JP5320422B2 - Elevator control device and control method thereof - Google Patents

Abstract

The invention provides an elevator control device and method. The elevator control device and method are advantageous in that, a guide rail brake device of the elevator is constructed to be capable of releasing the guide rail brake device, thereby rapidly rescuing passages in the elevator car, even under the condition that power cut lasts for a long time, and the voltage of a backup storage battery of the guide rail brake device reduces, changing the guide rail brake device to be in an action state. A plurality of unit storage batteries are in series and parallel connection to form the backup storage battery (30) of the safety control device, under the condition of long-time power cut, via reconstruction of connection of the unit storage battery groups, voltage (such as 96V voltage) required for startup of the guide rail brake device 7 is output, the guide rail brake device (7) is kept in a standby (release) state, and therefore, passengers in the elevator car can be rapidly liberated.

Description

  The present invention relates to an elevator control device that facilitates rescue of passengers during a power failure in an elevator equipped with a rail brake device, and a control method therefor.

  As one of safety devices, the rope type elevator needs to be provided with either (a) a normally-operated backup brake or (b) a standby backup brake in addition to a normal stop brake. Among these, (b) standby type backup brakes include rope brake devices, rail brake devices, etc., which do not operate when the elevator car is normally stopped, and operate in the following cases. The lifting / lowering operation is stopped.

  (1) When the car exceeds a specific distance above or below the floor of the hall with the hall and car doors open.

  (2) The speed of the car that goes up and down is accelerated above the set speed.

  These standby type backup brakes need to have a structure in which a braking force is generated by detecting any of the above abnormalities and shutting off the power supply, and the safety control device can detect any of the above abnormalities (1) or When (2) is detected, the braking force is generated by shutting off the power to the brake device.

  On the other hand, since the power supply to the brake device is cut off even when a power failure occurs, as shown in Patent Document 1 and Patent Document 2, the brake device other than the above (1) and (2) is unnecessary. In order to prevent the operation, when a power failure occurs, power is supplied to the brake device by a battery to maintain a standby state. In this case, in order to detect the abnormalities (1) and (2) at the time of a power failure, it is necessary to similarly supply power to the safety control device with a battery.

  In the case of an elevator equipped with an automatic landing device at the time of a power failure, the power is supplied to the brake device by the battery and the car is operated to the nearest floor while the brake is in standby state. It is possible to release passengers in the car.

JP 2006-193281 A WO 2005/105647 A1

  However, in an elevator that is not equipped with an automatic landing device at the time of a power failure, the power of the battery is limited. Therefore, if the power failure continues for a long time, the voltage of the battery decreases and the brake device operates. At this time, if the car is located between the floors where it cannot be rescued, the rail brake device installed on the car, even if maintenance personnel come, keeps the car until the power failure is restored. Can't move and can't release passengers.

  A rail brake device composed of an operating arm, an operating spring, an electromagnetic coil (solenoid), etc., has different potentials when it is started (when the brake is released by initial excitation of the electromagnetic coil) and when it is released and held thereafter. A voltage is required. For this reason, in order to restart the rail brake device during a power outage, it is necessary to back up a relatively high starting voltage power supply. However, if a battery / charging circuit dedicated to this starting voltage power supply is provided, the apparatus becomes large. It will become.

  The object of the present invention is to start and hold the rail brake device without enlarging the device even when the power failure continues for a long time in the rail brake device and the voltage of the backup battery of the rail brake device decreases. By allowing the brakes to be released, the passengers in the car can be released.

  In one aspect of the present invention, the car, the guide rail for guiding the raising and lowering of the car, and the excitation of the electromagnetic coil mounted on the car are released to grip the guide rail and stop the car. A rail brake device, a rail brake control device that detects an abnormality in raising and lowering of the car and controlling the operation of the rail brake device, and an electromagnetic coil of the rail brake device based on a start command from the rail brake control device A starting power source for exciting the electromagnetic coil at a first voltage, and a holding power source for holding the electromagnetic coil in an excited state at a second voltage lower than the first voltage in order to maintain the standby state of the rail brake device. A backup power supply for the rail brake that keeps the rail brake device in a standby state at the second voltage at the time of a power failure, and at the time of a power failure In an elevator control device comprising a backup power source for the rail brake control device, the rail power source for the rail brake control device is composed of a plurality of batteries, and these batteries output the first voltage; The connection is changed to the state in which the second voltage is output, and the connection to the electromagnetic coil is possible.

  In a preferred embodiment of the present invention, the backup power source for the rail brake control device has a plurality of unit batteries connected in parallel in a normal state and is connected to the electromagnetic coil when all the units are connected in parallel. The connection is switched to a state in which the first voltage equivalent value is output by series connection of batteries and a state in which the second voltage equivalent value is output from a small number of unit batteries, and the electromagnetic coil can be connected. Is done.

  In a further preferred embodiment of the present invention, when the positive and negative terminals of a plurality of unit batteries are connected to a plurality of connectable input terminals, a plurality of unit batteries in series are connected in parallel to the output terminal. When the first terminal block configured to output the voltage in the state of being connected and the positive and negative terminals of the plurality of unit batteries are connected to the plurality of input terminals that can be connected to each other, A first output side terminal for outputting the first voltage equivalent value in a state where the unit batteries are connected in series, and a second output for outputting the second voltage equivalent value from a small number of the unit batteries. A second terminal block having side terminals is provided.

  In another aspect of the present invention, the car, the guide rail for guiding the raising and lowering of the car, and the guide rail mounted on the car and the electromagnetic coil being de-energized to grasp the guide rail and stop the car A rail brake device to be operated, a rail brake control device for detecting an abnormality in raising and lowering of the car and operating the rail brake device, and an electromagnetic coil of the rail brake device based on a start command from the rail brake control device A starting power source that is excited by a first voltage, a holding power source that holds the electromagnetic coil in an excited state at a second voltage lower than the first voltage in order to maintain a standby state of the rail brake device, and a power failure A backup power supply for the rail brake that holds the rail brake device in the standby state at the second voltage, and before the power failure In a control method of an elevator control device including a rail brake control device backup power source that holds power supply to the rail brake control device, a power failure occurs, and excitation of the electromagnetic coil is performed from the holding power source to the rail brake backup device. After switching to the power source, when the power failure continues for a long time, the power of the rail brake backup power source decreases, and the rail brake device is activated, the plurality of unit batteries of the control device backup power source A restarting step of reconfiguring the connection configuration and applying the first voltage to the electromagnetic coil to restart, and then applying the second voltage to the electromagnetic coil to maintain the standby state of the rail brake device A standby holding step is provided.

  According to a preferred embodiment of the present invention, the operation state of the rail brake device can be restored to a standby state when a power failure continues for a long time without increasing the size of the device, and passengers in the car can be released. .

It is the schematic which shows the whole structure of the elevator by one Embodiment of this invention, and is the figure which showed correlations, such as a passenger car, a counterweight, a control apparatus, a rail brake apparatus. It is an operation state (at the time of a car stop) of a rail brake device applicable to the present invention. It is the figure which similarly showed the stand-by (release) state of the rail brake device. It is the figure which similarly showed the braking state of the rail brake device at the time of a car raising. It is the figure which showed the braking condition of the rail brake device at the time of a car fall similarly. It is a power supply circuit block diagram of the rail brake device and safety control determination part in the elevator control apparatus by one Embodiment of this invention. It is a power supply circuit diagram which enables starting and holding | maintenance of the rail brake apparatus after the battery recombination in the elevator control apparatus similarly by one Embodiment of this invention. FIG. 7 is a power circuit configuration diagram of a rail brake device and a safety control determination unit in an elevator control device according to another embodiment of the present invention instead of FIG. 6. FIG. 8 is a power supply circuit diagram that enables starting and holding of a rail brake device after recombination of batteries according to another embodiment of the present invention instead of FIG. 7. It is a block diagram at the time of normal of the connector for wiring connection employable in embodiment of FIGS. 6-9. FIG. 10 is a configuration diagram of the wiring connection connector that can also be employed in the embodiment of FIGS.

  Hereinafter, embodiments of the present invention will be described with reference to FIGS.

  FIG. 1 is a schematic diagram showing the overall structure of an elevator according to an embodiment of the present invention, showing the correlation among a car, a counterweight, a control device, a rail brake device, and the like.

  The elevator has a main rope 3 wound around a drive sheave 1 and a warped sheave 2, a car 4 is suspended and supported at one end of the main rope 3, and a counterweight 5 is suspended at the other end of the main rope 3. It is supported by lowering. The driving sheave 1 is connected to a hoisting machine (not shown), and the driving sheave 1 is rotationally driven by the driving force transmitted from the hoisting machine. When the driving sheave 1 is rotationally driven, the main rope 3 is moved up and down by the frictional force between the main rope 3 and the driving sheave 1, and the car 4 is driven up and down. The raising / lowering movement of the car 4 is guided by the guide rail 6 (61, 62).

  The rail brake device 7 (71, 72) is installed on the car 4, and generates a braking force by gripping the guide rail 6. The hoisting machine is driven by the elevator control device 8, and the rail brake device 7 is controlled by the elevator control device 8 via the tail cord 9.

  2-5 is explanatory drawing which shows the structure of the rail brake device which can be applied to this invention, (a) is a top view in each figure, (b) is a side view.

  The rail brake device 7 includes an electromagnetic mechanism 10, an operating spring 11, an operating arm 12, a support shaft 13, a wedge 14, an operating mechanism unit, a braking spring 15, a braking arm 16, a supporting shaft 13, and a wedge 14. It is comprised by the braking mechanism part which becomes. The support shaft 13 and the wedge 14 are shared. There are two actuating arms 12 and two braking arms 16 so as to face each other, and are rotatably supported by a support shaft 13. The front end of the braking arm 16 on the guide rail side branches up and down the operating arm 12. As will be described later, the lower arm functions when the car 4 is raised and the upper arm functions when the car 4 is lowered.

  The leading end of the braking arm 16 on the guide rail side and the anti-guide rail side of the wedge 14 have a gradient for obtaining a wedge effect (see FIG. 2B), and the wedge 14 is stably engaged and braked. Necessary braking spring 15 deflection is generated.

  FIG. 2 shows the operating state of the rail brake device 7 when the car is stopped.

  As shown in the figure, the wedge 14 grips the guide rail 6 by the spring force of the actuation spring 11, and the car 4 is held stationary.

  In this state, a starting voltage is applied to the electromagnetic coil 10 from the elevator control device 8 (FIG. 1) and excited. When the electromagnetic coil 10 is excited, the electromagnetic coil 10 generates an electromagnetic force and performs a suction operation. The operation arm 12 rotates around the support shaft 13 by the suction operation of the electromagnetic coil 10. The guide rail side end of the operating arm 12 moves in a direction away from the guide rail 6. The result is shown in FIG.

  FIG. 3 is a diagram showing a standby (released) state of the rail brake device. The electromagnetic coil 10 is energized and its attraction force is greater than the reaction force of the actuation spring 11, and the guide rail side tip of the actuation arm 12 is kept open. For this reason, there is a gap between the wedge 14 and the guide rail 6, and no braking force is generated.

  When this state is reached, the electromagnetic coil state confirmation means (not shown) detects that the electromagnetic coil 10 is in the attracted state and enters the state shown in FIG. 3, and the elevator control device 8 switches to the holding voltage. I do. This holding voltage may be a voltage lower than the starting voltage, as long as it can hold the state where the guide rail side tip of the operating arm 12 is opened. For example, the starting voltage is 96 [V], the holding voltage is 24 [V], and the like.

  In the standby state shown in FIG. 3, when the power supply to the electromagnetic coil 10 is interrupted, the operating arm 12 is rotated by the spring force of the operating spring 11, and the wedge 14 grips the guide rail 6. When the elevator car 4 is stopped, the state shown in FIG. 2 is obtained.

  On the other hand, when the power supply to the electromagnetic coil 10 is interrupted while the car 4 is traveling, the wedge 14 grips the guide rail 6, and a frictional force is generated between the guide rail 6 and the wedge 14. By moving the car 4 up and down, the wedge 14 is moved from the operating arm 12 to the upper and lower braking arms.

  FIG. 4 shows a braking state of the rail brake device when the car 4 is raised.

  Since the car 4 is traveling in the upward direction, the pressed wedge 14 tries to stay in the position at the time of operation due to the frictional force with the guide rail 6, so that the wedge 14 is downward when viewed from the car 4. To the state shown in FIG. The wedge 14 is engaged with a narrow gap between the lower slope of the braking arm 16 and the guide rail 6, and the braking spring 15 is compressed. Due to the reaction force of the braking spring 15 at this time, a large braking force is generated between the wedge 14 and both surfaces of the guide rail 6 to decelerate and stop the car 4.

  FIG. 5 shows a braking state of the rail brake device when the car 4 is lowered.

  Since the car 4 is traveling in the downward direction, the pressed wedge 14 tends to stay at the position at the time of operation by the frictional force with the guide rail 6, so that the wedge 14 is upward when viewed from the car 4. To the state shown in FIG. The wedge 14 is caught in the narrow gap between the upper slope of the braking arm 16 and the guide rail 6, and the braking spring 15 is compressed. Due to the reaction force of the braking spring 15 at this time, a large braking force is generated between the wedge 14 and both surfaces of the guide rail 6 to decelerate and stop the car 4.

  FIG. 6 is a power supply circuit configuration diagram of the rail brake device and the safety control determination unit in the elevator control device according to the embodiment of the present invention.

  The AC voltage from the commercial power supply 17 is converted into an appropriate voltage by the starting voltage power supply 18, the holding voltage power supply 19 and the control power supply 20, and supplies power to the connected devices.

  The starting voltage power supply 18 and the holding voltage power supply 19 are power supplies that apply a starting voltage (for example, 96 [V]) and a holding voltage (for example, 24 [V]) to the electromagnetic coil (solenoid) 10 of the rail brake device 7. The starting voltage and the holding voltage are switched by turning on / off the starting / holding voltage switching means 22 according to the state of the electromagnetic coil 10 detected by the electromagnetic coil state confirmation means (not shown). In this embodiment, the contact point 311 of the circuit switching means 31 at the time of power failure for switching to the backup power source 29 remains in the state shown in the figure as long as the power source is alive. In this state, when the start / hold voltage switching means 22 is turned on, a high voltage for starting is supplied to the electromagnetic coil 10, and it is confirmed that the rail brake device 7 is in the standby state shown in FIG. -The holding voltage switching means 22 is cut off, and the holding voltage is switched to a low holding voltage that can hold the standby state.

  The control power supply 20 supplies power (for example, voltage 48 [V]) to the safety control determination unit 21.

  The rail brake device 7 that is a standby type backup brake operates in the following cases (1) and (2), and stops the raising / lowering operation of the car 4.

  (1) When the car exceeds a specific distance above or below the floor of the hall with the hall and car doors open.

  (2) The speed of the car that goes up and down is accelerated above the set speed.

  The safety control determination unit 21 detects the states (1) and (2) based on signals from the car position detecting means 23, the landing door detecting means 24, the car door detecting means 25, and the car speed detecting means 26. When any one of the states is detected, the power supply to the electromagnetic coil 10 is immediately cut off by the electromagnetic coil power cut-off means 27, and the lifting / lowering operation of the car 4 is stopped by the rail brake device 7. As a result, the rail brake device 7 enters the braking state of FIG. 4 or FIG. 5 according to the driving direction of the elevator car.

  On the other hand, at the time of a power failure, the power supply to the electromagnetic coil 10 from a normal power supply is interrupted regardless of the operation of the electromagnetic coil power shut-off means 27, and the rail brake device 7 may be activated. In order to prevent this unnecessary operation, the power failure detection means 28 is provided, and the contact point 311 of the power failure circuit switching means 31 is switched by the power failure detection signal so that the electromagnetic coil 10 is supplied with power from the electromagnetic coil holding battery 29. As shown in the figure, a series body of a diode 101 and a resistor 102 is connected to the electromagnetic coil 10, and the electromagnetic coil 10 can maintain a holding state even if there is a slight delay in the application of the contact 311 during a power failure. it can.

  In addition, the safety control determination unit 21 continues to supply power from the backup battery 30 for the safety control determination unit via the contact 312 of the circuit switching unit 31 during a power failure. It is assumed that each of the electromagnetic coil holding battery 29 and the safety control determination unit battery 30 has a charging circuit (not shown).

  In this way, the rail brake device 7 can be held (opened) even during a power failure.

  However, if the power failure is prolonged, the voltage of the electromagnetic coil holding battery 29 is lowered, and the rail brake device 7 is in the operating state shown in FIG. If the rail brake device 7 remains in an activated state, it is difficult for maintenance personnel to land the car on the nearest floor.

  In preparation for such a case, the configuration conditions of the safety control determination unit battery 30 are as follows.

  (1) The holding voltage (voltage B: for example, 24 [V]) of the rail brake device can be output.

  (2) The starting voltage (voltage A: for example, 96 [V]) of the rail brake device can be output.

  Therefore, as shown in FIG. 6, the safety control determination unit battery 30 connects two battery units of voltage B (for example, 24 [V]) in two series and two in parallel, and outputs voltage C (for example, 48 [V]). Keep it in configuration. In addition, in order to prevent an unnecessary operation of the rail brake device 7, this battery selects a power capacity that can be backed up for a longer time than the electromagnetic coil holding battery 29.

  As a result, when the power failure continues for a long time and the voltage of the electromagnetic coil holding battery 29 decreases, the safety control determination unit battery 30 is removed from the device and the switch device 32 prepared separately is used as shown in FIG. To the electromagnetic coil 10. Thus, by operating the switch device 32, the starting voltage (DC 96V) and the holding voltage (DC 24V) can be switched and applied to the electromagnetic coil 10, so that the rail brake device 7 can be put in a standby state.

  As a result, even when the power outage continues for a long time, the car 4 can be moved, and passengers in the car 4 can be quickly released.

  According to the present embodiment, since it is not necessary to provide a dedicated backup battery necessary for starting the rail brake device 7 at the time of a power failure, the device can be configured without increasing the size.

  FIG. 8 is a power circuit configuration diagram of a rail brake device and a safety control determination unit in an elevator control device according to another embodiment of the present invention, which is obtained by adding a voltage drop detection means and a discharge stop means to FIG. The same reference numerals are given to the components and the description thereof is omitted.

  As shown in FIG. 8, by providing the voltage drop detection means 33 of the electromagnetic coil holding battery 29 and the discharge stop means 34 of the safety control determination unit battery 30, the voltage drop detection means 33 causes the electromagnetic coil holding battery 29 to When the voltage drop is detected, the discharge of the safety control determination unit battery 30 is stopped by the discharge stop means 34. Thereby, it is possible to secure battery power for starting and holding the rail brake device 7 even during a long-time power failure.

  FIG. 9 is a power supply circuit diagram that enables activation and maintenance of a rail brake device after recombination of a battery according to another embodiment of the present invention, and is obtained by adding a car position detecting means and an alarm device to FIG.

  As shown in FIG. 9, by combining the notification device 35 and the car position detection means 23, it is possible to notify whether the car 4 is inside or outside the door zone during a power outage or during rescue of passengers by maintenance personnel. It becomes possible.

  FIG. 10 is a configuration diagram of the wiring connector that can be employed in the embodiment of FIGS. The right half connector 36 for wiring connection has eight input terminals, and four battery units are connected to the input terminals, and the same number of output terminals of the left half connector 37 are plug-in type. Can be connected with a single touch. As shown in FIG. 10, the output terminal of the left half connector 37 is a power supply terminal for a reference potential and a voltage C (for example, 48 [V]). In this way, in the normal state, for example, a power supply of 48 [V] necessary for the battery 30 for the safety control determination unit 21 in FIGS. 6 and 8 is configured.

  FIG. 11 is a configuration diagram of the wiring connection connector that can be employed in the embodiment of FIGS. The right half connector 36 for wiring connection is a plug-in type one-touch connection to the same number of output terminals of the second left half connector 38 with four battery units connected to the eight input terminals. Connected. As shown in the drawing, the left half connector 38 is a power supply terminal for a reference potential and a voltage A (for example, 96 [V]), a voltage B (for example, 24 [V]), and a voltage C (for example, 48 [V]). Thus, at the time of a power failure, as shown in FIG. 7, the starting voltage A (DC 96V) and the holding voltage B (DC 24V) of the electromagnetic coil 10 can be switched and applied, and as shown in FIG. For example, a power supply of 48 [V] necessary for supplying power to the notification device 35 is also configured.

  According to the above embodiment, the operating state of the rail brake device when the power failure continues for a long time can be restored to the standby state without increasing the size of the device by utilizing the normally used battery. Passengers in the car can be released.

  1: Drive sheave, 2: Warp sheave, 3: Main rope, 4: Ride car, 5: Counterweight, 6 (61, 62): Guide rail, 7 (71, 72): Rail brake device, 8: Elevator control Device: 9: Tail cord, 10: Electromagnetic coil (solenoid), 11: Actuating spring, 12: Actuating arm, 13: Support shaft, 14: Wedge, 15: Braking spring, 16: Braking arm, 17: Commercial power supply, 18: start-up voltage power supply, 19: holding voltage power supply, 20: control power supply, 21: safety control determination unit, 22: start-up / holding voltage switching means, 23: car position detection means, 24: landing door detection means, 25: Car door detecting means, 26: Car speed detecting means, 27: Electromagnetic coil power shut-off means, 28: Power failure detecting means, 29: Electromagnetic coil holding battery, 30: Safety control determination unit battery, 31 ( 11, 312): Circuit switching means at power failure, 32: Switch device, 33: Voltage drop detection means, 34: Discharge stop means, 35: Notification device, 36: Connector for wiring connection (right half), 37: First Connector for wiring connection (left half), 38: Connector for second wiring connection (left half).

Claims (8)

A guide rail that guides the raising and lowering of the car, the car, a rail brake device that is mounted on the car and that stops the car by holding the guide rail when the excitation of the electromagnetic coil is released. A rail brake control device that controls the operation of the rail brake device by detecting an abnormality in raising and lowering the car, and an electromagnetic coil of the rail brake device is excited with a first voltage based on a start command from the rail brake control device A starting power source for holding, a holding power source for holding the electromagnetic coil in an excited state at a second voltage lower than the first voltage in order to hold the standby state of the rail brake device, and the rail brake device during a power failure A backup power supply for the rail brake that maintains the standby state at the second voltage, and the rail brake control device in the event of a power failure In the elevator control system and a backup power supply use,
The backup power source for the rail brake control device is composed of a plurality of batteries, and these batteries are switched between a state in which the first voltage is output and a state in which the second voltage is output. An elevator control device configured to be connectable to a coil.   2. The rail power supply for rail brake control device according to claim 1, wherein a plurality of unit batteries are connected in parallel in a normal state, and when connected to the electromagnetic coil, all the unit batteries are connected in series. The connection to the electromagnetic coil is made possible by changing the connection between the state in which the first voltage equivalent value is output from the state and the state in which the second voltage equivalent value is output from a small number of the unit batteries. Elevator control device. In claim 1,
When connecting the positive and negative terminals of multiple unit batteries to multiple connectable input terminals, the output terminal is configured to output the voltage in the state where multiple series of multiple unit batteries are connected in parallel A first connector,
When the positive and negative terminals of a plurality of unit batteries are connected to a plurality of connectable input terminals, the first voltage equivalent value in a state in which all the unit batteries are connected in series is output to the output terminal. An elevator control device comprising: a first connector having a first output terminal and a second output terminal for outputting the second voltage equivalent value from a small number of the unit batteries.   2. The backup power drop detecting means for detecting that the power of the backup power supply for the rail brake has dropped, and the discharge of the backup power supply for the rail brake control device according to the output of the backup power drop detecting means. An elevator control device characterized in that it is provided with a discharge prevention means for stopping the operation.   2. The car position detection unit according to claim 1, wherein the car position is detected when power is supplied by a car position detecting means for detecting whether the position of the car is inside or outside the door zone and a backup power source for the rail brake control device. An elevator control device comprising a notification device that notifies whether the position of the car is inside or outside the door zone in accordance with the output of the means. A guide rail that guides the raising and lowering of the car, the car, a rail brake device that is mounted on the car and that stops the car by holding the guide rail when the excitation of the electromagnetic coil is released. A rail brake control device that activates the rail brake device by detecting an abnormality in raising and lowering the car, and a start that excites an electromagnetic coil of the rail brake device with a first voltage based on a start command from the rail brake control device A power source, a holding power source for holding the electromagnetic coil in an excited state at a second voltage lower than the first voltage to hold the standby state of the rail brake device, and the rail brake device at the time of a power failure. To the rail brake control device at the time of power failure and the backup power source for the rail brake that is kept in the standby state at the second voltage The control method for the elevator control system and a backup power supply rail brake control device for holding the power supply,
After a power failure occurs and the excitation of the electromagnetic coil is switched from the holding power source to the rail brake backup power source, the power failure continues for a long time, the power of the rail brake backup power source decreases, and the rail brake device When the battery is in an operating state, a restarting step of reconfiguring the connection configuration of the plurality of unit batteries of the backup power source for the control device, applying the first voltage to the electromagnetic coil, and then restarting, A control method for an elevator control device, comprising: a standby holding step for applying the second voltage to the electromagnetic coil to hold the standby state of the rail brake device.   7. The backup power drop detection step for detecting that the power of the rail brake backup power supply has dropped, and stopping the discharge of the rail brake control device backup power supply according to the backup power drop detection output. A control method for an elevator control device, comprising a discharge prevention step.   The car position detection step according to claim 6, wherein the car position detecting step for detecting whether the position of the car is inside or outside the door zone and when the power is supplied by the backup power source for the rail brake control device. A control method for an elevator control device, comprising: an informing step for informing whether the position of the car is inside or outside the door zone according to an output.

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