A combined speed-taking mechanism for multi-car intelligent parallel elevators

Abstract

The present invention provides a combined speed-taking mechanism for a multi-car intelligent parallel elevator. The elevator system has no traction structure. The elevator includes multiple cars, at least two tracks, and multiple switching tracks. The switching track is used to connect two different tracks. The track or switching track is defined as a guide rail. The combined speed-taking mechanism and the car run synchronously along the guide rail. The combined speed-taking mechanism includes at least two speed-taking wheels, at least two check valves, and a speed output shaft. The speed-taking wheels rotate in accordance with the guide rails. Each speed-taking wheel can transmit its rotation to the speed output shaft through a check valve. When multiple speed-taking wheels rotate in accordance with the guide rails at the same time, only the rotation of the speed-taking wheel with the largest speed can be transmitted to the speed output shaft through the check valve. The present invention greatly improves the speed-taking accuracy of the speed-taking structure, improves the reliability and stability of the corresponding safety device action, reduces manufacturing requirements and costs, and has a simple structure and is safe and reliable.

Description

Technical Field

[0001] The present invention belongs to the technical field of elevators, and in particular relates to a combined speed-taking mechanism for a multi-car intelligent parallel elevator. Background Art

[0002] In modern society and economic activities, elevators have become an indispensable means of vertical transportation for people and goods. Since its invention in 1854, elevator cars have been driven by a wire rope pulley. A machine room, traction motor, and reduction gear are installed on the top floor of the building, driving the wire rope to pull the car and counterweight along the track within the hoistway. This drive method usually allows only one car to operate in a single hoistway. Single-car elevators can still meet the needs of low-rise buildings and low-traffic floors. With the rapid development of modern cities, high-rise and super-high-rise buildings with high population densities have sprung up. The shortcomings of single-car elevators, such as long waiting times and low transportation efficiency, have been increasingly amplified. This traditional single-car elevator operation mode has become difficult to adapt to the needs of the rapid development of modern urban architecture.

[0003] To improve building space utilization and elevator efficiency, while reducing building and elevator construction costs, and with the continuous advancement of engineering technology, multi-car parallel elevators are being developed and applied. These elevators utilize direct drive technology without traction wire ropes, enabling the simultaneous operation of multiple elevator cars within the same hoistway. Elevators between hoistways can switch between hoistways, enabling overtaking. The tracks of different hoistways are connected by a switch track. To ensure a smooth connection, the joint between the track and the switch track is curved, or the switch track itself is curved.

[0004] In order to ensure the safe operation of the elevator, the running speed of the car cannot exceed the set value. When the running speed of the car exceeds the set value, the car needs to be slowed down and decelerated in time. In order to accurately obtain the running speed of the car and decelerate the overspeeding car, the applicant's patent application with application number 2020108262510 has designed a safety device, including a speed-taking mechanism, a trigger mechanism and a safety clamp, etc. The speed-taking mechanism is installed on the suspension device, and the speed-taking mechanism rotates in accordance with the track, that is, the speed of the speed-taking mechanism is related to the running speed of the car. When the speed of the speed-taking mechanism exceeds the set value, the trigger mechanism is triggered, driving the safety clamp to move, clamping the track, and realizing the deceleration and deceleration of the car.

[0005] The principle of the speed-taking mechanism is to obtain the speed of the elevator car through friction transmission between the speed-taking roller and the track. However, the speed-taking roller may slip when it rotates in contact with the track, resulting in inaccurate speed of the elevator car, which may cause the safety device to malfunction or delay operation, or even fail to operate, making it impossible to reliably implement overspeed protection of the elevator.

[0006] In order to overcome the above problems, the applicant's patent application with application number 2021205222738 adopts a method of meshing a toothed speed-taking roller with the track side teeth, which overcomes the slippage of friction transmission and achieves reliable speed taking. However, the meshing of the teeth and grooves makes the structure complex, the manufacturing requirements are high, and the manufacturing cost is increased. Summary of the Invention

[0007] In view of the above-mentioned problems existing in the prior art, the purpose of the present invention is to provide a joint speed-taking mechanism for a multi-car intelligent parallel elevator, in which at least two sets of speed-taking wheels are arranged to take speeds respectively, and the maximum speed therebetween is automatically output as the triggering speed for triggering the safety device. Compared with setting up a single set of speed-taking wheels, the speed-taking accuracy of the speed-taking structure is greatly improved, and the reliability and stability of the corresponding safety device action are improved. Only one set of safety devices is needed, which avoids the waste caused by the redundant design of traditional multiple sets of safety devices, saves space, reduces manufacturing requirements and costs, and has a simple structure and is safe and reliable.

[0008] In order to achieve the above object, the technical solution adopted by the present invention is:

[0009] A combined speed-taking mechanism for a multi-car intelligent parallel elevator, wherein the elevator system has no traction structure, the elevator comprises multiple cars, at least two tracks and multiple switching tracks, the switching tracks are used to connect two different tracks, the tracks or switching tracks are defined as guide rails, the combined speed-taking mechanism and the cars run synchronously along the guide rails, the combined speed-taking mechanism comprises at least two speed-taking wheels, at least two backstops and a speed output shaft, the speed-taking wheels rotate in contact with the guide rails, each speed-taking wheel can transmit the rotation to the speed output shaft through a backstop, when multiple speed-taking wheels rotate in contact with the guide rails at the same time, only the rotation of the speed-taking wheel with the highest speed can be transmitted to the speed output shaft through the backstop.

[0010] As a further improvement of the above technical solution:

[0011] The plurality of speed wheels are located on the same side of the guide rail, are arranged in parallel and at intervals, and are respectively connected to the speed output shaft through a plurality of backstops.

[0012] The combined speed-taking mechanism also includes at least two transmission wheels, each of which can transmit rotation to the speed output shaft through a transmission wheel and a backstop. When multiple speed-taking wheels rotate simultaneously in contact with the guide rail, only the rotation of the speed-taking wheel with the highest speed can be transmitted to the speed output shaft through the transmission wheel and the backstop.

[0013] The plurality of speed wheels are located on the same side of the guide rail, are arranged in parallel and spaced apart, the plurality of transmission wheels are respectively engaged with the plurality of speed wheels, and the plurality of transmission wheels are respectively connected to the speed output shaft through a plurality of backstops.

[0014] When the transmission wheel rotates in one direction, the rotation of the transmission wheel can be transmitted to the speed output shaft through the backstop. When the transmission wheel rotates in the other direction, the rotation of the transmission wheel cannot be transmitted to the speed output shaft through the backstop.

[0015] When the speed of the transmission wheel is greater than the speed of the speed output shaft, the rotation of the transmission wheel can be transmitted to the speed output shaft through the backstop. When the speed of the speed output shaft is greater than the speed of the transmission wheel, the rotation of the speed output shaft cannot be transmitted to the transmission wheel through the backstop.

[0016] The combined speed-taking mechanism also includes multiple transmission wheel shafts and a conversion wheel, which are co-rotatingly sleeved on the speed output shaft. The multiple speed-taking wheels are respectively located on both sides of the guide rail. Each speed-taking wheel transmits rotation to a transmission wheel through a transmission wheel shaft. The multiple transmission wheels are respectively engaged with the conversion wheel, and the speed-taking wheels are connected to the transmission wheel shaft through a backstop.

[0017] When the speed wheel rotates in one direction, the rotation of the speed wheel can be transmitted to the transmission wheel shaft through the backstop. When the speed wheel rotates in the other direction, the rotation of the speed wheel cannot be transmitted to the transmission wheel shaft through the backstop.

[0018] When the speed of the speed wheel is greater than the speed of the transmission shaft, the rotation of the speed wheel can be transmitted to the transmission shaft through the backstop. When the speed of the transmission shaft is greater than the speed of the speed wheel, the rotation of the transmission shaft cannot be transmitted to the speed wheel through the backstop.

[0019] There are two speed wheels.

[0020] The speed taking mechanism is movably connected to the suspension, and the speed taking mechanism or the mounting base of the speed taking mechanism can move within a plane, and the plane is parallel to or coincides with the plane where the arc track is located.

[0021] The beneficial effects of the present invention are: it is an all-in-one coupled speed-taking mechanism, at least two groups of speed-taking wheels are set to take speeds respectively, and the maximum speed among them is automatically output as the triggering speed for triggering the safety device. Compared with setting up a group of speed-taking wheels separately, the speed-taking accuracy of the speed-taking structure is greatly improved, and the reliability and stability of the corresponding safety device action are improved. Only one set of safety devices is needed, which avoids the waste caused by the redundant design of traditional multiple sets of safety devices, saves space, reduces manufacturing requirements and costs, and has a simple structure and is safe and reliable. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 It is a structural diagram of embodiment 1 of the present invention;

[0023] Figure 2 is a structural diagram of embodiment 2 of the present invention;

[0024] Figure 3It is a structural diagram of embodiment 3 of the present invention. DETAILED DESCRIPTION

[0025] The following describes the specific embodiments of the present invention in detail with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are only used to illustrate and explain the present invention and are not intended to limit the present invention.

[0026] For ease of description, spatially relative terms such as "above", "above", "on the upper surface of", "above", etc. may be used herein to describe the spatial positional relationship of a device or feature to other devices or features as shown in the figures. It should be understood that spatially relative terms are intended to include different orientations of the device in use or operation in addition to the orientation described in the figures. For example, if the device in the drawings is inverted, the device described as "above other devices or structures" or "above other devices or structures" will be positioned as "below other devices or structures" or "below other devices or structures". Thus, the exemplary term "above" can include both "above" and "below". The device can also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatially relative descriptions used here are interpreted accordingly.

[0027] A combined speed-taking mechanism for a multi-car intelligent parallel elevator, wherein the elevator system has no traction structure, and the elevator includes multiple cars, at least two tracks and multiple switching tracks, and the switching track is used to connect two different tracks. The track or switching track is defined as a guide rail 6. The guide rail 6 includes a straight rail and a curved track. The car is mounted on a suspension device, and a drive device is also mounted on the suspension device. The drive device drives the suspension device to run along the guide rail 6, and the suspension device drives the car to run along the guide rail 6. The combined speed-taking mechanism is mounted on the suspension device or the car through a mounting base, that is, the combined speed-taking mechanism and the car run synchronously along the guide rail 6. The speed-taking mechanism is movably connected to the suspension device, and the speed-taking mechanism or the mounting base of the speed-taking mechanism can move in a plane, and the plane is parallel to or coincides with the plane where the curved track is located.

[0028] The combined speed-taking mechanism includes at least two speed-taking wheels 1, at least two backstops, and a speed output shaft 5. The speed-taking wheels 1 rotate in contact with the guide rail 6, and each speed-taking wheel 1 can transmit its rotation to the speed output shaft 5 through a backstop. When multiple speed-taking wheels 1 rotate in contact with the guide rail 6 at the same time, due to the action of the backstop, only the rotation of the speed-taking wheel 1 with the highest speed can be transmitted to the speed output shaft 5 through the backstop. The speed output shaft 5 is connected to a trigger structure. When the speed of the speed output shaft 5 exceeds the set value, the trigger structure drives the safety clamp to operate, clamping the guide rail 6 to achieve deceleration and reduction of the car.

[0029] Based on the above structure, it is equivalent to setting up multiple sets of speed-taking structures, and each speed-taking wheel 1 is a rolling speed-taking wheel of a set of speed-taking mechanisms. Obviously, when multiple speed-taking wheels 1 are simultaneously rotating in contact with the guide rail 6, if one speed-taking wheel 1 slips while another speed-taking wheel 1 does not slip, the speed-taking wheel 1 that maintains rolling contact with the guide rail 6 without slipping will have the highest speed, and its speed can be transmitted to the speed output shaft 5, that is, the speed output shaft 5 can accurately obtain the operating speed of the car.

[0030] The invention will now be described in detail through three groups of embodiments.

[0031] Example 1

[0032] like Figure 1 As shown, in this embodiment, the combined speed-taking mechanism includes two speed-taking wheels 1, two backstops (not shown in the figure) and a speed output shaft 5. The two speed-taking wheels 1 have the same diameter.

[0033] The two speed wheels 1 are located on the same side of the guide rail 6 and are arranged in parallel and spaced apart. The two speed wheels 1 are respectively connected to the speed output shaft 5 through two backstops, that is, a backstop is provided between the speed wheels 1 and the speed output shaft 5.

[0034] Based on the above structure and the function of the backstop, in this embodiment, when the speed wheel 1 rotates in one direction, the rotation of the speed wheel 1 can be transmitted to the speed output shaft 5 through the backstop. When the speed wheel 1 rotates in the other direction, the rotation of the speed wheel 1 cannot be transmitted to the speed output shaft 5 through the backstop. When the speed of the speed wheel 1 is greater than the speed of the speed output shaft 5, the rotation of the speed wheel 1 can be transmitted to the speed output shaft 5 through the backstop. When the speed of the speed output shaft 5 is greater than the speed of the speed wheel 1, the rotation of the speed output shaft 5 cannot be transmitted to the speed wheel 1 through the backstop.

[0035] Based on the above principle, each speed wheel 1 can transmit its rotation to the speed output shaft 5 through the backstop, but when multiple speed wheels 1 rotate simultaneously against the guide rail 6, only the rotation of the speed wheel 1 with the highest speed can be transmitted to the speed output shaft 5 through the backstop.

[0036] The working principle of this embodiment is as follows: during the operation of the elevator car, the speed wheel 1 runs synchronously with the car, and the speed wheel 1 rotates in contact with the guide rail 6. When the two speed wheels 1 have the same rotational speed, the rotation of the two speed wheels 1 is respectively transmitted to the speed output shaft 5 through two check valves, that is, the rotational speed of the two speed wheels 1 is the same as the rotational speed of the speed output shaft 5. When one of the speed wheels 1 slips and the other speed wheel 1 keeps rolling in contact with the guide rail 6, the rotational speed of the speed wheel 1 that keeps rolling in contact with the guide rail 6 is greater than the rotational speed of the other speed wheel 1, and the rotational speed of the speed wheel 1 that keeps rolling in contact with the guide rail 6 can accurately reflect the operating speed of the car. The rotation of the speed wheel 1 that keeps rolling in contact with the guide rail 6 is transmitted to the speed output shaft 5 through the check valve. At this time, the rotational speed of the speed output shaft 5 is greater than the rotational speed of the other speed wheel 1, that is, the rotation of the speed output shaft 5 cannot be transmitted to the other speed wheel 1 (the slipping speed wheel 1). When the speed of the speed output shaft 5 is greater than the set value, the speed output shaft 5 drives the trigger mechanism, and the trigger mechanism drives the safety clamp to operate, clamp the guide rail 6, and realize slowing down, reducing the speed or stopping the car.

[0037] Example 2

[0038] like Figure 2 As shown, in this embodiment, the combined speed-generating mechanism includes two speed-generating wheels 1, two transmission wheels 2, two backstops (not shown), and a speed output shaft 5. The two speed-generating wheels 1 have the same diameter, and the two transmission wheels 2 have the same diameter. Preferably, the diameter of the speed-generating wheel 1 is equal to the diameter of the transmission wheel 2.

[0039] The two speed wheels 1 are located on the same side of the guide rail 6 and are arranged in parallel and spaced apart. The two transmission wheels 2 are respectively engaged with the two speed wheels 1. The two transmission wheels 2 are respectively connected to the speed output shaft 5 through two backstops. That is, a backstop is provided between the transmission wheels 2 and the speed output shaft 5.

[0040] Based on the above structure and the function of the backstop, in this embodiment, when the transmission wheel 2 rotates in one direction, the rotation of the transmission wheel 2 can be transmitted to the speed output shaft 5 through the backstop. When the transmission wheel 2 rotates in the other direction, the rotation of the transmission wheel 2 cannot be transmitted to the speed output shaft 5 through the backstop. When the speed of the transmission wheel 2 is greater than the speed of the speed output shaft 5, the rotation of the transmission wheel 2 can be transmitted to the speed output shaft 5 through the backstop. When the speed of the speed output shaft 5 is greater than the speed of the transmission wheel 2, the rotation of the speed output shaft 5 cannot be transmitted to the transmission wheel 2 through the backstop.

[0041] Based on the above principle, each transmission wheel 2 can transmit its rotation to the speed output shaft 5 through the backstop, but when the two transmission wheels 2 rotate simultaneously, only the rotation of the transmission wheel 2 with the highest speed can be transmitted to the speed output shaft 5 through the backstop.

[0042] The working principle of this embodiment is as follows: During the operation of the elevator car, the speed pulley 1 runs synchronously with the car, and the speed pulley 1 rotates in contact with the guide rail 6. When the two speed pulleys 1 rotate at the same speed, the two speed pulleys 1 respectively drive the two transmission pulleys 2 to rotate synchronously. The rotation of the two transmission pulleys 2 is transmitted to the speed output shaft 5 through two backstops. That is, the speed of the two transmission pulleys 2 is the same as the speed of the speed output shaft 5.

[0043] When one of the speed wheels 1 (set as the first speed wheel) keeps rolling in contact with the guide rail 6 and the other speed wheel 1 (set as the second speed wheel) slips, the speed of the speed wheel 1 (the first speed wheel) that keeps rolling in contact with the guide rail 6 is greater than the speed of the other speed wheel 1 (the second speed wheel), and the speed of the speed wheel 1 (the first speed wheel) that keeps rolling in contact with the guide rail 6 can accurately reflect the running speed of the car. The rotation of the two speed wheels 1 is transmitted to the two transmission wheels 2 respectively. The transmission wheel 2 engaged with the first speed wheel is set as the first transmission wheel, and the transmission wheel 2 engaged with the second speed wheel is set as the second transmission wheel. If the speed of the first transmission wheel is greater than the speed of the second transmission wheel, then due to the action of the backstop, the rotation of the first transmission wheel can be transmitted to the speed output shaft 5. At this time, the speed of the speed output shaft 5 is greater than the second transmission wheel, and the rotation of the speed output shaft 5 cannot be transmitted to the second transmission wheel. When the speed of the speed output shaft 5 is greater than the set value, the speed output shaft 5 drives the trigger mechanism, and the trigger mechanism drives the safety clamp to operate, clamp the guide rail 6, and realize slowing down, reducing the speed or stopping the car.

[0044] Example 3

[0045] like Figure 3 As shown, in this embodiment, the combined speed-generating mechanism includes two speed-generating wheels 1, two transmission wheels 2, two transmission wheel shafts 3, a conversion wheel 4, two backstops (not shown), and a speed output shaft 5. The two speed-generating wheels 1 have the same diameter, and the two transmission wheels 2 have the same diameter. Preferably, the diameter of the speed-generating wheel 1 is equal to the diameter of the transmission wheel 2.

[0046] Two speed wheels 1 are located on either side of the guide rail 6. Each transmission axle 3 is connected to a speed wheel 1 and a transmission wheel 2 at each end. This means that each speed wheel 1 transmits its rotation to a transmission wheel 2 via a transmission axle 3. A backstop is provided between the speed wheel 1 and the transmission axle 3, connecting the speed wheel 1 to the transmission axle 3 via the backstop.

[0047] The conversion wheel 4 is sleeved on the speed output shaft 5 for co-rotation, and the two transmission wheels 2 are respectively engaged with the conversion wheel 4. The speed output shaft 5 is connected to the trigger mechanism.

[0048] Based on the above structure and the function of the backstop, in this embodiment, for each speed wheel 1, when the speed wheel 1 rotates in one direction, the rotation of the speed wheel 1 can be transmitted to the transmission wheel shaft 3 through the backstop. When the speed wheel 1 rotates in the other direction, the rotation of the speed wheel 1 cannot be transmitted to the transmission wheel shaft 3 through the backstop. When the speed wheel 1 rotates faster than the speed of the transmission wheel shaft 3, the rotation of the speed wheel 1 can be transmitted to the transmission wheel shaft 3 through the backstop. When the speed of the transmission wheel shaft 3 rotates faster than the speed wheel 1, the rotation of the transmission wheel shaft 3 cannot be transmitted to the speed wheel 1 through the backstop.

[0049] Based on the above principle, each speed wheel 1 can transmit the rotation to the speed output shaft 5 through the backstop, transmission wheel shaft 3, transmission wheel 2 and conversion wheel 4 in sequence, but when multiple speed wheels 1 rotate at the same time, only the rotation of the speed wheel 1 with the highest speed can be transmitted to the speed output shaft 5 through the backstop.

[0050] The working principle of this embodiment is as follows: During the operation of the elevator car, the speed pulley 1 runs synchronously with the car, and the speed pulley 1 rotates in contact with the guide rail 6. When the two speed pulleys 1 rotate at the same speed, each speed pulley 1 drives the conversion pulley 4 to rotate synchronously through the backstop, the transmission shaft 3, and the transmission wheel 2, and the conversion pulley 4 drives the speed output shaft 5 to rotate synchronously.

[0051] When one of the speed wheels 1 (set as the first speed wheel) keeps rolling in contact with the guide rail 6 and the other speed wheel 1 (set as the second speed wheel) slips, the speed of the speed wheel 1 (the first speed wheel) that keeps rolling in contact with the guide rail 6 is greater than the speed of the other speed wheel 1 (the second speed wheel), and the speed of the speed wheel 1 (the first speed wheel) that keeps rolling in contact with the guide rail 6 can accurately reflect the running speed of the car. Let the transmission wheel shaft 3 connected to the first speed wheel be the first transmission wheel shaft, the transmission wheel shaft 3 connected to the second speed wheel be the second transmission wheel shaft, the transmission wheel 2 connected to the first transmission wheel shaft be the first transmission wheel, and the transmission wheel 2 connected to the second transmission wheel shaft be the second transmission wheel. Then the rotation of the first speed wheel can be transmitted to the speed output shaft 5, and the conversion wheel 4 simultaneously transmits the rotation of the first speed wheel to the second transmission wheel shaft, that is, the speed of the second transmission wheel shaft (equal to the first speed wheel) is greater than the second speed wheel. Due to the action of the backstop, the rotation of the second transmission wheel shaft cannot be transmitted to the second speed wheel. When the speed of the speed output shaft 5 is greater than the set value, the speed output shaft 5 drives the trigger mechanism, and the trigger mechanism drives the safety clamp to operate, clamp the guide rail 6, and realize slowing down, reducing the speed or stopping the car.

[0052] It can be seen from the above structure that, compared with setting up a set of speed wheels separately, this solution greatly improves the speed accuracy of the speed-taking structure and improves the reliability and stability of the corresponding safety device action.

[0053] Finally, it is necessary to explain here that the above embodiments are only used to further illustrate the technical solution of the present invention in detail and cannot be understood as limiting the scope of protection of the present invention. Some non-essential improvements and adjustments made by technicians in this field based on the above content of the present invention all fall within the scope of protection of the present invention.

Claims

1. A combined speed-taking mechanism for a multi-car intelligent parallel elevator, wherein the elevator system has no traction structure, the elevator comprises a plurality of cars, at least two tracks and a plurality of switching tracks, the switching tracks being used to connect two different tracks, the tracks or switching tracks being defined as guide rails (6), characterized in that: The combined speed-taking mechanism and the car run synchronously along the guide rail (6). The combined speed-taking mechanism comprises at least two speed-taking wheels (1), at least two backstops and a speed output shaft (5). The speed-taking wheels (1) rotate in contact with the guide rail (6). Each speed-taking wheel (1) can transmit its rotation to the speed output shaft (5) through a backstop. When multiple speed-taking wheels (1) rotate in contact with the guide rail (6) at the same time, only the rotation of the speed-taking wheel (1) with the highest speed can be transmitted to the speed output shaft (5) through the backstop.

2. The combined speed-taking mechanism according to claim 1, characterized in that: The plurality of speed wheels (1) are located on the same side of the guide rail (6), the plurality of speed wheels (1) are arranged in parallel and spaced apart, and the plurality of speed wheels (1) are connected to the speed output shaft (5) via a plurality of backstops.

3. The combined speed-generating mechanism according to claim 1, characterized in that: The combined speed-taking mechanism further comprises at least two transmission wheels (2), each speed-taking wheel (1) can transmit its rotation to the speed output shaft (5) via a transmission wheel (2) and a backstop, and when a plurality of speed-taking wheels (1) rotate simultaneously in contact with the guide rail (6), only the rotation of the speed-taking wheel (1) with the highest rotation speed can be transmitted to the speed output shaft (5) via the transmission wheel (2) and the backstop.

4. The combined speed-taking mechanism according to claim 3, characterized in that: The plurality of speed wheels (1) are located on the same side of the guide rail (6), the plurality of speed wheels (1) are arranged in parallel and spaced apart, the plurality of transmission wheels (2) are respectively engaged with the plurality of speed wheels (1), and the plurality of transmission wheels (2) are respectively connected to the speed output shaft (5) via a plurality of backstops.

5. The combined speed-taking mechanism according to claim 4, characterized in that: When the transmission wheel (2) rotates in one direction, the rotation of the transmission wheel (2) can be transmitted to the speed output shaft (5) through the backstop, and when the transmission wheel (2) rotates in the other direction, the rotation of the transmission wheel (2) cannot be transmitted to the speed output shaft (5) through the backstop.

6. The combined speed-taking mechanism according to claim 4, characterized in that: When the rotation speed of the transmission wheel (2) is greater than the rotation speed of the speed output shaft (5), the rotation of the transmission wheel (2) can be transmitted to the speed output shaft (5) through the backstop. When the rotation speed of the speed output shaft (5) is greater than the rotation speed of the transmission wheel (2), the rotation of the speed output shaft (5) cannot be transmitted to the transmission wheel (2) through the backstop.

7. The combined speed-generating mechanism according to claim 1, characterized in that: The speed taking mechanism is movably connected to the suspension, and the speed taking mechanism or the mounting base of the speed taking mechanism can move within a plane, and the plane is parallel to or coincides with the plane where the arc track is located.

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