Integrated safety claw action system

Abstract

The application relates to an integrated safety gear action system applied to an elevator car, which comprises: a roller type guide shoe with at least three rollers, two of which are oppositely arranged and configured as brake mechanisms of a safety gear; at least one other roller configured as a detection mechanism of car speed; a transmission mechanism connecting the roller of the detection mechanism and the roller of the brake mechanism; wherein when the roller of the detection mechanism detects that the car overspeeds, the two rollers of the brake mechanism are brought into contact with the elevator guide rail to form a brake cooperation through the transmission mechanism. The integrated safety gear action system designed by the application highly integrates the traditional speed limiter, safety gear, roller guide shoe and other dispersed components into an integrated module, thereby not only reducing the number of parts, but also simplifying the transmission path, significantly improving the response speed of the system, ensuring more reliable and accurate safety gear action, and providing a more solid guarantee for the safe operation of the elevator.

Description

Technical Field

[0001] This invention relates to the field of vertical elevator technology, and in particular to an integrated safety clamp action system. Background Technology

[0002] In existing technologies, the elevator safety clamp system is an indispensable key component for safe elevator operation. Its main function is to quickly and reliably clamp the elevator guide rails and prevent the car from continuing to slide down when abnormal situations such as overspeeding or rope breakage occur during elevator operation, thereby maximizing passenger safety. On the other hand, guide shoes serve as guiding devices for the elevator car or counterweight along the guide rails, typically employing a slider or roller structure to reduce friction and ensure smooth car operation. However, traditional safety clamp systems and guide shoes are structurally relatively independent and lack an effective coordination mechanism.

[0003] While some existing technologies attempt to combine the functions of guide shoes and safety clamps, such as the solution disclosed in Chinese Patent Publication No. CN104787640B (publication date: April 5, 2017, invention title: Roller Guide Shoe Triggered Elevator Speed ​​Governor), this solution includes a safety clamp, a roller guide shoe device, a roller speed limiting trigger device, and a lever mechanism. This solution utilizes the rotation of the rollers in the roller guide shoe device to drive a permanent magnet generator to generate electricity, which drives an electromagnetic push rod, and triggers the safety clamp to clamp the guide rail via the lever mechanism. Although this solution attempts to link the movement of the guide shoe with the triggering of the safety clamp, they are still two relatively independent systems. Furthermore, the rollers in the roller guide shoe and the safety clamp are essentially two separate components, occupying a large space, with a complex overall structure, and limited response speed. Summary of the Invention

[0004] To address the aforementioned issues, this invention provides an integrated safety clamp action system that integrates the safety clamp function into the roller guide shoe, achieving speed detection and braking through the roller. This simplifies the structure and improves the reliability and response speed of the elevator safety clamp system.

[0005] To achieve the above objectives, the integrated safety clamp actuation system designed in this invention is applied to an elevator car, comprising:

[0006] A roller-type guide shoe has at least three rollers, two of which are arranged opposite each other and configured as a braking mechanism for the safety clamp; at least one other roller is configured as a mechanism for detecting car speed.

[0007] A transmission mechanism that connects the rollers of the detection mechanism and the rollers of the braking mechanism;

[0008] When the rollers of the detection mechanism detect that the car is overspeeding, the two rollers of the braking mechanism are activated by the transmission mechanism to contact the elevator guide rail and form a braking engagement.

[0009] Preferably, both rollers of the braking mechanism include: a brake wheel; and

[0010] A linkage mechanism is provided, which is connected to the brake wheel and holds it in a first position. The linkage mechanism is configured to drive the brake wheel from the first position to a second position in response to the action of the transmission mechanism. When the brake wheel is in the first position, it guides the elevator guide rail. When it is in the second position, it engages with the elevator guide rail to form a braking engagement.

[0011] Preferably, the brake wheel has rubber wheels on both axial sides, the diameter of which is larger than that of the brake wheel and is in contact with its surface to guide the elevator guide rail; the brake wheel has a polygonal radial cross section to provide braking force when the rubber wheels are compressed and contact the elevator guide rail.

[0012] Preferably, the linkage mechanism includes:

[0013] A first base has a guide groove provided thereon for restricting the movement path of the brake wheel, and the brake wheel is rotatably mounted in the guide groove via a first shaft;

[0014] The second base has a groove formed thereon; and

[0015] The mounting block is connected to the second base via a compression spring disposed on the bottom surface of the groove, and the portion of the mounting block exposed outside the groove is connected to the first shaft via a mounting rod.

[0016] The second base is provided with a positioning pin that extends into the groove to lock the mounting block in a predetermined position within the groove; when the positioning pin is connected to the mounting block, the mounting block drives the first shaft to press against the lowest position of the guide groove via the mounting rod; when the transmission mechanism is activated, it drives the positioning pin to disengage from the mounting block to release its lock.

[0017] Preferably, the roller of the detection mechanism includes a wheel body, a first spring disposed on the wheel body, and a slider connected to the first spring; the slider stretches the first spring outward under the action of centrifugal force to trigger the transmission mechanism.

[0018] Preferably, it further includes a clamping device that applies force to the wheel body to press the wheel body against the elevator guide rail.

[0019] Preferably, the clamping device includes a first bracket and a second bracket disposed opposite to the first bracket. The first bracket is provided with a plurality of guide rods passing through the second bracket. One end of each guide rod passing through the second bracket is provided with a second spring that applies force to the second bracket to bring the second bracket closer to the first bracket. The wheel is rotatably mounted on the second bracket via a second shaft.

[0020] Preferably, the transmission mechanism includes a trigger block and a connecting rod. The trigger block presses down in response to the movement of the slider, which drives the connecting rod to drive the two rollers of the braking mechanism to contact the elevator guide rail and form a braking engagement.

[0021] Preferably, the second base is provided with an electromagnetic reset device for resetting the mounting block after the action.

[0022] Preferably, it also includes an electrical switch, which is used to trigger the traction machine brake when the roller of the detection mechanism detects that the car is overspeeding, and the electrical switch acts before the transmission mechanism.

[0023] The integrated safety clamp action system designed in this invention significantly simplifies the system structure by highly integrating traditionally dispersed components such as speed governors, safety clamps, and roller guide shoes into a single module. This not only greatly reduces manufacturing costs and subsequent maintenance difficulties but also avoids the potential failure risks caused by the numerous components and complex connections in traditional structures. Furthermore, this system directly uses the rollers of the roller guide shoes as key components of the speed detection and braking mechanism, thereby completely eliminating the wire rope linkage structure in traditional systems, which is prone to vibration, wear, and high maintenance costs. This integrated design not only reduces the number of parts but also simplifies the transmission path, significantly improving the system's response speed and ensuring more reliable and accurate safety clamp action, thus providing a more solid guarantee for the safe operation of elevators. Attached Figure Description

[0024] Figure 1 This is a schematic diagram of the integrated safety clamp action system provided in the embodiments of this application.

[0025] Figure 2 yes Figure 1 Top view.

[0026] Figure 3 yes Figure 2 Sectional view at point AA.

[0027] Figure 4 This is a schematic diagram of the testing mechanism structure provided in the embodiments of this application.

[0028] Figure 5 This is a schematic diagram of the linkage mechanism structure provided in the embodiments of this application.

[0029] Figure 6 This is a schematic diagram of the wheel action trigger block structure provided in the embodiments of this application. Figure 1 .

[0030] Figure 7 This is a schematic diagram of the wheel action trigger block structure provided in the embodiments of this application. Figure 2 .

[0031] Figure 8 This is a schematic diagram of the braking mechanism provided in the embodiments of this application.

[0032] Figure 9 This is a schematic diagram of the installation of an electrical switch provided in an embodiment of this application.

[0033] The components include: roller guide shoe 10, braking mechanism 20, brake wheel 21, linkage mechanism 22, first base 221, guide groove 222, first shaft 223, second base 224, groove 225, mounting block 226, compression spring 227, mounting rod 228, positioning pin 229, rubber wheel 23, detection mechanism 30, wheel body 31, first spring 32, slider 33, trigger part 331, spoke groove 34, slide groove 35, transmission mechanism 40, trigger block 41, connecting rod 42, empty groove 43, seat body 44, wedge block 45, inclined surface 46, clamping device 50, first bracket 51, second bracket 52, guide rod 53, second spring 54, second shaft 55, and electrical switch 60. Detailed Implementation

[0034] The preferred embodiments of the present invention will be described below with reference to the accompanying drawings. It should be understood that the preferred embodiments described herein are for illustration and explanation only and are not intended to limit the present invention.

[0035] like Figures 1 to 9 As shown, the integrated safety clamp action system described in this embodiment is applied to an elevator car and mainly includes a roller guide shoe 10, a braking mechanism 20, a detection mechanism 30, and a transmission mechanism 40.

[0036] Specifically, a roller-type guide shoe 10 is installed in the elevator car to guide the elevator car to run smoothly along the elevator guide rails. The roller-type guide shoe 10 has at least three rollers, two of which are arranged opposite each other and configured as the braking mechanism 20 of the safety clamp; at least one other roller is configured as a car speed detection mechanism 30. In this embodiment, the roller-type guide shoe 10 has three rollers arranged in a triangular pattern. During normal elevator operation, all three rollers remain in contact with the elevator guide rails and roll, collectively providing smooth guidance for the elevator car.

[0037] The transmission mechanism 40 connects the rollers of the detection mechanism 30 and the rollers of the braking mechanism 20; wherein, when the rollers of the detection mechanism 30 detect that the car is overspeeding, the transmission mechanism 40 actuates the two rollers of the braking mechanism 20 to contact the elevator guide rail to form a braking engagement, thereby achieving rapid stopping.

[0038] In specific implementation, such as Figure 1 , Figure 2 , Figure 8 As shown, the two rollers of the braking mechanism 20, configured as a safety clamp, not only serve a guiding function during normal elevator operation but also remain on standby. Upon receiving an overspeed trigger signal from the transmission mechanism 40, they immediately engage with the elevator guide rails, generating braking force to activate the safety clamp and ensure a smooth stop. Meanwhile, the rollers of the car detection mechanism 30 monitor the elevator's speed in real time while rolling in contact with the guide rails. They directly and sensitively sense the elevator car's operating status. During normal operation, they remain in contact with the guide rails solely for speed monitoring. Once the elevator speed exceeds a preset threshold, these rollers immediately trigger the transmission mechanism 40, which in turn activates the braking mechanism 20. This ensures that the two rollers of the braking mechanism 20 are in close contact with the elevator guide rails, generating braking force and forming a rapid-response braking mechanism. This highly integrated design makes the safety clamp operation faster and more reliable, providing a more robust safety guarantee for elevator operation.

[0039] In some embodiments, such as Figure 2 , Figure 8 As shown, each of the two rollers of the braking mechanism 20 includes a brake wheel 21 and a linkage mechanism 22. The linkage mechanism 22 is connected to the brake wheel 21 and holds it in a first position. The linkage mechanism 22 is configured to drive the brake wheel 21 from the first position to a second position in response to the action of the transmission mechanism 40. When the brake wheel 21 is in the first position, it guides the elevator guide rail. When it is in the second position, it forms a braking engagement with the elevator guide rail.

[0040] In this way, under normal elevator operation, the linkage mechanism 22 keeps the brake wheel 21 in the first position. At this time, the brake wheel 21 maintains a certain distance from the elevator guide rail, but is close to the elevator guide rail. Its function is only to provide stable guidance for the elevator car, ensuring that the elevator car can move smoothly along the guide rail and avoid shaking. When the elevator is running, once the detection mechanism 30 detects that the car is overspeeding, it will immediately trigger the transmission mechanism 40. That is, the transmission mechanism 40 immediately acts after receiving the overspeed and transmits it to the linkage mechanism 22, so that the linkage mechanism 22 immediately drives the brake wheel 21 to move from the first position to the second position. In the second position, the brake wheel 21 will be in close contact with the elevator guide rail to generate strong friction, thereby braking the elevator car and ensuring the safe operation of the elevator. At the same time, it also avoids the risk of brake failure caused by long-term wear.

[0041] In one specific embodiment, such as Figure 3 , Figure 5 , Figure 8 As shown, the linkage mechanism 22 includes a first base 221, a second base 224, a mounting block 226, a compression spring 227, a mounting rod 228, and a positioning pin 229.

[0042] The first base 221 serves as the supporting body of the linkage mechanism 22. A guide groove 222 is provided on it. The guide groove 222 acts like a track, precisely controlling the movement path of the brake wheel 21. The brake wheel 21 is rotatably mounted in the guide groove 222 via the first shaft 223, ensuring that it can rotate freely during the guiding process and move precisely along the guide groove 222 when switching braking states.

[0043] The second base 224 has a groove 225 for accommodating the mounting block 226. This groove 225 not only provides space for the mounting block 226, but also provides power for the movement of the mounting block 226 by using the compression spring 227 on the bottom of the groove. Part of the mounting block 226 is hidden in the groove 225, and the other part is exposed. It is connected to the first shaft 223 of the brake wheel 21 through the mounting rod 228, so that the movement of the mounting block 226 can directly affect the state of the brake wheel 21.

[0044] The second base 224 is provided with a positioning pin 229 that extends into the groove 225 to lock the mounting block 226 in a predetermined position within the groove 225. When the positioning pin 229 is connected to the mounting block 226, the mounting block 226 drives the first shaft 223 to press against the lowest position of the guide groove 222 via the mounting rod 228. When the transmission mechanism 40 is activated, it drives the positioning pin 229 to disengage from the mounting block 226 to release its lock.

[0045] In this way, the positioning pin 229 can extend into the groove 225 and insert into the mounting block 226, firmly locking it in the predetermined position within the groove 225. When the positioning pin 229 is connected to the mounting block 226, the mounting block 226 will drive the first shaft 223 through the mounting rod 228, thereby pressing the brake wheel 21 against the lowest position of the guide groove 222. At this time, the brake wheel 21 is in the first position and only serves a guiding function. When the elevator overspeeds, the transmission mechanism 40 will respond to the detection mechanism 30 to drive the positioning pin 229 to disengage from the mounting block. 226. Release the lock on the mounting block 226. Once the positioning pin 229 is disengaged, the compression spring 227 will immediately release its stored energy, ejecting the mounting block 226 from the groove 225. As the mounting block 226 moves rapidly, the mounting rod 228 will push the first shaft 223, thereby driving the brake wheel 21 to move rapidly along the guide groove 222, instantly switching it from the first position to the braking position, that is, switching it to the second position to fit tightly against the elevator guide rail, generating a strong braking force and realizing the rapid stopping of the elevator.

[0046] In some embodiments, such as Figure 3 , Figure 8 As shown, the brake wheel 21 has rubber wheels 23 on both axial sides. The diameter of the rubber wheels 23 is larger than that of the brake wheel 21 and is in contact with its surface to guide the elevator guide rail. The brake wheel 21 has a polygonal radial cross section to provide braking force when the rubber wheels 23 are compressed and contact the elevator guide rail.

[0047] In this way, the outer ring of the rubber wheel 23 protrudes beyond the outer ring of the brake wheel 21, ensuring that the rubber wheel 23 maintains constant contact with the elevator guide rail during normal operation, fulfilling the normal function of the roller guide shoe 10 and ensuring smooth elevator car operation. However, in emergency situations such as overspeeding, when the linkage mechanism 22 drives the brake wheel 21 to the braking position, the rubber wheel 23 is compressed. At this time, the polygonal cross-section brake wheel 21 makes close contact with the guide rail. Due to the larger contact area and friction provided by the polygonal cross-section, the brake wheel 21 can immediately generate a strong braking force, thereby safely and reliably stopping the elevator. This structure combines the guiding characteristics of the rubber wheel 23 with the braking characteristics of the polygonal brake wheel 21. In actual elevator operation, when the elevator is running smoothly, the rubber wheel 23 smoothly contacts the elevator guide rail, reducing noise and vibration during operation and protecting the brake wheel 21 from wear. In emergency braking, the brake wheel 21 quickly intervenes, providing strong braking force to ensure elevator safety.

[0048] In some embodiments, such as Figure 1 , Figure 4 , Figure 6As shown, the roller of the detection mechanism 30 includes a wheel body 31, a first spring 32 disposed on the wheel body 31, and a slider 33 connected to the first spring 32. Under the action of centrifugal force, the slider 33 stretches the first spring 32 and moves outward to trigger the transmission mechanism 40. Thus, when the elevator is running normally, the wheel body 31 rolls at a constant speed. At this time, the slider 33 is held at the expected position on the wheel body 31 under the action of the first spring 32. When the elevator overspeeds, the rotational speed of the wheel body 31 will increase sharply, which will cause the slider 33 to move outward due to the action of centrifugal force, overcoming the tension of the first spring 32. When the movement distance of the slider 33 exceeds the predetermined value, it will trigger the transmission mechanism 40, thereby activating the braking mechanism 20.

[0049] In one specific embodiment, such as Figure 4 , Figure 6 , Figure 7 As shown, the wheel body 31 has several spoked grooves 34 for accommodating the first spring 32. The spoked grooves 34 have sliding grooves 35 extending radially along the wheel body 31. Part of the slider 33 is placed in the sliding grooves 35, which enables the slider 33 to move smoothly and radially inside the wheel body 31. This also makes the overall structure of the wheel body 31 more compact and achieves a high degree of functional integration within a limited space.

[0050] In some embodiments, such as Figure 2 , Figure 4 As shown, it also includes a clamping device 50, which applies force to the wheel 31 to press the wheel 31 against the elevator guide rail. The clamping device 50 ensures that the wheel 31 is always in contact with the elevator guide rail, preventing the wheel 31 from losing good contact with the guide rail due to vibration, thereby preventing the detection mechanism 30 from malfunctioning and ensuring the safety of the high-speed elevator during high-speed operation.

[0051] In this embodiment, as Figure 4 As shown, the clamping device 50 includes a first bracket 51 and a second bracket 52 disposed opposite to the first bracket 51. The first bracket 51 is provided with a plurality of guide rods 53 passing through the second bracket 52. One end of the guide rod 53 passing through the second bracket 52 is provided with a second spring 54 that applies force to the second bracket 52 to bring the second bracket 52 closer to the first bracket 51. The wheel 31 is rotatably mounted on the second bracket 52 via a second shaft 55.

[0052] In practice, the bottom side of the second bracket 52 can be pivotally mounted on the first bracket. Under the action of the second spring 54, the second bracket 52 will always maintain a tendency to move towards the first bracket 51, thereby allowing the wheel 31 connected to it to continuously and stably press against the elevator guide rail, achieving effective clamping of the wheel 31. Even if the elevator experiences slight vibrations during operation, or the guide rail surface is slightly uneven, this flexible pivot rotation structure, combined with the elasticity of the second spring 54, can effectively absorb vibrations and unevenness of the guide rail surface, ensuring that the wheel 31 and the elevator guide rail always maintain reliable contact, achieving accurate speed detection and avoiding detection errors caused by poor contact.

[0053] In some embodiments, such as Figure 1 , Figure 2 , Figure 6 As shown, the transmission mechanism 40 includes a trigger block 41 and a connecting rod 42. The trigger block 41, in response to the movement of the slider 33, presses down, causing the connecting rod 42 to move and drive the two rollers of the braking mechanism 20 to contact the elevator guide rail, forming a braking engagement. Thus, under normal elevator operation, the slider 33 remains in a predetermined position and does not exert any force on the trigger block 41. However, when the elevator speed exceeds a preset threshold, the slider 33 moves under centrifugal force and presses down on the trigger block 41. Connected to the trigger block 41 is the connecting rod 42, which converts the downward movement of the trigger block 41 into the movement of the rollers of the braking mechanism 20 contacting the elevator guide rail.

[0054] In one specific embodiment, such as Figure 6 , Figure 7As shown, a seat 44 is provided beside the wheel 31. One end of the connecting rod 42 is slidably mounted on the seat 44, and the other end is connected to the positioning pin 229. A wedge 45 is provided at the end of the connecting rod 42 connected to the seat 44, and the bottom of the trigger block 41 has an inclined surface 46 that cooperates with the wedge 45. In this embodiment, a portion of the slider 33 protrudes beyond the wheel 31 to form a trigger part 331. A slot 43 adapted to the trigger part 331 is provided on the side of the trigger block 41 facing the wheel 31. Using this structure, when the elevator is running normally, the trigger part 331 and the slot 43 remain in contact. In the separated state, when the elevator speed exceeds a preset threshold, the slider 33 moves radially under centrifugal force, causing the trigger part 331 to precisely engage in the slot 43 located on its movement path. After the trigger part 331 engages in the slot 43, the movement of the slider 33 further presses down on the trigger block 41. The inclined surface 46 designed at the bottom of the trigger block 41 interacts with the wedge block 45 of the connecting rod 42, thereby forcing the connecting rod 42 to move and ultimately pull the positioning pin 229 out of the mounting block 226, releasing its lock and triggering the action of the braking mechanism 20 to achieve rapid stopping of the elevator. At the same time, in order to ensure that the trigger block 41 and the connecting rod 42 remain stable in the non-triggered state, springs are respectively provided on the trigger block 41 and the connecting rod 42 to limit their positions, ensuring that both can automatically reset after triggering, thereby ensuring the safety and reliability of the system.

[0055] In some embodiments, an electromagnetic reset device is provided on the second base 224 to reset the mounting block 226 after it has been activated. In this way, after the braking mechanism 20 is triggered, the electromagnetic reset device (e.g., an electromagnet) can receive a signal that replaces the control system or be manually operated to quickly pull the mounting block 226 back to its initial position, so that the braking mechanism 20 returns to the standby state, thereby ensuring that the elevator is always ready to deal with the next emergency.

[0056] In some embodiments, such as Figure 7 , Figure 9 As shown, it also includes an electrical switch 60, which is used to trigger the traction machine brake when the roller of the detection mechanism 30 detects car overspeed, and the electrical switch 60 acts before the transmission mechanism 40. When the roller of the speed detection mechanism 30 detects car overspeed, it not only transmits the overspeed signal to the transmission mechanism 40, but also triggers the electrical switch 60 at the same time. After receiving the overspeed signal, the electrical switch 60 immediately sends a braking signal to the traction machine, causing the traction machine brake to start rapidly and begin deceleration using the motor's own braking capacity, which makes the entire braking process safer and more reliable.

[0057] The integrated safety gear actuation system provided in this embodiment significantly simplifies the system structure by highly integrating traditionally dispersed components such as speed governors, safety gears, and roller guide shoes into a single module. This not only greatly reduces manufacturing costs and subsequent maintenance difficulties but also avoids the potential failure risks caused by the numerous components and complex connections in traditional structures. Furthermore, this system directly uses the rollers of the roller guide shoes as key components of the speed detection and braking mechanism, thereby completely eliminating the wire rope linkage structure in traditional systems, which is prone to vibration, wear, and high maintenance costs. This integrated design not only reduces the number of parts but also simplifies the transmission path, significantly improving the system's response speed and ensuring more reliable and accurate safety gear actuation, thus providing a more solid guarantee for the safe operation of elevators.

[0058] In the description of this invention, it should be noted that the terms "vertical," "upper," "lower," "horizontal," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0059] In the description of this invention, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set," "install," "connect," and "link" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0060] Finally, it should be noted that the above descriptions are merely preferred embodiments of the present invention and are not intended to limit the present invention. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. An integrated safety clamp actuation system, applied in an elevator car, characterized in that, include: A roller-type guide shoe has at least three rollers, two of which are arranged opposite each other and configured as a braking mechanism for the safety clamp; at least one other roller is configured as a mechanism for detecting car speed. A transmission mechanism that connects the rollers of the detection mechanism and the rollers of the braking mechanism; When the rollers of the detection mechanism detect that the car is overspeeding, the transmission mechanism activates the two rollers of the braking mechanism to contact the elevator guide rail and form a braking engagement. The braking mechanism comprises two rollers, each including: a brake wheel; and A linkage mechanism is provided, which is connected to the brake wheel and holds it in a first position. The linkage mechanism is configured to drive the brake wheel from the first position to a second position in response to the action of the transmission mechanism. The brake wheel is used to guide the elevator guide rail when it is in the first position and to form a braking engagement with the elevator guide rail when it is in the second position. The linkage mechanism includes: A first base has a guide groove provided thereon for restricting the movement path of the brake wheel, and the brake wheel is rotatably mounted in the guide groove via a first shaft; The second base has a groove formed thereon; and The mounting block is connected to the second base via a compression spring disposed on the bottom surface of the groove, and the portion of the mounting block exposed outside the groove is connected to the first shaft via a mounting rod. The second base is provided with a positioning pin that extends into the groove to lock the mounting block in a predetermined position within the groove; when the positioning pin is connected to the mounting block, the mounting block drives the first shaft to press against the lowest position of the guide groove via the mounting rod; when the transmission mechanism is activated, it drives the positioning pin to disengage from the mounting block to release its lock.

2. The integrated safety clamp actuation system according to claim 1, characterized in that, The brake wheel has rubber wheels on both axial sides. The diameter of the rubber wheels is larger than that of the brake wheel and they are in contact with the surface of the brake wheel to guide the elevator guide rail. The brake wheel has a polygonal radial cross section to provide braking force when the rubber wheels are compressed and contact the elevator guide rail.

3. The integrated safety clamp actuation system according to any one of claims 1-2, characterized in that, The roller of the detection mechanism includes a wheel body, a first spring disposed on the wheel body, and a slider connected to the first spring; the slider stretches the first spring outward under the action of centrifugal force to trigger the transmission mechanism.

4. The integrated safety clamp actuation system according to claim 3, characterized in that, It also includes a clamping device that applies force to the wheel body to press the wheel body against the elevator guide rail.

5. The integrated safety clamp actuation system according to claim 4, characterized in that, The clamping device includes a first bracket and a second bracket disposed opposite to the first bracket. The first bracket is provided with a plurality of guide rods passing through the second bracket. One end of each guide rod passing through the second bracket is provided with a second spring that applies force to the second bracket to bring the second bracket closer to the first bracket. The wheel is rotatably mounted on the second bracket via a second shaft.

6. The integrated safety clamp actuation system according to claim 3, characterized in that, The transmission mechanism includes a trigger block and a connecting rod. The trigger block presses down in response to the movement of the slider, which drives the connecting rod to drive the two rollers of the braking mechanism to contact the elevator guide rail and form a braking engagement.

7. The integrated safety clamp actuation system according to claim 1, characterized in that, The second base is equipped with an electromagnetic reset device for resetting the mounting block after it has been activated.

8. The integrated safety clamp actuation system according to claim 1, characterized in that, It also includes an electrical switch, which is used to trigger the traction machine brake when the roller of the detection mechanism detects that the car is overspeeding, and the electrical switch acts before the transmission mechanism.

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