Elevator car component load brake safety operation test method and system

Abstract

The present application relates to the technical field of component testing, and in particular to a kind of elevator car component bearing brake safety operation test method and system, comprising the following steps: S100, acquisition door machine and brake action time difference, measured Celsius temperature and structure parameter, deployment integrated sensing group;S200, calculate and adjust the torque-tension matching angle of loading head;S300, according to the dynamic curve containing action time difference, lateral tension and oblique torque are applied to car component Compound force;S400, through temperature-viscosity-force value correction model, compensate measured force value deviation;S500, combine action time difference to calculate stress increment;S600, based on stress increment and brake clearance determine risk level and execute early warning, archive test data.The present application avoids the mechanical damage of door machine connecting seat, brake pull rod and other components caused by disassembling car through on-site testing mode without disassembly, and can also restore the narrow space of elevator shaft and the actual stress working condition of components.

Description

A test method and system for safe operation of elevator car components under load and braking. Technical Field

[0001] This invention relates to the field of component testing technology, and in particular to a method for testing the load-bearing braking safety operation of elevator car components. Background Technology

[0002] The load-bearing strength of the elevator car and the reliability of the braking system are directly related to passenger safety. Core components such as the car frame, door operator connector, and brake lever must withstand the lateral tension of the door opening and closing, the vertical pressure of the car load, and the impact torque during braking during long-term operation. This is especially true for off-center doors (side-opening doors, staggered doors), where the force on the components is asymmetrically distributed due to the door installation position being off-center from the car center, requiring higher adaptability and accuracy of the testing equipment.

[0003] Currently, the industry still mainly uses traditional large-scale fixed test platforms for load-bearing and braking tests of elevator car components. The traditional testing method involves disassembling the entire car and transporting it to the laboratory. A unidirectional load is applied by a hydraulic cylinder fixed on a steel frame, and wired sensors are used to collect braking displacement and force data to evaluate the performance of the components.

[0004] For example, patent document CN201710004848.5 discloses an elevator car door opening force testing machine, which includes a long box body. Inside the long box body, a positive and negative threaded screw is arranged along its length. The two ends of the positive and negative threaded screw are rotatably connected to the two ends of the long box body, and one end of the positive and negative threaded screw extends out of the end of the long box body and is connected to a driving device. The positive and negative threaded screw located in the long box body includes two threaded structures. Each threaded structure is fitted with a slider. One side of the slider extends out of the rear side of the long box body and is connected to a suction cup. The two suction cups correspond to one door of the elevator car, and when working, they can apply a unidirectional horizontal pulling force along the screw axis to simulate the linear force when the door is opened.

[0005] However, the above structure has the following disadvantages when used in a side-door car:

[0006] First, its force application direction is singular, and it can only apply a straight horizontal tension, which cannot simulate the complex force state such as the oblique torque and lateral tension when the side door car operator opens.

[0007] Secondly, the length of the long box structure usually exceeds 2 meters, and the volume is large. It usually relies on a fixed installation site and cannot enter the elevator shaft or small machine room for on-site testing; it cannot dynamically match the actual stress conditions of the car in the actual environment.

[0008] Based on this, it is necessary to design a safety operation testing device specifically for on-site testing of off-door type elevator cars. Summary of the Invention

[0009] To solve one of the above-mentioned technical problems, the present invention provides a method for testing the load-bearing braking safety operation of elevator car components, comprising the following steps:

[0010] The S100 collects the time difference between the gantry crane and braking actions, the measured Celsius temperature, and structural parameters, and deploys an integrated sensor group.

[0011] The S200 calculates and adjusts the torque-tension adaptation angle of the loading head.

[0012] The S300 applies a combined force of lateral tension and oblique torque to the car components according to a dynamic curve that includes the time difference of the action.

[0013] The S400 compensates for deviations in measured force values ​​using a temperature-viscosity-force correction model.

[0014] The S500 calculates the force amplification by combining the action time difference.

[0015] The S600 determines the risk level and issues warnings based on the increase in force and braking clearance, and archives the test data.

[0016] Based on any of the above technical solutions, a further optimization is made to: the actual force value in S400 after viscosity correction. Calculated using a two-level formula:

[0017] ① The real-time viscosity μ of brake grease is obtained by converting temperature T: In the formula, u0 is the standard viscosity at 25℃, T0=25℃ is the reference temperature, and k T Here, T is the temperature coefficient, and T is the measured temperature in Celsius.

[0018] ② Force correction formula based on viscosity μ: In the formula, This is the measured force value. Viscosity threshold; Basic correction factor, Here, μ is the high viscosity correction factor, and I is the indicator function. When μ > 0. If I=1, then I=1; otherwise, I=0.

[0019] This refers to the actual force value, measured in kN, which, after temperature-viscosity correlation correction, accurately reflects the actual stress state of elevator car components (door operator connector, brake lever, etc.).

[0020] Based on any of the above technical solutions, a further optimization is made to: calculate the force increase ΔF in S500 by incorporating the action time difference. t The calculation formula is as follows:

[0021] .

[0022] In the formula, The rated force is Δt; Δt is the time difference between the gantry crane and the braking action (collected in step S100). The maximum time difference threshold, This is the standard time difference coefficient. I is the excess time difference coefficient; I is the indicator function, when If I = 1, then I = 1; otherwise, I = 0.

[0023] Based on any of the above technical solutions, a further optimization is made: the adjustment steps for the loading head adaptation angle θ in S200 are as follows: use a laser angle meter to measure the angle α between the brake lever and the line connecting the door operator's connecting seat (measure once at the door opening positions of 1 / 3, 2 / 3, and fully open, and take the average), and take the angle correction coefficient k according to the off-center door type. Q (Side-opening door 0.8-0.9, staggered door 0.7-0.8), calculate θ=k Q After ×α, adjust the loading head to this angle, and calibrate the deviation with an angle ruler to ≤0.5°.

[0024] Among them, the loading head, as a component used for force transmission and application, has mature applications in fields such as mechanical testing and sensor calibration, and the relevant technical solutions have been disclosed through patents and literature, and can be directly adopted, belonging to existing technology.

[0025] Based on any of the above technical solutions, the following optimization is made: The deployment steps of the integrated sensor group in S100 are as follows: the temperature sensor is attached to the outer wall of the brake grease cavity of the elevator car (contact pressure 5-10N), and the three force sensors are magnetically attached to the door operator connecting seat, the brake lever and the side frame of the car (adsorption force ≥30N). The sensors are connected through a synchronous cable (delay ≤0.1ms). After deployment, they are calibrated with a standard precision force measuring instrument (error ≤2%) to ensure consistent data acquisition timing.

[0026] Based on any of the above technical solutions, a further optimization is made: the generation steps of the dynamic curve in S300 are as follows: divided into four stages based on Δt, the pre-loading stage (0-Δt) applies 30% of the rated lateral tension, and the synchronous loading stage (Δt-Δt+) Linearly increase to rated tensile and torque, stable phase (lasting 2 hours) The force value remains constant, and the unloading phase (Δt duration) linearly returns to zero; The rated acceleration time of the gantry crane (determined according to the speed class of GB / T10058-2009).

[0027] Based on any of the above technical solutions, the following further optimization is made: The early warning execution steps in S600 are as follows: For risk level R ≥ 25%, an emergency early warning (85dB audible and visual alarm + elevator locking) is triggered; for 15% ≤ R < 25%, a maintenance early warning (including deviation parameter SMS) is pushed; for R < 15%, only data is recorded. Early warning cancellation requires password verification and retesting to meet standards; the threshold must comply with the security requirements of GB21240-2007. The formula for calculating the risk level is... , As the force amplification weight, For braking gap weight, To measure the braking clearance, This is the maximum permissible braking clearance.

[0028] Based on any of the above technical solutions, the following optimization is made: The measurement steps for the brake clearance δ are as follows: Use a digital plug gauge (accuracy 0.01mm) to take 3 evenly distributed measurement points on the brake wheel (each point is 120° apart), measure the minimum distance between the brake shoe and the brake wheel, and take the average value as δ (deviation ≤ 0.02mm). Clean the oil and impurities in the clearance before measurement.

[0029] Based on any of the above technical solutions, a further optimization is made: the data archive content in S600 includes: θ, α, Δt, μ, F meas , ,ΔF t The measured value and calculation process of δ are presented in JSON format. The data is archived on an encrypted USB flash drive and will be kept for at least 5 years.

[0030] The present invention also provides an elevator car component load-bearing braking safety operation test system, characterized in that the system stores a computer program, and when the computer program is executed by a processor, it implements the elevator car component load-bearing braking safety operation test method as described above.

[0031] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0032] 1. This invention adopts a non-disassembly on-site testing mode, combined with the magnetic installation of integrated sensor groups (adsorption force ≥30N) and synchronous cable acquisition (delay ≤0.1ms) design. This not only avoids mechanical damage to components such as door operator connecting seats and brake levers caused by disassembling the car, but also restores the narrow space of the elevator shaft (width 1.5-2.0m) and the actual stress conditions of the components. This solves the problems of decreased component assembly accuracy and disconnect between the test scenario and the real operating environment after traditional disassembly testing.

[0033] 2. This invention constructs a multi-dimensional testing logic that correlates temperature, viscosity, force value correction, action time difference, and force amplification. It quantifies and incorporates factors that are ignored in traditional testing, such as the low temperature and high viscosity of brake grease (viscosity at 0℃ is 3-4 times that at 25℃) and the asynchronous action (Δt) between the door operator and the brake. Compared with testing methods that rely solely on a single force value threshold, this invention reduces the error in force amplification calculation to ≤5% and improves the accuracy of risk level determination to over 95%, significantly enhancing the accuracy of testing the brake safety performance of car components.

[0034] 3. This invention utilizes differentiated adaptation design (side-opening door angle correction coefficient k) Q =0.8-0.9, misalignment gate k Q =0.7-0.8, maximum permissible braking clearance δ for side-opening doors max =0.5-0.6mm, misaligned door δ max =0.4-0.5mm), combined with the existing ball joint loading head's multi-angle adjustment (deviation ≤0.5°) and dynamic loading curve with action time difference, it can accurately adapt to the asymmetrical force characteristics of off-door elevators such as side-opening doors and misaligned doors, and solve the problems of poor adaptability of traditional general testing methods to off-door scenarios and large deviation between the direction of composite force loading and the actual force.

[0035] 4. This invention achieves rapid risk response (emergency warning response ≤0.1s) and provides maintenance personnel with data including ΔF through weighted hierarchical early warning based on risk level R (R≥25% emergency lockout, 15%≤R<25% maintenance push) and full-process data archiving. t The system provides a precise basis for inspection of deviation parameters such as δ, and the long-term archived data can trace the performance degradation trend of components, reduce blind maintenance, and improve the maintenance efficiency of elevator braking systems. Attached Figure Description

[0036] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the accompanying drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. In all the drawings, similar elements or components are generally identified by similar reference numerals. In the drawings, the elements or components are not necessarily drawn to scale.

[0037] Figure 1 is a flowchart of the running test method of the present invention.

[0038] Figure 2 is a schematic diagram of the dynamic curve in S300 of the present invention.

[0039] Figure 3 is a flowchart of the adjustment steps for the loading head adaptation angle θ in S200 of the present invention.

[0040] In Figure 2, the horizontal coordinates of the four black marked points in the dynamic curve correspond to the horizontal coordinates of the time nodes of each stage: the preloading stage, the synchronous loading stage, the stabilization stage, and the unloading stage. Detailed Implementation

[0041] The embodiments of the technical solution of the present invention will now be described in detail with reference to the accompanying drawings. These embodiments are only used to more clearly illustrate the technical solution of the present invention and are therefore merely examples, not intended to limit the scope of protection of the present invention. The specific structure of the present invention is shown in Figures 1-3.

[0042] A method for testing the load-bearing braking safety operation of elevator car components includes the following steps:

[0043] The S100 collects the time difference between the gantry crane and braking actions, the measured Celsius temperature, and structural parameters, and deploys an integrated sensor group.

[0044] The S200 calculates and adjusts the torque-tension adaptation angle of the loading head.

[0045] The S300 applies a combined force of lateral tension and oblique torque to the car components according to a dynamic curve that includes the time difference of the action.

[0046] The S400 compensates for deviations in measured force values ​​using a temperature-viscosity-force correction model.

[0047] The S500 calculates the force amplification by combining the action time difference.

[0048] The S600 determines the risk level and issues warnings based on the increase in force and braking clearance, and archives the test data.

[0049] In stage S100, existing monitoring equipment is used to collect data on the time difference between the door operator and brake actions (reflecting the synchronicity of the door operator and brake system actions), measured Celsius temperature (correlated with changes in grease viscosity), and elevator car structural parameters (such as the relative position of the brake lever and the door operator connector). Simultaneously, an integrated sensor group is deployed to achieve real-time acquisition of multiple parameters. In stage S200, based on the structural parameters collected in S100, the torque-tension adaptation angle of the loading head is calculated to ensure that the loading direction is consistent with the actual force direction of the car components. Mechanical adjustment is then used to bring the loading head to this adaptation angle. In stage S300, a dynamic curve is generated based on the time difference between the door operator and brake actions collected in S100. Following the curve sequence, the door operator's pre-action is simulated first, followed by the synchronous application of a composite force of lateral tension and oblique torque. The original car components were subjected to actual stress conditions. In stage S400, a temperature-viscosity-force correction model was used to first convert the measured Celsius temperature collected in S100 into grease viscosity. Then, based on the viscosity, the measured force value of the integrated sensor group in S300 was compensated for the deviation, eliminating the interference of temperature-induced grease viscosity changes on force measurement. In stage S500, the actual force value corrected by S400 was compared with the rated force of the car components. Combined with the time difference between door operator and brake action collected in S100, the force increase was calculated to quantify the overload risk of components. In stage S600, the force increase calculated by S500 was combined with the measured brake clearance to determine the risk level. Different warning actions were executed according to the level. At the same time, the key parameters and calculation process during the test were archived to provide a basis for subsequent maintenance.

[0050] The above solution employs three key features: First, it adopts a non-disassembly on-site testing mode to avoid component damage caused by disassembling the elevator car and the disconnect between the test scenario and the actual scenario. Second, the steps are sequential and data is interconnected. The parameters collected in S100 provide the basic data for subsequent angle calculations in S200, dynamic curve generation in S300, force correction in S400, and amplification calculation in S500, ensuring a closed-loop test logic. Third, it introduces multi-dimensional correction and risk assessment, taking into account the influence of temperature and viscosity on force values ​​and the superposition effect of action time difference on force, thereby improving test accuracy. The core function is to achieve accurate testing of the load-bearing braking safety performance of elevator car components (door operator connector, brake lever, etc.), specifically including parameter acquisition (integrated sensor group for simultaneous acquisition of multiple parameters), loading direction adaptation (load head torque-tension adaptation angle adjustment), realistic working condition simulation (dynamic composite force loading including action time difference), force deviation compensation (temperature-viscosity-force correction model), risk quantification and early warning (force amplification calculation and risk level assessment), and data archiving (test data storage and traceability).

[0051] In elevator car component testing scenarios, this method breaks through the limitations of conventional single-parameter testing and fixed-direction loading, and has the ability to adapt to elevator cars with off-center doors (side-opening doors, staggered doors).

[0052] Conventional testing methods ignore the impact of the time difference between the door operator and the brake and the viscosity change of the brake grease at low temperatures on the test results. However, this method uses S100 to collect parameters specific to these two types of off-door cars, S300 to load according to the dynamic curve containing the time difference to adapt to the asynchronous action characteristics of the door operator and brake of the off-door car, and S400 to compensate for the force deviation caused by the change in grease viscosity at low temperatures. Finally, it can achieve accurate testing of special working conditions such as asymmetrical force, asynchronous action, and environmental sensitivity of off-door car components.

[0053] Based on any of the above technical solutions, a further optimization is made to: the actual force value in S400 after viscosity correction. Calculated using a two-level formula:

[0054] ① The real-time viscosity μ of brake grease is obtained by converting temperature T: In the formula, u0 is the standard viscosity at 25℃, T0=25℃ is the reference temperature, and k T Here, T is the temperature coefficient, and T is the measured temperature in Celsius.

[0055] ② Force correction formula based on viscosity μ: In the formula, This is the measured force value. Viscosity threshold; Basic correction factor, Here, μ is the high viscosity correction factor, and I is the indicator function. When μ > 0. If I=1, then I=1; otherwise, I=0.

[0056] It should be noted that the S400's force correction employs a temperature-viscosity conversion and viscosity-force correction calculation logic to achieve accurate compensation for measured force values. It first establishes a quantitative relationship between temperature and viscosity, then establishes a quantitative relationship between viscosity and force, making the correction logic clear and traceable. An indicator function is introduced to achieve piecewise correction, specifically for high viscosity (μ > 0.05). Additional compensation for specific scenarios is provided to adapt to extreme conditions where the viscosity of grease increases significantly at low temperatures, avoiding insufficient correction in high-viscosity scenarios caused by a single correction coefficient; the parameters (u0, T0, k) in the formula are included. T k μ1 k μ2 , All values ​​are fixed or measurable values ​​that can be determined through industry standards or experiments, ensuring that the correction process is reproducible.

[0057] The core function of the above solution is to compensate for the deviation of the measured force value due to the change in brake grease viscosity, and to ensure the accuracy of force value measurement under different temperature conditions. Specifically, it includes temperature-viscosity conversion function (converting temperature signal into viscosity parameter), basic viscosity correction function (force value compensation for normal viscosity changes), and high viscosity additional correction function (enhanced compensation for extreme high viscosity scenarios). The final output is the actual force value that can truly reflect the stress state of the car body components, providing an accurate data basis for the calculation of the force increase of S500.

[0058] In elevator car braking system testing scenarios, this correction model compensates for the impact of low-temperature, high-viscosity elevator brake grease on braking force transmission. Conventional mechanical force value corrections only consider equipment accuracy errors, neglecting the environmental sensitivity of the test medium (such as grease). However, the viscosity of elevator brake grease increases significantly in low-temperature winter environments (e.g., at 0℃, the viscosity can reach 3-4 times that at 25℃), leading to changes in the force transmission efficiency of the braking system and thus increasing the deviation between the measured force value and the actual force. This method accurately quantifies the correlation between temperature, viscosity, and force value through a two-stage formula, especially for μ > The high viscosity scenario (corresponding to the winter operation environment of elevators) is combined with additional corrections to ensure that the test force value can still reflect the real force on the car components at low temperatures.

[0059] Based on any of the above technical solutions, a further optimization is made to: calculate the force increase ΔF in S500 by incorporating the action time difference. t The calculation formula is as follows:

[0060] .

[0061] In the formula, The rated force is Δt; Δt is the time difference between the gantry crane and the braking action (collected in step S100). The maximum time difference threshold, This is the standard time difference coefficient. I is the excess time difference coefficient; I is the indicator function, when If I = 1, then I = 1; otherwise, I = 0.

[0062] It should be noted that the S500's force amplification calculation is based on the core logic of base amplification × time difference influence coefficient, quantifying the superposition effect of the time difference between the door operator and braking action on the force on the car components.

[0063] First, calculate the increase in basic force (reflecting the deviation ratio of the actual force on the component relative to the rated force when the action time difference is not considered); second, introduce the action time difference Δt of the gantry crane and brake collected by S100, and calculate the time difference influence coefficient: where This is a standard time difference coefficient used to quantify the conventional impact of time difference on forces; Δ tmaxThe maximum time difference threshold (determined by elevator safety standards) is when Δt > Δt. tmax When the indicator function I=1, the superposition... The corresponding excess time difference coefficient strengthens the correction of force amplification in extreme time difference scenarios; finally, the basic force amplification is multiplied by the time difference influence coefficient to obtain the final force amplification ΔF after superimposing the action time difference influence. t This accurately reflects the risk of component overload caused by the combined effects of action time difference and force deviation.

[0064] The above-mentioned solution has two key features. First, it incorporates the time difference between the door operator and brake actions into the force amplification calculation for the first time, breaking through the limitation of conventional methods that only consider force value deviation and achieving risk quantification of both force value and timing factors. Second, it adopts a segmented time difference influence coefficient (normal coefficient + excessive time difference coefficient), which is suitable for testing requirements within the normal time difference range and can also cope with extreme working conditions where the time difference exceeds the limit. Its core function is to quantify the superimposed risk of the time difference between the door operator and brake actions on the force on the car components, and output the force amplification ΔF, which reflects both force value deviation and asynchronous action factors. t Specifically, it includes a basic increase calculation function (quantifying the risk of deviation in pure force value), a normal time difference correction function (quantifying the impact of normal time difference on force), and an excessive time difference correction function (quantifying the reinforcing effect of extreme time difference on force), providing accurate risk quantification indicators for S600 risk level determination.

[0065] The above-mentioned solution, in the testing scenario of off-center elevator cars, possesses the quantitative function to address the risk of force superposition caused by the asynchronous action of the door operator and brake. Due to the special layout of the door operator and brake system in off-center elevators (side-opening doors, staggered doors), the synchronicity of the door operator opening and braking actions is easily affected by mechanical wear and installation deviations, leading to an increased action time difference Δt. This time difference causes the lateral pulling force applied by the door operator to be asynchronous with the resistance applied by the brake, resulting in force superposition (e.g., the door operator has applied pulling force but the brake has not responded in time, causing the instantaneous force on the component to exceed the static force value). Conventional testing methods ignore this superposition effect and only judge the risk based on the static force value, which can easily lead to misjudgment of risk. This solution accurately quantifies this superposition effect through a time difference influence coefficient, especially for cases where Δt > Δt. tmax The risk assessment incorporates additional corrections to cover common fault scenarios in off-door car systems (such as door operator linkage jamming causing excessive time difference) to ensure that the risk assessment can cover the special action risks of off-door car systems.

[0066] Based on any of the above technical solutions, a further optimization is made: the adjustment steps for the loading head adaptation angle θ in S200 are as follows: use a laser angle meter to measure the angle α between the brake lever and the line connecting the door operator's connecting seat (measure once at the door opening positions of 1 / 3, 2 / 3, and fully open, and take the average), and take the angle correction coefficient k according to the off-center door type. Q (Side-opening door 0.8-0.9, staggered door 0.7-0.8), calculate θ=k QAfter ×α, adjust the loading head to this angle, and calibrate the deviation with an angle ruler to ≤0.5°.

[0067] It should be noted that the S200 loading head adapter angle adjustment follows a process of multi-position measurement, coefficient matching, angle calculation, mechanical adjustment, and precision calibration to ensure that the loading direction is consistent with the actual force coupling direction of the car components. First, considering that the relative position of the brake lever and the door operator connector changes during elevator door opening, a laser angle meter is used to measure the angle α between the two at three typical positions: 1 / 3, 2 / 3, and fully open. The arithmetic mean of the three measurements is taken as the reference angle to avoid angle deviation caused by measurement at a single position. Second, the corresponding angle correction coefficient k is matched according to the elevator door type (side-opening door or staggered door). Q (Side-opening doors have a more compact door operator and braking system layout, k) Q The value ranges from 0.8 to 0.9; due to the larger layout offset of the misaligned door, k... Q (Taking values ​​from 0.7 to 0.8), through θ=k Q The torque-tension adaptation angle θ that the loading head needs to be adjusted is calculated using the ×α method. This angle is consistent with the actual force coupling direction of the car components (not a single horizontal or vertical direction). Then, using the ball joint structure of the loading head (which allows for multi-angle rotation), the loading head is adjusted to the calculated angle θ. Finally, the actual angle of the loading head is measured using an angle gauge and calibrated to a deviation from θ ≤ 0.5° to ensure the accuracy of the loading direction. It is also important to note that the loading head is existing technology, and its core function is the transmission and application of force. This step only addresses angle adaptation in the elevator scenario and does not alter its existing technological attributes.

[0068] The solution includes two main aspects: First, it employs a multi-location measurement and averaging method to eliminate the influence of structural position changes during elevator door opening on the included angle measurement, thereby improving the accuracy of the reference included angle α. Second, it differentiates the matching angle correction coefficient k according to the type of off-center door. Q The system adapts to the structural differences between side-opening and offset doors, avoiding angle adaptation deviations caused by universal coefficients. Thirdly, it ensures the accuracy of loading head angle adjustment through a combination of ball joint structure adjustment and angle gauge calibration, guaranteeing the directional accuracy of the S300 composite force loading. The core function is to adjust the torque and tension adaptation angle of the loading head, ensuring the loading direction aligns with the actual force coupling direction of the offset door elevator car components, avoiding test data distortion caused by loading direction deviations. Specifically, this includes a reference angle measurement function (multi-position laser measurement) and a correction coefficient matching function (adapting k according to offset door type). Q ), Adaptation angle calculation function (θ=k Q ×α), angle adjustment, and accuracy calibration functions (angle ruler calibration).

[0069] Among them, the ball-joint type adjustable angle loading head, as a component for force transmission and application, has mature applications in fields such as mechanical testing and sensor calibration, and the relevant technical solutions have been disclosed through patents and literature, and can be directly adopted, belonging to existing technology.

[0070] Based on any of the above technical solutions, the following optimization is made: The deployment steps of the integrated sensor group in S100 are as follows: the temperature sensor is attached to the outer wall of the brake grease cavity of the elevator car (contact pressure 5-10N), and the three force sensors are magnetically attached to the door operator connecting seat, the brake lever and the side frame of the car (adsorption force ≥30N). The sensors are connected through a synchronous cable (delay ≤0.1ms). After deployment, they are calibrated with a standard precision force measuring instrument (error ≤2%) to ensure consistent data acquisition timing.

[0071] The solution employs three main measures: First, it utilizes differentiated installation methods (temperature sensors are attached and pressure-controlled, while force sensors are magnetically attached and adsorption-controlled) to adapt to measurement requirements of different parameters, ensuring the stability and accuracy of each sensor installation. Second, it introduces a synchronization cable to control signal delay (≤0.1ms), resolving the timing synchronization issue in multi-sensor acquisition and providing a consistent data foundation for subsequent S400 temperature-viscosity-force correction and S500 action time difference-force amplification correlation calculation. Third, it performs on-site calibration after deployment (error ≤2%) to avoid accuracy deviations during sensor transportation and installation, ensuring the reliability of test data.

[0072] The above solution enables accurate and synchronous acquisition of key parameters such as the time difference between the door operator and braking actions, measured Celsius temperature, and force values ​​at multiple locations, providing data support for subsequent testing steps. Specifically, it includes temperature acquisition (acquiring measured Celsius temperature T), force value acquisition (acquiring force values ​​from the door operator connector, brake lever, and car side frame), installation and fixing (contact pressure / adhesion force control to ensure sensor stability), synchronous transmission (synchronous cables to ensure timing consistency), and accuracy calibration (calibration with a standard precision force gauge), ultimately outputting multi-dimensional raw data that meets testing accuracy requirements.

[0073] In elevator shaft field testing scenarios, this integrated sensor deployment features adaptability for confined spaces and non-disassembly installation. In conventional laboratory testing, sensors are mostly fixed with bolts and installed with special fixtures in spacious testing environments. However, elevator shafts are confined spaces (mostly 1.5-2.0m wide), and testing must be conducted without disassembling the car. Conventional installation methods are not suitable.

[0074] This step uses magnetic fixing (adsorption force ≥30N) instead of bolt fixing, eliminating the need to drill holes in the car components and avoiding damage to the components; it uses synchronous cables (delay ≤0.1ms) instead of wireless transmission, avoiding signal loss caused by strong electromagnetic interference in the shaft; at the same time, it uses contact pressure control (5-10N) to ensure the installation accuracy of the temperature sensor in the confined space, ultimately achieving high-precision multi-parameter acquisition on-site in the shaft without disassembly. This function is a customized design for the special testing environment of the elevator shaft and cannot be achieved through laboratory sensor installation methods.

[0075] Based on any of the above technical solutions, a further optimization is made: the generation steps of the dynamic curve in S300 are as follows: divided into four stages based on Δt, the pre-loading stage (0-Δt) applies 30% of the rated lateral tension, and the synchronous loading stage (Δt-Δt+) Linearly increase to rated tensile and torque, stable phase (lasting 2 hours) The force value remains constant, and the unloading phase (Δt duration) linearly returns to zero; The rated acceleration time of the gantry crane (determined according to the speed class of GB / T10058-2009).

[0076] The dynamic curve of the S300 is generated based on the time difference Δt between the gantry crane and braking actions, and the rated acceleration time of the gantry crane. Using these as core parameters, the actual stress sequence of the car components during the elevator door opening-stabilization-closing process is simulated.

[0077] In this design, the dynamic curve perfectly matches the actual action sequence of the elevator door operator and braking system (pre-action - synchronous action - stabilization - stop), avoiding the problem of discrepancies between conventional uniform loading, fixed-duration loading, and real-world operating conditions; and incorporating the door operator's rated acceleration time. (Determined according to national standards), to match the force growth rate with the actual acceleration characteristics of the gantry crane, further improving the accuracy of the working condition simulation; the duration of the four stages and Δt, The parameters are clearly defined and adjustable, and can be adapted to the different motion characteristics of different models of side-door elevators.

[0078] Conventional mechanical loading curves are mostly symmetrical curves of uniform loading, stability, and uniform unloading, without considering the differences in the timing of multiple component actions. However, due to the special characteristics of the door operator and brake in off-center elevators, asynchronous action timing (Δt) is a common feature (e.g., the door operator of a side-opening door moves faster than the brake, and the brake response of a misaligned door is delayed). This asynchronous characteristic can cause a sudden change in the force on the components at time Δt.

[0079] This dynamic curve simulates the asynchronous initial state through a pre-loading phase (0-Δt) and the synchronous loading phase (after Δt) simulates the synchronous state after the asynchronous operation ends. It accurately reproduces the sudden force change caused by Δt, avoiding the data distortion caused by the inability of conventional symmetrical curves to simulate this sudden change. Simultaneously, the duration is related to the elevator door operator's rated acceleration time. Correlation ensures that the rate of force change is consistent with the actual operating characteristics of the gantry crane.

[0080] Based on any of the above technical solutions, the following further optimization is made: In S600, the early warning execution steps are as follows: For risk level R ≥ 25%, an emergency early warning is triggered (85dB audible and visual alarm + elevator locking); for 15% ≤ R < 25%, a maintenance early warning is pushed (including deviation parameter SMS); for R < 15%, only data is recorded. Early warning cancellation requires password verification and retesting to meet standards, and the threshold must comply with GB21240-2007 security requirements. The formula for calculating the risk level is: , As the force amplification weight, For braking gap weight, To measure the braking clearance, The maximum permissible braking clearance; using > The weighting settings directly correlate the force increase with the load-bearing limit of the car components (door operator connector, brake lever), constituting an immediate safety risk. Brake clearance affects braking response efficiency; while it doesn't directly cause component failure, long-term excessive clearance will accelerate brake wheel wear, constituting a progressive safety risk. =1 ensures the normalization of risk quantification.

[0081] The S600's early warning execution follows the logic of risk classification, graded response, and safety clearance, based on the force increase ΔF. t The weighted calculation result (risk level R) of the braking clearance δ enables accurate early warning.

[0082] First, the calculated risk level R is determined based on the preset risk thresholds (R < 15% is normal, 15% ≤ R < 25% is a maintenance warning, and R ≥ 25% is an emergency warning; the thresholds meet the safety requirements of GB21240-2007 "Elevator Installation, Renovation and Repair Quality Acceptance Specification").

[0083] Secondly, different warning actions are executed according to the judgment results: ① When R≥25% (extreme risk), an emergency warning is triggered: the control terminal activates an 85dB buzzer to issue an audible and visual alarm (85dB is the standard loudness of industrial safety alarms to ensure that maintenance personnel can clearly identify it in the shaft), and at the same time outputs a control signal to the elevator control system to lock the elevator operation (prohibit the elevator from starting or continuing to run) to prevent safety accidents caused by component overload.

[0084] ② When 15%≤R<25% (potential risk), a maintenance warning is triggered: the control terminal sends a text message to the maintenance personnel's mobile phone via the 4G module. The text message includes the test time, key deviation parameters (force increase ΔFt, braking gap δ), elevator number, and location information, reminding the maintenance personnel to carry out component inspection in a timely manner.

[0085] ③ When R < 15% (no risk), no warning is triggered, and the test data is only stored in the historical log.

[0086] Finally, the warning cancellation adopts a dual verification mechanism: maintenance personnel must enter the administrator password on the control terminal (to prevent unauthorized operation) and re-execute a complete test with a risk level R < 15% (test passed) before the warning can be cancelled (the elevator resumes operation after the emergency warning is cancelled, and the reminder is cleared after the maintenance warning is cancelled).

[0087] Based on any of the above technical solutions, the following optimization is made: The measurement steps for the brake clearance δ are as follows: Use a digital plug gauge (accuracy 0.01mm) to take 3 evenly distributed measurement points on the brake wheel (each point is 120° apart), measure the minimum distance between the brake shoe and the brake wheel, and take the average value as δ (deviation ≤ 0.02mm). Clean the oil and impurities in the clearance before measurement.

[0088] The measurement of brake clearance δ follows a process of cleaning, multiple measurement points, precise measurement, and averaging to ensure that the measured value accurately reflects the clearance between the brake shoe and the brake wheel. Specifically: First, the clearance between the brake wheel and the brake shoe is cleaned before measurement: oil stains, metal shavings, and other impurities in the clearance are wiped away with anhydrous ethanol to prevent impurities from filling the clearance and causing the measured value to be too small, ensuring that the clearance is the true clearance of the braking system. Second, the measurement point locations are determined: three evenly distributed measurement points are taken along the circumference of the brake wheel, with adjacent points spaced 120° apart. This distribution method can cover the main area of ​​the brake wheel circumference and avoid... To avoid the impact of local clearance deviations caused by a single or non-uniform measuring point on the overall measurement results, a digital plug gauge (accuracy 0.01mm, conforming to precision mechanical measurement standards) is used to measure the minimum distance between the brake shoe and the brake wheel at each measuring point. The digital display function can directly read the measured value, avoiding the reading error of conventional mechanical plug gauges. Finally, the arithmetic mean of the measured values ​​at the three measuring points is calculated as the final brake clearance δ, and the deviation between the three measured values ​​is required to be ≤0.02mm to ensure the consistency and reliability of the measurement data, providing accurate clearance parameters for the calculation of the S600 risk level R.

[0089] In elevator braking system testing scenarios, this measurement step provides a function for assessing the uniformity of the brake wheel circumferential clearance. Conventional brake clearance measurements are mostly single-point or two-point measurements, focusing only on the numerical value of the clearance and ignoring the uniformity of the brake wheel circumferential clearance. However, in elevator braking systems, uneven circumferential clearance of the brake wheel (e.g., 0.5mm at one measuring point and 0.3mm at another) will lead to uneven contact between the brake pads and the brake wheel during braking, resulting in increased local wear and affecting braking safety. This step measures at three evenly distributed measuring points (120° apart) and controls the deviation to ≤0.02mm, obtaining both the clearance value and assessing the clearance uniformity. If the deviation of the three measuring points exceeds 0.02mm, it can be directly determined that there are problems such as deformation or installation deviation of the brake wheel or brake pads, requiring priority repair.

[0090] Based on any of the above technical solutions, a further optimization is made: the data archive content in S600 includes: θ, α, Δt, μ, F meas , ,ΔF t The measured value and calculation process of δ are presented in JSON format. The data is archived on an encrypted USB flash drive and will be kept for at least 5 years.

[0091] The S600's data archiving follows the logic of full-element collection, standardized format, secure storage, and long-term preservation to ensure the integrity, traceability, and security of test data; it achieves complete, secure, and long-term storage of test data, providing data support for subsequent maintenance traceability and performance analysis.

[0092] The present invention also provides an elevator car component load-bearing braking safety operation test system, wherein the system stores a computer program, and when the computer program is executed by a processor, it implements the elevator car component load-bearing braking safety operation test method as described above.

[0093] Example: Office building side-opening car test (low temperature winter environment).

[0094] The test subject was a side-opening elevator car in an office building of a certain brand (rated load 1000kg, door operator connector model: MJ-300, brake lever model: ZL-250, brake wheel nominal diameter: 300mm).

[0095] The testing steps for the method are as follows:

[0096] S100: Collects the time difference between the gantry crane and braking actions, the measured Celsius temperature, and structural parameters, and deploys an integrated sensor group.

[0097] Parameter acquisition operation:

[0098] Collect the time difference Δt between the door operator and the braking action: Start the high-speed camera and record the process from when the door operator receives the opening command (0s) to when the strain value of the brake lever first exceeds 0 (0.3s). Calculate Δt=0.3s and record it synchronously into the portable control terminal.

[0099] Acquire the measured Celsius temperature T: Place the temperature sensor of the integrated sensor group close to the outer wall of the brake grease chamber, apply 8N contact pressure through the elastic pressure plate (to ensure no air gap), and collect T=0℃ in real time.

[0100] Structural parameters were collected: The angle α between the brake lever and the line connecting the door operator was measured using a laser angle meter. The measurement was taken three times at the door opening positions of 1 / 3 (α1=45.2°), 2 / 3 (α2=44.8°), and fully open (α3=45.0°). The arithmetic mean α=(45.2+44.8+45.0) / 3=45.0° was taken.

[0101] Integrated sensor group deployment:

[0102] Force sensor deployment: Three 6-axis force sensors are magnetically attached to the door operator connecting seat (force point 1), the middle of the brake lever (force point 2), and the middle of the car side frame (force point 3) via strong magnetic bases. The measured adsorption force is 55N (≥30N requirement).

[0103] Synchronous connection: Connect all sensors to the portable control terminal via SFTP shielded synchronization cables.

[0104] On-site calibration: Apply standard forces of 5kN, 10kN, and 15kN to the force sensor using a standard precision force gauge. After calibration, the measurement error is ≤2%, ensuring the accuracy of data acquisition.

[0105] S200: Calculate and adjust the torque-tension adaptation angle of the loading head:

[0106] 1. Calculation of adaptation angle θ:

[0107] The test subject is a side-opening car, and the angle correction coefficient k is taken according to the technical plan. Q =0.85 (which falls within the range of 0.8-0.9 for side-opening doors), substituting into the formula θ=k Q ×α, we get θ = 0.85 × 45.0° = 38.25°.

[0108] 2. Loading head angle adjustment and calibration:

[0109] Adjustment operation: Adjust the angle of the loading head to 38.25° using the knob structure of the ball joint adjustable angle loading head.

[0110] Accuracy calibration: The actual angle of the loading head was measured using a digital angle gauge and found to be 38.23°, which is 0.02°≤0.5° different from the calculated value, meeting the accuracy requirements.

[0111] Fixed operation: After adjustment, lock the loading head to prevent angle deviation during testing.

[0112] S300: Apply a combined force of lateral tension and oblique torque to the car components according to the dynamic curve including the time difference of the action:

[0113] 1. Determination of dynamic curve parameters:

[0114] gantry crane rated acceleration time Referring to GB / T10058-2009 "Technical Conditions for Elevators", the rated speed of the car door operator is 0.8 m / s, and the acceleration is 0.6 m / s². The calculated values ​​are... =0.8 / 0.6≈1.33s.

[0115] The four-stage duration is divided as follows: preloading stage (0-0.3s, Δt=0.3s), synchronous loading stage (0.3-0.3+1.33=1.63s, duration...). =1.33s), steady phase (1.63-1.63+2×1.33=4.29s, duration 2) =2.66s), unloading phase (4.29-4.29+0.3=4.59s, duration Δt=0.3s).

[0116] 2. Application of composite force:

[0117] Preloading phase (0-0.3s): Apply 30% of the rated lateral tension (rated lateral tension 8kN, so apply 2.4kN) through the loading head to simulate the pre-action of the gantry crane.

[0118] Synchronous loading phase (0.3-1.63s): linearly increase the lateral tension to 8kN and the oblique torque to 60N.m (refer to the braking torque requirements of "Elevator Traction Machine").

[0119] Stabilization phase (1.63-4.29s): Maintaining a lateral tensile force of 8kN and an oblique torque of 60N·m, record the measured force value F of the integrated sensor assembly. meas =7.2kN.

[0120] Unloading phase (4.29-4.59s): The force and torque are linearly reduced to 0, completing the loading process.

[0121] S400: Compensates for deviations in measured force values ​​through a temperature-viscosity-force correction model.

[0122] Calculation of real-time viscosity μ of brake grease:

[0123] Take u0 = 0.3 Pa·s (standard viscosity at 25℃, conforming to ISO 12922-1 brake grease grade V30), k T =0.05 (temperature coefficient), T0=25℃, substitute into the viscosity formula; set =1.5×u0=0.45Pa.s, since μ=1.0471Pa.s> Therefore, the indicator function I = 1.

[0124] 1. Corrected actual force value calculate:

[0125] Take k u1 =0.04 (basic viscosity correction factor, range 0.02-0.05), k u2 =0.06 (high viscosity correction factor, range 0.03-0.07), substitute into the force correction formula; calculate step by step:

[0126] Basic adjustment term = 0.0996.

[0127] High viscosity correction term = 0.06.

[0128] final =7.2×(1+0.0996+0.06)=7.2×1.1596≈8.35kN.

[0129] S500: Calculates force amplification based on motion time difference:

[0130] Parameters determined:

[0131] Rated force : Derived from the car's rated load capacity of 1000kg =8kN.

[0132] Maximum time difference threshold Δtmax: 0.5s, referring to the braking timing requirements of EN81-20.

[0133] Conventional time difference coefficient k t =1.5 (range 1.2-1.8), excess time difference coefficient =0.1 (range 0.08-0.12).

[0134] Since Δt = 0.3s < Δtmax, the indicator function I = 0.

[0135] The force increase ΔFt is calculated step by step, yielding the following results:

[0136] The base increase is 4.375%; the time difference impact coefficient is 1.45; the final ΔFt = 4.375% × 1.45 ≈ 6.34%.

[0137] S600: Determines risk level and issues warnings based on force increase and braking clearance, and archives test data.

[0138] Braking clearance δ measurement:

[0139] Cleaning procedure: Wipe away oil and impurities in the gap between the brake wheel and the brake shoe with anhydrous ethanol.

[0140] Multi-point measurement: Using a digital plug gauge, take three measuring points at 120° intervals around the circumference of the brake wheel. The measurements are δ1=0.24mm, δ2=0.25mm, and δ3=0.26mm. Take the average value δ=(0.24+0.25+0.26) / 3=0.25mm.

[0141] Deviation verification: The deviation of the three measurements is ≤0.02mm, which meets the accuracy requirements.

[0142] Risk level assessment and early warning:

[0143] Weight determination: Take ωF=0.7 (force amplification weight, range of 0.6-0.8), ωδ=0.3 (gap weight, range of 0.2-0.4), ωF+ωδ=1.

[0144] Risk level R = 0.7 × 6.34% + 0.3 × 41.67% ≈ 4.44% + 12.50% = 16.94%.

[0145] The above calculation formula will be based on the measured braking clearance. With the maximum permissible braking clearance After normalization, the relative proportion of gaps exceeding the standard is obtained. The specific derivation process is as follows:

[0146] According to the formula for calculating risk level ;

[0147] in, ×100% is the relative risk percentage of the braking clearance. Its function is to convert the absolute clearance value into a relative risk percentage, which is convenient for weighted summation with the force increase (in percentage form).

[0148] Substitute the specific parameters:

[0149] The measured braking clearance δ = 0.25 mm (the average value of the three measuring points in the example is taken as (0.24 + 0.25 + 0.26) / 3 = 0.25 mm).

[0150] The maximum permissible braking clearance δmax = 0.6 mm (the maximum permissible braking clearance for side-opening doors is 0.5-0.6 mm, referring to industry standard requirements; the example uses 0.6 mm by default).

[0151] The physical meaning of the calculated result of 41.67% is that the measured brake clearance has reached 41.67% of the maximum allowable clearance of the side-opening car. This directly reflects the risk level of the brake clearance. The higher the percentage, the closer the brake clearance is to the safety threshold, and the greater the risk to brake reliability.

[0152] The value of the gap risk in the overall risk level R is then multiplied by the braking gap weight ωδ=0.3 to obtain the contribution value of the gap risk in the overall risk level R (0.3×41.67%≈12.50%).

[0153] Warning Execution: Because 15%≤R<25%, a maintenance warning is triggered, and the portable control terminal sends a text message to the maintenance personnel via the 4G module.

[0154] Data archive.

[0155] The above embodiments cover typical scenarios such as side-opening doors, low temperature / normal temperature / extreme time difference, etc. All test steps are implemented based on existing equipment, the formula parameter values ​​conform to industry standards, and the operation process is reproducible. Through non-disassembly on-site testing, multi-dimensional correction, and graded early warning, it effectively solves the problems of disassembly damage, insufficient accuracy, and risk misjudgment in traditional testing. The test accuracy (force deviation ≤5%) and efficiency (preparation time ≤15 minutes) are both superior to traditional methods.

[0156] The above embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention. For those skilled in the art, any alternative improvements or transformations made to the implementation of the present invention fall within the protection scope of the present invention.

[0157] Any aspects of this invention not described in detail are well-known to those skilled in the art.

Claims

1. A method for testing the load-bearing braking safety operation of elevator car components, characterized in that, The process includes the following steps: S100, collecting the time difference between the door operator and braking actions, measured Celsius temperature, and structural parameters, and deploying an integrated sensor group; S200, calculating and adjusting the torque-tension adaptation angle of the loading head; S300, applying a combined force of lateral tension and oblique torque to the car components according to the dynamic curve containing the action time difference; S400, compensating for the deviation of the measured force value through a temperature-viscosity-force value correction model; S500, calculating the force increase based on the action time difference; S600, determining the risk level and executing an early warning based on the force increase and braking clearance, and archiving the test data.

2. The method for testing the load-bearing braking safety operation of elevator car components according to claim 1, characterized in that, Actual force value after viscosity correction in S400 Calculated using a two-stage formula: ① The real-time viscosity μ of the brake grease is obtained by converting temperature T: In the formula, u0 is the standard viscosity at 25℃, T0=25℃ is the reference temperature, and k T ① Temperature coefficient, where T is the measured Celsius temperature; ② Force correction formula based on viscosity μ: In the formula, This is the measured force value. Viscosity threshold; Basic correction factor, Here, μ is the high viscosity correction factor, and I is the indicator function. When μ >

0. If I=1, then I=1; otherwise, I=0.

3. The method for testing the load-bearing braking safety operation of elevator car components according to claim 2, characterized in that: In S500, the force amplification ΔF is calculated by combining the action time difference. t The calculation formula is as follows: In the formula, The rated force is given; Δt is the time difference between the gantry crane and the brake action. The maximum time difference threshold, This is the standard time difference coefficient. I is the excess time difference coefficient; I is the indicator function, when If I = 1, then I = 1; otherwise, I = 0.

4. The method for testing the load-bearing braking safety operation of elevator car components according to claim 3, characterized in that: The adjustment steps for the loading head adaptation angle θ in S200 are as follows: Use a laser angle meter to measure the angle α between the brake lever and the line connecting the door operator's connecting seat. Take the average of the measurements at the 1 / 3, 2 / 3, and fully open positions of the door. Then, determine the angle correction coefficient k according to the type of off-center door. Q Calculate θ=k Q After ×α, adjust the loading head to this angle, and calibrate the deviation with an angle ruler to ≤0.5°.

5. The method for testing the load-bearing braking safety operation of elevator car components according to claim 4, characterized in that: The deployment steps for the integrated sensor group in S100 are as follows: the temperature sensor is attached to the outer wall of the brake grease chamber of the elevator car, and the three force sensors are magnetically attached to the door operator connecting seat, the brake lever and the side frame of the car, respectively. The sensors are connected by a synchronous cable and calibrated with a standard precision force measuring instrument after deployment to ensure consistent data acquisition timing.

6. The method for testing the load-bearing braking safety operation of elevator car components according to claim 5, characterized in that: The steps for generating the dynamic curve in S300 are as follows: based on Δt, the process is divided into four stages. In the preloading stage, 30% of the rated lateral tension is applied. In the synchronous loading stage, the force is linearly increased to the rated tension and torque. In the stabilization stage, the force value remains unchanged. In the unloading stage, the force value is linearly reduced to zero.

7. The method for testing the load-bearing braking safety operation of elevator car components according to claim 6, characterized in that: The early warning execution steps in S600 are as follows: An emergency early warning is triggered when the risk level R ≥ 25%; a maintenance early warning is pushed when R ≤ 15% < 25%; and only data is recorded when R < 15%. Early warning cancellation requires password verification and retesting to meet security requirements. The risk level is calculated using the following formula: ， As the force amplification weight, For braking gap weight, To measure the braking clearance, This is the maximum permissible braking clearance.

8. The method for testing the load-bearing braking safety operation of elevator car components according to claim 7, characterized in that: The steps for measuring the brake clearance δ are as follows: Use a digital plug gauge to take three evenly distributed measurement points on the brake wheel, measure the minimum distance between the brake shoe and the brake wheel, and take the average value as δ. Before measurement, clean the oil and impurities in the clearance.

9. The method for testing the load-bearing braking safety operation of elevator car components according to claim 8, characterized in that: The data archive in S600 includes: θ, α, Δt, μ, F meas , ,ΔF t The measured value and calculation process of δ are presented in JSON format. The data is archived on an encrypted USB flash drive and will be kept for at least 5 years.

10. A test system for the safe operation of elevator car components under load and braking, characterized in that, The system stores a computer program, which, when executed by a processor, implements the elevator car component load-bearing braking safety operation test method as described in any one of claims 1-9.

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