A vibration and noise reduction device for an elevator

Abstract

This invention relates to the field of elevator equipment technology, specifically to a vibration reduction and noise reduction device for elevators. The device includes an elastic support assembly, a limiting assembly, a load sensing assembly, a controller, and a magnetorheological damping assembly. The elastic support assembly flexibly supports the vertical load of the car to cut off the sound bridge path and reduce radiated noise. The limiting assembly strictly constrains the horizontal floating of the car in its length and width directions to prevent disorderly swaying. The load sensing assembly acquires the car load in real time and dynamically adjusts the current input to the magnetorheological damping assembly through the controller, thereby changing the damping force of the magnetorheological fluid. This invention adaptively adjusts the damping based on the real-time load, achieving intelligent control by reducing damping to filter high-frequency micro-vibrations under light loads and increasing damping to strongly restrain inertia under heavy loads. This solves the technical problem of existing technologies being unable to simultaneously achieve comfort under light loads and stability under heavy loads.

Description

Technical Field

[0001] This invention relates to the field of elevator equipment technology, specifically to a vibration reduction and noise reduction device for elevators. Background Technology

[0002] During the daily operation of elevator systems, the friction between the mechanical guide shoes and guide rails, as well as the operation of the traction machine, generate continuous broadband mechanical vibrations. Existing technologies have the following main drawbacks regarding these vibrations:

[0003] First, existing elevator frames and cars are mostly rigidly connected. This rigid contact easily forms a direct sound bridge path, converting mechanical vibration into structural radiated noise and transmitting it into the car, producing a low-frequency humming sound, which seriously reduces the riding experience.

[0004] Secondly, in order to cut off the aforementioned rigid sound transmission path, some elevators have adopted a passive vibration isolation solution by adding flexible rubber pads. However, simple high-flexibility support lacks multi-dimensional physical trajectory constraints. When the elevator encounters conditions such as passenger eccentricity, emergency braking, or dynamic acceleration and deceleration, the car is very prone to losing rigid constraints and tilting and disorderly swaying in the horizontal direction, resulting in overall operational instability.

[0005] Finally, most existing elevator suspension systems with horizontal vibration reduction capabilities use passive dampers with fixed damping coefficients, which cannot adapt to the huge load span from empty to full load. On the one hand, in order to prevent the huge inertial impact under heavy load conditions, the design often uses high-damping dampers, but this will make the elevator support system too rigid under light load, and the small high-frequency vibrations cannot be absorbed and will be directly transmitted to the car. On the other hand, if low damping is used to take into account the comfort under light load, the car will shake violently under heavy load due to insufficient damping constraint, which poses a safety hazard.

[0006] In summary, existing elevator structures cannot simultaneously resolve the contradiction between flexible noise reduction and stable guidance, nor can they dynamically adjust vibration damping according to the real-time load of the car, thus failing to achieve a balance between high stability under heavy loads and high comfort under light loads. Summary of the Invention

[0007] Therefore, it is necessary to provide a vibration reduction and noise reduction device for elevators to address the existing technical problems.

[0008] To address the problems of existing technologies, the technical solution adopted in this invention is: a vibration reduction and noise reduction device for elevators, comprising a frame and a car, and further comprising:

[0009] An elastic support assembly is disposed at the bottom of the car and connects the car to the frame. The elastic support assembly is used to flexibly bear the vertical load of the car and allow the car to float horizontally relative to the frame.

[0010] A limiting component is disposed between the car and the frame to allow the car to float vertically and to limit the horizontal floating direction of the car to its length and width directions.

[0011] The magnetic flux damping assembly comprises several components, each including a first cylinder and an electromagnetic piston. The first cylinder is fixedly connected to the car frame and is sealed and filled with magnetorheological fluid. An electromagnetic coil is installed at the head of the electromagnetic piston and slides within the first cylinder, forming a flow gap between the head and the inner wall of the first cylinder. The rod of the electromagnetic piston is connected to the car and is used to provide adjustable damping for the horizontal floating of the car.

[0012] A load sensing component is located at the bottom of the car to acquire the load information of the car in real time.

[0013] A controller is mounted on the frame and is electrically connected to the load sensing component and each of the electromagnetic coils. The controller is used to output a control current of a corresponding intensity to the electromagnetic coils according to the load information, so as to dynamically adjust the damping force of the magnetorheological fluid.

[0014] Furthermore, four limiting components are provided, and are respectively disposed at the four corners of the top of the car. Each limiting component includes:

[0015] A support frame is fixedly connected to the car frame. The support frame is provided with a guide sleeve whose axis is perpendicular to the height direction of the car. Both ends of the guide sleeve are provided with abutment plates.

[0016] A limiting rod is connected to the car and coaxially passes through the guide sleeve; both ends of the limiting rod are provided with threaded portions.

[0017] Two rubber sleeves are provided, located on the sides of the two abutting uprights respectively, and each rubber sleeve is fitted onto the limiting rod;

[0018] Two sets of fastening nuts are provided, which are respectively screwed onto the two threaded portions of the limiting rod, and each set of fastening nuts presses the corresponding rubber sleeve against the abutting plate;

[0019] The four limiting components are divided into two groups. The guide sleeves in the two groups of limiting components are perpendicular to each other and parallel to the length and width directions of the car, respectively.

[0020] Furthermore, each of the limiting rods is provided with a first decoupling mechanism between itself and the car, the first decoupling mechanism comprising:

[0021] The support platform is fixedly connected to the car.

[0022] The first slider is slidably connected to the support platform in a direction perpendicular to the height of the car.

[0023] A vertical decoupling component includes a guide cylinder and a telescopic piston. The guide cylinder is vertically arranged and fixedly connected to the first slider. The head of the telescopic piston slides inside the guide cylinder, and its rod is fixedly connected upward to the limiting rod. The guide cylinder is sealed and filled with compressible gas.

[0024] The sliding direction of each of the first sliders is perpendicular to the axis of its corresponding limiting rod.

[0025] Furthermore, the load sensing component includes:

[0026] A hydraulic transmission mechanism is located at the bottom and center of the car. The hydraulic transmission mechanism includes a second cylinder, a lifting piston, and a disc spring assembly. The second cylinder is vertically arranged and fixed to the car frame, and is sealed and filled with hydraulic oil. The head of the lifting piston slides in the second cylinder, and its rod is provided with a pressure plate that abuts against the bottom of the car. The disc spring assembly is sleeved on the rod of the lifting piston and is located between the pressure plate and the second cylinder.

[0027] The hydraulic receiving mechanism includes a pressure sensor and an oil pipe. The pressure sensor is fixedly connected to the frame, and the two ends of the oil pipe are respectively connected to the second cylinder and the pressure sensor.

[0028] The lifting piston transmits pressure to the pressure sensor via hydraulic oil under the pressure of the car, and acquires load information.

[0029] Furthermore, the hydraulic receiving mechanism also includes a third cylinder and a gravity piston. The third cylinder is vertically arranged and fixed to the frame. The head of the gravity piston slides within the third cylinder, and its rod abuts against the pressure sensor. Hydraulic oil in the third cylinder flows below the gravity piston to push the gravity piston against the pressure sensor.

[0030] Furthermore, the plurality of magnetic flux damping components are evenly divided into two groups. The sliding direction of the electromagnetic piston in the two groups of magnetic flux damping components is parallel to the length and width directions of the car, respectively. Each electromagnetic piston rod is provided with a second decoupling mechanism between itself and the car. The second decoupling mechanism includes a second slider, a guide rod, and a limiting sleeve. The second slider is slidably connected to the car. The guide rod is vertically arranged and fixedly connected to the second slider. The limiting sleeve is fixedly connected to the rod of the electromagnetic piston, and the guide rod coaxially passes through the limiting sleeve. The sliding direction of each second slider is perpendicular to the sliding direction of its corresponding electromagnetic piston.

[0031] Furthermore, one end of the head of the electromagnetic piston is provided with an installation groove along its axial direction, and a winding column coaxial with the electromagnetic piston is provided in the installation groove. The electromagnetic coil is fixedly provided on the winding column. The head of the electromagnetic piston is fixedly provided with a cover plate that seals the opening of the installation groove. A lead wire groove is provided in the rod of the electromagnetic piston. The inlet end of the lead wire groove is located on the outer wall of the winding column, and the outlet end is located on the outer wall of the rod of the electromagnetic piston.

[0032] Furthermore, the elastic support components are provided in several units and are evenly distributed at the bottom of the car. Each elastic support component includes a base, a vibration damping pad, and a top plate distributed from bottom to top. The vibration damping pad fixes the base and the top plate together. The base is fixedly connected to the car frame, and the top plate is fixedly connected to the bottom of the car.

[0033] Furthermore, a buffer assembly is provided on the top of the car, the buffer assembly comprising:

[0034] A support plate is disposed above the car and fixedly connected to the car frame, and the support plate extends along the width direction of the car;

[0035] A plurality of buffer pads are provided, and the plurality of buffer pads are spaced apart along the length direction of the support plate. The top of each buffer pad is fixedly connected to the support plate, and the bottom of each buffer pad is fixedly connected to the top of the car.

[0036] Furthermore, the top of the pressure plate is embedded with several evenly distributed ball bearings that abut against the bottom of the car.

[0037] The beneficial effects of this invention compared to the prior art are:

[0038] This invention flexibly supports the vertical load of the car using elastic support components, effectively cutting off the sound bridge path of rigid vibration transmission and significantly reducing structural radiation noise inside the car. Simultaneously, addressing the issue of car instability caused by flexible support, a limiting component is used to strictly constrain the horizontal floating of the car in its length and width directions, preventing disorderly swaying and tilting during off-center loading or acceleration / deceleration. Furthermore, this invention constructs an active vibration reduction and noise reduction architecture. The load sensing component acquires the car's load in real time, and the controller dynamically adjusts the control current input to the magnetorheological damping component to change the damping force of the magnetorheological fluid. This achieves intelligent adaptive adjustment, actively increasing damping under heavy loads to restrain huge inertia and actively decreasing damping under light loads to filter high-frequency vibrations. This completely breaks through the technical bottleneck of existing fixed-damping vibration dampers that cannot simultaneously achieve both light-load comfort and heavy-load stability. Attached Figure Description

[0039] Figure 1This is a three-dimensional structural schematic diagram of the present invention;

[0040] Figure 2 This is a partially enlarged schematic diagram of the limiting component;

[0041] Figure 3 This is a top view of the limiting component;

[0042] Figure 4 yes Figure 3 Sectional view along line AA;

[0043] Figure 5 This is a planar sectional view of the load sensing component;

[0044] Figure 6 yes Figure 5 A magnified view of the area indicated by A1 in the diagram;

[0045] Figure 7 This is a planar sectional view of the magnetohydrodynamic damping assembly;

[0046] Figure 8 yes Figure 7 The enlarged view of the area indicated by A2 in the diagram;

[0047] Figure 9 It is an exploded three-dimensional diagram of the electromagnetic coil and electromagnetic piston;

[0048] Figure 10 This is a three-dimensional structural diagram of the frame;

[0049] Figure 11 yes Figure 10 The enlarged view shown in A3.

[0050] The following components are labeled in the diagram: 1. Car frame; 2. Car; 3. Elastic support assembly; 4. Limiting assembly; 5. First cylinder; 6. Electromagnetic piston; 7. Electromagnetic coil; 8. Overcurrent clearance; 9. Controller; 10. Support frame; 11. Guide sleeve; 12. Abutment plate; 13. Limiting rod; 14. Rubber sleeve; 15. Fastening nut; 16. Support platform; 17. First slider; 18. Guide cylinder; 19. Telescopic piston; 20. Second cylinder. 21. Lifting piston; 22. Disc spring assembly; 23. Pressure plate; 24. Pressure sensor; 25. Oil pipe; 26. Third cylinder; 27. Gravity piston; 28. Second slider; 29. ​​Guide rod; 30. Limit sleeve; 31. Mounting groove; 32. Winding column; 33. Cover plate; 34. Lead wire groove; 35. Base; 36. Vibration damping pad; 37. Top plate; 38. Buffer assembly; 39. Support plate; 40. Buffer pad; 41. Ball bearing. Detailed Implementation

[0051] To further understand the features, technical means, and specific objectives and functions achieved by the present invention, the present invention will be described in further detail below with reference to the accompanying drawings and specific embodiments.

[0052] During the daily operation of an elevator system, the friction of the mechanical guide shoes and the operation of the traction machine can easily be converted into structural radiated noise through the rigid contact surface between the car frame 1 and the car 2. To solve this acoustic problem caused by rigid vibration, reference is made to... Figures 1 to 11 As shown, this invention provides a vibration reduction and noise reduction device for use in an elevator environment comprising a frame 1 and a car 2. The device mainly includes: an elastic support assembly 3, a limiting assembly 4, a magnetofluid vibration damping assembly, a load sensing assembly, and a controller 9. The core vibration reduction and noise reduction concept of this device lies in: through the cooperation of the above components, a multi-dimensional flexible vibration damping system is constructed. This system effectively cuts off the sound bridge path of high-frequency vibrations transmitted into the car 2 using a flexible medium, significantly attenuating broadband mechanical vibration energy, thereby suppressing the physical swaying of the car 2 while significantly reducing the solid-borne sound component within the car 2.

[0053] In order to establish the aforementioned vibration isolation and noise reduction path at the physical level, such as Figure 1 As shown, this device first installs an elastic support assembly 3 at the bottom of the car 2. This elastic support assembly 3 connects the car 2 to the frame 1, and its core function is to flexibly bear the vertical load of the car 2, while utilizing a medium with a low elastic modulus to allow the car 2 to float horizontally relative to the frame 1 within a certain range, thereby avoiding rigid impact noise. Specifically, several elastic support assemblies 3 are provided and evenly distributed at the bottom of the car 2 to achieve a balanced distribution of forces.

[0054] like Figure 7 As shown, the specific structure of each elastic support component 3 includes a base 35, a vibration damping pad 36, and a top plate 37 distributed sequentially from bottom to top. The vibration damping pad 36 fixes the base 35 and the top plate 37 together. It mainly uses the deformation of its own elastic polymer material to absorb and dissipate high-frequency micro-vibration energy, thereby achieving primary acoustic isolation and blocking the penetration of mid-to-high frequency noise. The base 35 is fixedly connected to the frame 1, and the top plate 37 is fixedly connected to the bottom of the car 2, thus constructing a stable and flexible support foundation for the car 2 in terms of physical structure.

[0055] However, while achieving a flexible noise reduction effect, simple elastic support can easily cause the car 2 to tilt and sway randomly during off-center loading or dynamic acceleration and deceleration. Therefore, as... Figure 1As shown, this device also includes a limiting component 4 between the car 2 and the frame 1. It should be clearly pointed out that the limiting component 4, as an auxiliary guiding structure of the system, has two core functions: firstly, to prevent the car 2 from becoming unstable and tilting due to the flexible support at the bottom; and secondly, to strictly limit the horizontal floating direction of the car 2 to be consistent with its width and length directions. After the trajectory is constrained by the limiting component 4, the car 2 can only perform regular translational vibrations along its length and width directions on the horizontal plane, thus ensuring the absolute controllability of the motion trajectory. In specific operation, there are four limiting components 4, which are respectively set at the four corners of the top of the car 2.

[0056] Regarding the specific connection relationship of the aforementioned limiting component 4, as follows: Figures 2 to 4 As shown, each limiting component 4 includes a support frame 10, a guide sleeve 11, an abutment plate 12, a limiting rod 13, a rubber sleeve 14, and a fastening nut 15. The support frame 10 is fixed to the car frame 1, serving as a foundation. The support frame 10 has a guide sleeve 11 axially perpendicular to the height of the car 2. Both ends of the guide sleeve 11 have abutment plates 12. The limiting rod 13 is connected to the car 2 and coaxially passes through the guide sleeve 11, used to smoothly transmit the horizontal displacement of the car 2. Both ends of the limiting rod 13 have threaded portions. Two rubber sleeves 14, located beside the two abutment plates 12, are fitted onto the limiting rod 13 to provide elastic cushioning and prevent secondary impact noise caused by direct metal-to-metal collisions. Two sets of fastening nuts 15 are screwed onto the two threaded portions of the limiting rod 13, and each set of fastening nuts 15 presses the corresponding rubber sleeve 14 against the abutment plate 12, thereby achieving precise adjustment of the preload. In order to achieve independent guidance along the length and width dimensions, the four limiting components 4 are divided into two groups. The guide sleeves 11 in the two groups of limiting components 4 are perpendicular to each other and parallel to the length and width directions of the car 2, respectively.

[0057] To prevent structural motion stagnation caused by multi-dimensional physical constraints, such as Figure 2 and Figure 4As shown, this device cleverly incorporates a first decoupling mechanism between each limiting rod 13 and the car 2. The core purpose of the first decoupling mechanism is to promptly release the rigid constraint of the limiting rod 13 on vibrations in non-target directions when the car 2 vibrates in a target direction. Specifically, the first decoupling mechanism includes a support platform 16, a first slider 17, and a vertical decoupling component. The support platform 16 is fixedly connected to the car 2; the first slider 17 is slidably connected to the support platform 16 in a direction perpendicular to the height of the car 2, used to eliminate redundant horizontal constraints; the vertical decoupling component includes a guide cylinder 18 and a telescopic piston 19. The guide cylinder 18 is vertically arranged and fixedly connected to the first slider 17. The head of the telescopic piston 19 slides within the guide cylinder 18, and its rod is fixedly connected upwards to the limiting rod 13. The guide cylinder 18 is sealed and filled with compressible gas. The sliding direction of each first slider 17 is perpendicular to the axial direction of its corresponding limiting rod 13.

[0058] In actual dynamic operation, the aforementioned first decoupling mechanism exhibits excellent anti-jamming characteristics: on the one hand, when the car 2 vibrates horizontally along its width (or length), the limiting rod 13 arranged in its length (or width) direction will passively slide and follow on the support platform 16 through its corresponding first slider 17, thereby avoiding motion interference and jamming in the cross direction; on the other hand, when the car 2 vibrates vertically, the compression buffer of the gas in the vertical decoupling component and the relative displacement of the telescopic piston 19 enable all the limiting rods 13 extending in both directions to move smoothly, without causing rigid jamming in the vertical direction. Through the above-mentioned precise follow-up and decoupling mechanism, the structure completely eliminates the mechanical coupling force in the non-target direction, ensuring the efficient and smooth operation of the entire limiting and guiding system.

[0059] In order to actively dissipate the vibration energy of car 2 and further suppress resonance noise, such as Figure 7 and Figure 8 As shown, this device is equipped with a magnetorheological damping assembly as the execution unit. Several such assemblies are provided, each used to provide adjustable damping for the horizontal floating of the car 2. Specifically, each magnetorheological damping assembly includes a first cylinder 5 and an electromagnetic piston 6. The first cylinder 5 is fixedly connected to the car frame 1, and its interior is sealed with a magnetorheological fluid whose physical form can be changed by a magnetic field. An electromagnetic coil 7 is installed at the head of the electromagnetic piston 6 and slides within the first cylinder 5, forming a flow gap 8 between the head and the inner wall of the first cylinder 5, providing a channel for the shuttle flow of the magnetorheological fluid. The rod of the electromagnetic piston 6 is connected to the car 2 to receive the vibration displacement of the car 2 in real time.

[0060] To further investigate the electromagnetic response mechanism inside the magnetohydrodynamic damping component, such as... Figure 8 and Figure 9As shown, one end of the head of the electromagnetic piston 6 has an inwardly extending mounting groove 31 along its axial direction. A winding column 32, coaxial with the electromagnetic piston 6, is provided in the mounting groove 31. The electromagnetic coil 7 is fixedly mounted on the winding column 32 to generate a magnetic field when energized, causing the magnetorheological fluid in the current gap 8 to instantly generate shear yield stress, thereby changing the damping coefficient. A cover plate 33 is fixedly mounted on the head of the electromagnetic piston 6 to seal the opening of the mounting groove 31, ensuring that the coil is protected from liquid corrosion. A lead wire groove 34 is provided in the rod of the electromagnetic piston 6. The inlet end of the lead wire groove 34 is located on the outer wall of the winding column 32, and the outlet end is located on the outer wall of the rod of the electromagnetic piston 6, realizing a reliable layout of the circuit system.

[0061] Similar to the interference problem faced by the aforementioned limiting mechanism, in order to prevent structural damage to the various magnetohydrodynamic damping components under multidimensional motion states, such as Figure 8 and Figure 10 As shown, several magnetofluidic vibration damping components are evenly divided into two groups. The sliding direction of the electromagnetic pistons 6 in the two groups of magnetofluidic vibration damping components is parallel to the length and width directions of the car 2, respectively. Each electromagnetic piston 6 has a second decoupling mechanism between its rod and the car 2. The second decoupling mechanism includes a second slider 28, a guide rod 29, and a limiting sleeve 30. The second slider 28 is slidably connected to the car 2; the guide rod 29 is vertically arranged and fixedly connected to the second slider 28; the limiting sleeve 30 is fixedly connected to the rod of the electromagnetic piston 6, and the guide rod 29 coaxially passes through the limiting sleeve 30. The sliding direction of each second slider 28 is perpendicular to the sliding direction of the corresponding electromagnetic piston 6, thereby resolving the rigid interference between the horizontal orthogonal direction and the vertical direction.

[0062] Considering that the vibration frequency and amplitude of elevator car 2 will dynamically shift with the increase or decrease of passenger weight, in order to achieve the optimal vibration reduction and noise reduction effect, such as Figure 5 and Figure 6 As shown, this device also includes a load sensing component. The load sensing component is located at the bottom of the car 2 and is used to acquire the load information of the car 2 in real time. Specifically, the load sensing component includes a hydraulic transmission mechanism, which is located at the bottom and center of the car 2 to objectively capture the displacement pressure of the car 2. The hydraulic transmission mechanism includes a second cylinder 20, a lifting piston 21, and a disc spring assembly 22. The second cylinder 20 is vertically arranged and fixed to the car frame 1, and its interior is sealed with hydraulic oil. The head of the lifting piston 21 slides within the second cylinder 20, and its rod is provided with a pressure plate 23 that abuts against the bottom of the car 2. The disc spring assembly 22 is sleeved on the rod of the lifting piston 21, and the disc spring assembly 22 is located between the pressure plate 23 and the second cylinder 20. To reduce the frictional interference of horizontal displacement on the vertical pressure sensing, such as... Figure 11 As shown, the top of the pressure plate 23 is embedded with several evenly distributed ball bearings 41 that abut against the bottom of the car 2.

[0063] After obtaining a precise hydraulic pressure signal, in order to convert the physical load into an electrical signal that can be recognized by the controller 9, such as... Figure 6 As shown, the load sensing component also includes a hydraulic receiving mechanism. This hydraulic receiving mechanism includes a pressure sensor 24 and an oil pipe 25. The pressure sensor 24 is fixedly connected to the frame 1, and the oil pipe 25 connects the second cylinder 20 and the hydraulic receiving mechanism. More specifically, the hydraulic receiving mechanism also includes a third cylinder 26 and a gravity piston 27. The third cylinder 26 is vertically arranged and fixedly connected to the frame 1; the head of the gravity piston 27 slides within the third cylinder 26, and its rod abuts against the pressure sensor 24. In this structure, the lifting piston 21, under the pressure of the car 2, transmits pressure to the hydraulic receiving mechanism through hydraulic oil and the oil pipe 25, causing the hydraulic oil in the third cylinder 26 to push the gravity piston 27 against the pressure sensor 24, thereby obtaining accurate load information.

[0064] Once the system has the aforementioned execution and sensing units, in order to coordinate the various components to achieve intelligent active noise reduction and smooth control, such as... Figure 6 As shown, this device ultimately incorporates a controller 9. The controller 9 is mounted on the frame 1 and is electrically connected to the load sensing component and each electromagnetic coil 7. The controller 9 is used to output a control current of appropriate intensity to the electromagnetic coils 7 based on the load information, thereby dynamically adjusting the damping force of the magnetorheological fluid.

[0065] During the actual dynamic adjustment detection and sensing phase, it is particularly important to clarify that the actual lifting distance of the car 2 due to load changes is extremely small. The rod of the gravity piston 27 is continuously in contact with the pressure sensor 24, thereby achieving highly sensitive micro-displacement force measurement. When the number of passengers in the car 2 increases, causing its load to increase, the car 2 presses down, causing the lifting piston 21 to move downwards. This, in turn, continuously drives the gravity piston 27 upwards through the closed hydraulic oil, forcefully pressing against the pressure sensor 24. At this time, the pressure sensor 24 receives the high-load signal and ultimately outputs a high current to the electromagnetic coil 7 through the controller 9 to change (enhance) its magnetic field strength. Under the magnetization effect of the strong magnetic field, the magnetorheological fluid rapidly changes from a liquid phase to a semi-solid phase, and the yield shear stress rises sharply, causing the sliding of the electromagnetic piston 6 within the first cylinder 5 to be strongly dragged and hindered. The core function of this high-damping strategy is that, as the car 2 becomes heavier, its inertia increases significantly. The vibration reduction structure must generate stronger damping force to firmly hold the heavy car 2 body, thereby effectively preventing it from swaying significantly in the horizontal direction during elevator operation. It also ensures that the car 2 will not violently impact the limit component 4 due to its huge inertia during emergency stop, greatly improving safety and stability under heavy load.

[0066] Conversely, during nighttime or off-peak elevator operation, when the number of passengers in car 2 is small and the load decreases, the response of the sensing and execution units is significantly different. As the pressure in car 2 decreases, the lifting piston 21 gradually rises and resets due to the elastic force released by the disc spring assembly 22, while the gravity piston 27 gradually descends under its own weight. This significantly reduces the compressive load received by the pressure sensor 24. After acquiring the light load signal, the controller 9 controls the electromagnetic coil 7 to reduce its magnetic field strength, causing the magnetorheological fluid to rapidly recover from a semi-solid state to a liquid state, greatly enhancing its fluidity and minimizing sliding resistance. The reason for actively reducing damping under this light load condition is that if the load is very light but the system still maintains a large damping force, the entire vibration damping structure will become too rigid. At this time, the small high-frequency vibrations generated by the operation of the elevator traction machine or the friction of the guide rails will not be dissipated and will be directly transmitted to the interior of car 2 through the vibration damping structure, forming a buzzing noise. By reducing damping in time, the lightly loaded cabin 2 can completely filter out high-frequency mechanical vibrations by utilizing the flexibility of the vibration damping structure itself, thereby creating an extremely smooth and quiet riding experience for passengers.

[0067] In addition, to prevent the car 2 from colliding hard with the frame 1 and producing a violent metallic impact sound under extreme conditions such as emergency braking, such as... Figure 1 and Figure 2 As shown, this device additionally provides a buffer assembly 38 on the top of the car 2. The buffer assembly 38 includes a support plate 39 and buffer pads 40. The support plate 39 is located above the car 2 and is fixedly connected to the car frame 1, extending along the width direction of the car 2. Several buffer pads 40 are provided, and the buffer pads 40 are spaced apart along the length direction of the support plate 39. The top of each buffer pad 40 is fixedly connected to the support plate 39, and the bottom of each buffer pad 40 is fixedly connected to the top of the car 2. The buffer pads 40 allow the car 2 to float in the horizontal direction. In actual use, the high damping characteristics of the buffer pads 40 can be used to absorb the kinetic energy of the car 2 under extreme conditions.

[0068] The above embodiments only illustrate one or more implementations of the present invention, and their descriptions are relatively specific and detailed, but they should not be construed as limiting the scope of the present invention. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these all fall within the protection scope of the present invention. Therefore, the protection scope of this patent should be determined by the appended claims.

Claims

1. A vibration reduction and noise reduction device for elevators, comprising a frame (1) and a car (2), characterized in that, Also includes: An elastic support assembly (3) is provided at the bottom of the car (2) and connects the car (2) to the frame (1). The elastic support assembly (3) is used to flexibly bear the vertical load of the car (2) and allow the car (2) to float horizontally relative to the frame (1). A limiting component (4) is provided between the car (2) and the frame (1) to allow the car (2) to float vertically and to limit the horizontal floating direction of the car (2) to its length and width directions; The magnetic flux damping assembly is provided in several parts. Each magnetic flux damping assembly includes a first cylinder (5) and an electromagnetic piston (6). The first cylinder (5) is fixedly connected to the car frame (1) and its interior is sealed and filled with magnetorheological fluid. An electromagnetic coil (7) is installed on the head of the electromagnetic piston (6) and slides in the first cylinder (5). A flow gap (8) is formed between the head and the inner wall of the first cylinder (5). The rod of the electromagnetic piston (6) is connected to the car (2) to provide adjustable damping for the horizontal floating of the car (2). A load sensing component is located at the bottom of the car (2) and is used to acquire the load information of the car (2) in real time. The controller (9) is located on the frame (1) and is electrically connected to the load sensing component and each of the electromagnetic coils (7). The controller (9) is used to output a control current of corresponding intensity to the electromagnetic coils (7) according to the load information, so as to dynamically adjust the damping force of the magnetorheological fluid.

2. The vibration reduction and noise reduction device for elevators according to claim 1, characterized in that, The limiting components (4) are provided in four parts, and are respectively disposed at the four corners of the top of the car (2). Each limiting component (4) includes: A support frame (10) is fixedly connected to the car frame (1). The support frame (10) is provided with a guide sleeve (11) whose axis is perpendicular to the height direction of the car (2). Both ends of the guide sleeve (11) are provided with abutting plates (12). The limiting rod (13) is connected to the car (2) and coaxially passes through the guide sleeve (11). Both ends of the limiting rod (13) are provided with threaded parts. Two rubber sleeves (14) are provided, located on the sides of the two abutting uprights (12), and each rubber sleeve (14) is fitted onto the limiting rod (13); Two sets of fastening nuts (15) are provided, which are respectively screwed onto the two threaded parts of the limiting rod (13), and each set of fastening nuts (15) presses the corresponding rubber sleeve (14) against the abutting plate (12). Among them, the four limiting components (4) are divided into two groups. The guide sleeves (11) in the two groups of limiting components (4) are perpendicular to each other and parallel to the length and width directions of the car (2), respectively.

3. The vibration reduction and noise reduction device for elevators according to claim 2, characterized in that, Each of the limiting rods (13) is provided with a first decoupling mechanism between itself and the car (2), the first decoupling mechanism comprising: The support platform (16) is fixedly connected to the car (2); The first slider (17) is slidably connected to the support platform (16) in a direction perpendicular to the height of the car (2); The vertical decoupling component includes a guide cylinder (18) and a telescopic piston (19). The guide cylinder (18) is vertically arranged and fixedly connected to the first slider (17). The head of the telescopic piston (19) slides inside the guide cylinder (18), and its rod is fixedly connected upward to the limiting rod (13). The guide cylinder (18) is sealed and filled with compressible gas. The sliding direction of each of the first sliders (17) is perpendicular to the axis of its corresponding limiting rod (13).

4. The vibration reduction and noise reduction device for elevators according to claim 1, characterized in that, The load sensing component includes: A hydraulic transmission mechanism is located at the bottom and center of the car (2). The hydraulic transmission mechanism includes a second cylinder (20), a lifting piston (21), and a disc spring assembly (22). The second cylinder (20) is vertically arranged and fixedly connected to the car frame (1), and is sealed and filled with hydraulic oil. The head of the lifting piston (21) slides inside the second cylinder (20), and its rod is provided with a pressure plate (23) that abuts against the bottom of the car (2). The disc spring assembly (22) is sleeved on the rod of the lifting piston (21), and the disc spring assembly (22) is located between the pressure plate (23) and the second cylinder (20). The hydraulic receiving mechanism includes a pressure sensor (24) and an oil pipe (25). The pressure sensor (24) is fixedly connected to the frame (1), and the two ends of the oil pipe (25) are respectively connected to the second cylinder (20) and the pressure sensor (24). The lifting piston (21) transmits pressure to the pressure sensor (24) through the hydraulic oil under the pressure of the car (2) and obtains load information.

5. The vibration reduction and noise reduction device for elevators according to claim 4, characterized in that, The hydraulic receiving mechanism also includes a third cylinder (26) and a gravity piston (27). The third cylinder (26) is vertically arranged and fixed to the frame (1). The head of the gravity piston (27) slides inside the third cylinder (26), and its rod abuts against the pressure sensor (24) upward. The hydraulic oil in the third cylinder (26) flows below the gravity piston (27) to push the gravity piston (27) against the pressure sensor (24).

6. The vibration reduction and noise reduction device for elevators according to claim 1, characterized in that, Several magnetic flux damping components are evenly divided into two groups. The sliding direction of the electromagnetic piston (6) in the two groups of magnetic flux damping components is parallel to the length and width directions of the car (2), respectively. Each electromagnetic piston (6) has a second decoupling mechanism between its rod and the car (2). The second decoupling mechanism includes a second slider (28), a guide rod (29), and a limiting sleeve (30). The second slider (28) is slidably connected to the car (2). The guide rod (29) is vertically arranged and fixedly connected to the second slider (28). The limiting sleeve (30) is fixedly connected to the rod of the electromagnetic piston (6), and the guide rod (29) passes through the limiting sleeve (30) coaxially. The sliding direction of each second slider (28) is perpendicular to the sliding direction of its corresponding electromagnetic piston (6).

7. The vibration reduction and noise reduction device for elevators according to claim 1, characterized in that, The head of the electromagnetic piston (6) has an installation groove (31) extending inward along its axial direction. The installation groove (31) contains a winding column (32) coaxial with the electromagnetic piston (6). The electromagnetic coil (7) is fixedly mounted on the winding column (32). The head of the electromagnetic piston (6) is fixedly mounted with a cover plate (33) that seals the opening of the installation groove (31). The rod of the electromagnetic piston (6) has a lead wire groove (34). The inlet end of the lead wire groove (34) is located on the outer wall of the winding column (32), and the outlet end is located on the outer wall of the rod of the electromagnetic piston (6).

8. The vibration reduction and noise reduction device for elevators according to claim 1, characterized in that, The elastic support components (3) are provided in several units and are evenly distributed at the bottom of the car (2). Each elastic support component (3) includes a base (35), a vibration damping pad (36) and a top plate (37) arranged from bottom to top. The vibration damping pad (36) fixes the base (35) and the top plate (37) together. The base (35) is fixedly connected to the car frame (1), and the top plate (37) is fixedly connected to the bottom of the car (2).

9. The vibration reduction and noise reduction device for elevators according to claim 1, characterized in that, The top of the car (2) is provided with a buffer assembly (38), the buffer assembly (38) comprising: A support plate (39) is provided above the car (2) and fixedly connected to the car frame (1). The support plate (39) extends along the width direction of the car (2). A plurality of buffer pads (40) are provided, and the plurality of buffer pads (40) are distributed at intervals along the length direction of the support plate (39). The top of each buffer pad (40) is fixedly connected to the support plate (39), and the bottom of each buffer pad (40) is fixedly connected to the top of the car (2).

10. A vibration reduction and noise reduction device for elevators according to claim 4, characterized in that, The top of the pressure plate (23) is embedded with several evenly distributed ball bearings (41) that abut against the bottom of the car (2).

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