A car anti-collision method for a multi-car intelligent elevator

Abstract

The present invention discloses a method for preventing collisions between cars of a multi-car intelligent elevator. The elevator has no traction structure and includes multiple cars. The cars are mounted on a suspension device, which is also equipped with a drive device and a guide limit device. An anti-collision unit is provided on the car, the suspension device, or the guide limit device. The anti-collision unit includes a detection member and a trigger member. When the distance between two adjacent cars running on the same track approaches to the point where the anti-collision units on the two cars contact, the detection member and the trigger member on one car respectively contact the trigger member and the detection member on the other car, and the detection members on the two cars are triggered. After receiving the information that the two detection members have been triggered, the elevator control system controls the two cars to stop, or controls the two cars to change speed to prevent the two cars from colliding. The trigger members and detection members of the adjacent cars of the present invention are mechanically contacted and triggered, and the operation is stable and reliable. The method is applicable to straight and curved tracks.

Description

Technical Field

[0001] The present invention belongs to the technical field of elevators, and in particular relates to a car anti-collision method for a multi-car intelligent 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 cars and prevent collisions between adjacent cars during operation, a certain safety distance must be maintained between adjacent cars during operation, that is, the distance between adjacent cars must be greater than the set value. The existing anti-collision method between cars in a multi-car elevator system mainly detects the position of adjacent cars through a position detection system. The control system compares and analyzes whether the real-time distance between adjacent cars meets the safety distance requirements to control the start and stop and movement of the cars to prevent car collisions. The reliability of this method depends entirely on the reliability of monitoring and control systems such as the control system and the position detection system. When the position control system or the position detection system fails, it may cause a car collision. Sometimes, in order to ensure the reliability of the system, it is necessary to increase the safety and reliability level of the system as much as possible, which will make the system complex and increase costs. Summary of the Invention

[0005] In view of the above-mentioned problems existing in the prior art, the purpose of the present invention is to provide a car anti-collision method for a multi-car intelligent elevator, by arranging a safety anti-collision detection member and a safety anti-collision trigger member on the car or the suspension device or the guide limit device. When the distance between adjacent cars is equal to the set distance, the trigger member will directly contact and trigger the detection member, so that the two adjacent cars will stop or change speed at the same time to prevent collision. The trigger member and the detection member of the adjacent cars are mechanically contacted and triggered, and the action is stable and reliable. It is suitable for straight rails and curved rails. The anti-collision unit adapts to the trajectory of the track through the guide wheel, so that the angle between the anti-collision unit and the track remains unchanged, so that the anti-collision units of the two adjacent cars can be accurately aligned, contacted and triggered when the car passes through the curved track.

[0006] In order to achieve the above object, the technical solution adopted by the present invention is:

[0007] A method for preventing cars from collision in a multi-car intelligent elevator, the elevator having no traction structure, comprising multiple cars, each of which is mounted on a suspension device, the suspension device also being equipped with a drive device and a guide and limit device for guiding and limiting the suspension device, the drive device driving the suspension device and the car to run along a track, an anti-collision unit being provided on the car or the suspension device or the guide and limit device, the anti-collision unit comprising a detection member and a trigger member, when the distance between two adjacent cars running on the same track is close enough to the point where the anti-collision units on the two cars contact, the detection member and the trigger member on one car respectively contact the trigger member and the detection member on the other car, the detection members on the two cars being triggered, and the elevator control system controlling the two cars to stop or controlling the two cars to change speed to prevent the two cars from colliding after receiving the information that the two detection members are triggered.

[0008] As a further improvement of the above technical solution:

[0009] In the case where the elevator control system controls the two cars to stop after receiving information that two detection elements are triggered, the detection element is a normally closed switch connected to the elevator safety circuit. After the detection element on one car is contacted and triggered by the trigger element on the other car, the trigger element serving as the normally closed switch is disconnected. When the elevator safety circuit is disconnected, the cars are stopped.

[0010] In the case where the elevator control system controls the speed change of the two cars after receiving information that the two detection elements are triggered, the detection elements are electrically connected to the elevator control system, and the control system can receive signals from the detection elements.

[0011] After the control system receives the signal that the detection element is triggered: when two adjacent cars are running towards each other, the control system controls the two adjacent cars to decelerate at the same time; when two adjacent cars are running in the same direction, the control system controls the rear car of the two cars running in the same direction to decelerate, or the front car to accelerate, so that the minimum running distance between the two adjacent cars is greater than or equal to the safety distance.

[0012] Each car is equipped with two sets of anti-collision units, namely upper anti-collision units and lower anti-collision units. The upper anti-collision unit on one car is located above the lower anti-collision unit. The upper anti-collision unit on one car is used to cooperate with the lower anti-collision unit on the car above it to trigger, and the lower anti-collision unit on one car is used to cooperate with the upper anti-collision unit on the car below it to trigger.

[0013] The anti-collision unit can also be provided with multiple guide wheels with guide and limit functions. The multiple guide wheels roll symmetrically on both sides of the track to guide the anti-collision unit to follow along the track, that is, to guide the anti-collision unit to run along the length direction of the track to ensure that the two anti-collision units of the two adjacent cars can be aligned and in contact.

[0014] The detection element is a self-recovering element or a non-self-recovering element.

[0015] The mounting seats of the two mutually triggered anti-collision units are staggered so that the two anti-collision units do not interfere with the operation of their respective cars after interacting with each other.

[0016] The beneficial effects of the present invention are as follows: by arranging a safety anti-collision detection member and a safety anti-collision trigger member on the car, the suspension device or the guide limit device, when the distance between adjacent cars is equal to the set distance, the trigger member will directly contact and trigger the detection member, so that the two adjacent cars will stop or change speed at the same time to prevent collision. The trigger member and the detection member of the adjacent cars are mechanically contacted and triggered, the action is stable and reliable, and it is suitable for straight rails and curved rails. The anti-collision unit adapts to the trajectory of the track through the guide wheel, so that the angle between the anti-collision unit and the track remains unchanged, so that the anti-collision units of the two adjacent cars can be accurately aligned, contacted and triggered when the car passes through the curved track. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 This is an application diagram of the first embodiment of the present invention;

[0018] Figure 2 yes Figure 1 A magnified schematic diagram of point A;

[0019] Figure 3 This is an application diagram of the second embodiment of the present invention;

[0020] Figure 4 yes Figure 3 A magnified schematic diagram of point B;

[0021] Figure 5 yes Figure 3 An enlarged schematic diagram of point C;

[0022] Figure 6 yes Figure 4 AA perspective diagram;

[0023] Figure 7 yes Figure 5 BB perspective diagram;

[0024] Figure 8 yes Figure 3 Schematic diagram of CC perspective. 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 method for preventing car collisions in a multi-car intelligent elevator, wherein the elevator has no traction structure and includes multiple cars 3. The cars 3 are mounted on a suspension device. A guide and limit device and a drive device are also mounted on the suspension device. The drive device is the power for the operation of the cars 3. The drive device drives the suspension device and the cars 3 to run along a track 2. The guide and limit device is used to guide and limit the suspension device so that the suspension device and the cars 3 run along the length direction of the track 2.

[0028] The guide and limit device includes a guide seat 51 and a plurality of guide wheels 52. The guide wheels 52 are rotatably mounted on the guide seat 51. The plurality of guide wheels 52 roll symmetrically in contact with the two sides of the track 2. The suspension device and the guide seat 51 are hinged. During operation, the guide seat 51 rotates when passing through the curved track to adapt the guide wheels 52 to fit the track 2. In this way, the angle between the guide seat 51 and the track 2 remains unchanged. If the guide seat 51 is perpendicular to the straight track, then when it enters the curved track, the guide seat 51 remains perpendicular to the curved track. In this way, it can be ensured that the guide and limit device guides the suspension device and the car 3 to always run along the length direction of the straight track 2 during operation. At the same time, the car 3 can remain in a vertical state when passing through the curved track to ensure the comfort of the passengers. The suspension device, the drive device and the guide and limit device are described in detail in other patent applications of the applicant and will not be repeated here.

[0029] An anti-collision unit is provided on the car 3, and the anti-collision unit includes a detection part and a trigger part. When the distance between two adjacent cars 3 running on the same track 2 is close to the point where the anti-collision units on the two cars 3 touch each other, the detection part and the trigger part on one car 3 respectively contact the trigger part and the detection part on the other car 3, and the detection parts on the two cars 3 are triggered. The detection parts transmit the triggered information to the control system. After receiving the information that the two detection parts are triggered, the elevator control system controls the two cars 3 to stop, or controls the two cars 3 to change speed to prevent the two cars 3 from colliding.

[0030] Preferably, each car 3 is provided with two sets of anti-collision units, which are respectively installed at the upper end and the lower end of the car 3, namely the upper anti-collision unit and the lower anti-collision unit. The upper anti-collision unit on one car 3 is used to cooperate with the lower anti-collision unit on the car 3 above it to trigger, and the lower anti-collision unit on one car 3 is used to cooperate with the upper anti-collision unit on the car 3 below it to trigger.

[0031] It should be noted that if in an elevator system, one car 3 is always located at the top of all cars 3 during operation, then only the lower anti-collision unit needs to be installed on this car 3; if in an elevator system, one car 3 is always located at the bottom of all cars 3 during operation, then only the upper anti-collision unit needs to be installed on this car 3.

[0032] Triggering a detector means triggering the detector through physical force. The trigger is a physical mechanical object, and the detector can be a self-restoring or non-self-restoring detection element. When not triggered, the detector is in a normally closed state.

[0033] When the detection element is a non-self-resetting element, it is in a normally closed state when not triggered. When the trigger element triggers the detection element, the detection element switches from the normally closed state to the open state. When the trigger element leaves the detection element, the detection element remains in the open state and requires external action (such as manual operation or external signal) to drive it to close. Non-self-resetting elements are electrical devices such as non-self-resetting switches.

[0034] When the detection element is a self-recovering element, it is in a normally closed state when not triggered. When the trigger element triggers the detection element, the detection element switches from the normally closed state to the open state. When the trigger element leaves the detection element, the detection element returns to the closed state. No external mechanism (such as manual operation or external signal) is required to drive it to close. Self-recovering elements include self-resetting switches, etc.

[0035] Regarding the situation where the elevator control system controls the two adjacent cars 3 to stop after receiving the information that the two detection members on them are triggered, the detection member is a normally closed switch and is connected to the elevator safety circuit. When the cars 3 are operating normally, the detection member as a normally closed switch is not triggered by an external force or is in a non-triggered state, and the detection member is in a closed state. When the detection member on one car 3 is contacted and mechanically triggered by the trigger member on another car 3, the trigger member as a normally closed switch is disconnected, causing the elevator safety circuit of the car 3 where the detection member is located to be disconnected, and the car 3 is stopped. At this time, the trigger member triggering the detection member is equivalent to the trigger plate triggering the limit switch. The detection member as a normally closed switch is a non-self-recovering switch or a self-resetting switch. After stopping, the two cars 3 are restarted to run simultaneously or sequentially, so that the running distance of the two cars 3 is greater than the set safety distance. The technical solution for the elevator safety circuit being disconnected, causing the car 3 to be stopped, can adopt the solution in the existing technology, which will not be repeated here.

[0036] It should be noted that the elevator control system controls the two cars 3 to stop after receiving the information that the two detection elements are triggered, and when the detection elements use self-recovery elements, the anti-collision units of the two cars 3 need to always maintain contact until the cars 3 stop.

[0037] In the case where the elevator control system controls the speed change of the two elevator cars 3 after receiving information that two detection elements have been triggered, the detection elements are electrically connected to the elevator control system. In this case, the detection elements are either self-restoring or non-self-restoring elements. The detection elements can transmit the received information to the control system, which can receive the signals from the detection elements and control the operation of other elevator components according to internally set programs. The control system receives the signals from the detection elements and controls the speed change of the two elevator cars 3 so that the minimum running distance between the two adjacent elevator cars 3 is greater than or equal to the set safety distance. In this case, the control system can control the speed of the elevator cars 3 in various ways: when the two adjacent elevator cars 3 are traveling in opposite directions, the control system controls the two adjacent elevator cars 3 to decelerate simultaneously until both cars 3 stop. The control system then controls the two elevator cars 3 to resume normal operation until the distance between the two cars 3 is no less than the set safety distance, after which the control system controls the elevator cars 3 to resume normal operation. When the two adjacent elevator cars 3 are traveling in the same direction, the control system controls the rear elevator car 3 to decelerate, or the front elevator car 3 to accelerate. When the distance between the two cars 3 reaches the safety distance, the control system controls the elevator cars 3 to resume normal operation.

[0038] It should be noted that the elevator system is equipped with position and speed sensors. The elevator control system can determine whether the safety distance between the two cars 3 is reached based on the current speed and distance. For specific technical solutions, please refer to other patent application texts or other existing technical solutions of the applicant.

[0039] As can be seen from the above, the detection members and triggering members of the safety anti-collision units of two adjacent elevator cars 3 on the same running track 2 act in a corresponding manner. That is, the triggering member of the first elevator car triggers the detection member of the adjacent second elevator car, and the triggering member of the second elevator car triggers the detection member of the first elevator car. The corresponding interaction of the detection members and triggering members between the adjacent elevator cars occurs simultaneously or nearly simultaneously (occurring within a set time), allowing both elevator cars 3 to respond to the detected signals simultaneously.

[0040] The anti-collision device based on the above anti-collision method can be implemented in various ways, which are now described through two embodiments.

[0041] Example 1

[0042] Multiple cars 3 only run on straight tracks. Figure 1 and 2As shown, a track 2 is installed in a hoistway 1, and multiple cars 3 run on the track 2. The track 2 is a straight track. The two adjacent cars are an upper car 31 and a lower car 32, with the upper car 31 located above the lower car 32. The upper car 31 and the lower car 32 are each equipped with two anti-collision units, namely an upper anti-collision unit 41 and a lower anti-collision unit 42. The upper anti-collision unit 41 on each car 3 is located above the lower anti-collision unit 42.

[0043] The upper anti-collision unit 41 and the lower anti-collision unit 42 are both rigidly and fixedly installed on the car 3. On the one hand, this simplifies the installation of the upper anti-collision unit 41 and the lower anti-collision unit 42. On the other hand, the rigid and fixed installation can make the upper anti-collision unit 41 and the lower anti-collision unit 42 of adjacent cars 3 accurately aligned and in contact, ensuring the reliability of triggering.

[0044] The upper anti-collision unit 41 and the lower anti-collision unit 42 have the same structure. The anti-collision unit includes a trigger 4-1 and a detection member 4-2. When the distance between the upper car 31 and the lower car 32 is equal to the set value D, the lower anti-collision unit 42 of the upper car 31 contacts the upper anti-collision unit 41 of the lower car 32. Specifically, the trigger 4-1 of the lower anti-collision unit 42 of the upper car 31 contacts the detection member 4-2 of the upper anti-collision unit 41 of the lower car 32, and the detection member 4-2 of the lower anti-collision unit 42 of the upper car 31 contacts the trigger 4-1 of the upper anti-collision unit 41 of the lower car 32.

[0045] The triggering element 4-1 is a mechanical component, and the detecting element 4-2 can be made of different components depending on the circuits it is connected to.

[0046] When detection element 4-2 is connected to the elevator's safety circuit, it can function as a limit switch, and trigger element 4-1 as a trigger plate. The limit switch is a normally closed switch. During normal operation of car 3, it is in the normally closed state, connecting the safety circuit. When trigger element 4-1 and detection element 4-2 come into contact, trigger element 4-1, acting as a trigger plate, triggers detection element 4-2, acting as a normally closed switch. This disconnects detection element 4-2, breaking the safety circuit and stopping car 3.

[0047] When detection element 4-2 is connected to the elevator control circuit, detection element 4-2 can be used as a signal switch, such as a self-resetting signal switch, and trigger element 4-1 is a trigger plate. When trigger element 4-1 and detection element 4-2 make contact, detection element 4-2 transmits the received information to the control system, which controls the speed change of upper and lower elevator cars 31 and 32. The specific speed change method has been described above.

[0048] In this embodiment, the detection components 4-2 on all cars are limit switches, induction switches, travel switches, etc.

[0049] Example 2

[0050] like Figures 3 to 8 As shown, in this embodiment, the elevator includes multiple cars 3, at least two main tracks, and multiple switching tracks. The switching track is used to connect two different main tracks. The main track or switching track is defined as track 2, and the switching track includes at least one curved track. In other words, in this embodiment, track 2 includes straight tracks and curved tracks, that is, the cars 3 have a turning phenomenon. In order to ensure that the anti-collision device can still accurately perform anti-collision processing when the car 3 passes through the curved track, the anti-collision device on the car 3 needs to keep running along the track 2 so that the two interacting anti-collision devices of the adjacent cars 3 can accurately align, contact, and trigger.

[0051] In this embodiment, two adjacent elevator cars 3 are selected, namely, an upper elevator car 2 31' and a lower elevator car 2 32', with the upper elevator car 2 31' located above the lower elevator car 2 32'. Both the upper elevator car 2 31' and the lower elevator car 2 32' are equipped with two anti-collision units, namely, an upper anti-collision unit 2 41' and a lower anti-collision unit 2 42'. The upper anti-collision unit 2 41' on each elevator car 3 is located above the lower anti-collision unit 2 42'.

[0052] In this embodiment, both the upper anti-collision unit 41 ′ and the lower anti-collision unit 42 ′ include a trigger 4 - 1 and a detection member 4 - 2 , which have the same structural principles as the trigger 4 - 1 and the detection member 4 - 2 in the first embodiment.

[0053] Unlike the first embodiment, the second upper anti-collision unit 41' is fixedly mounted on the guide base 51. Specifically, the second upper anti-collision unit 41' follows the guide base 51 to adapt to changes in the trajectory of the track 2, allowing the trigger 4-1 and detection member 4-2 of the second upper anti-collision unit 41' to move along the length of the track 2. The guide wheel 52 also serves as a guide and limiting wheel for the second upper anti-collision unit 41', providing guidance and limiting for the second upper anti-collision unit 41'.

[0054] The second lower anti-collision unit 42' also includes a lower anti-collision seat 421' and multiple lower anti-collision guide wheels 422'. The lower anti-collision guide wheels 422' are rotatably mounted on the lower anti-collision seat 421'. The multiple lower anti-collision guide wheels 422' are symmetrically arranged on both sides of the track 2 and roll in contact with the track 2. The trigger member 4-1 and detection member 4-2 of the second lower anti-collision unit 42' are fixedly mounted on the lower anti-collision seat 421'.

[0055] It should be noted that the upper anti-collision unit 2 41' may not be installed on the guide seat 51, but may be provided with an independent upper anti-collision seat and a plurality of upper anti-collision guide wheels, like the lower anti-collision unit 2 42', and the upper anti-collision guide wheels may be rotatably mounted on the upper anti-collision seat, and the plurality of upper anti-collision guide wheels may be symmetrically arranged on both sides of the track 2 and roll along the track 2, and the upper anti-collision seat and the suspension device may be hinged. The triggering member 4-1 and the detecting member 4-2 of the upper anti-collision unit 2 41' are fixedly mounted on the upper anti-collision seat. This can also ensure that the upper anti-collision unit 2 41' adapts to changes in the track 2 and ensures that the triggering member 4-1 and the detecting member 4-2 of the upper anti-collision unit 2 41' can run along the length direction of the track 2.

[0056] The second lower anti-collision unit 42 ′ and the guide and limiting device of the car 3 are connected via a flexible rope.

[0057] Based on the above structure, when the car 3 descends, the lower anti-collision unit 2 42' can descend along the holding track 2 under its own weight. Due to the restraining effect of the flexible rope, the lower anti-collision unit 2 42' can maintain synchronous operation with the car 3, and the flexible rope can remain in an extended state. When the car 3 ascends, the car 3 pulls the lower anti-collision unit 2 42' upward via the flexible rope.

[0058] During operation, the lower anti-collision unit 2 42' can ensure that the triggering member 4-1 and the detecting member 4-2 always run along the length direction of the track 2 when passing through the straight track and the curved track due to the guiding and limiting function of its own lower anti-collision guide wheel 422', ensuring that the lower anti-collision unit 2 42' of the upper car 2 31' and the upper anti-collision unit 2 41' of the lower car 2 32' are aligned and in contact, and ensuring that the triggering member 4-1 and the detecting member 4-2 of the lower anti-collision unit 2 42' are aligned and in contact with the detecting member 4-2 and the triggering member 4-1 of the upper anti-collision unit 2 41' respectively.

[0059] The length of the flexible rope should be able to meet the following requirements: when the anti-collision devices on two adjacent cars 3 are triggered to each other and the control system performs anti-collision processing, the minimum distance between the two adjacent cars 3 is greater than the set value. For example, when the detection parts 4-2 of the two cars 3 are connected in series with the safety circuit, the lower anti-collision unit 2 42' of the upper car 2 31' and the upper anti-collision unit 2 41' of the lower car 2 32' come into contact and are triggered, and the upper car 2 31' and the lower car 2 32' are stopped. There is a time period from when the detection part 4-2 is triggered to when the cars 3 completely stop, so there is a stopping distance. Finally, when the upper car 2 31' and the lower car 2 32' stop, the distance between them needs to be no less than the set value. The above-mentioned stopping distance can be calculated and set according to the specific application and design.

[0060] In summary, when the upper car 2 31' and the lower car 2 32' are running on the track 2, the multiple guide wheels of the anti-collision unit roll symmetrically on both sides of the track 2, guiding the anti-collision unit to follow along the track 2, that is, guiding the anti-collision unit to run along the length direction of the track 2, ensuring that the lower anti-collision unit 2 42' of the upper car 2 31' and the upper anti-collision unit 2 41' of the lower car 2 32' can align and contact, and ensuring that the triggering member 4-1 and the detection member 4-2 of the lower anti-collision unit 2 42' are aligned and contacted with the detection member 4-2 and the triggering member 4-1 of the upper anti-collision unit 2 41' respectively. When the straight-line distance between the upper car 2 31' and the lower car 2 32' is equal to the set value, the lower anti-collision unit 2 42' of the upper car 2 31' will contact and trigger the upper anti-collision unit 2 41' of the lower car 2 32'. Therefore, the above-mentioned setting of the upper anti-collision unit 2 41' and the lower anti-collision unit 2 42' on the car 3 ensures the reliable contact and triggering of the trigger member 4-1 and the detection member 4-2 on the two adjacent cars 3. At the same time, the setting of the flexible rope ensures that the anti-collision device does not interfere with the speed change operation of the subsequent car 3.

[0061] It should be noted that the mounting accessories of the two mutually triggered anti-collision units are staggered to ensure that the two anti-collision units do not interfere with the operation of their respective cars after interacting with each other, because the two anti-collision units will continue to run with their respective cars 3 for a braking distance before stopping or changing the running direction, such as Figure 3 and Figures 6-8 shown. Figure 3 The diagram D in the middle shows the contact between the second lower anti-collision unit 42 ′ and the second upper anti-collision unit 41 ′ of two adjacent elevator cars 3 .

[0062] like Figure 6 Schematic diagram of the lower anti-collision unit 2 42 ' in the longitudinal direction of the track 2, as shown Figure 7 Schematic diagram of the second upper anti-collision unit 41' in the longitudinal direction of the track 2, as shown in FIG. Figure 8 Schematic diagram of the second lower anti-collision unit 42 ′ of the second upper car 31 ′ and the second upper anti-collision unit 41 ′ of the second lower car 32 ′ when in contact with each other from the perspective of the length direction of the track 2 .

[0063] As can be seen from the accompanying drawings, the lower anti-collision unit 2 42' includes a trigger member 4-1 and two detection members 4-2. The trigger member 4-1 and the two detection members 4-2 are staggered in a herringbone shape. The two detection members 4-2 are located between the lower anti-collision guide wheel 422' and the trigger member 4-1, that is, the distance between the detection member 4-2 and the lower anti-collision guide wheel 422' is smaller than the distance between the trigger member 4-1 and the lower anti-collision guide wheel 422'.

[0064] The upper anti-collision unit 2 41 ′ includes a trigger member 4-1 and two detection members 4-2, which are staggered in a herringbone shape. One trigger member 4-1 is located between the guide wheel 52 and the two detection members 4-2, that is, the distance between the trigger member 4-1 and the guide wheel 52 is smaller than the distance between the detection member 4-2 and the guide wheel 52.

[0065] The diameter and thickness of the guide wheel 52 of the guide limit device are respectively larger than the diameter and thickness of the lower anti-collision guide wheel 422'. During installation, the distance between the trigger part 4-1 of the upper anti-collision unit 41' and the guide wheel 52 is larger than the thickness of the lower anti-collision guide wheel 422'. The distances between the various components are set as follows: when the upper anti-collision unit 41' and the lower anti-collision unit 42' are in contact, the lower anti-collision guide wheel 422' can pass through the space between the trigger part 4-1 of the upper anti-collision unit 41' and the guide wheel 52, and the trigger part 4-1 of the lower anti-collision unit 42' can contact the two detection parts 4-2 of the upper anti-collision unit 41', and the trigger part 4-1 of the upper anti-collision unit 41' can contact the two detection parts 4-2 of the lower anti-collision unit 42'. When the triggering member 4-1 of the second lower anti-collision unit 42' contacts and triggers the two detection members 4-2 of the second upper anti-collision unit 41', and the triggering member 4-1 of the second upper anti-collision unit 41' contacts and triggers the detection members 4-2 of the second lower anti-collision unit 42', the second lower anti-collision unit 42' and the second upper anti-collision unit 41' can continue to run along the track 2 for a distance.

[0066] Each anti-collision unit uses two detection pieces 4-2, which improves the accuracy and reliability of triggering.

[0067] 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 method for preventing car collisions in a multi-car intelligent elevator, wherein the elevator has no traction structure and comprises a plurality of cars (3), wherein the cars (3) are mounted on a suspension device, wherein a driving device and a guide and limit device for guiding and limiting the suspension device are further mounted on the suspension device, wherein the driving device drives the suspension device and the cars (3) to run along a track (2), wherein the method is characterized in that: An anti-collision unit is provided on the car (3) or on the suspension device or on the guide limit device, and the anti-collision unit includes a detection member and a trigger member. When the distance between two adjacent cars (3) running on the same track (2) is close to the point where the anti-collision units on the two cars (3) contact, the detection member and the trigger member on one car (3) respectively contact the trigger member and the detection member on the other car (3), and the detection members on the two cars (3) are triggered. After receiving the information that the two detection members are triggered, the elevator control system controls the two cars (3) to stop, or controls the two cars (3) to change speed to prevent the two cars (3) from colliding. The anti-collision unit is further provided with a plurality of guide wheels having a guide and limiting function, and the plurality of guide wheels symmetrically fit on both sides of the track (2) and roll to guide the anti-collision unit to follow along the track (2).

2. The anti-collision method according to claim 1, characterized in that: In the case where the elevator control system controls the two cars (3) to stop after receiving information that two detection members are triggered, the detection member is a normally closed switch connected to the elevator safety circuit. After the detection member on one car (3) is contacted and triggered by the trigger member on the other car (3), the trigger member serving as the normally closed switch is disconnected. When the elevator safety circuit is disconnected, the cars (3) are stopped.

3. The anti-collision method according to claim 1, wherein: In the case where the elevator control system controls the speed change of the two cars (3) after receiving information that the two detection elements are triggered, the detection elements are electrically connected to the elevator control system, and the control system can receive signals from the detection elements.

4. The anti-collision method according to claim 3, characterized in that: After the control system receives the signal that the detection element is triggered: when two adjacent elevator cars (3) are running in opposite directions, the control system controls the two adjacent elevator cars (3) to decelerate at the same time; when the two adjacent elevator cars (3) are running in the same direction, the control system controls the rear elevator car (3) of the two elevator cars (3) running in the same direction to decelerate, or the front elevator car (3) to accelerate, so that the minimum running distance between the two adjacent elevator cars (3) is greater than or equal to the set safety distance.

5. The anti-collision method according to claim 1, wherein: Each car (3) is provided with two groups of anti-collision units, namely an upper anti-collision unit and a lower anti-collision unit. The upper anti-collision unit on one car (3) is located above the lower anti-collision unit. The upper anti-collision unit on one car (3) is used to cooperate with the lower anti-collision unit on the car (3) above it to be triggered. The lower anti-collision unit on one car (3) is used to cooperate with the upper anti-collision unit on the car (3) below it to be triggered.

6. The anti-collision method according to any one of claims 1 to 5, characterized in that: The detection element is a self-recovering element or a non-self-recovering element.

7. The anti-collision method according to any one of claims 1 to 5, characterized in that: The mounting seats of the two mutually triggered anti-collision units are staggered so that the two anti-collision units do not interfere with the operation of their respective cars after interacting with each other.

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