High altitude safety dolly and modular rigid rail system
By designing a high-altitude safety trolley and a modular rigid track system, the problems of unstable track connections and insufficient safety in high-altitude operations were solved, enabling continuous, stable, and fault-safe high-altitude operations and ensuring the safety of construction and maintenance personnel.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- SAYFA R&D PTY LTD
- Filing Date
- 2022-07-27
- Publication Date
- 2026-06-09
AI Technical Summary
Existing aerial work equipment has shortcomings in safety and convenience during fall prevention, rope travel, and descent, especially in the process of connecting and disconnecting from the track, where accidental detachment is prone to occur.
A high-altitude safety trolley was designed, equipped with a modular rigid track system. The operability design of the clamp body and the track engagement mechanism ensures a stable connection between the track engagement and disengagement positions. Fail-safe features such as twist lock hooks and safety latches prevent accidental disengagement, and a friction braking mechanism ensures smooth movement.
It achieves continuous, stable, and fault-free operation during high-altitude work, ensuring the safety of construction and maintenance personnel, avoiding the risks of accidental detachment and falls, and improving the convenience and safety of operation.
Smart Images
Figure CN117729962B_ABST
Abstract
Description
Technical Field
[0001] The present invention generally relates to a high-altitude safety trolley and modular rigid track system for construction and maintenance personnel working at heights on buildings and structures, for fall protection, rope travel and descent. Summary of the Invention
[0002] This article presents an aerial safety trolley and modular rigid track system designed for construction and maintenance personnel working at heights, enabling continuous, smooth, and fail-safe operations for fall protection, rope travel, and descent.
[0003] The aerial safety trolley has a connecting arm, a clamp body, and a main frame, which is operably docked with a track engagement mechanism that is movable between a track engagement position and a disengagement position along a rigid track. The track engagement mechanism may include a pivot arm that simultaneously closes inward to engage the rigid track or closes outward to disengage from it. Therefore, the trolley can be easily and safely connected and disengaged at any position along the rigid track.
[0004] The trolley may include fail-safe features, wherein the clamp body cannot disengage when a user is secured to the trolley using conventional safety hardware such as hooks and ties, energy absorbers, and body harnesses. Specifically, the clamp body can move relative to the connecting arm to define a functional gap therebetween, and wherein the clamp body is operatively engaged with a track engagement mechanism such that the track engagement mechanism cannot disengage when the functional gap is greater than a threshold. Therefore, a torsion-locking hook or similar attached to the connecting arm maintains a functional gap greater than the threshold to prevent unintentional disengagement of the track engagement mechanism when the user is secured to the trolley by the hook.
[0005] The clamp body can push four locking pins through the main frame guide channel into the aligned pivot arm guide channel to hold the pivot arm in the closed position. Two safety latches with beveled edges can keep the clamp body engaged, but the distal ends of the locking pins can be held in place within the pivot arm guide channel even if the safety latches are accidentally disengaged.
[0006] Other aspects of the invention are also disclosed herein. Attached Figure Description
[0007] Although any other forms may fall within the scope of this invention, preferred embodiments of this disclosure will now be described by way of example only, with reference to the accompanying representative illustrations, in which:
[0008] Figure 1 An exploded perspective view shows the fall arrest device, rope travel and descent high-altitude safety trolley according to the first embodiment;
[0009] Figure 2 A perspective view of the high-altitude safety trolley and modular rigid track system in the track derailment position is shown.
[0010] Figure 3 This shows an end view of the trolley at the track detachment position;
[0011] Figure 4 The image shows a cross-sectional end view of the trolley at the point where it is off the track;
[0012] Figure 5 A perspective view of the high-altitude safety trolley and modular rigid track system at the track engagement position is shown;
[0013] Figure 6 The end view of the trolley at the track engagement position is shown;
[0014] Figure 7 The image shows a cross-sectional end view of the trolley at the track engagement position;
[0015] Figure 8 The end view of the trolley is shown, with a torsion lock hook attached thereto prevent the trolley from detaching in case of a fall.
[0016] Figure 9 Showing Figure 8 A cross-sectional end view of an embodiment;
[0017] Figure 10 The end view of the trolley is shown, with the dual braking mechanism disengaged;
[0018] Figure 11 Showing Figure 10 A cross-sectional end view of an embodiment;
[0019] Figure 12 The end view of the trolley is shown, with the dual braking mechanisms engaged;
[0020] Figure 13 Showing Figure 12 Cross-sectional end view of the embodiment;
[0021] Figure 14 A perspective view of the trolley is shown, in which its connecting arm provides visible fall protection indications by sacrificing deformation of fragile edges;
[0022] Figure 15 Showing Figure 14 End view of an embodiment;
[0023] Figure 16 Showing Figure 14 A perspective cross-sectional bottom view of an embodiment;
[0024] Figure 17An exploded perspective view shows the fall arrest device, rope travel and descent high-altitude safety trolley according to the second embodiment;
[0025] Figure 18 A cross-sectional view of the end of the trolley in a second embodiment, which engages with the track, is shown;
[0026] Figure 19 A cross-sectional view of the end of the trolley in the second embodiment, which is derailed, is shown;
[0027] Figure 20 A cross-sectional view of the end of the trolley braking mechanism of a second embodiment without engaged rails is shown;
[0028] Figure 21 An end cross-sectional view of the trolley braking mechanism of a second embodiment of the friction-engaged track is shown;
[0029] Figure 22 A perspective view of the trolley, representing a second embodiment detached from the track, is shown; and
[0030] Figure 23 A perspective view of a trolley in a second embodiment, coupled with a track, is shown. Detailed Implementation
[0031] refer to Figure 1 The fall arrestor, rope-guided, and descent trolley 100 includes a main frame 101, which has a coupling mechanism 102, allowing it to... Figure 5 The track engagement position shown is used to engage the aluminum extruded rigid track 103, and in Figure 2 The track disengagement position shown is operated to disengage from the rigid track 103. The frame 101 and / or engagement mechanism 102 may be die-cast alloy.
[0032] The trolley 100 also includes a connecting arm 104, which is connected to the main frame 101. The connecting arm 104 may be made of forward-facing aluminum. A tethering point (not shown) may be further attached to the connecting arm 104, thereby allowing the user to attach hooks and tethers to a safety container housing tools and equipment used for rope-based maintenance operations. The tethering point may be made of stainless steel.
[0033] The trolley 100 also includes a cast aluminum safety attachment clamp body 105, which is operably docked with the main frame 101 and the track engagement mechanism 102.
[0034] The clamp body 105 can be positioned relative to the connecting arm 104. Figure 5 The track engagement position shown and Figure 2The track disengagement position can be moved downward or upward, wherein the clamp body 105 holds the track engagement mechanism 102 in the track engagement position, and the clamp body 105 allows the track engagement mechanism 102 to be in the track disengagement position.
[0035] like Figure 3 , Figure 4 , Figure 6 and Figure 7 As shown, the clamp body 105 can move up or down relative to the connecting arm 104 to define a functional gap 106 therebetween. The trolley 100 can be configured such that if the functional gap is greater than a threshold, for example, greater than one centimeter, the track engagement mechanism 102 cannot be in the track disengagement position.
[0036] like Figure 8 and Figure 9 As shown, when the stainless steel twist lock hook 107 or the like is attached to the connecting arm 104, the hook 107 prevents the clamp body 105 from moving upward against the connecting arm 104 to close the functional gap 106, thereby allowing the track engagement mechanism 102 to be in the track disengaged position, and thus providing a fail-safe feature when the user is tethered to the trolley 100 by conventional safety hardware.
[0037] like Figure 1 As further shown, the connecting arm 104 can typically be handle-shaped, defining a side portion 108 and a lateral portion 109. The side portion 108 can be secured to the main frame 101 by two side-retaining stainless steel hex socket screws 133.
[0038] The clamp body 105 can take the form of a protective cover that typically covers the main frame 101. Therefore, the connecting arm 104 and the clamp body 105 can define a parallel plane across the trolley 100, thereby defining a functional gap 106 therebetween, which allows the twist lock hook 107 to be positioned on either side of the trolley 100.
[0039] Two safety latches 110 are operatively engaged between the clamp body 105 and the main frame 101 to securely hold the clamp body 105 in the rail engagement position. The safety latches 110 can automatically engage when the clamp body 105 moves to the rail engagement position. Figure 1 As shown, the safety latch 110 is movable with the clamp body 105 and may include a bevel 111 that abuts against a corresponding edge of the main frame 101 to securely lock into place. The safety latch 110 may include an extended engagement spring 112 to bias the safety latch 110 into a latched position, thereby preventing improper attachment to the rigid rail 103.
[0040] exist Figure 1In the illustrated embodiment, the safety latch 110 includes a circular release knob 113, which can be accessed through an oval hole 114 through the clamp body 105 to allow manual disengagement. The trolley 100 may include two safety latches 110, wherein the two circular release knobs must be manually operated simultaneously in opposite directions to disengage the clamp body 105 from the main frame 101.
[0041] Each of the track engagement mechanisms 102 may include two pivot arms 115 pivotally connected to the main frame 101, which pivot inward when in the track engagement position and outward when in the track disengagement position.
[0042] Each pivot arm 115 may define two lower bearing recesses 116 for receiving two lower roller bearings 117B with pins therein. Similarly, the main frame 101 may define four upper bearing recesses 116 for receiving four corresponding upper roller bearings 117A with pins therein. Thus, when the pivot arm 115 pivots inward, the lower roller bearings 117 are constrained inward relative to the upper roller bearings 117, thereby surrounding the rigid track 103 to achieve a track engagement position. The offset engagement of the plurality of lower and upper roller bearings 117 with the rigid track 103 ensures smooth travel of the trolley 100 at any load angle.
[0043] like Figure 4 and Figure 7 As shown, the clamp body 105 can push the four locking pins 118 downward through the main frame guide channel 119 and into the aligned pivot arm guide channel 120 to securely fix the pivot arm 115 in the track engagement position.
[0044] Multiple compression springs 121 fixed to the locking positioning pin 118 can bias the clamp body 105 upward to the disengaged position.
[0045] like Figure 9 As shown, when the twist lock hook 107 or the like maintains a minimum functional clearance between the connecting arm 104 and the clamp body 105, the distal end of the locking pin 118 can still partially extend into the pivot arm guide channel 120, thus providing a fail-safe function even if the safety latch 110 is accidentally disengaged during use.
[0046] like Figure 1 As further shown, the trolley 100 may include a braking mechanism for tilting and rope access anchoring. The braking mechanism may include a friction rail brake arm 122, which frictionally engages the rigid rail 103 during use to prevent the trolley 100 from running along the rigid rail.
[0047] like Figure 11 and Figure 13 As shown, the friction track brake arm 122 may conform to the curvature of the rigid track 103 and may include a friction pad 123 below it, which frictionally engages with the upper part 128 of the track head of the rigid track. The friction track brake arm 122 may be pivotally connected to the main frame 101 at a pivot point 124.
[0048] The braking mechanism may include a cast aluminum manual brake lever 125 acting on a camshaft 126, wherein the camshaft 126 rotates an integral cam 127 to... Figure 11 and 13 The friction rail brake arm 122 is supported on the rigid rail 103 in the manner shown. The manual brake lever 125 is located at one end of the trolley 100 and is easily accessible and readily engaged with clear visual markings.
[0049] like Figure 6 and Figure 7 As shown, when in the track engagement position, the trolley 100 defines a passage 130 therethrough, the passage having a non-circular cross-section. Furthermore, the rigid track aluminum extrusion 103 can be a low-profile construction and defines an upper track head 128 having a non-circular cross-section consistent with the non-circular passage 130. Thus, when in the track engagement position, the trolley 100 is constrained and cannot rotate relative to the rigid track 103.
[0050] The rigid rail aluminum extrusion 103 can further define the lower part 129 of the rail base, and the rail mounting clamping bracket (not shown) and the like can be fixed to the lower part of the rail base to support the upper part 128 of the rail head, for mounting the system on a building or structure using anchor bolts and the like.
[0051] The rigid track aluminum extrusion 103 can further span and include a modular length with splice joints and end stops, intermediate and end anchors (all not shown).
[0052] The rigid track aluminum extrusion 103 can be further configured to facilitate use of the system in a horizontal or inclined position and around rounded corners.
[0053] like Figures 14 to 16 As shown, the trolley 100 may include a fall arrest indicator, wherein the connecting arm 104 defines an integrated fail-safe feature, the feature including a sacrifice vulnerable edge 131, such as Figure 16 As stated above. Therefore, as Figure 14 and Figure 15As shown, if excessive force is applied to the connecting arm 104 by the torsion lock hook 107 or similar components under fall protection conditions, the entire vulnerable edge 131 will deform, resulting in visible deformation 132. When visible deformation 132 occurs, the trolley 100 can be inspected for damage, and the connecting arm 104 can be replaced by removing the retaining hexagonal screws 133 on both sides.
[0054] Figure 17-23 The trolley 100 and track 103 according to the second embodiment are shown.
[0055] According to the second embodiment, the pivot arm 115 holds the upper bearing 117A and the lower bearing 117B. Figure 19 In the shown open configuration, the pivot arm 115 is open, so the corner of the upper bearing 117A contacts the upper surface of the track 103, while the lower bearing 117B opens from below the upper part 128 of the track head. However, in Figure 18 In the closed configuration shown, the pivot arm 115 is closed, such that the upper bearing 117A rests flat on the upper surface of the track 103, and the lower bearing 117B engages below the upper part 128 of the track head.
[0056] Bearing 117 can be engaged with pivot arm 115 via screw 134, and washer 135 can engage bearing 117 and pivot arm 115. Helical spring 137 can bias side arm 115 open.
[0057] When in the closed configuration, the face of the upper bearing 117A can be at approximately 90° relative to the face of the corresponding lower bearing 117B, such that the bearing 117 quadrilaterally clamps the track 103.
[0058] In the open configuration, the frame 101 is pressed against the track 103 and a force is applied against the upper bearing 117A, thereby causing the pivot arm 115 to pivot inward.
[0059] Further according to the second embodiment, the track 103 includes side-lower channels 138 formed on both sides of the upper portion 128 of the track head. As shown, the channels 138 may be defined by a flat base plate 141 and substantially orthogonal sides 142 recessed into opposite sides of the upper portion 128 of the track head. The base plates 141 of each channel 138 may be approximately 90° relative to each other, and further approximately 90° relative to the surface 143 of the corresponding upper plane of the track 103.
[0060] and Figure 1 Compared to the first embodiment shown, the track 103 of the second embodiment may further include a longer neck between the upper part 128 of the track head and the lower part 129 of the track bottom.
[0061] The lower bearing 117B can be larger than the upper bearing 117A.
[0062] The braking mechanism of the second embodiment can be simplified, wherein the manual brake lever 125 itself is pivotally connected to the frame 101 by a screw 144 defining a pivot point 145. The head of the manual brake lever 125 defines a generally straight non-engaged profile 140 and a circular engaged profile 139.
[0063] Compared to the circular joining profile 139, the non-jointing profile 140 is closer to the pivot point 145. Therefore, as Figure 20 As shown, when the braking mechanism is not locked, the non-engaging profile 140 faces the upper surface of the track 103, thus not engaging with the track 103 frictionally.
[0064] However, when the handle 125 is Figure 21 When flipped as shown, the engagement profile 139 abuts against the upper surface of the track 103, thereby frictionally engaging with the track 103 and preventing the trolley from moving relative to the track 103. The radius of the circular engagement profile 139 can be gradually increased from the non-engagement profile 140, so that the friction engagement can be proportionally controlled by the angle of the handle 125.
[0065] Furthermore, according to the second embodiment, the safety latch 110 can be centrally positioned relative to the frame 101 and the clamp body 105, but operates in the same manner, thereby slidably holding the safety latch within the elongated aperture 114 between an engaged position and an unengaged position. In this case, the elongated aperture 114 is aligned along the length of the track 103. A tension spring can bias the safety latch 110 to the engaged position such that the latch 110 automatically engages when the clamp body 105 moves to the engaged position.
[0066] For purposes of explanation, the foregoing description uses specific nomenclature to provide a comprehensive understanding of the invention. However, it will be apparent to those skilled in the art that specific details are not required to practice the invention. Therefore, the foregoing description of specific embodiments of the invention is for illustrative and descriptive purposes. It is not intended to be exhaustive or to limit the invention to the precise forms disclosed, as many modifications and variations are apparent from the foregoing teachings. The embodiments were chosen and described to best explain the principles of the invention and its practical application, thereby enabling others skilled in the art to best utilize the invention and its various embodiments, and to make various modifications suitable for the intended particular use. The following claims and their equivalents define the scope of the invention.
Claims
1. A high-altitude safety trolley, comprising: Mainframe rack; The clamp body forms a protective cover that substantially covers the main frame; The track engagement mechanism can be configured in use to engage a rigid track in a track engagement position and to disengage from the rigid track in a track disengagement position. and Connecting arm, connected to the main frame, wherein: The clamp body is operably coupled to the main frame and the track engagement mechanism, and is movable upward or downward relative to the connecting arm between the following positions: The engagement position, wherein the clamp body securely holds the track engagement mechanism in the track engagement position; and The disengaged position, wherein the clamp body allows the track engagement mechanism to be in the track disengaged position.
2. The trolley according to claim 1, wherein the clamp body and the connecting arm define a functional gap therebetween, and wherein if the functional gap is greater than a threshold, the track engagement mechanism cannot be in the track disengagement position.
3. The trolley of claim 2, wherein the connecting arm and the clamp body define substantially parallel docking surfaces spanning the trolley, the docking surfaces defining a functional gap therebetween.
4. The trolley according to claim 1 further includes a safety latch, the safety latch being operably engaged with the clamp body and the main frame to lock the clamp body in the engaged position.
5. The trolley according to claim 4, wherein the safety latch automatically engages when the clamp body moves to the engagement position.
6. The trolley of claim 5, wherein the safety latch needs to be manually disengaged to allow the clamp body to move to the disengaged position.
7. The trolley according to claim 6, wherein the trolley includes two safety latches that require simultaneous manual disengagement in opposite directions.
8. The trolley according to claim 1, wherein the engagement mechanism includes a pivot arm pivotally connected to the main frame, the pivot arm pivoting inward when the engagement mechanism is in the track engagement position, and pivoting outward when the engagement mechanism is in the track disengagement position.
9. The trolley according to claim 8, wherein the pivot arm holds the lower roller bearing, and wherein the main frame holds the upper roller bearing.
10. The trolley according to claim 8, wherein the pivot arm holds the lower roller bearing and the upper roller bearing.
11. The trolley of claim 8, wherein the locking positioning pin is pushed by the clamp body through the main frame guide channel into the aligned pivot arm guide channel to securely hold the pivot arm in the track engagement position.
12. The trolley of claim 11, wherein a plurality of tension springs fixed around the locking positioning pin bias the clamp body toward the disengaged position.
13. The trolley of claim 12, wherein the clamp body is movable relative to the connecting arm to define a functional gap therebetween, and wherein if the functional gap is greater than a threshold, the distal end of the locking locating pin is held within the pivot arm guide channel.
14. The trolley according to claim 1 further includes a braking mechanism, which frictionally engages the rigid track during use to prevent the trolley from running along the rigid track.
15. The trolley according to claim 14, wherein the braking mechanism comprises a friction rail brake arm movable relative to the main frame, and a manual brake lever acting on a cam to support the friction rail brake arm on the rigid rail.
16. The trolley of claim 14, wherein the braking mechanism includes a manual brake lever pivotally attached to the main frame and defining a non-engaging profile and an engaging profile relative to its pivot point, the engaging profile extending further from the pivot point than the non-engaging profile, such that when the manual brake lever is thrown, the engaging profile engages with the track in use.
17. The trolley of claim 1, wherein the connecting arm has a sacrificial vulnerable edge that deforms when an excessive load is applied thereto.
18. The trolley of claim 1, wherein the trolley defines a channel therethrough, the cross-section of which is non-circular.
19. The trolley of claim 18, wherein the rigid track defines an upper section of a track head, the upper section of which has a non-circular cross-section and coincides with the passage of the trolley.
20. The trolley of claim 19, wherein the rigid track further defines a lower bottom portion of the track, and in use, a clamping bracket mounted on the track is fixed to the lower bottom portion of the track to support the upper head portion of the track.
21. The trolley of claim 19, wherein the track defines a lower passage on either side of the upper portion of the track head.
22. The trolley of claim 21, wherein the bottom plates of the lower passage are spaced apart at an angle of approximately 90°.
23. The trolley of claim 21, wherein each lower channel defines a base plate at approximately 90° to a corresponding plane of the upper surface of the upper part of the track head.