A car anti-collision device for a multi-car intelligent parallel elevator

Abstract

The present invention discloses a car anti-collision device for a multi-car intelligent parallel elevator, wherein the anti-collision unit includes a detection member and a trigger member. Two adjacent cars are respectively an upper car and a lower car. At least one anti-collision unit on the upper car is a lower anti-collision unit, which is connected to the upper car via a flexible connector. At least one anti-collision unit on the lower car is an upper anti-collision unit. Both the lower anti-collision unit and the upper anti-collision unit are guided along a track by guide wheels. The detection member and trigger member of the upper anti-collision unit contact and trigger the trigger member and detection member of the lower anti-collision unit respectively. The elevator control system controls the upper and lower cars to stop, or controls the upper and lower cars to change speed to prevent collision. When the distance between adjacent cars is equal to a set distance, the trigger member directly contacts and triggers the detection member, causing the two adjacent cars to stop or change speed to simultaneously prevent collision. The device is suitable for arc tracks.

Description

Technical Field

[0001] The present invention belongs to the technical field of elevators, and in particular relates to a car anti-collision device 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 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 device for a multi-car intelligent parallel elevator. By arranging a safety anti-collision detection member and a safety anti-collision trigger member on 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, and can be applied to arc tracks. 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 arc track.

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

[0007] A car anti-collision device for a multi-car intelligent parallel elevator, the elevator has no traction structure, the elevator includes multiple cars, at least two main tracks and multiple switching tracks, the switching track is used to connect two different main tracks, the main track or the switching track is defined as a track, the car is installed on a suspension device, and a guide limit device for guiding and limiting the suspension device is also installed on the suspension device, the suspension device drives the car to run along the track, and at least one anti-collision unit is provided on the suspension device or the guide limit device of each car, the anti-collision unit includes a detection part and a trigger part, two adjacent cars are respectively an upper car and a lower car, the upper car is located above the lower car, and the upper car is located above the lower car. At least one anti-collision unit is a lower anti-collision unit, and at least one anti-collision unit on the lower car is an upper anti-collision unit. Both the lower anti-collision unit and the upper anti-collision unit follow or run along the track under the guidance of anti-collision guide wheels, so that the lower anti-collision unit of the upper car and the upper anti-collision unit of the lower car can be aligned and contacted. When the lower anti-collision unit of the upper car and the upper anti-collision unit of the lower car are in contact, the detection part and the triggering part of the upper anti-collision unit respectively contact the triggering part and the detection part of the lower anti-collision unit, and the detection parts on the upper car and the lower car are triggered. After receiving the information that the two detection parts are triggered, the elevator control system controls the upper car and the lower car to stop, or controls the upper car and the lower car to change speed to prevent the two cars from colliding.

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

[0009] The guide limit device includes a guide seat and multiple guide wheels. The guide wheels are rotatably mounted on the guide seat. The multiple guide wheels roll symmetrically on both sides of the track. The suspension device is hinged to the guide seat, and the upper anti-collision unit is fixedly mounted on the guide seat.

[0010] The upper anti-collision unit also includes an upper anti-collision seat and multiple upper anti-collision guide wheels. The upper anti-collision guide wheels are rotatably mounted on the upper anti-collision seat. The multiple upper anti-collision guide wheels are symmetrically arranged on both sides of the track and roll along the track. The upper anti-collision seat and the suspension device are hinged. The detection part and trigger part of the upper anti-collision unit are mounted on the upper anti-collision seat.

[0011] The lower anti-collision unit also includes a lower anti-collision seat and multiple lower anti-collision guide wheels. The lower anti-collision guide wheels are rotatably mounted on the lower anti-collision seat. The multiple lower anti-collision guide wheels are symmetrically arranged on both sides of the track and roll along the track. The trigger and detection parts of the lower anti-collision unit are fixedly mounted on the lower anti-collision seat.

[0012] The lower anti-collision unit is connected to the suspension device or guide limit device of the car through a flexible connector, or the lower anti-collision unit and the upper anti-collision unit are connected to the suspension device or guide limit device of the car respectively through a flexible connector. The flexible connector enables the anti-collision unit to run along both straight and curved tracks.

[0013] The flexible connecting member is a flexible rope or a hinged connecting rod.

[0014] One end of the flexible rope is connected to the lower anti-collision seat, and the other end is connected to the guide limiting device.

[0015] An upper anti-collision unit is also provided on the upper car, and the upper anti-collision unit of the upper car is located above the lower anti-collision seat.

[0016] A lower anti-collision seat is also provided on the lower car, and an upper anti-collision unit of the lower anti-collision seat is located above the lower anti-collision seat.

[0017] The detection member is a normally closed switch connected to the elevator safety circuit. When the detection member is triggered and disconnected, the elevator safety circuit is disconnected and the car where the detection member is located is stopped.

[0018] The detection element is a signal switch connected to the elevator control circuit. When the detection element is triggered, the control system receives the signal from the detection element and controls the car to stop or change speed.

[0019] 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 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 can be applied to arc tracks. 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 arc track. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 is an application schematic diagram of an embodiment of the present invention;

[0021] Figure 2 yes Figure 1 An enlarged schematic diagram of point B;

[0022] Figure 3 yes Figure 1 An enlarged schematic diagram of point C;

[0023] Figure 4 yes Figure 2 AA perspective diagram;

[0024] Figure 5 yes Figure 3 BB perspective diagram;

[0025] Figure 6 yes Figure 1 Schematic diagram of CC perspective. DETAILED DESCRIPTION

[0026] 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.

[0027] 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.

[0028] A car collision avoidance device for a multi-car intelligent parallel elevator. The elevator has no traction structure and includes multiple cars 3, at least two main tracks, and multiple switching tracks. The switching tracks are used to connect two different main tracks. The main tracks or switching tracks are defined as tracks 2. The cars 3 are mounted on a suspension device, which is also equipped with a guide and limit device and a drive device. The drive device drives the suspension device and the cars 3 along the 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 of the track 2.

[0029] like Figure 1 Two shafts 1 are shown, each shaft 1 has a main rail, and the two main rails are connected by a switching rail. The car 3 switches and runs by switching the rails, changing different shafts 1 and rails 2.

[0030] 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.

[0031] An anti-collision unit is provided on the car 3, and the anti-collision unit includes a detection member 4-2 and a trigger member 4-1. 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 member 4-2 and the trigger member 4-1 on one car 3 respectively contact the trigger member 4-1 and the detection member 4-2 on the other car 3, and the detection members 4-2 on the two cars 3 are triggered. The detection member 4-2 transmits the triggered information to the control system. After receiving the information that the two detection members 4-2 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.

[0032] 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 41 and the lower anti-collision unit 42. The upper anti-collision unit 41 on one car 3 is used to cooperate with the lower anti-collision unit 42 on the car 3 above it to trigger, and the lower anti-collision unit 42 on one car 3 is used to cooperate with the upper anti-collision unit 41 on the car 3 below it to trigger.

[0033] 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 42 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 41 needs to be installed on this car 3.

[0034] Triggering element 4-1 triggers detection element 4-2 by physical force. Triggering element 4-1 is a physical mechanical object, while detection element 4-2 is a self-restoring detection element or a non-self-restoring detection element. When not triggered, detection element 4-2 is in a normally closed state.

[0035] If detection element 4-2 is a non-self-resetting element, it is in a normally closed state when not triggered. When trigger element 4-1 triggers detection element 4-2, detection element 4-2 switches from a normally closed state to an open state. When trigger element 4-1 leaves detection element 4-2, detection element 4-2 remains in an open state and requires external action (such as manual operation or an external signal) to close it. Non-self-resetting elements are electrical devices such as non-self-resetting switches.

[0036] When detection element 4-2 is a self-recovering element, detection element 4-2 is in a normally closed state when not triggered. When trigger element 4-1 triggers detection element 4-2, detection element 4-2 switches from a normally closed state to an open state. When trigger element 4-1 leaves detection element 4-2, detection element 4-2 returns to a closed state, without requiring external action (such as manual operation or external signal) to drive it to close. Self-recovering elements include self-resetting switches, etc.

[0037] In the case where the elevator control system controls the two cars 3 to stop after receiving the information that the two detection members 4-2 are triggered, the detection member 4-2 is a normally closed switch and is connected to the elevator safety circuit. When the cars 3 are operating normally, the detection member 4-2, which is a normally closed switch, is not triggered by external force or is in a non-triggered state, and the detection member 4-2 is in a closed state. When the detection member 4-2 on one car 3 is contacted and mechanically triggered by the trigger member 4-1 on another car 3, the trigger member 4-1, which is a normally closed switch, is disconnected, causing the elevator safety circuit of the car 3 where the detection member 4-2 is located to be disconnected, and the car 3 is stopped. At this time, the trigger member 4-1 triggering the detection member 4-2 is equivalent to the trigger plate triggering the limit switch. The detection member 4-2, which is a normally closed switch, is a non-self-recovering 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.

[0038] 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.

[0039] In the case where the elevator control system controls the speed change of the two elevator cars 3 after receiving information that the two detection elements 4-2 have been triggered, the detection element 4-2 is electrically connected to the elevator control system. In this case, the detection element 4-2 is a self-restoring element or a non-self-restoring element. The detection element 4-2 can transmit the received information to the control system, and the control system can receive the signal from the detection element 4-2 and control the operation of other elevator components according to an internal program. The control system receives the signal that the detection element 4-2 has been triggered and controls the speed change of the two elevator cars 3 so that the minimum operating distance between two adjacent elevator cars 3 is greater than or equal to the safe distance. At this time, the control system can control the speed of the car 3 in a variety of ways: when two adjacent cars 3 are running towards each other, the control system controls the two adjacent cars 3 to decelerate at the same time, until the two cars 3 stop, and the control system controls the two cars 3 to resume running until the distance between the two cars 3 is not less than the set safety distance, and then the control system controls the cars 3 to resume normal operation; when two adjacent cars 3 are running in the same direction, the control system controls the rear car 3 of the two cars 3 running in the same direction to decelerate, or the front car 3 to accelerate, and when the distance between the two cars 3 reaches the safety distance, the control system controls the cars 3 to resume normal operation.

[0040] As can be seen from the above, the detection members 4-2 and trigger members 4-1 of the safety anti-collision units of two adjacent elevator cars 3 on the same running track 2 act in correspondence with each other, that is, the trigger member 4-1 of the first elevator car triggers the detection member 4-2 of the second elevator car, and the trigger member 4-1 of the second elevator car triggers the detection member 4-2 of the first elevator car. The corresponding interaction of the detection members 4-2 and trigger members 4-1 between the adjacent elevator cars occurs simultaneously or nearly simultaneously (occurs within a set time), allowing both elevator cars 3 to respond to the detected signals simultaneously.

[0041] The switching track includes at least one curved track. In other words, the track 2 includes a straight track and a curved track, which means that the car 3 has a curve. In order to ensure that the anti-collision device can still accurately prevent collisions when the car 3 passes through the curved track, the anti-collision device on the car 3 needs to continue to run along the track 2 so that the two interacting anti-collision devices of adjacent cars 3 can accurately align, contact, and trigger.

[0042] Two adjacent elevator cars 3 are selected, namely an upper elevator car 31 and a lower elevator car 32 , and the upper elevator car 31 is located above the lower elevator car 32 .

[0043] The upper anti-collision unit 41 is fixedly mounted on the guide base 51. That is, the upper anti-collision unit 41 follows the guide base 51 to adapt to the trajectory changes of the track 2, allowing the triggering member 4-1 and the detection member 4-2 of the upper anti-collision unit 41 to move along the length of the track 2. At this time, the guide wheel 52 also serves as a guide and limiting wheel for the upper anti-collision unit 41, guiding and limiting the upper anti-collision unit 41.

[0044] The 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 along the track 2. The triggering member 4-1 and the detecting member 4-2 of the lower anti-collision unit 42 are fixedly mounted on the lower anti-collision seat 421.

[0045] It should be noted that the upper anti-collision unit 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 42, the upper anti-collision guide wheels being rotatably mounted on the upper anti-collision seat, the plurality of upper anti-collision guide wheels being symmetrically arranged on both sides of the track 2 and rolling in accordance with the track 2, and the upper anti-collision seat and the suspension device being hinged. The triggering member 4-1 and the detecting member 4-2 of the upper anti-collision unit 41 are fixedly mounted on the upper anti-collision seat. This can also ensure that the upper anti-collision unit 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 41 can run along the length direction of the track 2.

[0046] The lower anti-collision unit 42 and the guide and limiting device of the car 3 are connected by a flexible rope.

[0047] Based on the above structure, when the car 3 descends, the lower anti-collision unit 42 can descend along the holding rail 2 under its own weight. Due to the restraining effect of the flexible rope, the lower anti-collision unit 42 can maintain synchronous operation with the car 3, and the flexible rope can remain in the extended state. When the car 3 ascends, the car 3 pulls the lower anti-collision unit 42 upward via the flexible rope.

[0048] During operation, the lower anti-collision unit 42 can ensure that the triggering member 4-1 and the detection member 4-2 can 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 effects of its own lower anti-collision guide wheel 422.

[0049] 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 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 components 4-2 of the two cars 3 are connected in series with the safety circuit, the lower anti-collision unit 42 of the upper car 31 and the upper anti-collision unit 41 of the lower car 32 come into contact and are triggered, and the upper car 31 and the lower car 32 are stopped. There is a time period from the triggering of the detection component 4-2 to the complete stop of the car 3, so there is a stopping distance. Finally, the distance between the upper car 31 and the lower car 32 when they stop 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.

[0050] In summary, when the upper car 31 and the lower car 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 42 of the upper car 31 and the upper anti-collision unit 41 of the lower car 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 42 are respectively aligned and contacted with the detection member 4-2 and the triggering member 4-1 of the upper anti-collision unit 41. When the straight-line distance between the upper car 31 and the lower car 32 is equal to the set value, the lower anti-collision unit 42 of the upper car 31 will contact and trigger the upper anti-collision unit 41 of the lower car 32. Therefore, the above-mentioned setting of the upper anti-collision unit 41 and the lower anti-collision unit 42 on the car 3 ensures the reliable contact and triggering of the triggering 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.

[0051] 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.

[0052] 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.

[0053] 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.

[0054] In this embodiment, the detection components 4-2 on all cars are limit switches, induction switches, travel switches, etc.

[0055] It should be noted that the lower anti-collision unit 42 and the car 3 are connected by a flexible rope, so the lower anti-collision unit 42 can move relative to the car 3 without being hindered by the flexible rope. When the lower anti-collision unit 42 of the upper car 31 and the upper anti-collision unit 41 of the lower car 32 come into contact, from the time of triggering to the upper car 31 and the lower car 32 finally stopping or changing speed to the time the upper car 31 and the lower car 32 run to the minimum distance, the lower anti-collision unit 42 can be pushed by the upper anti-collision unit 41 and move relative to the upper car 31, reducing the distance between the lower anti-collision unit 42 and the upper car 31. In this way, after the two anti-collision units interact, the corresponding car 3 has a certain range of movement, and can continue to run for a certain stopping distance before stopping or changing direction.

[0056] Furthermore, the mounting accessories of the two anti-collision units that trigger each other are staggered to ensure that the two anti-collision units do not interfere with each other's operation 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 1 and Figure 6 shown. Figure 1 The diagram D in the middle shows the contact between the lower anti-collision unit 42 and the upper anti-collision unit 41 of two adjacent elevator cars 3 .

[0057] like Figure 4 Schematic diagram of the lower anti-collision unit 42 in the longitudinal direction of the track 2, as shown in FIG. Figure 5 Schematic diagram of the upper anti-collision unit 41 in the longitudinal direction of the track 2, as shown in FIG. Figure 6 Schematic diagram of the contact between the lower anti-collision unit 42 of the upper car 31 and the upper anti-collision unit 41 of the lower car 32 from the perspective of the length direction of the track 2.

[0058] As can be seen from the accompanying drawings, the lower anti-collision unit 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.

[0059] The upper anti-collision unit 41 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 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.

[0060] 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 lower anti-collision unit 42 contacts and triggers the two detection members 4-2 of the upper anti-collision unit 41, and the triggering member 4-1 of the upper anti-collision unit 41 contacts and triggers the detection member 4-2 of the lower anti-collision unit 42, the lower anti-collision unit 42 and the upper anti-collision unit 41 can continue to run along the track 2 for a distance without interfering with each other.

[0061] Each anti-collision unit uses two detection pieces 4-2, which improves the accuracy and reliability of triggering.

[0062] 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 car anti-collision device for a multi-car intelligent parallel elevator, wherein the elevator has no traction structure, comprises a plurality of cars (3), at least two main tracks and a plurality of switching tracks, wherein the switching tracks are used to connect two different main tracks, wherein the main tracks or switching tracks are defined as tracks (2), the cars (3) are mounted on a suspension device, and a guide and limit device for guiding and limiting the suspension device is further mounted on the suspension device, wherein the suspension device drives the cars (3) to run along the tracks (2), wherein the suspension device is characterized in that: At least one anti-collision unit is provided on the suspension device or the guide limit device of each car (3), and the anti-collision unit includes a detection member (4-2) and a trigger member (4-1). The two adjacent cars (3) are an upper car (31) and a lower car (32), respectively. The upper car (31) is located above the lower car (32). At least one anti-collision unit on the upper car (31) is a lower anti-collision unit (42), and at least one anti-collision unit on the lower car (32) is an upper anti-collision unit (41). Both the lower anti-collision unit (42) and the upper anti-collision unit (41) are guided along the track (2) by the anti-collision guide wheel. When the upper car (31) is located above the lower car (32), the upper anti-collision unit (42) and the upper anti-collision unit (41) are guided along the track (2). When the lower anti-collision unit (42) of the elevator car (31) contacts the upper anti-collision unit (41) of the lower car (32), the detection member (4-2) and the trigger member (4-1) of the upper anti-collision unit (41) contact the trigger member (4-1) and the detection member (4-2) of the lower anti-collision unit (42) respectively, and the detection members (4-2) on the upper car (31) and the lower car (32) are triggered. After receiving the information that the two detection members (4-2) are triggered, the elevator control system controls the upper car (31) and the lower car (32) to stop, or controls the upper car (31) and the lower car (32) to change speed to prevent the two cars (3) from colliding.

2. The anti-collision device according to claim 1, characterized in that: The guide limiting device includes a guide seat (51) and a plurality of guide wheels (52), wherein the guide wheels (52) are rotatably mounted on the guide seat (51), and the plurality of guide wheels (52) roll symmetrically in contact with both sides of the track (2). The suspension device and the guide seat (51) are hinged, and the upper anti-collision unit (41) is fixedly mounted on the guide seat (51).

3. The anti-collision device according to claim 1, characterized in that: The upper anti-collision unit (41) further comprises an upper anti-collision seat and a plurality of upper anti-collision guide wheels, the upper anti-collision guide wheels being rotatably mounted on the upper anti-collision seat, the plurality of upper anti-collision guide wheels being symmetrically arranged on both sides of the track (2) and rolling in contact with the track (2), the upper anti-collision seat and the suspension device being hinged, and the detection member (4-2) and the trigger member (4-1) of the upper anti-collision unit (41) being mounted on the upper anti-collision seat.

4. The anti-collision device according to claim 1, characterized in that: The lower anti-collision unit (42) further comprises a lower anti-collision seat (421) and a plurality of lower anti-collision guide wheels (422), the lower anti-collision guide wheels (422) being rotatably mounted on the lower anti-collision seat (421), the plurality of lower anti-collision guide wheels (422) being symmetrically arranged on both sides of the track (2) and rolling in contact with the track (2), and the triggering member (4-1) and the detecting member (4-2) of the lower anti-collision unit (42) being fixedly mounted on the lower anti-collision seat (421).

5. The anti-collision device according to claim 1, characterized in that: The lower anti-collision unit (42) and / or the upper anti-collision unit (41) are respectively connected to a suspension device or a guide limit device of the car (3) where they are located via a flexible connection piece.

6. The anti-collision device according to claim 5, characterized in that: The flexible connecting member is a flexible rope, one end of which is connected to the lower anti-collision seat (421) and the other end of which is connected to the guide limiting device.

7. The anti-collision device according to any one of claims 1 to 6, characterized in that: An upper anti-collision unit (41) is also provided on the upper car (31), and the upper anti-collision unit (41) of the upper car (31) is located above the lower anti-collision seat (421).

8. The anti-collision device according to any one of claims 1 to 6, characterized in that: The detection member (4-2) is a normally closed switch connected to the elevator safety circuit. When the detection member (4-2) is triggered and disconnected, the elevator safety circuit is disconnected, and the car (3) where the detection member (4-2) is located is stopped.

9. The anti-collision device according to any one of claims 1 to 6, characterized in that: The detection element (4-2) is a signal switch connected to the elevator control circuit. When the detection element (4-2) is triggered, the control system receives a signal from the detection element (4-2), and the control system controls the car (3) to stop or change speed.

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