WO2021176547A1 - Elevator safety control system and elevator using same - Google Patents

Abstract

Disclosed is an elevator safety control system in which the reliability of safety control is not impaired even if a communication abnormality occurs. This elevator safety control system comprises a first controller (7) that detects an abnormality in a car (1) and transmits an abnormality detection signal upon detecting the abnormality, and a second controller (14) that shuts off the power to a hoisting machine and a brake (6) and stops the car (1) upon receiving the abnormality detection signal. If there is an abnormality in communication with the second controller (14), the first controller (7) activates an emergency stop device (16) provided in the car (1) and stops the car (1).

Description

Elevator safety control system and elevators that use it

The present invention relates to an elevator safety control system that controls the operation of an elevator in the event of an abnormality, and an elevator using the same.

In an elevator that has a car that goes up and down in the hoistway, as one of the safety devices, a safety controller that monitors the speed and position of the car and stops the car when those abnormalities are detected is the car. It is provided independently of the operation control controller that controls the operation.

As a conventional technique relating to a safety controller, for example, the technique described in Patent Document 1 is known. In this technique, a safety controller and a second safety controller are provided in the car and control panel, respectively. When a safety switch such as a limit switch is activated, the second safety controller commands a brake braking operation or a power cutoff. In addition, the safety controller provided in the car monitors the operating state of the car. When an abnormality in the operating state is detected, a command for executing a brake braking operation or power off is transmitted to the second safety controller using communication. As a result, the second safety controller commands the brake braking operation and the power cutoff when the operating state of the car is abnormal.

Japanese Unexamined Patent Publication No. 2011-121726

In the above-mentioned conventional technology, if a communication abnormality occurs between the safety controller installed in the car and the second safety controller installed in the control panel, the reliability of the safety control may decrease.

Therefore, the present invention provides an elevator safety control system in which the reliability of safety control is not impaired even if a communication abnormality occurs, and an elevator using the same.

In order to solve the above problems, the elevator safety control system according to the present invention detects an abnormality in the car, and when the abnormality is detected, the first controller transmits an abnormality detection signal, and when the abnormality detection signal is received, the winding is performed. It is provided with a second controller that shuts off the power of the upper machine and the brake to stop the car, and the first controller is provided by the car when there is a communication abnormality with the second controller. Activate the stop device to stop the car.

Further, in order to solve the above problems, the elevator according to the present invention includes a car and a counter weight, a main rope for suspending the car and the counter weight in the hoistway, and a hoisting machine for driving the main rope by a motor. It is equipped with a brake that brakes the motor, a control controller that controls the motor and brake to control the operation of the car, and a safety control device that controls the operation of the car independently of the control controller when an abnormality occurs. The safety control device is the elevator safety control system according to the present invention.

According to the present invention, when a communication abnormality occurs, the car is stopped by the emergency stop device, so that the reliability of the safety control is not impaired.

Issues, configurations and effects other than those described above will be clarified by the explanation of the following embodiments.

It is a block diagram which shows the whole structure of the elevator which is one Example. It is a block diagram which shows the schematic functional structure of the safety control system in the elevator of an Example. It is a flowchart which shows the outline of the safety control which the 1st safety controller 7 executes. It is a flowchart which shows the outline of the safety control which the 2nd safety controller 14 executes. It is a flowchart which shows the outline of the safety control which the control controller 13 executes at the time of a communication abnormality.

Hereinafter, embodiments of the present invention will be described with reference to the drawings according to the following examples.

In each figure, those having the same reference number indicate the same constituent requirements or constituent requirements having similar functions.

FIG. 1 is a configuration diagram showing an overall configuration of an elevator according to an embodiment of the present invention.

As shown in FIG. 1, in this embodiment, the car 1 and the counterweight 2 are mechanically connected to one end and the other end of the main rope 3, respectively. The main rope 3 is wound around a sheave that is rotationally driven by a motor 4 included in the hoist, whereby the car 1 and the counterweight are suspended in the hoistway 101 provided in the building. That is, this embodiment is a so-called slip-type elevator. In this embodiment, the hoisting machine including the motor 4 and the like is installed in the machine room 102 provided on the hoistway 101.

When the motor 4 rotates and the sheave is rotationally driven, the main rope 3 is linearly driven by the frictional force between the sheave and the main rope 3. As a result, the car 1 and the counterweight 2 move in the hoistway 101 in opposite directions. The car 1 moves between arbitrary floors of the lowest floor A, the middle floor B, and the top floor C while being guided by the guide rail 5 for the car. Further, the counterweight 2 moves while being guided by a guide rail for a counterweight (not shown).

The motor 4 is equipped with a brake 6. When the brake 6 presses the motor 4, the rotation of the motor 4 is prevented. In this embodiment, a disc type or drum type electromagnetic brake is applied as the brake 6.

An emergency stop device 16 is provided at the bottom of the car 1. When the car 1 is in a predetermined overspeed state, the emergency stop device 16 is operated via the operation mechanism 18 by an electric trigger 17 (electric manipulator) provided on the upper part of the car 1. As a result, the emergency stop device 16 operates, grips the guide rail 5, and brakes the car 1.

The first safety controller 7 is installed on the upper part of the car 1. The first safety controller 7 is connected to the landing detection sensor 8. The landing detection sensor 8 detects an object to be detected 9 installed at each landing in the hoistway. The first safety controller 7 determines whether or not the position of the car 1 is the landing based on the detection signal by the landing detection sensor 8.

As the landing detection sensor 8, various position sensors such as photoelectric type and magnetic type can be applied.

Further, the first safety controller 7 is connected to the speed sensor 10. The first safety controller 7 detects the speed of the car 1 based on the detection signal by the speed sensor 10. In this embodiment, the speed sensor 10 includes a roller pressed against the guide rail 5 and a rotary encoder that rotates with the roller.

Further, the first safety controller 7 is connected to a car safety device 11 (for example, a door switch that detects the open / closed state of a door (car door, landing door)). The first safety controller 7 detects the state of equipment around the car (for example, the open / closed state of the car door) based on the detection signal from the car surrounding safety device 11.

Since the first safety controller 7 is provided on the car 1, the wiring length of the signal line connecting the landing detection sensor 8, the speed sensor 10, the car surrounding safety device 11 and the first safety controller 7 is suppressed. Will be done. Therefore, the signal delay time associated with the wiring length, that is, the time required for the first safety controller 7 to detect the abnormal state after the occurrence of the abnormal state can be suppressed.

As described above, the first safety controller 7 monitors the state of the elevator based on the signals of the landing detection sensor 8, the speed sensor 10, and the vehicle safety device 11, and if an abnormality is detected, it will be described later. , Outputs an abnormality detection signal and executes safety control such as operation of the emergency stop device 16.

A control controller 13 and a second safety controller 14 are provided in the control panel 12 installed in the machine room 102.

The control controller 13 controls the open / braking state of the brake 6 and the rotation / stop of the motor 4. The control controller 13 includes a power conversion unit (for example, an inverter) that supplies control power to the motor 4, a motor control unit that outputs a motor operation command that commands the rotation of the motor 4, and a brake control unit that controls the brake 6. Has.

The control controller 13 moves the car 1 up and down by releasing the brake 6 by the brake control unit and then controlling the power conversion unit in response to the motor operation command from the motor control unit.

The second safety controller 14 monitors the operating state of the elevator based on the operating state signal from the control controller 13, and executes a predetermined safety control when an abnormality occurs in the operating state. That is, when an abnormality occurs in the operating state of the elevator, the second safety controller 14 cuts off the power supply from the power source (for example, a commercial power source) to the motor 4 and the brake 6, and puts the brake 6 in the braking state. The rotation of the motor 4 is forcibly stopped. As a result, the car 1 comes to an emergency stop.

Further, the second safety controller 14 communicates with the first safety controller 7 via the signal line provided in the tail code 15, that is, by wire. Then, when the second safety controller 14 receives the abnormality detection signal from the first safety controller, the second safety controller 14 cuts off the power supply to the motor 4 and the brake 6 to stop the car 1 in an emergency.

FIG. 2 is a block diagram showing a schematic functional configuration of the safety control system in the elevator of this embodiment.

In this embodiment, each of the control controller 13, the first safety controller, and the second safety controller is provided with an independent computer system (for example, a microcomputer), and is determined by executing a predetermined program by the computer system. It fulfills the safety control function of.

As shown in FIG. 2, each detection signal by the landing detection sensor 8, the speed sensor 10, and the vehicle surrounding safety device 11 is input to the first safety controller 7. The first safety controller 7 monitors the state of the car 1 (position, speed, door open / closed state, etc.) based on each detection signal.

When the first safety controller 7 determines that the descending speed of the car 1 exceeds a predetermined overspeed (for example, 1.4 times the rated speed) based on the detection signal by the speed sensor 10, the first safety controller 7 operates to the electric trigger 17. Outputs a command signal to command. As a result, the emergency stop device 16 is operated by the electric trigger 17 to operate.

Further, the first safety controller 7 rides based on one or more of the position (whether or not the landing) and speed of the car 1 and the state of the car safety device 11 (for example, the open / closed state of the door). When an abnormality in the operating state such as overspeed of the car 1 (for example, more than 1.3 times the rated speed) or running with the door open is detected, an abnormality detection signal is created. The first safety controller 7 is communicably connected to the second safety controller 14 by a tail code 15, that is, by wire. As a result, the first safety controller 7 transmits the abnormality detection signal to the second safety controller 14 via the tail code 15.

When the second safety controller 14 receives the abnormality detection signal from the first safety controller 7, the second safety controller 14 opens the electrical contact of the contactor 30. As a result, the second safety controller 14 cuts off the power supply from the power supply 20 to the motor 4 and the brake 6. As a result, the car 1 makes an emergency stop.

Further, the second safety controller 14 is communicably connected to the control controller 13. As a result, the second safety controller can transfer the information regarding the operating state of the car 1 acquired from the first safety controller 7 to the control controller 13. Then, the control controller 13 can control the operation of the car 1 by controlling the motor 4 and the brake 6 based on the transferred information.

Here, the first safety controller 7 and the second safety controller 14 regularly monitor the soundness of communication by a health check. In the health check, the first safety controller 7 sends a soundness confirmation signal to the tail code 15. The first safety controller 7 determines whether or not there is a communication abnormality caused by a disconnection of the communication line or noise according to the response state from the second safety controller 14 to the soundness confirmation signal. For example, the first safety controller 7 determines that there is a communication abnormality when a normal response cannot be obtained from the second safety controller 14. Further, the second safety controller 14 also determines the presence or absence of a communication abnormality in the same manner.

As will be described later (FIGS. 3 and 4), the first safety controller 7 and the second safety controller 14 execute predetermined safety control according to the presence or absence of a communication abnormality. As a result, when a communication abnormality occurs, the car 1 can be stopped in an emergency, and then the car 1 can be moved to the landing and stopped.

FIG. 3 is a flowchart showing an outline of the safety control executed by the first safety controller 7.

First, in step 301, the first safety controller 7 determines whether the communication between the first safety controller 7 and the second safety controller 14 is abnormal. If it is determined to be abnormal (YES in step 301), the first safety controller 7 then executes step 302. If it is not abnormal, that is, if it is determined to be normal (NO in step 301), the first safety controller 7 then executes step 305 (normal safety control).

In step 302, the first safety controller 7 determines whether the operation of the car surrounding safety device 11 or whether or not a driving abnormality such as an overspeed of the car 1 or running with the door open is detected. If it is determined that it has been detected (YES in step 302), the first safety controller 7 then executes step 304. If it is determined that the detection has not been performed (NO in step 302), the first safety controller 7 then executes step 303.

In step 303, the first safety controller 7 determines whether the landing detection sensor 8 has detected the landing. That is, the first safety controller 7 determines whether the position of the car 1 is the position of the landing. If it is determined that the landing has been detected (YES in step 303), the first safety controller 7 then executes step 304. If it is determined that the landing has not been detected (NO in step 303), the first safety controller 7 returns to step 301 and actually executes step 303 again. The “landing” in step 303 is the landing on the nearest floor in the moving direction, that is, the descending direction of the car 1.

In step 304, the first safety controller 7 outputs a command signal to the electric trigger 17 to command the operation. As a result, the emergency stop device 16 is activated and the car 1 is stopped.

When step 304 is executed after step 302 (YES in step 302), since the operation or operation abnormality of the car safety device 11 is detected, the emergency stop device 16 is used to detect the car 1 Is emergency stopped. As a result, the car 1 can be reliably stopped in an emergency when there is a communication abnormality.

When step 304 is executed after step 303 (YES in step 303), the car 1 descends according to the command of the second safety controller 14 described later, and the landing on the nearest floor in the descending direction. Since the car 1 has reached the position of, the emergency stop device 16 stops the car 1 at the position of the landing. As a result, the car door and the landing door can be opened so that the passengers in the car 1 can get off.

After executing step 304, the first safety controller 7 ends a series of safety controls shown in FIG. When the communication abnormality is resolved, the braking state of the emergency stop device 16 is released, and the car 1 returns to the normal operation state, the first safety controller 7 again performs a series of safety controls shown in FIG. Run.

When the communication is normal (NO in step 301), in step 305, the first safety controller 7 operates the car surrounding safety device 11, the speed of the car 1 is exceeded, and the door is opened, as in step 302. It is determined whether or not a driving abnormality such as running while driving is detected. If it is determined that it has been detected (YES in step 305), the first safety controller 7 then executes step 306. If it is determined that the detection has not been performed (NO in step 305), the first safety controller 7 executes step 301 again.

In step 306, the first safety controller 7 transmits an abnormality detection signal to the second safety controller 14.

When step 306 is executed, the car 1 comes to an emergency stop due to the power cutoff by the second safety controller as described later, and the first safety controller 7 ends a series of safety controls shown in FIG. When the car 1 returns to the normal operation state, the first safety controller 7 again executes a series of safety controls shown in FIG.

The safety control shown in FIG. 3 is executed by the first safety controller using a computer system. Therefore, this computer system has a sufficiently short arithmetic processing cycle so that the car 1 can surely reach the landing, stop, and open the door.

FIG. 4 is a flowchart showing an outline of the safety control executed by the second safety controller 14.

First, in step 401, the second safety controller 14 determines whether the communication between the first safety controller 7 and the second safety controller 14 is abnormal. If it is determined to be abnormal (YES in step 401), the second safety controller 14 then executes step 402. If it is not abnormal, that is, if it is determined to be normal (NO in step 401), the second safety controller 14 then executes step 406 (normal safety control).

In step 402, the second safety controller 14 determines whether the power supplies of the motor 4 and the brake 6 have been cut off for a predetermined time. If it is determined that the shutoff is performed for a predetermined time (YES in step 402), the second safety controller 14 then executes step 403. If it is determined that the device has not been shut off for a predetermined time (NO in step 402), the second safety controller 14 then executes step 405. Here, the predetermined time is set to be longer than the time required from when the power is turned off until the car 1 is stopped. Therefore, in step 402, the second safety controller 14 determines whether or not the car 1 has been emergency stopped.

In step 403, the second safety controller 14 releases the power cutoff of the motor 4 and the brake 6. As a result, the car 1 is in a runnable state. The second safety controller 14 executes step 403 and then steps 404.

In step 404, the second safety controller 14 outputs a downward travel command to the control controller 13 in order to move the car 1 in the downward direction. The emergency stop device 16 is provided with a mechanism for braking the descending car 1. Therefore, in step 404, as described above (FIG. 3), in order to operate the emergency stop device 16 by the first safety controller 7 to stop the car 1, a downward travel command is given to the control controller 13. Is output.

After executing step 404, the second safety controller 14 ends a series of safety controls shown in FIG. After that, according to the safety control (FIG. 3) of the first safety controller 7 described above, when the car 1 reaches the landing, the emergency stop device 16 stops the car 1.

When the communication abnormality is resolved, the braking state of the emergency stop device 16 is released, and the car 1 returns to the normal operation state, the second safety controller 14 again performs a series of safety controls shown in FIG. Run.

If it is determined that the communication is abnormal (YES in step 401) and further, it is determined that the power supplies of the motor 4 and the brake 6 have not been shut off for a predetermined time (NO in step 402), in step 405, the second safety controller 14 , Shut off the power of the motor 4 and the brake 6. After executing step 405, the second safety controller 14 returns to step 401 and substantially re-executes the determination of step 402. As a result, after the car 1 is surely stopped in an emergency, the power cutoff can be released (step 403), and the control controller 13 can be instructed to lower the car 1 (step 404).

The above-mentioned predetermined time may include the time required for guidance broadcasting regarding emergency stop, operation on the nearest floor, etc., which is carried out in the car 1 during the period from the emergency stop of the car 1 to the start of the descent operation. ..

When the communication is normal (NO in step 401), in step 406, the second safety controller 14 determines whether or not the abnormality detection signal is received from the first safety controller 7. If it is determined that the signal has been received (YES in step 406), the second safety controller 14 then executes step 408. If it is determined that the signal has not been received (NO in step 406), the second safety controller 14 then executes step 407.

In step 407, the second safety controller 14 releases the power cutoff of the motor 4 and the brake 6.

In step 408, the second safety controller 14 shuts off the power of the motor 4 and the brake 6.

Note that the safety control after step 408 shifts to the operation to the nearest floor of the car 1 by the control controller 13. Therefore, the second safety controller 14 travels with respect to the control controller 13 in order to move the car 1 to the nearest floor (the nearest floor upward or downward from the stop position of the car 1) after the emergency stop. The command may be output. In this case, the second safety controller 14 may execute the same safety control as in steps 402 to 405.

When step 408 is executed, the second safety controller 14 ends a series of safety controls shown in FIG. When the car 1 returns to the normal operation state, the second safety controller 14 again executes a series of safety controls shown in FIG.

FIG. 5 is a flowchart showing an outline of safety control executed by the control controller 13 when a communication abnormality occurs.

In step 501, the control controller 13 determines whether or not a downward travel command (see step 404 in FIG. 4) has been received from the second safety controller 14. If it is determined that the signal is being received (YES in step 501), the controller 13 then executes step 502. If it is determined that the signal has not been received (NO in step 501), the control controller 13 ends a series of safety controls shown in FIG.

In step 502, the control controller 13 determines whether or not the motor operation command for lowering the car 1 has been output for a predetermined time. Here, the "predetermined time" is equal to or longer than the time required for the car 1 to move from an arbitrary stop position in the hoistway 101 to a landing position on a downward floor (for example, the nearest floor). The time is set in the control controller 13 in advance. When it is determined that the output is performed for a predetermined time (YES in step 502), the controller 13 then executes step 503. If it is determined that the output has not been performed for a predetermined time (NO in step 502), the controller 13 then executes step 504.

In step 503, the control controller 13 stops the output of the motor operation command. As a result, the rotation of the motor 4 is stopped. At this time, the control controller 13 puts the brake 6 in the braking state.

When step 503 is executed, the control controller 13 ends a series of safety controls at the time of communication abnormality shown in FIG. When the elevator is restored to the normal state, the controller 13 executes normal operation control.

If it is determined that the downward travel command has been received (YES in step 501) and further, it is determined that the motor operation command has not been output for a predetermined time (NO in step 502), in step 504, the controller 13 determines that the motor operation command has not been output. Outputs a motor operation command. As a result, the motor 4 rotates in the direction in which the car 1 travels downward. At this time, the control controller 13 lowers the car 1 at a speed lower than the rated speed during normal operation.

After executing step 504, the control controller 13 returns to step 501 and substantially executes the determination of step 502 again. As a result, when a communication abnormality occurs, the first safety controller 7 can operate the emergency stop device 16 to reliably stop the car 1 at the landing position (see steps 303 and 304 in FIG. 3).

According to the above embodiment, when a communication abnormality occurs between the first safety controller 7 and the second safety controller 14, the first safety controller 7 operates the emergency stop device 16 to move the car 1. Stop. As a result, the car 1 can be stopped even if the power cutoff by the second safety controller 14 is not executed. Further, since the emergency stop device 16 operates, the car 1 can be reliably stopped even if the motor 4 is rotating (in this case, the sheave of the hoisting machine idles). As described above, according to the present embodiment, the reliability of the safety control is maintained when a communication abnormality occurs.

Further, when a communication abnormality occurs, the second safety controller 14 commands the control controller 13 to lower the car 1, and the first safety controller determines that the car 1 reaches the landing position. The emergency stop device 16 is operated to stop the car 1. As a result, the car door and the landing door can be opened, so that passengers are not trapped. Therefore, even if a communication abnormality occurs, the reliability of the safety control is maintained and the safety of the elevator is ensured.

Further, both the first safety controller 7 and the second safety controller 14 periodically determine the presence or absence of a communication abnormality, and if there is a communication abnormality, each controller independently executes the safety control. At this time, the second safety controller 14 is responsible for the emergency stop of the car 1 due to the power cutoff and the descent operation control of the car 1 after the emergency stop, and the first safety controller 7 is responsible for determining the position of the car 1 and determining the position of the car 1. It is responsible for stopping the car 1 at the landing position (door openable position) by the emergency stop device. Therefore, as a safety control system, even if a communication abnormality occurs, the car 1 is temporarily stopped in an emergency, and then the car 1 is automatically operated to the position of the landing (for example, the landing on the nearest floor). Be retained.

The present invention is not limited to the above-described embodiment, and includes various modifications. For example, the above-described examples have been described in detail in order to explain the present invention in an easy-to-understand manner, and are not necessarily limited to those having all the described configurations. Further, it is possible to add / delete / replace a part of the configuration of the embodiment with another configuration.

For example, instead of the position detection by the landing detection sensor 8, the position of the car 1 may be calculated by integrating the speed detected by the speed sensor 10. In this case, the first safety controller 7 compares the calculated position with the position of the landing set in advance in the first safety controller 7.

Further, an image sensor may be applied as the landing detection sensor 8 and the speed sensor 10. In this case, the first safety controller 7 detects the position and speed of the car 1 based on the image information of the surface state of the guide rail 5 acquired by the image sensor. For example, the first safety controller 7 detects the position of the car 1 by collating the image information of the surface state of the guide rail 5 measured in advance and stored in the storage device with the image information earned by the image sensor. do. Further, the first safety controller 7 calculates the speed of the car 1 from the detected time change of the position of the car 1.

Further, as the electric trigger 17, an electric actuator that drives the operation mechanism 18 by energizing or de-energizing the solenoid, an electric actuator that drives the operation mechanism 18 by a linear actuator, or the like is applied.

Further, the emergency stop device 16 may have a function of braking and stopping the car 1 when the ascending speed of the car 1 becomes a predetermined overspeed abnormality. In this case, the second controller 14 may drive the car 1 ascending toward the landing in the upward direction.

Further, the elevator may be a so-called machine room-less elevator in which a hoisting machine and a control panel are installed in the hoistway.

1 ... Car, 2 ... Counter weight, 3 ... Main rope, 4 ... Motor, 5 ... Guide rail, 6 ... Brake, 7 ... First safety controller, 8 ... Landing detection sensor, 9 ... Detected object, 10 ... Speed Sensor, 11 ... Safety device around the car, 12 ... Control panel, 13 ... Control controller, 14 ... Second safety controller, 15 ... Tail cord, 16 ... Emergency stop device, 17 ... Electric trigger, 18 ... Operation mechanism, 20 ... Power supply, 30 ... contactor, 101 ... hoistway, 102 ... machine room

Claims (10)

1. A first controller that detects an abnormality in the car and transmits an abnormality detection signal when the abnormality is detected,
   Upon receiving the abnormality detection signal, the second controller that shuts off the power of the hoisting machine and the brake to stop the car.
   In the elevator safety control system equipped with
   The first controller is an elevator safety control system characterized in that when there is a communication abnormality with the second controller, the emergency stop device provided in the car is operated to stop the car.
2. In the elevator safety control system according to claim 1.
   The second controller drives the car when there is a communication abnormality.
   The first controller is an elevator safety control system, which activates the emergency stop device when the car reaches the landing position.
3. In the elevator safety control system according to claim 2.
   The second controller is an elevator safety control system, characterized in that, when there is a communication abnormality, the power supply is cut off, the car is stopped, and then the car is operated.
4. In the elevator safety control system according to claim 1.
   The first controller is an elevator safety control system, characterized in that, when there is a communication abnormality, the first controller activates the emergency stop device when the abnormality of the car is detected.
5. In the elevator safety control system according to claim 4.
   The second controller drives the car when there is a communication abnormality.
   The first controller is an elevator safety control system, which activates the emergency stop device when the car reaches the position of the landing unless the abnormality of the car is detected.
6. In the elevator safety control system according to claim 1.
   The first controller is a safety control system characterized in that it is provided in the car.
7. In the elevator safety control system according to claim 6.
   The second controller is a safety control system characterized in that it is provided on a control panel.
8. In the elevator safety control system according to claim 1.
   The first controller is an elevator characterized in that the abnormality of the car is detected based on a signal from any of a speed sensor, a landing detection sensor, and a safety device around the car provided in the car. Safety control system.
9. In the elevator safety control system according to claim 1.
   The first controller is an elevator safety control system, characterized in that the emergency stop device is operated by operating an electric actuator that operates the emergency stop device.
10. With car and counterweight,
    In the hoistway, the main rope that hangs the car and the counterweight,
    A hoist that drives the main rope with a motor,
    The brake that brakes the motor and
    A control controller that controls the motor and the brake to control the operation of the car.
    A safety control device that controls the operation of the car independently of the control controller when an abnormality occurs.
    In an elevator equipped with
    An elevator characterized in that the safety control device is the safety control system for the elevator according to claim 1.

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