Elevator anti-collision device and anti-collision twin elevator

Abstract

The application discloses an elevator anti-collision device and an anti-collision twin elevator, and aims to solve the problem that in the prior art, a brake device is controlled through an electric circuit, and when an electric fault or interference occurs, a larger danger is prone to occur, and the reliability is insufficient. The application solves the above technical problem through the following technical scheme: the elevator comprises a car sliding along a slide rail in a shaft, the elevator anti-collision device comprises a safety clamp, a trigger device and a transmission device, the safety clamp is arranged on the car and can form a brake cooperation with the slide rail, before the car collides, the trigger device is mechanically collided to trigger and drive the safety clamp through the transmission device, so that the safety clamp forms the brake cooperation with the slide rail. Since the brake is realized by using a pure mechanical device, compared with the device for realizing the brake through an electric device in the prior art, the device has the characteristics of safe use and reliable structure.

Description

Technical Field

[0001] This invention relates to the field of vertical elevator technology, and more specifically, to an elevator anti-collision device and an anti-collision twin elevator. Background Technology

[0002] With rapid economic development and the improvement of urban modernization, more and more high-rise and super high-rise buildings are emerging as urban landmarks. The advent of elevators has improved transportation capacity and made high-rise buildings more economically valuable. With the widespread use of elevators, they have become an essential means of transportation for various groups of people in buildings. Existing elevators are equipped with fall protection devices to prevent elevator accidents in actual use.

[0003] Currently, fall protection devices are all based on electrical triggering, which cannot guarantee elevator safety during power outages or electrical signal interference and other electrical faults.

[0004] Chinese Patent Publication No. CN213864915U, published on August 3, 2021, entitled "Anti-fall Device for Energy-Saving Elevators," discloses an elevator anti-fall device that primarily uses a motor to drive a reinforcing gear and a gear slide rail. When the elevator experiences emergency braking, the reinforcing gear engages within the gear slide rail, thereby enhancing the emergency braking effect. However, this application relies on a motor to enhance the braking effect. If an electrical fault occurs, it will be difficult to achieve the intended emergency braking purpose; therefore, the structure is not very reliable. Furthermore, the installation of this device requires numerous modifications. Directly installing this device on an existing elevator necessitates extensive modifications, undoubtedly increasing the cost of the retrofit. Summary of the Invention

[0005] This invention overcomes two shortcomings of the prior art: (1) the braking device is controlled by an electrical circuit, which is prone to serious danger when an electrical fault or interference occurs, thus lacking reliability; (2) when the braking device is installed on an existing elevator, the elevator needs to be significantly modified, resulting in high modification costs. This invention provides an elevator anti-collision device that uses a purely mechanical braking method to achieve the braking function. Compared to electrical equipment, it does not fail due to circuit faults or interference, and is characterized by safe use and reliable structure.

[0006] To solve the above-mentioned technical problems, the present invention adopts the following technical solution: an elevator anti-collision device, the elevator including a car that slides along the slide rail in the shaft, the elevator anti-collision device including a safety clamp, a triggering device and a transmission device, the safety clamp is installed on the car and can form a braking engagement with the slide rail, before the car collides, the triggering device mechanically triggers the collision and drives the safety clamp through the transmission device, so that the safety clamp forms a braking engagement with the slide rail.

[0007] In this invention, power is mechanically transmitted via a triggering device and a transmission device before a collision, causing the safety clamp and the slide rail to engage in braking action. This achieves safe braking of the car before a collision. Compared to existing technologies, this invention uses a purely mechanical triggering device, which, unlike electrical equipment, is not susceptible to failure due to circuit faults or interference, offering advantages such as safe operation and structural reliability. Furthermore, the invention can be easily installed on the car by making simple modifications to the existing elevator structure, thus reducing modification costs.

[0008] Preferably, the triggering device is a triggering component that protrudes outside the car; the triggering component protrudes outside the car so that the triggering device collides with the car before the car, and the collision occurs outside the car, ensuring the safety of the car.

[0009] The triggering component collides before the car, causing the car to brake before the collision.

[0010] Preferably, the triggering component is a first trigger rod that is slidably disposed on the outside of the car. One end of the first trigger rod extends out of the car to form the triggering component, and an elastic limiting member is provided between the car and the first trigger rod to limit the sliding range of the first trigger rod.

[0011] The first trigger lever collides with the car before impacting it, causing it to slide and thus engage the transmission mechanism to activate the safety brake. The elastic limiter restricts the first trigger lever during car operation, reducing its lateral movement. Upon impact, the elastic limiter restricts the maximum displacement of the first trigger lever, preventing it from falling into the hoistway. Furthermore, the elastic limiter provides a restoring force to the sliding first trigger lever after the impact, allowing it to automatically return to its original position and preventing it from interfering with components in the car and hoistway due to its displacement. This causes the first trigger lever to retract near the car.

[0012] Preferably, the transmission device includes a safety clamp lever and a lever driving mechanism. The lever driving mechanism also includes a one-way transmission device. When the triggering device is triggered by a collision, it drives the lever driving mechanism to drive the safety clamp lever to rotate. When the elastic reset member drives the anti-collision bar to reset, the position of the safety clamp lever remains unchanged to maintain the locked state of the safety clamp.

[0013] The one-way transmission device enables the paddle drive mechanism to transmit the impact force received by the trigger component to the safety brake paddle in one direction, so that the safety brake paddle drives the clamping block and slide rail of the safety brake to achieve braking. When the trigger device is reset, it does not affect the locking state of the safety brake paddle, nor does it affect the normal reset of the first trigger rod.

[0014] Preferably, the paddle shifter drive mechanism includes a safety gear shaft that rotates synchronously with the safety gear paddle and a transmission rack connected to the triggering device; the safety gear shaft is provided with a transmission gear that cooperates with the transmission rack, and the length of the transmission rack is between 1 / 72 and 1 / 4 of the pitch circle circumference of the transmission gear.

[0015] The length of the transmission rack is matched with the rotation angle of the safety clamp lever, so that when the transmission rack and transmission gear are engaged and disengaged, the rotation angle of the safety clamp lever is just enough to drive the clamping block and slide rail on the safety clamp to cooperate for braking. That is, when the safety clamp lever drives the clamping block and slide rail to cooperate for braking, the transmission rack and transmission gear disengage.

[0016] Preferably, the one-way transmission device includes a saw gear fixedly mounted on the safety clamp shaft, a transmission gear rotatably mounted on the safety clamp shaft, a mounting cavity recessed in the end face of one end of the transmission gear, the saw gear rotatably mounted in the mounting cavity, the saw gear rotating synchronously with the safety clamp shaft, and a number of pawls evenly distributed on the side wall of the mounting cavity and in the circumferential direction of the saw gear, the pawls and the surface of the saw gear being in contact.

[0017] This is a type of unidirectional transmission device that uses the engagement of pawls and saw gear surfaces to allow the transmission gear to transmit power unidirectionally to the safety gear shaft. Several pawls are evenly distributed to provide a uniform force on the saw gear, ensuring stable drive of the transmission gear.

[0018] Preferably, the first trigger lever is provided with an abutment at the end extending from the car.

[0019] The abutment serves as a triggering component. Its design prevents the first trigger rod from directly impacting and bearing force. The abutment can be made of a material with higher strength than the first trigger rod to improve the triggering capability. Alternatively, it can be designed as a structure with a larger cross-sectional area than the first trigger rod to further enhance the triggering capability of the first trigger rod.

[0020] Preferably, the area of ​​the abutment is larger than the area of ​​the first trigger rod cross-section.

[0021] The abutment can increase the force-bearing area during impact and improve the triggering capability of the first trigger rod.

[0022] Preferably, the sliding direction of the first trigger rod is set parallel to the slide rail. As the car slides along the slide rail, the possible collision direction of the car is parallel to the slide rail. Because the first trigger rod is parallel to the slide rail, the collision force of the car can be directly transmitted to the first trigger rod. The displacement path of the first trigger rod is parallel to the collision force direction of the first trigger rod, allowing the first trigger rod to quickly displace in response to the collision.

[0023] This application also provides a collision-resistant twin elevator, comprising an upper car and a lower car operating in the same shaft. The key feature is that both the upper and lower cars are equipped with the aforementioned elevator collision-resistant devices. Before a collision occurs, the triggering devices of the elevator collision-resistant devices on both the upper and lower cars are triggered by the collision, and the safety brakes on both cars engage. By installing the aforementioned elevator collision-resistant devices on the upper and lower cars of the twin elevator, collisions between the two elevators can be effectively prevented, ensuring that both elevators are braked before a collision, thus guaranteeing the safe operation of the twin elevator.

[0024] Compared with the prior art, the beneficial effects of the present invention are:

[0025] In this invention, power is mechanically transmitted via a triggering device and a transmission device before a collision, causing the safety clamp and the slide rail to engage in braking action. This achieves safe braking of the car before a collision. Compared to existing technologies, this invention uses a purely mechanical triggering device, which, unlike electrical equipment, is not susceptible to failure due to circuit faults or interference, offering advantages such as safe operation and structural reliability. Furthermore, the invention can be easily installed on the car by making simple modifications to the existing elevator structure, thus reducing modification costs. Attached Figure Description

[0026] Figure 1 This is a three-dimensional structural diagram of the upper and lower cars in the twin elevator of the present invention.

[0027] Figure 2 yes Figure 1 A magnified view of a portion of the image.

[0028] Figure 3 This is a side view of the upper and lower cars in the twin elevator of the present invention.

[0029] Figure 4 This is a three-dimensional structural diagram of the present invention in its usage state.

[0030] Figure 5 This is a three-dimensional structural diagram of the triggering device and the transmission device of the present invention.

[0031] Figure 6 This is a schematic diagram of the transmission component in Embodiment 3 of the present invention.

[0032] Figure 7 This is a schematic diagram of the transmission component in Embodiment 4 of the present invention.

[0033] Figure 8 This is a schematic diagram of the braking assembly in Embodiment 5 of the present invention.

[0034] Figure 9This is a schematic diagram of the braking assembly in Embodiment 6 of the present invention.

[0035] In the picture: 1. Entering the sedan chair;

[0036] 2. Get out of the sedan chair;

[0037] 3. Safety clamp; 31. Slide rail; 32. Clamping block; 33. Guide groove; 34. Guide shaft; 341. Connection port;

[0038] 4. Safety clamp lever; 41. First hinge point; 42. Second hinge point; 43. Connecting groove; 44. Second hinge shaft;

[0039] 5. Transmission device, 51. First trigger rod, 511. Transmission rack, 512. Impact plate, 52. Safety clamp shaft, 521. Transmission gear, 522. Mounting cavity, 53. Second trigger rod, 531. Transmission groove, 54. Third trigger rod, 55. Guide groove, 56. Second spring plunger;

[0040] 6. Tension spring;

[0041] 7. One-way transmission device; 71. Saw gear; 72. Pawl;

[0042] 8. First brake push rod;

[0043] 9. Second brake push rod; 91. Second spring plunger; 92. Plunger hole. Detailed Implementation

[0044] The technical solution of the present invention will be further described in detail below through specific embodiments and with reference to the accompanying drawings:

[0045] Example 1: Refer to Figures 1 to 5 As shown, an elevator anti-collision device is provided. The elevator includes a car that slides along a slide rail in the shaft. The elevator anti-collision device includes a safety clamp, a triggering device, and a transmission device. The safety clamp is installed on the car and can form a braking engagement with the slide rail. Before a collision occurs in the car, the triggering device is mechanically triggered by the collision and drives the safety clamp through the transmission device, so that the safety clamp forms a braking engagement with the slide rail.

[0046] The triggering device of this invention differs from traditional electrical triggering methods such as motors and electronic sensors. It employs mechanical collision triggering, eliminating the need for electrical feedback and circuit control. Before a collision with the car, the triggering device collides with an obstacle or other component, thereby activating the safety clamp. The safety clamp referred to in this invention includes various types of safety clamps in the prior art, capable of engaging with the slide rail to lock and secure the car.

[0047] In this invention, power is mechanically transmitted via a triggering device and a transmission device before a collision, causing the safety clamp and the slide rail to engage in braking action. This achieves safe braking of the car before a collision. Compared to existing technologies, this invention uses a purely mechanical triggering device, which, unlike electrical equipment, is not susceptible to failure due to circuit faults or interference, offering advantages such as safe operation and structural reliability. Furthermore, the invention can be easily installed on the car by making simple modifications to the existing elevator structure, thus reducing modification costs.

[0048] Example 2: Refer to Figures 1 to 5 As shown, an elevator anti-collision device is disclosed. The elevator includes a car that slides along a slide rail 31 within the shaft. The anti-collision device includes a safety clamp 3, a triggering device, and a transmission device. The safety clamp 3 is mounted on the car and can form a braking engagement with the slide rail 31. Before a collision occurs, the triggering device mechanically triggers the collision and drives the safety clamp through the transmission device, so that the safety clamp 3 forms a braking engagement with the slide rail 31. The safety clamp 3 slides along the slide rail 31.

[0049] In this embodiment, the triggering device is a triggering component that protrudes outside the car; the triggering component is triggered before the car collides.

[0050] Specifically, in this embodiment, the triggering component is a first trigger rod 51 that is slidably disposed on the outside of the car. One end of the first trigger rod 51 extends out of the car to form the triggering component. A guide groove 55 is provided on the outside of the car. The first trigger rod 51 slides along the guide groove 55. An elastic limiting member is provided between the car and the first trigger rod 51 to limit the sliding range of the first trigger rod 51. When the first trigger rod 51 separates from the colliding object, the elastic limiting member can simultaneously enable the first trigger rod 51 to reset.

[0051] In this embodiment, the sliding direction of the first trigger rod 51 is parallel to that of the slide rail 31. The sliding direction of the first trigger rod 51 is the length direction of the first trigger rod 51.

[0052] In this embodiment, the end of the first trigger rod 51 extending out of the car is provided with an abutment. The area of ​​the abutment is larger than the cross-sectional area of ​​the first trigger rod. As shown in the figure, the abutment in this embodiment is a ramming plate 512. The ramming plate 512 can increase the force-bearing area during impact, so that the impact force can be applied to the first trigger rod 51 more smoothly.

[0053] The transmission device 5 includes a safety brake lever 4 and a lever drive mechanism. The lever drive mechanism also includes a one-way transmission device. When the triggering device is activated by a collision, it drives the lever drive mechanism to rotate the safety brake lever. When the elastic reset member drives the anti-collision bar to reset, the position of the safety brake lever 4 remains unchanged to maintain the locked state of the safety brake 3. The one-way transmission device enables the lever drive mechanism to transmit the impact force received by the triggering member in one direction to the safety brake lever 4, so that the safety brake lever 4 drives the clamping block 32 and the slide rail 31 of the safety brake 3 to cooperate to achieve braking. When the triggering device resets, it does not affect the locked state of the safety brake lever 4.

[0054] In this embodiment, the paddle drive mechanism includes a safety gear shaft 52 that rotates synchronously with the safety gear paddle 4 and a transmission rack 511 connected to the triggering device. In this embodiment, the transmission rack 511 is fixedly mounted on the first trigger rod 51. The transmission rack 511 can be mounted at any position on the first trigger rod 51. In this embodiment, the transmission rack 511 is mounted at the end of the first trigger rod 51 near the car. The safety gear shaft 52 is provided with a transmission gear 521 that cooperates with the transmission rack 511. The length of the transmission rack 521 is between 1 / 72 and 1 / 4 of the circumference of the pitch circle of the transmission gear.

[0055] The length of the transmission rack 511 is matched with the rotation angle of the safety clamp lever 4, so that when the transmission rack 511 and the transmission gear 521 are engaged and disengaged, the rotation angle of the safety clamp lever 4 is just enough to drive the clamping block 32 and the slide rail 31 on the safety clamp 3 to cooperate in braking. That is, when the safety clamp lever 4 drives the clamping block 32 and the slide rail 31 to cooperate in braking, the transmission rack 511 and the transmission gear 521 are separated. The circumference of the first trigger rod 51 corresponds to the position near the tooth root of the transmission rack 511, so that the circumference of the first trigger rod 51 will not interfere with the transmission gear 521. When the transmission gear 521 and the transmission rack 511 are separated, the first trigger rod 51 has no contact with the transmission gear 521, ensuring the service life of the first trigger rod 51 and the transmission gear 521. After maintenance, the anti-collision device of this application can be adjusted and reused.

[0056] The one-way transmission device 7 can be implemented using a ratchet and pawl mechanism as in the prior art, so that the transmission gear 521 can transmit the impact force unidirectionally to the safety gear shaft 52. In this embodiment, the one-way transmission device 7 includes a saw gear 71 fixedly mounted on the safety gear shaft 52. The transmission gear 521 is rotatably mounted on the safety gear shaft 52. A mounting cavity 522 is recessed in one end face of the transmission gear 521. The saw gear 71 is rotatably mounted within the mounting cavity 522 and rotates synchronously with the safety gear shaft 52. Several pawls 72 are evenly distributed on the side wall of the mounting cavity 522 along the circumference of the saw gear 71. The pawls 72 are rotatably mounted on the side wall of the mounting cavity 522, and their surfaces are in contact with the surfaces of the saw gear 71. Through the surface contact between the pawls 72 and the saw gear 71, the transmission gear 521 can transmit power unidirectionally to the safety gear shaft 52.

[0057] The elastic limiting element can be made of rubber, spring, etc., to limit the first trigger rod. In this embodiment, the elastic limiting element is a tension spring 6. The two ends of the tension spring 6 are connected to the safety clamp lever and the transmission rack, respectively.

[0058] In this embodiment, the safety clamp 3 is provided with a guide groove that cooperates with the slide rail 31. Clamping blocks 32 are provided on both sides of the guide groove. When the clamping blocks 32 clamp the slide rail 31, the safety clamp 3 can be fixed on the slide rail 31, thereby achieving the braking of the car. A guide groove 33 is provided on the side wall of the safety clamp 3, extending along the length of the guide groove. The guide groove 33 is only provided on one side of the guide groove. The guide groove 33 and the guide rail are not parallel (in this embodiment, the guide groove 33 is configured in a "figure-eight" shape, with the opening of the "figure-eight" guide groove 33 facing the guide rail, so that the further the guide shaft 34 moves towards the end of the "figure-eight" guide groove 33, the tighter the clamping block 32 and the slide rail 31 fit). A guide shaft 34 is connected to the clamping block 32, and the guide shaft 34 passes through the guide groove 33 and connects to the safety clamp lever 4.

[0059] The end of the safety clamp lever 4 is provided with a connecting groove 43 that mates with the guide shaft 34, and the guide shaft 34 is slidably disposed within the connecting groove 43. This allows the guide shaft 34 to have a displacement along the length of the safety clamp lever 4, enabling the guide shaft 34 to move smoothly within the guide groove 33.

[0060] In this embodiment, the elevator anti-collision device can be installed on the car of any vertical elevator. Taking a twin elevator as an example, the working principle of this embodiment is as follows:

[0061] In a twin elevator, the car located above the shaft is the upper car 1, and the car located below the upper car 1 is the lower car 2. An upper elevator anti-collision device is installed near the bottom of the upper car 1, and another lower elevator anti-collision device is installed near the top of the lower car 2.

[0062] Under normal operating conditions, the upper and lower cars 2 operate independently. The distance between the two cars is controlled by electronic circuits. The safety clamp lever 4 is in a horizontal state, and the clamping block 32 and the slide rail 31 are separated.

[0063] If two elevator cars are about to collide, before the collision, the first trigger rods 51 of the elevator anti-collision devices on the two cars collide with each other, and both first trigger rods 51 are displaced. Taking the elevator anti-collision device in the upper car 1 as an example, the first trigger rod 51 moves upward, causing the transmission rack 511 to move upward. The movement of the transmission rack 511 drives the transmission gear 521 to rotate, thereby rotating the electric safety clamp shaft 52 of the transmission gear 521. This causes the safety clamp levers 4 at both ends of the safety clamp shaft 52 to rotate, causing the ends of the safety clamp levers 4 away from the safety clamp shaft 52 to drive the guide shaft 34 to move. This causes the guide shaft 34 to move towards the end of the guide groove 33, allowing the clamping block 32 to engage with the slide rail 31. The safety clamp 32 clamps onto the slide rail 31, achieving braking of the upper car 1 and preventing the upper car 1 from colliding with the lower car 2. Similarly, the elevator anti-collision device on the lower car 2 works on the same principle as in this application, and will not be described in detail here.

[0064] Using the tension spring 6 as an elastic limiting element has the following effects. Without the tension spring 6, just before the upper and lower cars collide, the difference in resistance between the first trigger rods 51 on the two cars will cause one first trigger rod 51 to remain stationary while the other moves. In this situation, only one car will be braked. However, by installing the tension spring 6, even if one first trigger rod 51 remains stationary while the other moves, the increasing length of the tension spring gradually increases the resistance of the moving first trigger rod 51, thus gradually increasing the force acting on the stationary first trigger rod 51. This causes the stationary first trigger rod 51 to also begin to move, ensuring that both first trigger rods 51 can move and guaranteeing that both cars can be braked.

[0065] Example 3: Reference Figure 6As shown, the structure in this embodiment is similar to that in Embodiment 2. The difference is that the paddle drive mechanism and the triggering component are simplified in this embodiment. The triggering component and the paddle drive mechanism are integrated into a second trigger rod 53. One end of the second trigger rod 53 extends out of the car to form the triggering component. A guide groove 55 is provided on the outside of the car. The second trigger rod 53 slides along the guide groove 55. A spring plunger 56 is provided on the inner wall of the guide groove 55. The spring plunger 56 is a prior art. The spring plunger 56 abuts against the arc hole on the side wall of the second trigger rod 53 and plays a positioning role for the second trigger rod 53. When the second trigger rod 53 is subjected to an impact force, the spring plunger 56 disengages from the arc hole, so that the second trigger rod 53 can slide along the guide groove 55. The specific structure of this embodiment is as follows: the safety clamp lever 4 is provided with a first hinge point 41 at one end away from the clamping block 32, and the safety clamp lever 4 is provided with a second hinge point 42 at the middle position of the connection between the first hinge point 41 and the clamping block 32. The second trigger rod and the second hinge point 42 are hinged together.

[0066] The second trigger rod 53 has a transmission groove 531 at one end near the second hinge point 42. The transmission groove 531 is perpendicular to the length direction of the second trigger rod 53. The safety clamp lever 4 is provided with a second hinge shaft 44. The second hinge shaft 44 and the transmission groove 531 cooperate to form the second hinge point 42, and the second hinge shaft 44 can slide in the transmission groove 531.

[0067] In this embodiment, the end of the second trigger rod 53 extending out of the car is provided with an abutment. The area of ​​the abutment is larger than the cross-sectional area of ​​the second trigger rod 53. As shown in the figure, the abutment in this embodiment is a ramming plate 512. The ramming plate 512 can increase the force-bearing area during impact, so that the impact force can be applied to the second trigger rod 53 more smoothly.

[0068] To prevent the second trigger lever 53 from bending in the event of a collision, the second trigger lever 53 is a telescopic lever. The telescopic lever includes a sleeve and a sliding lever. The sleeve has a hole, and the sliding lever is slidably disposed within the hole. A return spring is installed within the hole to reset the sliding lever. This allows the safety clamp lever 4 to move while preventing the second trigger lever 53 from breaking.

[0069] In this embodiment, when the second trigger rod 53 is subjected to force, the second trigger rod 53 can drive the safety clamp lever 4 to rotate around the first hinge point 41, so that the safety clamp lever 4 drives the guide shaft 34 to move, so that the guide shaft 34 moves towards the end of the guide groove 33, so that the clamping block 32 can fit with the slide rail 31, and the safety clamp 3 clamps on the slide rail 31 to achieve braking of the upper car 1, thereby preventing the upper car 1 from hitting the lower car 2.

[0070] Example 4: Reference Figure 7As shown, the structure in this embodiment is similar to that in Embodiment 2. The difference is that the paddle drive mechanism and the triggering component are simplified in this embodiment. The triggering component and the paddle drive mechanism are integrated into a third trigger rod 54, and one end of the third trigger rod 54 extends out of the car to form the triggering component. In this embodiment, one end of the third trigger rod 54 is fixedly connected to the safety brake paddle 4.

[0071] A guide groove 55 is provided on the outside of the car. The third trigger rod 54 slides along the guide groove 55. A spring plunger 56 is provided on the inner wall of the guide groove 55. The spring plunger 56 is the prior art. The spring plunger 56 abuts against the arc hole on the side wall of the third trigger rod 54 and plays a positioning role for the third trigger rod 54. When the third trigger rod 54 is subjected to an impact force, the spring plunger 56 disengages from the arc hole, so that the third trigger rod 54 can slide along the guide groove 55.

[0072] In this embodiment, the end of the third trigger rod 54 extending out of the car is provided with an abutment. The area of ​​the abutment is larger than the cross-sectional area of ​​the third trigger rod 54. As shown in the figure, the abutment in this embodiment is a ramming plate 512. The ramming plate 512 can increase the force-bearing area during impact, so that the impact force can be applied to the third trigger rod 54 more smoothly.

[0073] To prevent the third trigger lever 54 from bending in the event of a collision between the upper and lower car 2, the third trigger lever 54 is a telescopic lever. The telescopic lever includes a sleeve lever and a sliding lever. The sleeve lever has a sleeve hole, and the sliding lever is slidably disposed within the sleeve hole. A return spring is installed within the sleeve hole to reset the sliding lever. This design allows the safety clamp lever 4 to move while preventing the third trigger lever 54 from breaking.

[0074] In this embodiment, when the third trigger rod 53 is subjected to force, the third trigger rod 53 can drive the safety clamp lever 4 to move along the length direction of the shaft, so that the safety clamp lever 4 can drive the guide shaft 34 to move towards the end of the guide groove 33, so that the clamping block 32 can fit with the slide rail 31, and the safety clamp 3 clamps on the slide rail 31 to achieve braking of the upper car 1, thereby preventing the upper car 1 from hitting the lower car 2.

[0075] Example 5: Refer to Figure 8 As shown, an elevator anti-collision device is disclosed. The elevator includes a car that slides along a slide rail 31 within the shaft. The anti-collision device includes a safety clamp 3, a triggering device, and a transmission device. The safety clamp 3 is mounted on the car and can form a braking engagement with the slide rail 31. Before a collision occurs, the triggering device mechanically triggers the collision and drives the safety clamp through the transmission device, so that the safety clamp 3 forms a braking engagement with the slide rail 31. The safety clamp 3 slides along the slide rail 31.

[0076] In this embodiment, the triggering device is a triggering component that protrudes outside the car; the triggering component is triggered before the car collides.

[0077] In this embodiment, the triggering device and the transmission device are integrated into a first brake push rod 8, which is fixedly connected to the clamping block 32 inside the safety clamp 3. Specifically, the upper end of the first brake push rod 8 is fixedly connected to the guide shaft 34 on the clamping block 32.

[0078] The lower end of the first brake rod 8 is fixedly connected to the impact plate 512.

[0079] A guide groove 55 is provided on the outside of the car. The first brake rod 8 slides along the guide groove 55. A spring plunger 56 is provided on the inner wall of the guide groove 55. The spring plunger 56 is the prior art. The spring plunger 56 abuts against the arc hole on the side wall of the first brake rod 8 and plays a positioning role for the first brake rod 8. When the first brake rod 8 is subjected to an impact force, the spring plunger 56 disengages from the arc hole, so that the first brake rod 8 can slide along the guide groove 55.

[0080] To prevent the first brake lever 8 from bending in the event of a collision between the upper and lower car bodies 2, the first brake lever 8 is a telescopic lever. The telescopic lever includes a sleeve and a sliding lever. The sleeve has a recessed hole, and the sliding lever is slidably positioned within the recessed hole. A return spring is installed within the recessed hole to reset the sliding lever. This design allows the safety brake lever 4 to move while also preventing the first brake lever 8 from breaking.

[0081] The safety clamp 3 is provided with a guide groove that mates with the slide rail 31. Clamping blocks 32 are provided on both sides of the guide groove. When the clamping blocks 32 clamp the slide rail 31, the safety clamp 3 can be fixed to the slide rail 31, thereby achieving car braking. A guide groove 33 is provided on the side wall of the safety clamp 3, extending along the length of the guide groove. The guide groove 33 is only provided on one side of the guide groove. The guide groove 33 and the guide rail are not parallel (in this embodiment, the guide groove 33 is configured in a "figure-eight" shape, with the opening of the "figure-eight" guide groove 33 facing the guide rail, so that the further the guide shaft 34 moves towards the end of the "figure-eight" guide groove 33, the tighter the clamping block 32 and the slide rail 31 fit). A guide shaft 34 is connected to the clamping block 32, and the guide shaft 34 passes through the guide groove 33 and connects to the safety clamp lever 4.

[0082] In this embodiment, the elevator anti-collision device can be installed on the car of any vertical elevator. Taking a twin elevator as an example, the working principle of this embodiment is as follows:

[0083] In a twin elevator, the car located above the shaft is the upper car 1, and the car located below the upper car 1 is the lower car 2. An upper elevator anti-collision device is installed near the bottom of the upper car 1, and another lower elevator anti-collision device is installed near the top of the lower car 2.

[0084] Under normal operating conditions, the upper and lower cars 2 operate independently. The distance between the two cars 2 is controlled by electronic circuits. The safety clamp lever 4 is in a horizontal state, and the clamping block 32 and the slide rail 31 are separated.

[0085] If two elevator cars are about to collide, before the collision, the first brake rods 8 of the elevator anti-collision devices on the two cars collide with each other, and both first brake rods 8 are displaced. Taking the elevator anti-collision device in the upper car 1 as an example, the first brake rod 8 moves upward, directly driving the clamping block 32 to move upward, causing the guide shaft 34 to move towards the end of the guide groove 33, so that the clamping block 32 can fit against the slide rail 31, and the safety clamp 3 clamps onto the slide rail 31, thereby braking the upper car 1 and preventing the upper car 1 from colliding with the lower car 2. Similarly, the elevator anti-collision device on the lower car 2 works on the same principle as in this application, and will not be described in detail here.

[0086] Example 6: Refer to Figure 9 As shown, an elevator anti-collision device is disclosed. The elevator includes a car that slides along a slide rail 31 within the shaft. The anti-collision device includes a safety clamp 3, a triggering device, and a transmission device. The safety clamp 3 is mounted on the car and can form a braking engagement with the slide rail 31. Before a collision occurs, the triggering device mechanically triggers the collision and drives the safety clamp through the transmission device, so that the safety clamp 3 forms a braking engagement with the slide rail 31. The safety clamp 3 slides along the slide rail 31.

[0087] In this embodiment, the triggering device is a triggering component that protrudes outside the car; the triggering component is triggered before the car collides.

[0088] In this embodiment, the triggering device and the transmission device are integrated into a second brake rod 9. The second brake rod 9 has a connecting port 341 at its end on the guide shaft 34. The second brake rod 9 passes through the connecting port 341. A second spring plunger 91 is provided on the side wall of the connecting port 341. The second brake rod 9 has a plunger hole 92 that mates with the second spring plunger 91. The lower end of the first brake rod 8 is fixedly connected to the impact plate 512.

[0089] A guide groove 55 is provided on the outside of the car. The second brake rod 9 slides along the guide groove 55. A spring plunger 56 is provided on the inner wall of the guide groove 55. The spring plunger 56 is the prior art. The spring plunger 56 abuts against the arc hole on the side wall of the second brake rod 9 and plays a positioning role for the second brake rod 9. When the second brake rod 9 is subjected to an impact force, the spring plunger 56 disengages from the arc hole, so that the second brake rod 9 can slide along the guide groove 55.

[0090] The safety clamp 3 is provided with a guide groove that mates with the slide rail 31. Clamping blocks 32 are provided on both sides of the guide groove. When the clamping blocks 32 clamp the slide rail 31, the safety clamp 3 can be fixed to the slide rail 31, thereby achieving car braking. A guide groove 33 is provided on the side wall of the safety clamp 3, extending along the length of the guide groove. The guide groove 33 is only provided on one side of the guide groove. The guide groove 33 and the guide rail are not parallel (in this embodiment, the guide groove 33 is configured in a "figure-eight" shape, with the opening of the "figure-eight" guide groove 33 facing the guide rail, so that the further the guide shaft 34 moves towards the end of the "figure-eight" guide groove 33, the tighter the clamping block 32 and the slide rail 31 fit). A guide shaft 34 is connected to the clamping block 32, and the guide shaft 34 passes through the guide groove 33 and connects to the safety clamp lever 4.

[0091] In this embodiment, the elevator anti-collision device can be installed on the car of any vertical elevator. Taking a twin elevator as an example, the working principle of this embodiment is as follows:

[0092] In a twin elevator, the car located above the shaft is the upper car 1, and the car located below the upper car 1 is the lower car 2. An upper elevator anti-collision device is installed near the bottom of the upper car 1, and another lower elevator anti-collision device is installed near the top of the lower car 2.

[0093] Under normal operating conditions, the upper and lower cars 2 operate independently. The distance between the two cars 2 is controlled by electronic circuits. The safety clamp lever 4 is in a horizontal state, and the clamping block 32 and the slide rail 31 are separated.

[0094] If two elevator cars are about to collide, before the collision, the first brake rods 8 of the elevator anti-collision devices on the two cars collide with each other, and both first brake rods 8 are displaced. Taking the elevator anti-collision device in the upper car 1 as an example, the first brake rod 8 moves upward, directly driving the clamping block 32 to move upward, causing the guide shaft 34 to move towards the end of the guide groove 33, so that the clamping block 32 can fit against the slide rail 31, and the safety clamp 3 clamps onto the slide rail 31, thereby braking the upper car 1 and preventing the upper car 1 from colliding with the lower car 2. Similarly, the elevator anti-collision device on the lower car 2 works on the same principle as in this application, and will not be described in detail here.

[0095] The abutting force of the second spring plunger 91 against the first brake rod 8 is greater than the abutting force of the spring plunger 56 against the first brake rod 8. When the guide shaft 34 slides within the guide groove 33, the second spring plunger 91 acts within the plunger hole 92, enabling the second brake rod 9 to move the guide shaft 34. When the guide shaft 34 reaches the end of the guide groove 33, the second brake rod 9 continues to be subjected to force, at which point the plunger hole 92 and the second spring plunger 91 disengage. The second brake rod 9 then slides within the connection port 341. This effectively prevents the second brake rod 9 from breaking.

[0096] Example 7: A collision-resistant twin elevator, comprising an upper car 1 and a lower car 2 operating in the same shaft. Both the upper car 1 and the lower car 2 are equipped with an elevator collision-resistant device as described in any one of Examples 1 to 6. Before the upper car 1 and the lower car 2 collide, the triggering devices of the elevator collision-resistant devices on both the upper car 1 and the lower car 2 are triggered by the collision, and the safety clamps on the upper car 1 and the lower car 2 are braked.

[0097] The embodiments described above are merely preferred embodiments of the present invention and are not intended to limit the present invention in any way. Other variations and modifications may be made without departing from the technical solutions described in the claims.

Claims

1. An elevator anti-collision device, the elevator comprising a car sliding along a guide rail in a shaft, characterized in that, The elevator anti-collision device comprises a safety clamp, a trigger device and a transmission device, the safety clamp is arranged on the car and can form a braking cooperation with the slide rail, before the car collides, the trigger device is triggered by mechanical collision and drives the safety clamp through the transmission device, so that the safety clamp forms a braking cooperation with the slide rail; The trigger device is a trigger component protruding outside the car; The transmission device comprises a safety clamp tab and a tab driving mechanism, when the trigger device is triggered by collision, the tab driving mechanism drives the safety clamp tab to rotate, the safety clamp tab drives the clamping block of the safety clamp and the slide rail to cooperate to realize braking.

2. An elevator anticollision device according to claim 1, characterized in that The trigger component is triggered by collision before the car.

3. An elevator anti-collision device according to claim 2, characterized in that The trigger component is a first trigger rod slidingly arranged outside the car, one end of the first trigger rod protrudes outside the car to form the trigger component, and an elastic limiting piece is arranged between the car and the first trigger rod to limit the sliding range of the first trigger rod.

4. An elevator anti-collision device according to claim 3, characterized in that The tab driving mechanism comprises a one-way transmission device, when the elastic limiting piece drives the trigger device to reset, the position of the safety clamp tab remains unchanged to maintain the locking state of the safety clamp.

5. An elevator anti-collision device according to claim 4, characterized in that The tab driving mechanism comprises a safety clamp rotating shaft rotating synchronously with the safety clamp tab and a transmission rack connected with the trigger device; the safety clamp rotating shaft is provided with a transmission gear cooperating with the transmission rack, and the length of the transmission rack is between 1 / 72 and 1 / 4 of the circumference length of the transmission gear.

6. The elevator anti-collision device of claim 4, wherein, The one-way transmission device comprises a sawtooth gear fixedly arranged on the safety clamp rotating shaft, and the transmission gear is rotationally arranged on the safety clamp rotating shaft, one end face of the transmission gear is recessed to form a mounting cavity, the sawtooth gear is rotationally arranged in the mounting cavity, the sawtooth gear rotates synchronously with the safety clamp rotating shaft, and a plurality of pawls are uniformly distributed on the side wall of the mounting cavity in the circumferential direction of the sawtooth gear, and the pawls are in surface contact with the sawtooth gear.

7. The elevator anti-collision device of claim 3, wherein, The end portion of the first trigger rod protruding from the car is provided with an abutting piece.

8. An elevator anti-collision device according to claim 7, characterised in that The area of the abutting piece is greater than the sectional area of the first trigger rod.

9. The elevator anti-collision device of claim 3, wherein, The sliding direction of the first trigger rod is parallel to the slide rail.

10. A collision-avoiding twin elevator comprising an upper car and a lower car which run in the same shaft, characterized by The upper car and the lower car are both provided with the elevator anti-collision device as claimed in any one of claims 1 to 9, before the upper car and the lower car collide, the trigger devices of the elevator anti-collision devices on the upper car and the lower car are triggered by collision, and the safety clamps on the upper car and the lower car brake.

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