A dynamic self-monitoring method for comprehensive performance of an elevator brake

Abstract

The present application relates to elevator brake safety detection technical field, disclose a kind of elevator brake comprehensive performance dynamic self-monitoring method;The method is not under the premise of influencing normal operation of elevator, configure independent laser displacement sensor and special speed measuring component, laser displacement sensor main measurement two sides push rod displacement, special speed measuring component auxiliary measurement speed, realize push rod displacement-speed double-dimension synchronous acquisition and cross verification, synchronous acquisition meets time stamp alignment requirement, cross verification meets data mutual verification requirement;Standardized identification four core feature points, quantitatively calculates eight core indexes such as brake distance, blocking fault, braking torque, accurately captures brake comprehensive performance state, improves the authenticity, comprehensiveness and convenience of monitoring;Specifically applicable to the dynamic performance monitoring of various elevator brake devices, adapt to new elevator factory detection, in-service elevator regular maintenance monitoring and performance verification scene after upgrading of old elevator.

Description

Technical Field

[0001] This invention relates to the field of elevator brake safety testing technology, and is specifically applicable to dynamic performance monitoring of various elevator brake devices, factory testing of new elevators, regular maintenance monitoring of elevators in use, and performance verification scenarios after upgrading and retrofitting old elevators. Background Technology

[0002] As a core component of the elevator safety protection system, the elevator brake's dynamic braking performance directly determines the reliability of stopping the elevator in emergency situations such as unexpected car movement or upward overspeed. It serves as the last line of defense against serious accidents such as elevator falls and passenger crushing. However, existing elevator brake monitoring technologies are out of sync with regulatory requirements and actual safety needs, making it difficult to meet the requirements for accurate monitoring under dynamic conditions. The main shortcomings include: Lack of coordinated monitoring of both sides of displacement and insufficient synchronicity assessment: Existing technologies mostly use single-channel displacement sensors or rely solely on speed signals, without designing specific monitoring logic for the coordinated displacement of the brake push rods on both sides. The effectiveness of the brake depends on the synchronicity and consistency of the push rod movements on both sides. Problems such as single-side push rod jamming or delayed action are difficult to accurately identify using only speed signals, easily leading to uneven braking and the risk of off-center loading, failing to fully reflect the coordinated performance of the brake. Single monitoring parameters and lack of system-wide linkage assessment: Most monitoring schemes focus only on single core parameters such as braking distance or braking torque. The indicators neglect the interconnected effects of key derivative parameters such as unilateral braking performance, brake action synchronization, brake jamming failure, and overspeed protection triggering. Furthermore, elevator brake failures are often caused by the coordinated deterioration of multiple parameters. For example, brake pin jamming can simultaneously cause response delay and decreased synchronization. Single-parameter monitoring cannot comprehensively capture potential system faults, nor can it specifically consider the impact of traction conditions on stopping distance, thus failing to achieve a comprehensive three-dimensional assessment of brake performance. The definition of characteristic points is vague, and test results lack comparability: Currently, the industry lacks a unified standard for judging key brake action nodes. Different monitoring devices have different identification logics for core characteristic points such as braking start time, maximum deceleration point, and stopping completion point. Some methods only determine action triggering through fixed thresholds, failing to consider individual differences in elevator speed fluctuations and traction condition changes. This results in test errors of over 40ms for the same elevator under different devices, making effective comparison of monitoring data between different elevators difficult and hindering industry-wide quality assessment and fault tracing.

[0003] As elevators age and the demand for intelligent monitoring increases, the shortcomings of existing monitoring technologies in terms of accuracy, timeliness, and comprehensiveness are becoming increasingly apparent. There is an urgent need for a monitoring method that can simulate real dynamic working conditions, identify standardized feature points, and link multiple parameters. This method can realize the transformation from "static sampling inspection" to "dynamic full inspection" and from "single parameter" to "system evaluation," solve the pain point of the disconnect between existing technology and practical application, improve the accuracy, timeliness, and compatibility of elevator brake monitoring, and provide full-cycle technical support for the safe operation of elevators. Summary of the Invention

[0004] This invention relates to the field of elevator brake safety detection technology, and discloses a dynamic self-monitoring method for the comprehensive performance of elevator brakes. This method, without affecting the normal operation of the elevator, configures an independent laser displacement sensor and a dedicated speed measuring component. The laser displacement sensor primarily measures the displacement of the push rods on both sides, while the dedicated speed measuring component assists in measuring the speed, achieving simultaneous acquisition and cross-verification of push rod displacement and speed in two dimensions. The simultaneous acquisition meets timestamp alignment requirements, and the cross-verification meets data mutual verification requirements. It standardizes the identification of four core feature points and quantifies and calculates eight core indicators, including braking distance, jamming fault, and braking torque, accurately capturing the comprehensive performance status of the brake and improving the authenticity, comprehensiveness, and convenience of monitoring.

[0005] To accurately implement dual-dimensional synchronous acquisition and cross-verification, and to ensure the stability, accuracy and ease of installation of data acquisition, the installation method and collaborative logic of the core monitoring components are specifically designed as follows: The dedicated speed measuring component is a combination of a speed measuring magnetic wheel (6) and an encoder (7), which are coaxially fixed to form an integrated speed measuring unit; the dedicated speed measuring component is attached to the elevator metal component by a universal fixing component, and the groove of the speed measuring magnetic wheel is completely fitted with the traction wheel disc; the universal fixing component includes a universal magnetic base (2), a magnetic switch (5), a universal joint rod (3) and a plum blossom fixing knob (4); the laser displacement sensor (1) is installed near the drum brake push rod by a universal fixing component, with the laser point aligned with the center of the push rod and symmetrically arranged on both sides; all laser displacement sensors (1) and dedicated speed measuring components are connected to the corresponding interface of the data acquisition unit (8) through transmission lines;

[0006] After the installation and deployment of the core monitoring components are completed, the dynamic self-monitoring of the elevator brake's overall performance can be initiated according to the standardized procedure. The specific steps are as follows:

[0007] S1. Input initial data: elevator rated speed Test speed Traction sheave diameter D, brake moment of inertia J, brake jamming delay fault threshold Brake action synchronization threshold Braking response time standard threshold Maximum permissible stopping distance Overspeed protection judgment coefficient k, minimum permissible braking torque Maximum permissible difference in braking performance on one side Maximum allowed startup response time Maximum permissible displacement throughout the entire process ;

[0008] S2. Select Test Type: Choose either brake performance test or brake response test based on monitoring requirements. The brake performance test comprehensively evaluates eight core indicators, including braking distance, brake jamming fault, action synchronization, braking torque, single-sided braking performance, overspeed protection judgment, car displacement, and start-up response time. The brake response test focuses on braking response speed and left and right dual-channel coordination, including braking distance and braking response time.

[0009] S3. Start the monitoring system: The elevator inverter drives the traction machine to run until the test speed is reached. Once the speed fluctuation range is ≤±5% and stabilized, the inverter power output is cut off to trigger the holding brake. Two sets of laser displacement sensors and a dedicated speed measuring component are used to collect data synchronously. The two sets of laser displacement sensors detect the displacement of the push rods on both sides, forming a dual-channel acquisition mode. The speed measuring magnetic wheel of the dedicated speed measuring component is in contact with the traction wheel to collect the rotational speed. The raw data collected by the sensors and the dedicated speed measuring component is transmitted to the data acquisition unit, which synchronously obtains the instantaneous speed, push rod displacement, and timestamp.

[0010] S4. Standardized identification of four core points:

[0011] Starting point A: The point on the average side of the last stable period before breaking the speed threshold, corresponding to the start of brake action; the moment when the laser displacement sensor detects a sudden change in displacement of the push rods on both sides ≥0.5mm, and the first fluctuation of the two sets of speed data collected by the encoder ≥±5%;

[0012] Stable operating point B: The stable starting point before the maximum speed change amplitude occurs, corresponding to the moment when the brake shoe and brake wheel are in complete contact; the change in displacement of the push rods on both sides within 100ms is ≤0.2mm, and the fluctuation of the two sets of speed data is ≤±3%;

[0013] Deceleration point C: The point at which the test speed deviates from the target value ±5% and begins to decelerate, corresponding to the full braking state of the brake; the moment when the displacement of the push rods on both sides increases by ≥1mm within 100ms, and the decrease in the two sets of speed data is ≥10% within 100ms.

[0014] Stopping point D: The point on the average side of the first steady period after falling back to the speed threshold range of ≤0.05m / s, corresponding to the elevator speed returning to zero and coming to a complete stop; the moment when the displacement of the push rods on both sides changes by ≤0.1mm within 100ms and the two sets of speed data are ≤0.05m / s.

[0015] S5. Parameter Calculation: Calculate the core parameters according to the selected test type. Displacement data is mainly based on the results collected by the laser displacement sensor, while speed data collected by the dedicated speed measurement component is used for verification and auxiliary judgment. The calculation formulas and related explanations for the core parameters of the brake performance test are as follows:

[0016] Braking performance test braking distance: Take the integral displacement of speed-time in the C→D segment of the first detected speed change channel, and mark this as... , Used to evaluate unilateral braking performance;

[0017] Brake jamming fault: =|(tD1-tC1)-(tD2-tC2)|, where tC1 and tC2 are the timestamps at point C in the left and right channels, and tD1 and tD2 are the timestamps at point D in the left and right channels; Used to characterize the time difference between the left and right channels from full braking to complete stop, reflecting the braking jamming situation;

[0018] Action synchronization: =|tA1-tA2|, where tA1 and tA2 are the timestamps of point A in the left and right channels, respectively. Used to characterize the time consistency of the start of the left and right channel brake actions;

[0019] Braking torque: M=2J / D ( - ) / ( - ), Let C be the instantaneous velocity. Let D be the instantaneous velocity, and M be used to characterize the magnitude of the torque generated when the brake is applied at full force, reflecting the strength of the braking capability.

[0020] Single-sided braking performance: Calculate the velocity integral displacement of the C→D segment in both the left and right channels, denoted as... , And calculate the displacement difference between the two sides. =| - |, Used to characterize the balance of braking displacement in the left and right channels, reflecting the difference in braking performance on one side;

[0021] Overspeed protection determination: The actual operating speed of the car, collected by a dedicated speed measuring component, is greater than k. Emergency braking is triggered at point D, and the average speed within 0.5 seconds after point D is recorded as follows: , Used to verify speed stability after emergency braking and to evaluate the effectiveness of overspeed protection;

[0022] Car displacement: Take the integral displacement of velocity minus time over the entire journey from A to D, denoted as... ; Used to characterize the total distance the car travels during the brake braking process, reflecting the displacement control effect throughout the braking process;

[0023] Startup response time: Take the time interval between the A→C changes of the left and right channels, denoted as ; Used to characterize the response speed of the brake from the start of action to full braking, reflecting the timeliness of brake initiation;

[0024] The calculation method for the core parameters of the braking response test is as follows: Braking distance in the braking response test: Take the integral displacement of velocity-time during the first change of channel C to the second change of channel D. This indicator is marked as... , Used to evaluate the performance of dual-channel cooperative braking;

[0025] Braking response time: |tC1-tC2|, where tC1 and tC2 are the timestamps of point C in the left and right channels, respectively; It is used to characterize the time coordination of the left and right dual channels from the start of full braking with the holding brake, and reflects the synchronization accuracy of the dual-channel braking response.

[0026] S6. Result Judgment: Compare the calculated parameters with the preset threshold to determine whether the brake performance is qualified and whether there is a fault; the result judgment for brake performance testing is as follows:

[0027] Brake performance test braking distance: ≤ This indicates compliance; otherwise, it is considered exceeding limits.

[0028] Brake jamming: < A smooth flow indicates a smooth process; otherwise, it is considered stuck.

[0029] Action synchronization: ≤ If it indicates synchronization, otherwise it is considered out of sync;

[0030] Braking torque: M≥ If the condition is met, it is considered as insufficient;

[0031] Single-sided braking performance: ≤ And the left channel push rod stops the displacement. Right channel push rod to stop displacement All ≤ If the load is balanced, it is considered unbalanced; otherwise, it is considered unbalanced.

[0032] Overspeed protection: If the elevator speed > k during the monitoring process. The system triggers emergency braking, and after emergency braking, the average speed within 0.5 seconds after point D is simultaneously satisfied. ≤ Braking distance during emergency braking ≤ This indicates that the protection is effective; otherwise, it is considered invalid.

[0033] Car displacement: ≤ This indicates compliance; otherwise, it is considered an overtravel.

[0034] Startup response time: ≤ It indicates timeliness; otherwise, it is considered delayed.

[0035] For braking response testing, the results are determined as follows:

[0036] Braking response test braking distance: ≤ This indicates compliance; otherwise, it is considered an over-limit measure.

[0037] Braking response time: |tC1-tC2|≤ If it is qualified, it is otherwise judged as asynchronous;

[0038] Based on the standardized monitoring process, precise parameter calculation, and scientific result judgment logic described above, this invention has the following beneficial effects: It quantifies eight core indicators, covering multiple dimensions such as brake jamming faults, brake action synchronization, and braking torque, avoiding the one-sidedness of monitoring a single parameter; it has high judgment accuracy: based on the collaborative identification of feature points by dual devices, each point is supported by quantitative standards for speed and displacement, resulting in high identification accuracy and avoiding misjudgment by a single sensor; and it has wide implementation compatibility: using independently configured hardware components, it does not require intervention in the original elevator control system and is compatible with both new and old elevators and control systems of different brands. Attached Figure Description

[0039] Appendix Figure 1 This is a hardware installation layout diagram of the device of the present invention.

[0040] The components marked in the diagram are: 1. Laser displacement sensor; 2. Magnetic base; 3. Universal joint rod; 4. Plum blossom fixing knob; 5. Magnetic switch; 6. Speed ​​measuring magnetic wheel; 7. Encoder; 8. Data acquisition unit.

[0041] Appendix Figure 2This is a flowchart illustrating the implementation of the present invention.

[0042] To clearly illustrate the specific details of each step in the process, the markings in the diagram are explained as follows: S1. Input Initial Data: Enter basic information such as rated speed, test speed, various brake shoe hardware parameters, and traction sheave diameter; S2. Select Measurement Type: Choose one of the two modes: brake performance test and brake response test; S3. Start Detection System: Drive the equipment to the test speed via frequency converter. After the speed fluctuation does not exceed 5%, cut off the power and trigger the brake, simultaneously collecting data from the laser displacement sensor and the dedicated speed encoder; S4. Feature Point Identification: Employ a dual-device collaborative verification logic to dynamically identify the starting point, stable running point, deceleration point, and stopping point; S5. Parameter Calculation: Calculate the core indicators based on the corresponding model of the selected measurement type. Displacement data is based on the laser displacement sensor, and speed data is verified by the encoder; S6. Result Judgment: If any parameter exceeds the threshold, the corresponding fault is determined, and the process of retesting after fault elimination is initiated; if all parameters are within the threshold range, the brake performance is determined to be qualified and without fault. Detailed Implementation

[0043] The present invention will be described in detail below with reference to the accompanying drawings and specific embodiments. The embodiments are only some embodiments of the present invention, not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the protection scope of the present invention.

[0044] The example demonstrates a comprehensive performance test of the elevator brake in an office building, including two test methods: brake performance and braking response. The test procedure and parameters are as follows:

[0045] S1. Input initial data: Enter the elevator's rated speed. test speed Traction wheel diameter Brake rotational inertia Brake jamming delay fault threshold Brake action synchronization threshold Braking response time standard threshold Maximum stopping distance allowed Overspeed protection judgment coefficient Minimum permissible braking torque Maximum permissible difference in braking performance on one side Maximum allowed startup response time Maximum permissible displacement throughout the entire process ;

[0046] S2. Select Test Type: Choose either brake performance test or brake response test based on monitoring requirements. The brake performance test comprehensively evaluates eight core indicators, including braking distance, brake jamming fault, action synchronization, braking torque, single-sided braking performance, overspeed protection judgment, car displacement, and start-up response time. The brake response test focuses on braking response speed and left and right dual-channel coordination, including braking distance and braking response time.

[0047] S3. Start the monitoring system: The elevator inverter drives the traction machine to run, and the elevator reaches the test speed. =2.01m / s and the speed fluctuation range ≤±5% stabilizes, then the inverter power output is cut off to trigger the brake. A dedicated speed measurement component assists in speed measurement, while two sets of laser displacement sensors primarily measure the displacement of the push rods on both sides, synchronously collecting instantaneous speed data, push rod displacement data, and corresponding timestamps during the brake action. Before braking, the laser displacement sensors detect that the push rod displacement has stabilized at... =50.0mm without fluctuation, the speed detected by the dedicated speed measuring component is stable at 2.01m / s;

[0048] S4. Standardized identification of four core points: Based on dual-device collaborative identification of feature points, each point is supported by velocity and displacement quantification standards, and the specific identification is as follows:

[0049] Starting point A: The starting point for the left channel is A1, corresponding to time tA1=0.03s. The laser displacement sensor detects that the push rod displacement changes abruptly from 50.0mm to 50.6mm, with a change amplitude ≥0.5mm. The dedicated speed measuring component detects the first speed fluctuation ≥±5%, from 2.01m / s to 1.92m / s. The starting point for the right channel is A2, corresponding to time tA2=0.04s. The laser displacement sensor detects that the push rod displacement changes abruptly from 50.0mm to 50.5mm, with a change amplitude ≥0.5mm. The dedicated speed measuring component detects the first speed fluctuation ≥±5%, from 2.01m / s to 1.91m / s. This is determined to be the start of brake action.

[0050] Stable operating point B: The stable operating point for the left channel is B1, corresponding to time tB1=0.12s. The laser displacement sensor detects that the displacement of the push rod increases from 50.6mm to 50.8mm within 100ms, with a change of ≤0.2mm. The dedicated speed measuring component detects a stable speed of 1.95m / s, with fluctuations ≤±3%. The stable operating point for the right channel is B2, corresponding to time tB2=0.13s. The laser displacement sensor detects that the displacement of the push rod increases from 50.5mm to 50.7mm within 100ms, with a change of ≤0.2mm. The dedicated speed measuring component detects a stable speed of 1.94m / s, with fluctuations ≤±3%. It is determined that the brake shoe and brake wheel are fully engaged, and the elevator enters a uniform speed gliding state.

[0051] Deceleration point C: The deceleration point of the left channel is C1, corresponding to time tC1=0.35s. The laser displacement sensor detects that the displacement of the push rod increases from 53.2mm to 60.3mm within 100ms, an increase of ≥1mm. Moreover, the speed detected by the dedicated speed measuring component deviates from the ±5% range of the test speed, and the decrease within 100ms is ≥10%, from 1.95m / s to 1.72m / s. The deceleration point of the right channel is C2, corresponding to time tC2=0.37s. The laser displacement sensor detects that the displacement of the push rod increases from 53.1mm to 60.1mm within 100ms, an increase of ≥1mm. Moreover, the speed detected by the dedicated speed measuring component deviates from the ±5% range of the test speed, and the decrease within 100ms is ≥10%, from 1.94m / s to 1.70m / s. It is determined that the brake has entered the full braking state.

[0052] Stopping point D: The stopping point for the left channel is D1, corresponding to time tD1=1.90s. The laser displacement sensor detects that the displacement of the push rod is stable at 67.5mm, with a change of ≤0.1mm and no rebound within 100ms. The encoder detection speed drops to ≤0.05m / s, with a change of ≤0.05m / s within 100ms. The stopping point for the right channel is D2, corresponding to time tD2=1.95s. The laser displacement sensor detects that the displacement of the push rod is stable at 67.3mm, with a change of ≤0.1mm and no rebound within 100ms. The dedicated speed measuring component detects that the speed drops to ≤0.05m / s, with a change of ≤0.05m / s within 100ms. It is determined that the elevator has come to a complete stop.

[0053] S5. Parameter Calculation: Displacement data is primarily based on the results acquired by the laser displacement sensor, while velocity data acquired by the dedicated velocity measurement component is used for verification and auxiliary judgment. Combining the monitoring focus of the two test modes, the corresponding core parameters are calculated separately, as follows:

[0054] For the brake performance test, the calculation results of various core parameters are as follows: The braking distance for the brake performance test is taken as the velocity-time integral displacement of the first detected speed change channel from C to D. =180mm; Brake jamming fault =|(tD1-tC1)-(tD2-tC2)|=30ms; Brake action synchronization =|tA1-tA2|=0.01s; Braking torque M=2J / D ( - ) / ( - )≈6.39N m; In the unilateral braking performance, the velocity-time integral displacement of the left channel C1→D1 segment. =180mm, velocity-time integral displacement of right channel C2→D2 segment =185mm, difference between the two sides =10mm; In the overspeed protection judgment, the maximum speed throughout the entire process is 2.01m / s =k Speed ​​within 0.5 seconds after braking =0m / s; The car displacement is the displacement integral of velocity-time over the entire distance from A1 to D1. =320mm; the startup response time is taken as the time interval between A1 and C1 of the first changing channel. =0.32s;

[0055] For the braking response test, the calculation results of various core parameters are as follows: Braking response time =|tC1-tC2|=0.52s; Braking response test braking distance is taken as the velocity-time integral displacement of the first changing channel C1 → the second changing channel D2. =410mm;

[0056] S6. Result Judgment: Compare the calculated parameters with the preset thresholds. If all calculated parameters in the brake performance test are within the preset threshold range, the brake performance is judged to be qualified and without fault. If the brake response time in the brake response test exceeds the threshold by 0.52s and the brake distance in the brake response test exceeds the threshold by 410mm, the brake response is judged to be unqualified and the left and right channels are asynchronous. The fault needs to be investigated and retested.

Claims

1. A method for dynamic self-monitoring of the comprehensive performance of elevator brakes, characterized in that, Specifically, it includes the following steps: S1. Input initial data: elevator rated speed Test speed Traction sheave diameter D, brake moment of inertia J, brake jamming delay fault threshold Brake action synchronization threshold Braking response time standard threshold Maximum permissible stopping distance Overspeed protection judgment coefficient k, minimum permissible braking torque Maximum permissible difference in braking performance on one side Maximum allowed startup response time Maximum permissible displacement throughout the entire process ; S2. Select Test Type: Choose either brake performance test or brake response test based on monitoring requirements. The brake performance test comprehensively evaluates eight core indicators, including braking distance, brake jamming fault, action synchronization, braking torque, single-sided braking performance, overspeed protection judgment, car displacement, and start-up response time. The brake response test focuses on braking response speed and left and right dual-channel coordination, including braking distance and braking response time. S3. Start the monitoring system: The elevator inverter drives the traction machine to run until the test speed is reached. Once the speed fluctuation range stabilizes within ±5%, the inverter power output is cut off to trigger the holding brake. Two sets of laser displacement sensors and a dedicated speed measuring component are used to collect data synchronously. The two sets of laser displacement sensors detect the displacement of the push rods on both sides, forming a dual-channel acquisition mode. The speed measuring magnetic wheel of the dedicated speed measuring component is in contact with the traction wheel to collect the rotational speed. The raw data collected by the laser displacement sensors and the dedicated speed measuring component are transmitted to the data acquisition unit, which synchronously obtains the instantaneous speed, push rod displacement, and timestamp. S4. Standardized identification of four core points: Starting point A: The point on the average side of the last stable period before breaking the speed threshold, corresponding to the start of brake action; the moment when the laser displacement sensor detects a sudden change in displacement of the push rods on both sides ≥0.5mm, and the first fluctuation of the two sets of speed data collected by the encoder ≥±5%; Stable operating point B: The stable starting point before the maximum speed change amplitude occurs, corresponding to the moment when the brake shoe and brake wheel are in complete contact; the change in displacement of the push rods on both sides within 100ms is ≤0.2mm, and the fluctuation of the two sets of speed data is ≤±3%; Deceleration point C: The point at which the test speed deviates from the target value ±5% and begins to decelerate, corresponding to the full braking state of the brake; the moment when the displacement of the push rods on both sides increases by ≥1mm within 100ms, and the decrease in the two sets of speed data is ≥10% within 100ms. Stopping point D: The point on the average side of the first steady period after falling back to the speed threshold range of ≤0.05m / s, corresponding to the elevator speed returning to zero and coming to a complete stop; the moment when the displacement of the push rods on both sides changes by ≤0.1mm within 100ms and the two sets of speed data are ≤0.05m / s. S5. Parameter Calculation: Calculate the core parameters according to the selected test type. The displacement data is mainly based on the results collected by the laser displacement sensor, and the velocity data collected by the dedicated velocity measurement component is used for verification and auxiliary judgment. S6. Result Judgment: Compare the calculated parameters with the preset threshold to determine whether the brake performance is qualified and whether there is a fault.

2. The method according to claim 1, characterized in that, The initial data in step S1 has the following default values: The overspeed protection judgment coefficient k=1.15, which is applicable to elevators with a rated speed ≤2.5m / s; brake jamming delay fault threshold. =1500ms; Standard threshold for brake response time =0.5s; Brake action synchronization threshold =0.5s; Brake moment of inertia J=1.0kg m 2 Traction sheave diameter D = 0.3m; Maximum permissible stopping distance =200~500mm, adapted according to rated load capacity: when rated load capacity G≤800kg, =200~300mm, when 800kg <G≤1250kg, =300~400mm, when G>1250kg, =400~500mm; Minimum permissible braking force =6N m; Maximum permissible difference in single-sided braking performance =10mm; Maximum permissible startup response time =0.5s; Maximum allowable displacement throughout the entire process =500mm.

3. The method according to claim 1, characterized in that, The installation requirements for the laser displacement sensor (1), the dedicated velocity measuring component, and the data acquisition unit (8) in step S3 are as follows: The dedicated speed measuring component is a combination of a speed measuring magnetic wheel (6) and an encoder (7), which are coaxially fixed to form an integrated speed measuring unit. The dedicated speed measuring component is attached to the elevator metal parts by a universal fixing component, and the groove of the speed measuring magnetic wheel is completely in contact with the traction wheel. The universal fixing component includes a universal magnetic base (2), a magnetic switch (5), a universal joint rod (3), and a plum blossom fixing knob (4). The laser displacement sensor (1) is installed near the drum brake push rod by the universal fixing component, with the laser point aligned with the center of the push rod and symmetrically arranged on both sides. All laser displacement sensors (1) and dedicated speed measuring components are connected to the corresponding interface of the data acquisition unit (8) through transmission lines.

4. The method according to claim 1, characterized in that, The calculation method for core parameters in S5, including the calculation method for each core parameter in the brake performance test, is as follows: Braking performance test braking distance: Take the integral displacement of speed-time in the C→D segment of the first detected speed change channel, and mark this as... , Used to evaluate unilateral braking performance; Brake jamming fault: =|(tD1-tC1)-(tD2-tC2)|, where tC1 and tC2 are the timestamps at point C in the left and right channels, and tD1 and tD2 are the timestamps at point D in the left and right channels; Used to characterize the time difference between the left and right channels from full braking to complete stop, reflecting the braking jamming situation; Action synchronization: =|tA1-tA2|, where tA1 and tA2 are the timestamps of point A in the left and right channels, respectively; Used to characterize the time consistency of the start of the left and right channel brake actions; Braking torque: M=2J / D ( - ) / ( - ), Let C be the instantaneous velocity. The instantaneous velocity at point D; M is used to characterize the magnitude of the torque generated when the brake is applied at full force, reflecting the strength of the braking capability; Single-sided braking performance: Calculate the velocity integral displacement of the C→D segment in both the left and right channels, denoted as... , And calculate the displacement difference between the two sides, denoted as , =| - |; Used to characterize the balance of braking displacement in the left and right channels, reflecting the difference in braking performance on one side; Overspeed protection determination: The actual operating speed of the car, collected by a dedicated speed measuring component, is greater than k. Emergency braking is triggered at point D, and the average speed within 0.5 seconds after point D is recorded as follows: ; Used to verify speed stability after emergency braking and to evaluate the effectiveness of overspeed protection; Car displacement: Take the integral displacement of velocity minus time over the entire journey from A to D, denoted as... ; Used to characterize the total distance the car travels during the brake braking process, reflecting the displacement control effect throughout the braking process; Startup response time: Take the time interval between the A→C changes of the left and right channels, denoted as ; Used to characterize the response speed of the brake from the start of action to full braking, reflecting the timeliness of brake initiation; The calculation methods for the core parameters of the braking response test are as follows: Braking response test braking distance: Take the integral displacement of velocity-time during the first change of channel C to the second change of channel D. This index is marked as... , Used to evaluate the performance of dual-channel cooperative braking; Braking response time: |tC1-tC2|, where tC1 and tC2 are the timestamps of point C in the left and right channels, respectively; It is used to characterize the time coordination of the left and right dual channels from the start of full braking with the holding brake, and reflects the synchronization accuracy of the dual-channel braking response.

5. The method according to claim 4, characterized in that, The judgment rules for the brake performance test are as follows: Brake performance test braking distance: ≤ This indicates compliance; otherwise, it is considered exceeding limits. The braking distance for the brake performance test corresponding to the brake performance test in step S5. The maximum allowable stopping distance is input in step S1; Brake jamming: < A smooth flow indicates a smooth process; otherwise, it is considered stuck. This refers to the brake resistance delay corresponding to the brake performance test in step S5. The brake jamming delay fault threshold is input in step S1; Action synchronization: ≤ If it indicates synchronization, otherwise it is considered out of sync; This refers to the synchronization of actions corresponding to the brake performance test in step S5. The brake action synchronization threshold is input for step S1; Braking torque: M≥ If the condition is met, it is considered as insufficient; M represents the braking torque corresponding to the brake performance test in step S5. The minimum permissible braking torque is input for step S1; Single-sided braking performance: ≤ And the left channel push rod stops the displacement. Right channel push rod to stop displacement All ≤ If the load is balanced, it is considered unbalanced; otherwise, it is considered unbalanced. This refers to the displacement difference between the two sides corresponding to the brake performance test in step S5. , These are the maximum permissible difference in single-sided braking performance and the maximum permissible braking distance input in step S1, respectively. Overspeed protection: If the elevator speed > k during the monitoring process. The system triggers emergency braking, and after emergency braking, the average speed within 0.5 seconds after point D is simultaneously satisfied. ≤ Braking distance during emergency braking ≤ This indicates that the protection is effective; otherwise, it is considered invalid. The average overspeed protection judgment speed corresponding to the brake performance test in step S5. , These are the elevator's rated speed and maximum allowable stopping distance input in step S1, respectively. Car displacement: ≤ This indicates compliance; otherwise, it is considered an overtravel. The car displacement corresponding to the brake performance test in step S5. The maximum permissible displacement throughout the entire process is input for step S1; Startup response time: ≤ It indicates timeliness; otherwise, it is considered delayed. This refers to the start-up response time corresponding to the brake performance test in step S5. The maximum allowed startup response time is input for step S1; The braking response test result is as follows: Braking distance: ≤ This indicates compliance; otherwise, it is considered exceeding limits. The braking distance corresponding to the braking response test in step S5. The maximum allowable stopping distance is input in step S1; Braking response time: |tC1-tC2|≤ If the condition is met, it is considered acceptable; otherwise, it is considered asynchronous. |tC1-tC2| represents the braking response time corresponding to the braking response test in step S5. The standard threshold for braking response time is input for step S1.

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