction coefficient, the dynamic position threshold corresponding to the position braking linkage feature is obtained; In this embodiment: The basic position threshold is the baseline value under standard working conditions, which is preset to 3m (i.e., the initial safety boundary of the position braking linkage feature, corresponding to the effective evaluation range of the remaining safety distance). The formula for calculating the dynamic position threshold is: Dynamic position threshold = base position threshold × operating condition correction coefficient; Example: Continuing from the working condition correction factor of 1.44 in step 3.2, then: Dynamic position threshold = 3m × 1.44 = 4.32m.

[0068] That is, when the position braking linkage characteristic (e.g., 2.62m, see Example 2) is ≤4.32m, it is determined that the position dimension risk is controllable.

[0069] The position braking linkage feature integrates the remaining safety distance and braking response delay. Its threshold needs to be dynamically adjusted according to the operating conditions (such as when the brake is overheated, a longer safety distance needs to be reserved) to avoid misjudgment of position risk due to decreased braking performance.

[0070] Based on the preset basic braking threshold and the operating condition correction coefficient, the dynamic braking threshold corresponding to the braking operating condition linkage characteristics is obtained.

[0071] In this embodiment: The basic braking threshold is the benchmark value under standard operating conditions, preset to 1.5 m / s² (i.e., the initial safety boundary of the braking condition linkage characteristics, corresponding to the minimum requirement of braking deceleration capability). The formula for calculating the dynamic braking threshold is: Dynamic braking threshold = base braking threshold × operating condition correction factor; Example: Continuing from the working condition correction factor of 1.44 in step 3.2, then: Dynamic braking threshold = 1.5m / s² × 1.44 = 2.16m / s².

[0072] That is, when the braking condition linkage characteristic (e.g., 1.8m / s², see Example 2) is ≤2.16m / s², it is determined that the braking dimension risk is controllable.

[0073] The braking condition linkage feature integrates deceleration capability and temperature influence, and its threshold needs to be dynamically adjusted according to the operating conditions (e.g., when braking efficiency decreases at high temperatures, the allowable "minimum deceleration capability" standard needs to be relaxed) to ensure that the assessment of braking performance conforms to real-time operating conditions.

[0074] In some optional implementations of this embodiment, the risk levels described above include a first risk level, a second risk level, and a third risk level; In this embodiment: Level 1 Risk: The elevator's operating parameters deviate slightly from the standard, but do not pose an immediate danger. Continuous monitoring is required, but strong intervention is not necessary. Second risk level: A single dimension parameter exceeds the safety threshold, and other dimension parameters show abnormal trends, requiring the activation of early warning and moderate intervention; Third risk level: Parameters are severely exceeded or reach dangerous thresholds, posing an immediate risk of overshooting or bottoming out, requiring emergency braking to avoid an accident.

[0075] Current elevator alarm technologies do not differentiate between risk levels, triggering the same response for both minor anomalies and urgent dangers, leading to wasted maintenance resources or delays in handling critical risks. By clearly defining three risk levels, intervention intensity can be precisely matched according to the severity of the risk, improving the targeting and efficiency of safety protection.

[0076] The process of determining the risk level of the elevator based on the linkage characteristics and the dynamic linkage threshold includes: If each of the aforementioned linkage features falls within a preset range of its corresponding dynamic linkage threshold, then the risk level is determined to be the first risk level. In this embodiment: The preset range refers to each linkage feature not exceeding 80% of its corresponding dynamic linkage threshold (reserving safety redundancy to avoid misjudgment of critical values), as illustrated in the previous parameter examples: The speed-related linkage characteristic is 19.5% (dynamic speed threshold is 28.8%), and 19.5% < 28.8% × 80% (23.04%), which is within the preset range; The position braking linkage characteristic is 2.62m (dynamic position threshold is 4.32m), and 2.62m < 4.32m × 80% (3.456m), which is within the preset range; The braking condition linkage characteristic is 1.8 m / s² (dynamic braking threshold is 2.16 m / s²), and 1.8 m / s² < 2.16 m / s² × 80% (1.728 m / s², 1.8 > 1.728. In the actual example, the parameter can be adjusted. For example, if the braking condition linkage characteristic is 1.6 m / s², then 1.6 < 1.728), which is within the preset range.

[0077] When all three conditions are met, it is determined to be at the first risk level.

[0078] Specifically, if all linkage features are within the safe redundancy range, it indicates that the elevator is operating stably and there is no significant risk. At this time, only continuous monitoring is required to avoid excessive intervention that could affect operating efficiency.

[0079] If any of the linkage features exceeds the corresponding dynamic linkage threshold and the other linkage features meet the preset warning conditions, then the risk level is determined to be the second risk level. In this embodiment, exceeding the corresponding dynamic linkage threshold means that a certain linkage feature value is greater than the corresponding dynamic threshold (e.g., speed condition linkage feature 30% > dynamic speed threshold 28.8%). The preset warning condition refers to other linked features being between 80% and 100% of the dynamic threshold (close to the threshold but not exceeding it, indicating potential risk). See the example below for illustration: The speed-related linkage characteristic is 30% (>28.8%), exceeding the dynamic speed threshold; The position braking linkage characteristic is 3.5m (4.32m×80%=3.456m<3.5m<4.32m), which meets the warning conditions; The braking condition linkage characteristic is 2.0 m / s² (2.16 m / s² × 80% = 1.728 m / s² < 2.0 m / s² < 2.16 m / s²), which meets the warning conditions.

[0080] At this point, because the speed dimension has exceeded the standard and other dimensions are close to the threshold, it is judged to be at the second risk level.

[0081] Specifically, if a single dimension exceeds the standard while other dimensions approach the threshold, it indicates that the risk has a spreading trend, requiring the initiation of early warning and moderate intervention (such as mandatory deceleration) to prevent the risk from escalating.

[0082] If any of the linkage features exceeds the corresponding dynamic linkage threshold, and any of the linkage features meets the preset danger conditions, then the risk level is determined to be the third risk level.

[0083] In this embodiment: A higher range beyond the corresponding dynamic linkage threshold refers to a linkage feature exceeding the dynamic threshold by 150% (significantly exceeding the limit, extremely high risk). Preset hazard conditions refer to critical values ​​that directly reflect immediate hazards. See the example below: Scenario 1: The speed-related linkage characteristic is 43.2% (28.8% × 150%), which significantly exceeds the dynamic speed threshold and is judged as the third risk level; Scenario 2: In the position braking linkage characteristic calculation, the remaining safe distance is -0.5m (that is, the car has entered the danger zone), which meets the preset danger conditions and is judged as the third risk level.

[0084] When the elevator significantly exceeds the standard or reaches the critical danger value, it is at risk of overshooting or bottoming out. Emergency braking must be activated immediately to terminate the dangerous situation as quickly as possible and ensure the safety of personnel and equipment.

[0085] Specifically, if both of the above conditions are met, the risk level can be determined as the third risk level.

[0086] In some optional implementations of this embodiment, the above-mentioned working condition data includes a load factor; The operating data includes a load factor, which is a key parameter for quantifying the car's load status. It is defined as the ratio of the elevator's actual load to its rated load, and the calculation formula is as follows: Load factor = Actual load (kg) / Rated load (kg); Its value ranges from 0 (no load) to 1 (full load).

[0087] In this embodiment: If the elevator's rated load is 1000kg and the actual load is 200kg, then the load factor = 200 / 1000 = 0.2; If the actual load is 0kg (e.g., the elevator is running unloaded), then the load factor = 0; If the actual load is 1000kg (full load), then the load factor = 1.

[0088] The load factor is obtained by collecting the actual load in real time through a pressure sensor installed at the bottom of the car, and then calculating it with the preset rated load (elevator factory parameters). The sampling frequency is 10Hz (updated every 0.1 seconds) to ensure data real-time performance.

[0089] Specifically, the load factor is directly related to whether there are people or goods inside the car. The presence or absence of people determines the core objective of the intervention plan. When there are people, priority should be given to ensuring personal safety (such as reducing braking impact), while when there are no people, priority should be given to ensuring equipment safety and intervention efficiency (such as rapid braking). Existing technology does not distinguish between these states, resulting in a one-size-fits-all approach to intervention plans. Therefore, the load factor needs to be used as a core parameter.

[0090] The step of generating an intervention control scheme for the elevator based on the risk level and the operating condition data includes: Based on the load coefficient, the status of people inside the elevator is determined, wherein the status of people includes a person-occupied state and an unoccupied state; In this embodiment, the unmanned state is determined as follows: If the load factor remains at 0 for 5 consecutive seconds (preset duration to avoid false judgment of short-term no-load), and no load fluctuation is detected during this period (fluctuation amplitude ≤ 5kg, excluding slight vibration interference), it is determined to be an unmanned state.

[0091] For example, if an elevator travels from the 1st floor to the 10th floor without a load, and the pressure sensor continuously reports an actual load of 0 kg for 5 seconds without fluctuation, it is determined to be in an unmanned state.

[0092] The status of someone is determined as follows: When the load factor is greater than 0, regardless of the value (even if it is only 0.05, corresponding to a 50kg load), it is determined to be a manned state.

[0093] For example: when the load factor is 0.3 (300kg), it is determined to be occupied; when the load factor is 0.05 (50kg, possibly a single person), it is also determined to be occupied.

[0094] This embodiment avoids misjudgments caused by inertial load or sensor error at the moment of elevator start-up through continuous sampling and fluctuation detection; and the logic of determining that there are people when the load coefficient is >0 can cover all possible scenarios where people may be present (including situations where people are carrying light items) to the greatest extent, and prioritize personal safety.

[0095] Based on the personnel status and the working condition data, an elevator intervention and control scheme is generated.

[0096] In this embodiment, the core logic of this step is: Intervention and control plan = f(risk level, personnel status, working conditions data); Among them, the risk level determines the intensity of intervention, the personnel status determines the priority of intervention (personal safety / equipment efficiency), and the operating data (such as brake temperature) determines the details of intervention parameters (such as deceleration rate).

[0097] Specific examples are as follows (in conjunction with risk levels): 1. First risk level (low risk): Core objective: Fine-tune and correct, avoiding strong intervention that could impact operations.

[0098] When people are in the elevator: Generate a "parameter fine-tuning + prompt" solution, such as adjusting the output power of the traction machine to correct the speed deviation, and triggering a voice prompt in the car ("The elevator is optimizing its operation, please hold on and stand firmly").

[0099] In unattended mode: Generate a "parameter fine-tuning + log recording" scheme, only adjust the operating parameters (such as traction machine voltage), and record the changes in linkage characteristics before and after the adjustment, without prompting.

[0100] 2. Second risk level (medium risk): Core objective: To control the spread of risk and balance safety and efficiency.

[0101] Human presence: The plan must include an early warning system (based on personnel's reaction time to emergencies).

[0102] In unattended mode: the warning can be omitted and deceleration can be performed directly.

[0103] 3. Third risk level (high risk): Core objective: To terminate the dangerous situation and prioritize safety.

[0104] Manned status: The solution needs to reduce braking impact (e.g., staged braking).

[0105] In unmanned mode: the solution can aim for braking speed (such as direct emergency braking).

[0106] In this embodiment, in addition to the load factor, the brake temperature in the operating data can be used to further correct the intervention parameters. For example, when the brake temperature is too high (e.g., exceeding 80°C), the braking rate should be reduced (20% lower than the normal value) regardless of the personnel's condition to prevent brake failure.

[0107] Existing intervention solutions rely solely on risk levels, neglecting personnel status and real-time operational differences. This could lead to overly abrupt braking causing injury when personnel are present, or overly sluggish intervention exacerbating the malfunction when no personnel are present. This step generates a solution based on three dimensions (risk level, personnel status, and operational data) to achieve precise adaptation and tiered response.

[0108] In this embodiment, generating the elevator intervention control scheme based on the personnel status and the risk level includes: When personnel are in a occupied state (i.e., load factor > 0, such as load factor = 0.3, corresponding to a 300kg load), the intervention and control plan should focus on reducing personnel discomfort and injury risk, prioritizing the smoothness of the deceleration / braking process, and avoiding secondary risks such as imbalance and collision caused by sudden braking. The following is an explanation of the plans for different risk levels.

[0109] In some optional implementations of this embodiment, when the personnel status is "occupied", if the risk level is the second risk level, a progressive deceleration control scheme is generated. The progressive deceleration control scheme first triggers an audible and visual warning in the elevator, and then gradually reduces the elevator speed based on a preset safe rate for people to be present, until the speed condition linkage characteristics return to the corresponding dynamic threshold. In this embodiment, triggering the audible and visual warning inside the elevator is to alert people in the car in advance and allow them time to react (such as grabbing the handrail). Specifically, it includes activating the buzzer inside the car to emit intermittent warning sounds (such as a 1-second sound followed by a 1-second pause, lasting for 3 seconds), with the volume controlled at 60-70 decibels (clearly audible without causing panic), and illuminating the red warning light on the ceiling inside the car, which flashes synchronously (at the same frequency as the audible warning), ensuring both visual and auditory alerts.

[0110] Specifically, the preset safe speed for passengers refers to the maximum deceleration that is adapted to the human body's tolerance (to avoid people falling due to excessive deceleration), and the preset value is 0.5m / s² (refer to the requirements for elevator comfort in the elevator safety regulations).

[0111] The execution logic for gradually reducing elevator speed is as follows: 1. After the audible and visual warning ends, a deceleration command is sent to the traction machine to continuously reduce the elevator speed at a deceleration rate of 0.5 m / s². 2. Real-time monitoring of speed-condition linkage characteristics (such as 19.5% in the above embodiment). When the characteristic drops to within the preset range (80%) of the corresponding dynamic speed threshold (such as 28.8% in the above embodiment), deceleration stops and the current speed is maintained.

[0112] Example: If the current speed of the elevator is 2.3m / s (speed deviation rate of 15%, and the speed condition linkage characteristic after correction is 19.5%), and the dynamic speed threshold is 28.8%, then it will decelerate until the speed condition linkage characteristic is ≤23.04% (28.8%×80%) and stop, which corresponds to a real-time speed of approximately 2.1m / s.

[0113] When the speed condition linkage characteristic remains stable within the preset range of the dynamic speed threshold for 5 consecutive sampling cycles (0.1 seconds per cycle), the risk is determined to be eliminated, the audible and visual warning is turned off, and the elevator returns to normal operation mode.

[0114] When the personnel status is "manned", if the risk level is the third risk level, a combined control scheme is generated. The combined control scheme is to first perform pre-braking and then activate the safety brake until the speed condition linkage characteristics return to the corresponding dynamic threshold.

[0115] In this embodiment, pre-braking is a buffer operation before the safety brake brake, the purpose of which is to reduce the elevator speed and reduce the impact when the safety brake brakes. Specifically, the traction mechanism brake (non-safety brake) is activated first to brake for a short time (lasting 0.5 seconds) at a deceleration of 1.0 m / s², so that the elevator speed drops from the current value (e.g., 3.0 m / s) to the preset safe speed (e.g., 1.5 m / s). During the pre-braking process, the audible and visual warning is triggered again (continuous sounding + constant warning light) to remind personnel that "an emergency stop is imminent, please hold on tight".

[0116] Activating the safety clamp braking after pre-braking is the final braking operation based on pre-braking, used to quickly terminate elevator operation. Specifically, when the elevator speed drops to the preset safe speed (1.5m / s), a command is sent to the safety clamp control system to trigger the safety clamp action, clamping the guide rail to force the elevator to stop. During the safety clamp braking process, speed data is collected in real time until the elevator speed drops to 0.

[0117] When the elevator comes to a complete stop (speed = 0) and the speed-related linkage characteristic (at this point, because the speed is 0, the characteristic value is significantly lower than the dynamic speed threshold) returns to the corresponding dynamic speed threshold, braking is considered complete. At the same time, an alarm message "Level 3 risk has been handled in manned condition" is sent to the monitoring center. The safety brake can only be released after on-site manual confirmation.

[0118] In this embodiment, generating the elevator intervention control scheme based on the personnel status and the risk level includes: When the personnel status is unmanned (i.e., the load coefficient = 0 and there is no fluctuation for 5 consecutive seconds, such as when the elevator is under automatic inspection without load), the intervention control scheme does not need to consider personnel comfort and safety risks. The core objective is to quickly terminate the risk and reduce equipment wear. A more direct and efficient braking method can be adopted to avoid the expansion of equipment failure due to intervention lag. The following is an explanation of the schemes for different risk levels.

[0119] In some optional implementations of this embodiment, when the personnel status is unmanned, if the risk level is the second risk level, a forced control scheme is generated. The forced control scheme is to reduce the speed at a preset rate until the speed condition linkage feature returns to the corresponding dynamic threshold. In this embodiment, "preset rate" refers to the maximum deceleration speed that is suitable for the safety of the equipment (without considering the tolerance of personnel, only avoiding equipment overload), and the preset value is 1.0 m / s² (referring to the maximum bearing capacity of the elevator mechanical structure).

[0120] The execution logic for reducing speed at a preset rate is as follows: First, a forced deceleration command is sent directly to the traction machine without any warning (because no prompt is needed in the unmanned state), and the elevator speed is continuously reduced at a deceleration rate of 1.0 m / s². The speed condition linkage characteristics are monitored in real time (as in the speed condition linkage characteristic calculation method of the above embodiment). When the characteristics drop to within the preset range (80%) of the corresponding dynamic speed threshold (as in the dynamic speed threshold of the above embodiment), the deceleration stops and the current speed is maintained.

[0121] Example: If the elevator's current speed condition linkage characteristic is 30% (exceeding the dynamic speed threshold of 28.8%), it will decelerate at a rate of 1.0 m / s² until the characteristic drops below 23.04% (28.8% × 80%), corresponding to a real-time speed decrease from 2.3 m / s to approximately 2.0 m / s.

[0122] When the speed condition linkage feature remains stable within the preset range of the dynamic speed threshold for 5 consecutive sampling cycles (0.1 seconds per cycle), the risk is determined to be eliminated, the elevator resumes normal operation mode, and the parameters of this intervention (such as deceleration duration and speed change curve) are recorded to the equipment log.

[0123] When the personnel status is unmanned, if the risk level is the third risk level, an emergency braking control scheme is generated. The emergency braking control scheme is to cut off the power supply of the traction machine and activate the safety brake until the speed condition linkage characteristics return to the corresponding dynamic threshold.

[0124] In this embodiment, cutting off the traction machine power supply is to quickly disconnect the power source and prevent the elevator from continuing to run in a dangerous direction. The specific operation is as follows: an "emergency power failure command" is sent to the elevator main controller, triggering the electromagnetic relay in the traction machine power supply circuit to disconnect, cutting off the 380V power supply, so that the traction machine immediately stops outputting power; the elevator position (e.g., 48m, close to the top of the shaft) and real-time speed (e.g., 3.0m / s) at the moment of power failure are recorded simultaneously to provide data for subsequent fault analysis.

[0125] Activating the safety brake is a mechanical braking method based on cutting off the power supply, ensuring that the elevator stops quickly and stably. The specific operation and coordination logic is as follows: while cutting off the power supply, a "braking command" is sent to the safety brake control system to trigger the safety brake wedge block to move and clamp the guide rail to generate friction. During the safety brake braking process, the elevator speed is monitored in real time until the speed drops to 0 (complete stop). At this time, the speed condition linkage characteristic is significantly lower than the dynamic speed threshold (such as 28.8%) because the speed is 0, which meets the condition of returning to the corresponding dynamic threshold.

[0126] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by instructing related hardware through computer-readable instructions. These computer-readable instructions can be stored in a computer-readable storage medium. When the program is executed, it can include the processes of the embodiments of the above methods. The aforementioned storage medium can be a non-volatile storage medium such as a magnetic disk, optical disk, or read-only memory (ROM), or random access memory (RAM).

[0127] It should be understood that although the steps in the flowcharts of the accompanying figures are shown sequentially as indicated by the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the accompanying figures may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily completed at the same time, but can be executed at different times, and their execution order is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the sub-steps or stages of other steps.

[0128] Further reference Figure 3 As a response to the above Figure 2 The implementation of the method shown in this application provides an embodiment of an intelligent safety protection system for elevators. This device embodiment is similar to... Figure 2 Corresponding to the method embodiments shown, this device can be specifically applied to various electronic devices.

[0129] like Figure 3 As shown, the elevator intelligent safety protection system 300 described in this embodiment includes: a data acquisition module 301, a feature processing module 302, a threshold generation module 303, a risk assessment module 304, and a control scheme generation module 305. Wherein: The data acquisition module 301 is used to acquire elevator speed data, position data, braking data and operating condition data; The feature processing module 302 is connected to the data acquisition module and is used to determine the linkage features based on the speed data, the position data, the braking data and the operating condition data, wherein the linkage features include speed operating condition linkage features, position braking linkage features and braking operating condition linkage features. Threshold generation module 303, connected to the feature processing module, is used to generate a dynamic linkage threshold based on the linkage feature; The risk assessment module 304 is connected to the feature processing module and the threshold generation module respectively, and is used to determine the risk level based on the linkage feature and the dynamic linkage threshold. The control scheme generation module 305 is connected to the risk assessment module and the data acquisition module respectively, and is used to generate an elevator intervention control scheme based on the risk level and the operating condition data.

[0130] To address the aforementioned technical problems, embodiments of this application also provide a computer device. Please refer to [link / reference needed] for details. Figure 4 , Figure 4 This is a basic structural block diagram of the computer device in this embodiment.

[0131] The computer device 4 includes a memory 41, a processor 42, and a network interface 43 that are interconnected via a system bus. It should be noted that only the computer device 4 with components 41-43 is shown in the figure; however, it should be understood that it is not required to implement all the shown components, and more or fewer components can be implemented alternatively. Those skilled in the art will understand that the computer device described here is a device capable of automatically performing numerical calculations and / or information processing according to pre-set or stored instructions, and its hardware includes, but is not limited to, microprocessors, application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), digital signal processors (DSPs), embedded devices, etc.

[0132] The computer device can be a desktop computer, laptop, handheld computer, or cloud server, etc. The computer device can interact with the user via a keyboard, mouse, remote control, touchpad, or voice control.

[0133] The memory 41 includes at least one type of 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, magnetic disk, optical disk, etc. In some embodiments, the memory 41 may be an internal storage unit of the computer device 4, such as the hard disk or memory of the computer device 4. In other embodiments, the memory 41 may also be an external storage device of the computer device 4, such as a plug-in hard disk, smart media card (SMC), secure digital card (SD), flash card, etc., equipped on the computer device 4. Of course, the memory 41 may also include both the internal storage unit and its external storage device of the computer device 4. In this embodiment, the memory 41 is typically used to store the operating system and various application software installed on the computer device 4, such as computer-readable instructions of the # method, etc. In addition, the memory 41 can also be used to temporarily store various types of data that have been output or will be output.

[0134] In some embodiments, the processor 42 may be a central processing unit (CPU), a controller, a microcontroller, a microprocessor, or other data processing chip. The processor 42 is typically used to control the overall operation of the computer device 4. In this embodiment, the processor 42 is used to execute computer-readable instructions stored in the memory 41 or to process data, for example, to execute computer-readable instructions of the # method.

[0135] The network interface 43 may include a wireless network interface or a wired network interface, which is typically used to establish communication connections between the computer device 4 and other electronic devices.

[0136] The computer equipment provided in this application acquires speed, position, braking, and operating condition data of the elevator to achieve multi-dimensional and comprehensive capture of the elevator's operating status. Based on this multi-dimensional data, it determines speed-operating-condition linkage characteristics, position-braking linkage characteristics, and braking-operating-condition linkage characteristics, integrating scattered operating parameters into a comprehensive indicator reflecting the overall risk of the elevator, thus improving the comprehensiveness and accuracy of risk assessment. Based on the linkage characteristics, it generates dynamic linkage thresholds, enabling risk judgment standards to adapt to elevator operating conditions in real time, ensuring precise matching with actual operating conditions. Based on the linkage characteristics and dynamic linkage thresholds, it determines the risk level, achieving precise classification of risk severity. Finally, based on the risk level and operating condition data, it generates an elevator intervention and control scheme, enabling differentiated and precise safety interventions based on the severity of risk and real-time operating conditions, thereby comprehensively improving elevator operating safety and effectively protecting personal and property safety.

[0137] This application also provides another embodiment, namely, providing a computer-readable storage medium storing computer-readable instructions that can be executed by at least one processor to cause the at least one processor to perform the steps of the elevator intelligent safety protection method described above.

[0138] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, air conditioner, or network device, etc.) to execute the methods described in the various embodiments of this application.

[0139] Obviously, the embodiments described above are only some embodiments of this application, not all embodiments. The accompanying drawings show preferred embodiments of this application, but do not limit the patent scope of this application. This application can be implemented in many different forms; rather, the purpose of providing these embodiments is to provide a more thorough and comprehensive understanding of the disclosure of this application. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing specific embodiments, or make equivalent substitutions for some of the technical features. Any equivalent structures made using the content of this application's specification and drawings, directly or indirectly applied to other related technical fields, are similarly within the scope of patent protection of this application.

Claims

1. An intelligent safety protection method for elevators, characterized in that, Includes the following steps: Acquire elevator speed data, position data, braking data, and operating condition data; The linkage features are determined based on the speed data, the position data, the braking data, and the operating condition data, wherein the linkage features include speed-operating condition linkage features, position-braking linkage features, and braking-operating condition linkage features. A dynamic linkage threshold is generated based on the aforementioned linkage features; Based on the linkage characteristics and the dynamic linkage threshold, the risk level of the elevator is determined; Based on the risk level and the operating condition data, an intervention and control scheme for the elevator is generated.

2. The elevator intelligent safety protection method according to claim 1, characterized in that, The determination of linkage characteristics based on the speed data, the position data, the braking data, and the operating condition data includes: Based on the speed data, a basic speed characteristic is determined; based on the operating condition data, a correction parameter is generated; and based on the basic speed characteristic and the correction parameter, the speed-operating condition linkage characteristic is obtained. Based on the position data, basic position features are determined; based on the braking data and the speed data, influence parameters are generated; and based on the basic position features and the influence parameters, the position-braking linkage features are obtained. Based on the braking data, basic braking characteristics are determined; based on the operating condition data, efficiency parameters are generated; and based on the basic braking characteristics and the efficiency parameters, the braking operating condition linkage characteristics are obtained.

3. The elevator intelligent safety protection method according to claim 1, characterized in that, The dynamic linkage thresholds include dynamic speed thresholds, dynamic position thresholds, and dynamic braking thresholds; The generation of dynamic linkage thresholds based on the linkage features includes: Based on the aforementioned operating condition data, operating condition correction coefficients are generated; Based on the preset base speed threshold and the working condition correction coefficient, the dynamic speed threshold of the speed working condition linkage feature is obtained; Based on the preset base position threshold and the working condition correction coefficient, the dynamic position threshold of the position braking linkage feature is obtained; Based on the preset basic braking threshold and the operating condition correction coefficient, the dynamic braking threshold of the braking operating condition linkage characteristic is obtained.

4. The elevator intelligent safety protection method according to claim 2, characterized in that, The risk levels include a first risk level, a second risk level, and a third risk level; The process of determining the risk level of the elevator based on the linkage characteristics and the dynamic linkage threshold includes: If each of the aforementioned linkage features falls within a preset range of its corresponding dynamic linkage threshold, then the risk level is determined to be the first risk level. If any of the linkage features exceeds the corresponding dynamic linkage threshold and the other linkage features meet the preset warning conditions, then the risk level is determined to be the second risk level. If any of the linkage features exceeds the corresponding dynamic linkage threshold, and any of the linkage features meets the preset danger conditions, then the risk level is determined to be the third risk level.

5. The elevator intelligent safety protection method according to claim 1, characterized in that, The operating condition data includes load coefficients; The step of generating an intervention control scheme for the elevator based on the risk level and the operating condition data includes: Based on the load coefficient, the status of the people inside the elevator is determined, wherein the status of the people includes a person-occupied state and an unoccupied state; An intervention and control scheme for the elevator is generated based on the personnel status and the risk level.

6. The elevator intelligent safety protection method according to claim 5, characterized in that, The step of generating an intervention and control scheme for the elevator based on the personnel status and the risk level includes: When the personnel status is occupied, if the risk level is the second risk level, a progressive deceleration control scheme is generated. The progressive deceleration control scheme first triggers an audible and visual warning in the elevator, and then gradually reduces the elevator speed based on a preset safe occupancy rate until the speed condition linkage characteristics return to the corresponding dynamic threshold. When the personnel status is "manned", if the risk level is the third risk level, a combined control scheme is generated. The combined control scheme is to first perform pre-braking and then activate the safety brake until the speed condition linkage characteristics return to the corresponding dynamic threshold.

7. The elevator intelligent safety protection method according to claim 5, characterized in that... The step of generating an intervention and control scheme for the elevator based on the personnel status and the risk level includes: When the personnel status is unmanned, if the risk level is the second risk level, a forced control scheme is generated. The forced control scheme is to reduce the speed at a preset rate until the speed condition linkage characteristic returns to the corresponding dynamic threshold. When the personnel status is unmanned, if the risk level is the third risk level, an emergency braking control scheme is generated. The emergency braking control scheme is to cut off the power supply of the traction machine and activate the safety brake until the speed condition linkage characteristics return to the corresponding dynamic threshold.

8. An elevator intelligent safety protection system, used to execute the elevator intelligent safety protection method according to any one of claims 1 to 7, characterized in that, include: The data acquisition module is used to acquire elevator speed data, position data, braking data, and operating condition data. The feature processing module, connected to the data acquisition module, is used to determine linkage features based on the speed data, the position data, the braking data, and the operating condition data, wherein the linkage features include speed-operating condition linkage features, position-braking linkage features, and braking-operating condition linkage features. A threshold generation module, connected to the feature processing module, is used to generate a dynamic linkage threshold based on the linkage features; The risk assessment module is connected to the feature processing module and the threshold generation module respectively, and is used to determine the risk level of the elevator based on the linkage features and the dynamic linkage threshold. The control scheme generation module is connected to the risk assessment module and the data acquisition module, respectively, and is used to generate an intervention control scheme for the elevator based on the risk level and the operating condition data.

9. A computer device, characterized in that, The system includes a memory and a processor, wherein the memory stores computer-readable instructions, and the processor executes the computer-readable instructions to implement the steps of the elevator intelligent safety protection method as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-readable instructions, which, when executed by a processor, implement the steps of the elevator intelligent safety protection method as described in any one of claims 1 to 7.

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