Device for preventing car from moving and elevator

Abstract

The invention relates to a device for preventing a lift car from moving and an elevator. The device comprises an actuating wheel set used for making contact with a guide rail and capable of rotating relative to the guide rail; the elastic component is arranged on the actuating wheel set; the centrifugal mechanism is connected with the elastic assembly and is provided with an unfolding structure under the action of centrifugal force and a folding structure under the action of non-centrifugal force; the clamping mechanism is connected with the centrifugal mechanism, when the centrifugal mechanism is in the unfolding structure, the centrifugal mechanism drives the clamping mechanism to loosen the guide rail, and when the centrifugal mechanism is in the folding structure, the centrifugal mechanism drives the clamping mechanism to clamp the guide rail. The friction resistance generated between the clamping mechanism and the guide rail can well limit the moving freedom degree of the lift car, so that the lift car displacement or shaking caused by the lift car weight change (for example, passengers get in and out of the lift car and the like) is prevented, the elevator taking comfort is prevented from being affected, potential safety hazards are eliminated, and compared with the prior art, the safety is improved. According to the scheme, the device for preventing the car from moving is low in implementation cost, high in locking control effectiveness and good in reliability.

Description

Technical Field

[0001] The present application relates to the technical field of elevators, and in particular to a device for preventing a car from moving and an elevator. Background Art

[0002] Elevator leveling refers to the process of bringing the car sill and landing door sill into alignment as the car approaches a stop. This leveling action aligns the car door with the landing door opening. For elevators with high travel and low traction rope elastic modulus, weight shifts within the car during leveling and passengers entering and exiting can cause the car to shift position and vibrate, impacting passenger comfort and potentially posing safety risks.

[0003] At present, in order to solve the problem of position movement and shaking of the car leveling, the method generally adopted is to increase the number of main steel ropes or install an electric rail clamping device to solve the problem of car displacement and shaking. However, the implementation cost of these measures is high, and the failure rate of electrical control is high, which cannot effectively and reliably solve the problem of car displacement. Summary of the Invention

[0004] Based on this, it is necessary to provide a device and an elevator to prevent the car from moving, which has high implementation cost, high failure rate and cannot effectively solve the problem of accidental displacement of the car.

[0005] In a first aspect of the present application, there is provided a device for preventing a car from moving, comprising:

[0006] an actuator wheel assembly, the actuator wheel assembly being configured to contact the guide rail and be rotatable relative to the guide rail;

[0007] an elastic component, the elastic component being mounted on the actuator wheel assembly;

[0008] a centrifugal mechanism connected to the elastic component, the centrifugal mechanism having an expanded structure under the action of centrifugal force and a collapsed structure under the action of non-centrifugal force; and

[0009] The clamping mechanism is connected to the centrifugal mechanism. When the centrifugal mechanism is in the expanded structure, the centrifugal mechanism drives the clamping mechanism to loosen the guide rail. When the centrifugal mechanism is in the collapsed structure, the centrifugal mechanism drives the clamping mechanism to clamp the guide rail.

[0010] The device for preventing the car from moving of this solution is used to be installed on the elevator car frame to ensure that the car will not accidentally move and change its position due to the increase or decrease of the overall weight of the car after it is leveled. Specifically, when the elevator is running at rated speed, due to the friction of the guide rail, the actuator wheel group in contact with the guide rail will rotate, and the rotating actuator wheel group will transmit the rotational power to the centrifugal mechanism, which will generate centrifugal force. Under the action of the centrifugal force, the centrifugal mechanism will move away from the guide rail and compress the elastic component to maintain it in the expanded structure. At this time, the centrifugal mechanism drives the clamping mechanism to move away from the guide rail synchronously, and the clamping mechanism loosens the guide rail to eliminate the friction resistance applied by the clamping mechanism to the guide rail, thereby avoiding affecting the normal lifting and lowering operation of the car. When the car is leveled (that is, when the elevator is stationary), since the guide rail no longer applies friction to the actuator wheel group, the actuator wheel group and the centrifugal mechanism no longer generate friction. When the car is in a state of rotation, the centrifugal force of the centrifugal mechanism disappears, and the elastic component in the compressed state applies an elastic thrust to the centrifugal mechanism, so that the centrifugal mechanism in the expanded structure begins to move toward the guide rail and gradually changes into a retracted structure, so that the centrifugal mechanism can push the clamping mechanism to move close to the guide rail and finally clamp the guide rail. At this time, the friction resistance generated between the clamping mechanism and the guide rail can well limit the freedom of movement of the car, thereby preventing the weight change of the car (such as passengers entering and exiting the car, etc.) from causing the car to be displaced or shaken, affecting the comfort of the elevator, and eliminating potential safety hazards. Compared with the existing technology, the implementation cost of the device for preventing the movement of the car in this scheme is low, and the stopping control is highly effective and reliable.

[0011] The technical solution of this application is further described below:

[0012] In one embodiment, the actuating wheel assembly includes an actuating wheel and an actuating shaft, the actuating wheel is fixed on the actuating shaft, the actuating wheel is used to contact a guide rail to drive the actuating shaft to rotate, the elastic component is installed on the actuating shaft and has an axial telescopic movement along the actuating shaft, and the centrifugal mechanism and the clamping mechanism are both arranged on one axial side of the actuating wheel.

[0013] In one embodiment, the centrifugal mechanism includes a sleeve, a slider and a centrifugal assembly, the sleeve is slidably mounted on the outside of the actuating shaft, the slider is connected to the sleeve, the centrifugal assembly is rotatably connected to the slider and the elastic assembly, and the slider abuts against the elastic assembly.

[0014] In one embodiment, the elastic component includes an adjusting spring and a fixing seat, the fixing seat is fixed to the actuating shaft, one end of the adjusting spring abuts against the fixing seat, and the other end of the adjusting spring abuts against the slider.

[0015] In one embodiment, the centrifugal assembly includes a first swing rod, a second swing rod and a centrifugal throw weight, one end of the first swing rod is rotatably connected to the slider, the other end of the first swing rod is rotatably connected to the middle portion of the second swing rod, one end of the second swing rod is rotatably connected to the fixed seat, and the other end of the second swing rod is connected to the centrifugal throw weight;

[0016] The centrifugal block is located on a side of the first rocker away from the elastic component. When the centrifugal mechanism is in an expanded structure, the centrifugal block is away from the first rocker. When the centrifugal mechanism is in a collapsed structure, the centrifugal block is close to the first rocker.

[0017] In one embodiment, the centrifugal components are provided in two groups, and the two groups of centrifugal components are symmetrically installed on opposite sides of the spring component.

[0018] In one embodiment, the clamping mechanism includes a swing arm and a friction shoe lining, one end of the swing arm is rotatably mounted on the base, and the other end of the swing arm is rotatably connected to the sleeve. The friction shoe lining is arranged on the swing arm and can clamp or release the guide rail.

[0019] In one embodiment, the clamping mechanism further includes a reset spring, one end of the reset spring is used to be fixed on the base, and the other end of the reset spring is connected to the swing arm.

[0020] In one embodiment, the centrifugal mechanism and the clamping mechanism are each provided in pairs and are arranged in a one-to-one correspondence. Driven by the actuator wheel set, the two sets of the centrifugal mechanism and the clamping mechanism operate synchronously.

[0021] According to a second aspect of the present application, an elevator is provided, which includes the device for preventing the car from moving as described above. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The drawings that constitute a part of this application are used to provide further understanding of this application. The illustrative embodiments of this application and their descriptions are used to explain this application and do not constitute improper limitations on this application.

[0023] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0024] Figure 1 This is a schematic structural diagram of a device for preventing a car from moving and releasing a guide rail according to an embodiment of the present application.

[0025] Figure 2 Schematic diagram of the structure to prevent the car moving device from clamping the guide rail.

[0026] Figure 3 Schematic diagram of the installation structure of the device to prevent the car from moving.

[0027] Description of reference numerals:

[0028] 100. Device for preventing car from moving; 10. Applicator wheel assembly; 11. Applicator wheel; 12. Applicator shaft; 20. Elastic component; 21. Adjusting spring; 22. Fixed seat; 30. Centrifugal mechanism; 31. Sleeve; 32. Slider; 33. Centrifugal component; 331. First rocker arm; 332. Second rocker arm; 333. Centrifugal block; 40. Clamping mechanism; 41. Rocker arm; 42. Friction shoe lining; 43. Reset spring; 200. Guide rail; 300. Guide shoe; 400. Mounting bracket. DETAILED DESCRIPTION

[0029] To make the above-mentioned objects, features, and advantages of the present application more clearly understood, the specific embodiments of the present application are described in detail below with reference to the accompanying drawings. The following description sets forth many specific details to facilitate a full understanding of the present application. However, the present application can be implemented in many other ways than those described herein, and those skilled in the art can make similar improvements without violating the scope of the present application. Therefore, the present application is not limited to the specific embodiments disclosed below.

[0030] In the description of this application, it should be understood that if the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. appear, the orientation or position relationship indicated by these terms is based on the orientation or position relationship shown in the accompanying drawings, which is only for the convenience of describing this application and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on this application.

[0031] In addition, if the terms "first" or "second" appear, these terms are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of technical features indicated. Therefore, a feature specified as "first" or "second" may explicitly or implicitly include at least one of such features. In the description of this application, if the term "plurality" appears, "plurality" means at least two, for example, two, three, etc., unless otherwise specifically defined.

[0032] In this application, unless otherwise specified or limited, the terms "mounted," "connected," "connected," "fixed," etc., should be interpreted broadly. For example, these terms may refer to fixed connections, removable connections, or integration; mechanical connections or electrical connections; direct connections or indirect connections through an intermediary; and internal communication between two components or interaction between two components, unless otherwise specified. Those skilled in the art will understand the specific meanings of these terms in this application based on the specific circumstances.

[0033] In this application, unless otherwise expressly specified or limited, if a first feature is described as being "above" or "below" a second feature, or similar descriptions, this may mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediate medium. Furthermore, when a first feature is described as being "above," "above," or "above" a second feature, it may mean that the first feature is directly above or diagonally above the second feature, or simply means that the first feature is at a higher level than the second feature. When a first feature is described as being "below," "below," or "below" a second feature, it may mean that the first feature is directly below or diagonally below the second feature, or simply means that the first feature is at a lower level than the second feature.

[0034] It should be noted that if an element is referred to as being "fixed to" or "disposed on" another element, it may be directly on the other element or there may be an intermediate element. If an element is considered to be "connected to" another element, it may be directly connected to the other element or there may be an intermediate element. If any, the terms "vertical", "horizontal", "upper", "lower", "left", "right" and similar expressions used in this application are for illustrative purposes only and do not represent the only embodiment.

[0035] See Figure 1 and Figure 2 , which is an embodiment of the present application, shows a device 100 for preventing a car from moving, including an actuating wheel set 10, an elastic component 20, a centrifugal mechanism 30 and a clamping mechanism 40.

[0036] The driving wheel assembly 10 is used to contact the guide rail 200 and can rotate relative to the guide rail 200, so as to generate the power required to drive the car moving prevention device 100 to move.

[0037] The elastic component 20 is installed on the driving wheel assembly 10; the centrifugal mechanism 30 is connected to the elastic component 20, and the centrifugal mechanism 30 has an expanded structure under the action of centrifugal force and a collapsed structure under the action of non-centrifugal force; the clamping mechanism 40 is connected to the centrifugal mechanism 30, and when the centrifugal mechanism 30 is in the expanded structure, the centrifugal mechanism 30 drives the clamping mechanism 40 to loosen the guide rail 200, and when the centrifugal mechanism 30 is in the collapsed structure, the centrifugal mechanism 30 drives the clamping mechanism 40 to clamp the guide rail 200.

[0038] It is necessary to explain that the expanded structure and the folded structure of the centrifugal mechanism 30 also correspond to two different working positions of the centrifugal mechanism 30 and the clamping mechanism 40. That is, when in the expanded structure, the centrifugal mechanism 30 and the clamping mechanism 40 are in a non-working position away from the guide rail 200; when in the folded structure, the centrifugal mechanism 30 and the clamping mechanism 40 are in a working position of pressing (approaching) the guide rail 200.

[0039] In summary, the implementation of the technical solution of this embodiment will have the following beneficial effects: Figure 3 The car movement prevention device 100 of this solution is used to be installed on the elevator car frame to prevent the car from accidentally moving after leveling due to the increase or decrease of the overall weight of the car. For example, the car movement prevention device 100 can be installed at the bottom of the guide shoe 300 and mounted on the lower base plate of the guide shoe 300 via the mounting bracket 400.

[0040] Specifically, when the elevator is running at rated speed, the driving wheel group 10 in contact with the guide rail 200 will rotate due to the friction of the guide rail 200. The rotating driving wheel group 10 transmits the rotational power to the centrifugal mechanism 30, and the centrifugal mechanism 30 generates centrifugal force. Under the action of the centrifugal force, the centrifugal mechanism 30 moves away from the guide rail 200 and compresses the elastic component 20 to maintain it in the expanded structure. At this time, the centrifugal mechanism 30 drives the clamping mechanism 40 to move away from the guide rail 200 synchronously, and the clamping mechanism 40 loosens the guide rail 200 to eliminate the friction resistance applied by the clamping mechanism 40 to the guide rail 200, thereby avoiding affecting the normal lifting and lowering operation of the car.

[0041] When the car is level (that is, when the elevator is stationary), since the guide rail 200 no longer applies friction to the driving wheel group 10, the driving wheel group 10 and the centrifugal mechanism 30 no longer rotate, the centrifugal force of the centrifugal mechanism 30 disappears, and the elastic component 20 in the compressed state applies elastic thrust to the centrifugal mechanism 30, so that the centrifugal mechanism 30 in the expanded structure begins to move toward the guide rail 200 and gradually changes to the retracted structure, so that the centrifugal mechanism 30 can push the clamping mechanism 40 to move close to the guide rail 200 and finally clamp the guide rail 200. At this time, the friction resistance generated between the clamping mechanism 40 and the guide rail 200 can well limit the freedom of movement of the car, thereby preventing the change of car weight (such as passengers entering and exiting the car, etc.) from causing the car to move or shake, affecting the comfort of the elevator, and eliminating potential safety hazards. Compared with the existing technology, the implementation cost of the car movement prevention device 100 of this scheme is low, and the stopping control is highly effective and reliable.

[0042] Please continue reading Figure 1 and Figure 2 In some optional embodiments, the actuator wheel assembly 10 includes an actuator wheel 11 and an actuator shaft 12. The actuator wheel 11 is fixed to the actuator shaft 12. For example, a keyway structure, welding method, etc. can be used to keep the actuator wheel 11 and the actuator shaft 12 assembled and fixed to ensure that the actuator wheel 11 and the actuator shaft 12 can rotate synchronously in the same direction.

[0043] In addition, the actuator wheel assembly 10 also includes two bearing seats, which are used to be mounted on the base. The actuator shaft 12 is rotatably mounted on the two bearing seats, and the bearing seats support and ensure stable installation and smooth rotation. The two bearing seats are respectively arranged on opposite sides of the actuator wheel 11 in the axial direction.

[0044] The actuator wheel 11 contacts the guide rail 200 to rotate the actuator shaft 12. To prevent slippage and reduce friction and wear, a rubber wheel is preferably used. The elastic assembly 20 is mounted on the actuator shaft 12 and has axial telescopic movement. The centrifugal mechanism 30 and the clamping mechanism 40 are both located on one axial side of the actuator wheel 11.

[0045] The axial expansion and contraction movement of the elastic component 20 matches the centrifugal inward and outward swinging movement of the centrifugal mechanism 30. That is, when the actuator shaft 12 drives the centrifugal mechanism 30 to swing outward and expand, the elastic component 20 compresses in a direction away from the actuator shaft 12, allowing the centrifugal mechanism 30 to drive the clamping mechanism 40 away from the guide rail 200 and loosen the guide rail 200. Conversely, when the car is leveled and the actuator shaft 12 stops rotating, the centrifugal force of the centrifugal mechanism 30 disappears, and the elastic component 20 releases its elastic force and expands in a direction toward the actuator shaft 12, allowing the elastic component 20 to drive the centrifugal mechanism 30 to swing inward and close, pushing the clamping mechanism 40 to clamp the guide rail 200, thereby stopping the car.

[0046] Please continue reading Figure 1 and Figure 2 Specifically, in some embodiments, the centrifugal mechanism 30 includes a sleeve 31, a slider 32, and a centrifugal assembly 33. The sleeve 31 is slidably mounted on the exterior of the actuator shaft 12, the slider 32 is connected to the sleeve 31, and the centrifugal assembly 33 is rotationally connected to the slider 32 and the elastic assembly 20, with the slider 32 abutting the elastic assembly 20. The centrifugal assembly 33 follows the actuator wheel 11, generating centrifugal force to swing outward, compressing the elastic assembly 20 and simultaneously pulling the sleeve 31 and slider 32 away from the guide rail 200. The sleeve 31 simultaneously pulls the clamping mechanism 40 away from the guide rail 200, releasing the guide rail 200. This does not affect the normal lifting and lowering operation of the car. When the car is level, the centrifugal force disappears, and the elastic component 20 pushes the sleeve 31 and the slider 32 to slide axially close to the guide rail 200. The sleeve 31 pushes the clamping mechanism 40 to move close to the guide rail 200 and finally presses the guide rail 200. The friction resistance between the guide rail 200 and the clamping mechanism 40 is used to stop the car and prevent the car from displacement or shaking.

[0047] In some optional embodiments, the elastic component 20 includes an adjusting spring 21 and a fixing seat 22, the fixing seat 22 is fixed to the actuating shaft 12, one end of the adjusting spring 21 abuts against the fixing seat 22, and the other end of the adjusting spring 21 abuts against the slider 32. The fixing seat 22 is fixedly connected to the actuating shaft 12, and the connection method can be but not limited to any one of screw connection, clamping, bonding, etc., so that the elastic component 20 can not only rotate synchronously with the actuating shaft 12 in the same direction, but also the fixing seat 22 forms a stable support for the adjusting spring 21, so that the adjusting spring 21 is effectively compressed when the centrifugal mechanism 30 is deployed, or the adjusting spring 21 applies an effective elastic thrust to the centrifugal mechanism 30 so that the centrifugal mechanism 30 can effectively perform a retraction movement, thereby ensuring the automatic working efficiency of the anti-car moving device 100, reducing costs while simplifying the device structure without the need to set up power equipment.

[0048] Furthermore, the centrifugal assembly 33 includes a first pendulum 331, a second pendulum 332 and a centrifugal block 333. One end of the first pendulum 331 is rotatably connected to the slider 32, the other end of the first pendulum 331 is rotatably connected to the middle part of the second pendulum 332, one end of the second pendulum 332 is rotatably connected to the fixed seat 22, and the other end of the second pendulum 332 is connected to the centrifugal block 333; the centrifugal block 333 is located on the side of the first pendulum 331 away from the elastic assembly 20. When the centrifugal mechanism 30 is in the expanded structure, the centrifugal block 333 is away from the first pendulum 331. When the centrifugal mechanism 30 is in the collapsed structure, the centrifugal block 333 is close to the first pendulum 331.

[0049] The first swing arm 331 and the second swing arm 332 provide the rotational freedom required by the centrifugal weight 333, so that when the rotation generates centrifugal force, the centrifugal weight 333 can swing outward and expand under the support of the first swing arm 331 and the second swing arm 332, or when the centrifugal force disappears and the elastic component 20 applies an elastic thrust to the centrifugal mechanism 30, the centrifugal weight 333 can swing inward and retract under the support of the first swing arm 331 and the second swing arm 332, and the first swing arm 331 and the second swing arm 332 are connected to each other in an intersecting rotation. When the elastic component 20 pushes the slider 32 to drive the first swing arm 331 and the second swing arm 332 to rotate and retract, the first swing arm 331 and the second swing arm 332 can form a limiting structure, which, on the one hand, prevents the centrifugal weight 333 from getting too close to the first swing arm 331 and colliding with the first swing arm, and on the other hand, prevents the clamping mechanism 40 from excessively squeezing the guide rail 200 and causing deformation or even structural damage.

[0050] Preferably, the present invention provides two sets of centrifugal assemblies 33, symmetrically mounted on opposite sides of the spring assembly. This dual arrangement of centrifugal assemblies 33 enhances the centrifugal force generated during rotation, effectively pulling the clamping mechanism 40 and ensuring that the clamping mechanism 40 more reliably releases the guide rail 200. Furthermore, the symmetrical arrangement of the two sets of centrifugal assemblies 33 enhances rotational stability, avoiding the shaking that can occur when only one centrifugal assembly 33 is positioned on one side due to excessive rotational speed.

[0051] In the present application, the clamping mechanism 40 may be arranged perpendicular to the length direction of the guide rail 200 or parallel to the length direction of the guide rail 200 .

[0052] Please continue reading Figure 1 and Figure 2 In some optional embodiments, the clamping mechanism 40 includes a swing arm 41 and a friction shoe lining 42. One end of the swing arm 41 is rotatably mounted on the base, and the other end of the swing arm 41 is rotatably connected to the sleeve 31. The friction shoe lining 42 is mounted on the swing arm 41 and can clamp or release the guide rail 200. Driven by the slider 32, the sleeve 31 slides back and forth along the axial direction of the actuator shaft 12. The sleeve 31 then drives the swing arm 41 to swing about the mounting point of the swing arm 41 and the base as the rotation center, thereby pushing the friction shoe lining 42 to press against the guide rail 200 to limit the car or release the guide rail 200 to enable normal elevator operation. Furthermore, the swing arm 41 drives the friction shoe lining 42 to swing, requiring less space for movement and facilitating faster response, thereby improving the performance of the car movement prevention device 100.

[0053] Furthermore, the clamping mechanism 40 includes a return spring 43, one end of which is fixed to the base, and the other end of which is connected to the swing arm 41. When the driving wheel assembly 10 drives the centrifugal mechanism 30 to rotate, the centrifugal assembly 33 pulls the slider 32 and the sleeve 31 away from the guide rail 200. At the same time, the return spring in a stretched state also synchronously pulls the swing arm 41 and the sleeve 31 away from the guide rail 200, thereby more reliably and quickly driving the friction shoe lining 42 to release the guide rail 200.

[0054] Based on any of the above embodiments, in the present application, two centrifugal mechanisms 30 and clamping mechanisms 40 are provided, and the two centrifugal mechanisms 30 and clamping mechanisms 40 are arranged in a one-to-one correspondence. Under the drive of the driving wheel assembly 10, the two sets of centrifugal mechanisms 30 and clamping mechanisms 40 operate synchronously. It is easy to understand that when the friction shoe liners 42 of the two clamping mechanisms 40 simultaneously press against two opposite sides of the guide rail 200, they can generate greater frictional resistance, thereby reliably stopping even cars with larger load capacities (e.g., a larger number of passengers), thereby improving the applicability and performance of the car movement prevention device 100.

[0055] In addition to the above, the present application also provides an elevator, which includes the device 100 for preventing car movement as described in any of the above embodiments.

[0056] For example, the elevator may be a machine room elevator or a machine room-less elevator.

[0057] The technical features of the above-mentioned embodiments can be combined arbitrarily. In order to make the description concise, not all possible combinations of the technical features in the above-mentioned embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0058] The above-described embodiments merely represent several implementation methods of the present application. While the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that a person of ordinary skill in the art may make various modifications and improvements without departing from the spirit of the present application, and these modifications and improvements fall within the scope of protection of the present application. Therefore, the scope of protection of the present patent application shall be determined by the appended claims.

Claims

1. A device for preventing a car from moving, characterized in that: include: an actuator wheel assembly, the actuator wheel assembly being configured to contact the guide rail and be rotatable relative to the guide rail; an elastic component, the elastic component being mounted on the actuator wheel assembly; a centrifugal mechanism connected to the elastic component, the centrifugal mechanism having an expanded structure under the action of centrifugal force and a collapsed structure under the action of non-centrifugal force; as well as, The clamping mechanism is connected to the centrifugal mechanism. When the centrifugal mechanism is in the expanded structure, the centrifugal mechanism drives the clamping mechanism to loosen the guide rail. When the centrifugal mechanism is in the collapsed structure, the centrifugal mechanism drives the clamping mechanism to clamp the guide rail.

2. The device for preventing car movement according to claim 1, wherein: The actuating wheel assembly includes an actuating wheel and an actuating shaft, the actuating wheel is fixed on the actuating shaft, the actuating wheel is used to contact the guide rail to drive the actuating shaft to rotate, the elastic component is installed on the actuating shaft and has an axial telescopic movement along the actuating shaft, and the centrifugal mechanism and the clamping mechanism are both arranged on one axial side of the actuating wheel.

3. The device for preventing car movement according to claim 2, wherein: The centrifugal mechanism includes a sleeve, a slider and a centrifugal component. The sleeve is slidably mounted on the outside of the actuating shaft. The slider is connected to the sleeve. The centrifugal component is rotatably connected to the slider and the elastic component. The slider abuts against the elastic component.

4. The device for preventing car movement according to claim 3, wherein: The elastic component includes an adjusting spring and a fixing seat. The fixing seat is fixed to the actuating shaft. One end of the adjusting spring abuts against the fixing seat, and the other end of the adjusting spring abuts against the slider.

5. The device for preventing car movement according to claim 4, wherein: The centrifugal assembly includes a first swing rod, a second swing rod and a centrifugal throw weight, wherein one end of the first swing rod is rotatably connected to the slider, the other end of the first swing rod is rotatably connected to the middle part of the second swing rod, one end of the second swing rod is rotatably connected to the fixed seat, and the other end of the second swing rod is connected to the centrifugal throw weight; The centrifugal block is located on a side of the first rocker away from the elastic component. When the centrifugal mechanism is in an expanded structure, the centrifugal block is away from the first rocker. When the centrifugal mechanism is in a collapsed structure, the centrifugal block is close to the first rocker.

6. The device for preventing car movement according to any one of claims 3 to 5, characterized in that: The centrifugal components are provided in two groups, and the two groups of centrifugal components are symmetrically installed on opposite sides of the spring component.

7. The device for preventing car movement according to claim 3, wherein: The clamping mechanism includes a swing arm and a friction shoe lining, one end of the swing arm is rotatably mounted on the base, and the other end of the swing arm is rotatably connected to the sleeve. The friction shoe lining is arranged on the swing arm and can clamp or loosen the guide rail.

8. The device for preventing car movement according to claim 7, wherein: The clamping mechanism further includes a reset spring, one end of which is fixed to the base, and the other end of which is connected to the swing arm.

9. The device for preventing car movement according to claim 1, wherein: The centrifugal mechanism and the clamping mechanism are both provided in pairs and are arranged in a one-to-one correspondence. Under the drive of the actuator wheel set, the two sets of the centrifugal mechanism and the clamping mechanism act synchronously.

10. An elevator, characterized in that: The device for preventing the car from moving comprises the device according to any one of claims 1 to 9.

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