Passive anti-falling mechanism for LIFTER

Abstract

The invention relates to a passive anti-falling mechanism used for LIFTER, and belongs to the technical field of battery production, the passive anti-falling mechanism comprises a mounting plate, the mounting plate is fixedly connected with a trolley, the mounting plate is provided with a driving assembly, the driving assembly is connected with two brake blocks, the two brake blocks are symmetrically arranged, and a guide rail is arranged between the two brake blocks; the end, away from the brake block, of the driving assembly is connected with a connecting strip, a chain connecting rod penetrates through the connecting strip and is connected with a chain of the elevator, the chain connecting rod is sleeved with a first spring and a baffle, the baffle is fixedly connected with the trolley, and the first spring is located between the baffle and the connecting strip. The first spring is always in a compressed state when the elevator works normally; when the chain connecting rod is disconnected with the chain connected with the chain connecting rod, the first spring extends to push the connecting strip to move downwards, and the driving assembly drives the brake block to rotate to clamp the guide rail for brake. The LIFTER anti-falling mechanism has the advantages that parts of the LIFTER anti-falling mechanism are simplified, and the braking effect of the LIFTER anti-falling mechanism is improved.

Description

Technical Field

[0001] This application relates to the field of battery manufacturing technology, and in particular to a passive fall arrest mechanism used in LIFTER. Background Technology

[0002] Cylindrical batteries need to go through multiple process nodes in mass production. Due to the functional characteristics of the equipment and the needs of the workshop layout, each process node is often set up in layers. Therefore, during the transfer process between each process node, it is often necessary to rely on LIFTER (lifting platform) to achieve vertical lifting. Thus, the safe operation of the lifting platform is directly related to production safety and efficiency. However, existing lifts used in this scenario have many problems with fall protection. Some lifts lack fall protection mechanisms. These lifts mainly rely on wire rope traction or hydraulic drive to raise and lower the platform. In the event of accidents such as wire rope fatigue fracture, hydraulic line rupture, or drive motor malfunction, the platform will fall rapidly under gravity. The platform usually carries a large number of battery semi-finished products and tooling. The huge impact of the fall will not only damage the materials and fixtures on the platform, but may also damage equipment below, destroy ground facilities, and directly threaten the lives of nearby operators, causing serious safety accidents. Some elevators are equipped with fall protection mechanisms. Currently, most existing fall protection mechanisms are electrically driven or controlled. Power outages or partial failures can severely impact their fall protection operation. Furthermore, the signal transmission from the anomaly detection sensor to the controller and then to the actuator response involves multiple stages of processing. If there is a delay in the braking signal transmission, the elevator may miss the optimal braking opportunity during a high-speed fall. For example, CN114955923B discloses a lifting device and method with a fall protection mechanism, which uses multiple components for transmission. This connects a coil, and the current causes an electromagnet to generate a magnetic field. A magnetic block attracts a locking plate to the outer wall of a locking sleeve. The locking plate is then pressed against a slot by the locking rod, stopping the elevator from falling. Another example is an elevator brake structure disclosed in CN220664579U, which only uses the force of the control arm on the brake pads to clamp the brake wheel. When the platform is heavy or the fall speed is high, brake slippage and delays are likely to occur, making it impossible to quickly and smoothly stop the descent.

[0003] Based on this, some fall protection mechanisms adopt a combination structure of multiple gears, pawls or hydraulic braking components. In order to ensure braking strength, a large installation space is required, which increases the overall size of the elevator. This not only wastes the limited production space in the workshop, but may also prevent it from being matched with some process equipment due to size limitations, reducing the flexibility of the production line layout. Some fall protection mechanisms have many parts, are complicated to install, and are time-consuming and labor-intensive to inspect and maintain. Some fall protection mechanisms rely only on a single mechanical friction brake, which has poor braking effect. Summary of the Invention

[0004] In order to simplify the components of the LIFTER fall arrest mechanism and improve its braking effect, this application provides a passive fall arrest mechanism for use in LIFTER.

[0005] The passive fall protection mechanism for LIFTER provided in this application adopts the following technical solution: A passive fall arrest mechanism for LIFTER includes a mounting plate, which is fixedly connected to a trolley. A drive assembly is provided on the mounting plate, and a brake block is connected to the drive assembly. There are two brake blocks arranged symmetrically, and a guide rail is provided between the two brake blocks. The drive assembly is connected to a connecting bar at the end away from the brake block. A chain link is threaded through the connecting bar and connected to the chain of the elevator. A first spring and a baffle are sleeved on the chain link. The baffle is fixedly connected to the trolley. The first spring is located between the baffle and the connecting bar, and the first spring is pressed together by the baffle and the connecting bar when the elevator is working normally, and is always in a compressed state. When the chain link is disconnected from the chain it is connected to, the first spring extends and pushes the connecting bar downward, which in turn drives the brake block to rotate and clamp the guide rail for braking.

[0006] By adopting the above technical solution, when the chain connected to the chain link suddenly breaks, the first spring, which was originally in a compressed state, quickly releases its elastic potential energy and extends, generating a bidirectional thrust on the baffle and connecting bar on the chain link. Since the baffle remains fixedly connected to the trolley and cannot be displaced, the elastic force released by the first spring acts entirely on the connecting bar, forming a downward driving force that pushes the connecting bar downward in the vertical direction. The connecting bar transmits this driving force to the drive assembly, which transmits the force to two symmetrically arranged brake blocks and makes them rotate in opposite directions, thereby clamping the guide rail and effectively preventing the trolley from falling. This design achieves "braking immediately upon chain breakage" through a purely mechanical passive triggering method, without the need for external power, providing the first core guarantee for fall prevention.

[0007] Optionally, the drive assembly includes a connecting push rod, one end of which is fixedly connected to the connecting strip, and two first connecting rods connected to the end of the connecting push rod away from the connecting strip, with a rotating component connected to the end of each first connecting rod away from the connecting push rod. The rotating component is mounted on the mounting plate, and the end of the rotating component away from the first connecting rod is connected to the brake block. When the first connecting rod moves downward, the rotating component drives the brake block to rotate and clamp the guide rail.

[0008] By adopting the above technical solution, when the connecting bar moves down, the connecting push rod synchronously pushes the two first connecting rods to move in the direction of the rotating part. Through the symmetrical force transmission path, the two rotating parts move synchronously, so that the two brake blocks rotate symmetrically and clamp the guide rail. This drive structure can ensure that the brake blocks on both sides are subjected to balanced force and move synchronously, avoid guide rail wear or brake failure caused by clamping on one side, and improve clamping reliability.

[0009] Optionally, the rotating component includes a first sleeve and a second sleeve. The first sleeve passes through the mounting plate and is fixed. The second sleeve is hinged to the first connecting rod. A rotating shaft is provided inside both the first sleeve and the second sleeve. One end of the rotating shaft is connected to the brake block, and the end of the rotating shaft away from the brake block is keyed to the second sleeve, so that the brake block and the second sleeve can rotate synchronously with the rotating shaft.

[0010] By adopting the above technical solution, the first sleeve is fixedly installed on the mounting plate, providing support for the overall rotation of the rotating component. The second sleeve is hinged to the first connecting rod, converting the linear motion of the first connecting rod into the rotational motion of the second sleeve. The rotating shaft is installed inside the two sleeves, with one end connected to the brake block and the other end connected to the first connecting rod through the second sleeve, forming a rigid transmission chain. This allows the brake block, rotating shaft, and second sleeve to rotate synchronously, enabling the brake block to respond quickly and clamp the guide rail. This significantly improves the synchronization and reliability of the brake action, further ensuring the fall prevention effect.

[0011] Optionally, a dry bushing is provided between the rotating shaft and the first sleeve.

[0012] By adopting the above technical solution, the dry bushing set between the rotating shaft and the first sleeve serves as the core lubrication and friction reduction component, which can effectively optimize the rotational fit performance between the rotating shaft and the first sleeve. The dry bushing has excellent self-lubricating properties, which can significantly reduce the coefficient of friction between the rotating shaft and the inner wall of the first sleeve when rotating without additional lubricating medium, thereby reducing friction and wear, and avoiding the problem of lubricating oil leakage and equipment contamination in traditional lubrication methods. By improving the lubrication between the rotating shaft and the first sleeve, not only is the transmission speed of the rotational motion accelerated, ensuring that the torque can be quickly transmitted to the brake block, but it can also effectively prevent the rotational jamming caused by excessive frictional resistance, avoid the jamming from having an adverse effect on the brake anti-fall operation, and ensure the stable operation of the anti-fall mechanism under critical working conditions.

[0013] Optionally, the connecting bar is provided with at least two chain links, and each end of the connecting bar is provided with a connecting push rod, and each connecting push rod controls a set of the drive assembly and a set of brake blocks.

[0014] By adopting the above technical solution, at least two chain links can make the connecting bar bear the force evenly. Each end of the connecting bar is provided with a connecting push rod, which controls a set of drive components and a brake block respectively. When the connecting push rod is pushed by the connecting bar, it can simultaneously drive the two first links to move synchronously. Through the power transmission of the subsequent components, the synchronous rotation of the two brake blocks can be achieved to clamp and brake. This synchronous clamping design allows the two brake blocks to apply clamping force from both sides of the guide rail simultaneously. This not only increases the contact area and friction between the brake blocks and the guide rail, but also ensures that the clamping force is evenly distributed on both sides of the guide rail. This avoids guide rail damage or brake failure caused by clamping on one side, significantly improving the stability and reliability of the brake and further enhancing the anti-fall effect.

[0015] Optionally, the mounting plate is further provided with a spring fixing plate, a second connecting rod is passed through the spring fixing plate, a second spring and a spring flat washer are provided on the second connecting rod, the second spring is sleeved on the second connecting rod, the second spring is located between the spring flat washer and the spring fixing plate, and the second spring is pressed together by the spring flat washer and the spring fixing plate during normal operation, and is always in a compressed state; The second link is connected to two third links, each of which is hinged to a link plate. The end of the link plate away from the third link is fixedly connected to the rotating shaft, so that the link plate can rotate synchronously with the rotating shaft.

[0016] By adopting the above technical solution, the second spring on the mounting plate forms a dual elastic drive structure with the first spring. When the fall arrestor is working normally, the second spring is pressed together by the spring pad and the spring fixing plate, and is always in a compressed energy storage state. When the first spring is unlocked due to chain breakage and pushes the connecting bar to move, the second spring unlocks simultaneously and releases its elastic potential energy, generating an upward thrust on the spring pad. The spring-loaded washer transmits the thrust to the second link, which then distributes the power to the corresponding link plates via two third links. Since the link plates are rigidly connected to the shaft via fixing screws, the shaft can rotate further. The auxiliary drive of the second spring not only provides additional power to the shaft's rotation and enhances the clamping force of the brake block, but also compensates for the potential power deficiency of a single spring drive, ensuring that the brake block can stably and reliably clamp the guide rail and improving the operational stability of the fall arrestor mechanism.

[0017] Optionally, a limit switch is provided on the connecting strip, which is used to detect the fall of the elevator and transmit the signal.

[0018] By adopting the above technical solution, the limit switch connected to the connecting strip has a high-precision fall detection function, which can monitor the operating status of the elevator in real time. When a sudden fall trend is detected in the elevator, the detection signal can be quickly converted into an electrical signal and transmitted to the corresponding component.

[0019] Optionally, the distance from the top of the brake block to its rotation axis is less than the distance from the bottom of the brake block to its rotation axis. The opposite side of the two brake blocks is set as an arc surface, the radius of curvature of the two arc surfaces gradually increases from top to bottom, and the top of the arc surface is on the same horizontal plane as the rotation axis of the brake block.

[0020] By adopting the above technical solution, the structural design of the brake block has significant self-locking characteristics and enhanced clamping force: On the one hand, the distance from the top of the brake block to its rotation axis is set less than the distance from the bottom of the brake block to its rotation axis, so that when the brake block rotates to clamp the guide rail, its force point and the center of rotation form a reasonable lever arm structure; on the other hand, the curvature radius of the two brake block arc surfaces gradually increases from top to bottom, so that after the brake block contacts the guide rail, as the trolley's downward trend intensifies, the normal pressure between the arc surface and the guide rail gradually increases, leading to a synchronous increase in friction, achieving a "tighter as it falls" self-locking effect. This structural design not only significantly improves the self-locking reliability of the brake block clamping, but also significantly enhances the clamping force of the brake block on the guide rail, effectively preventing the brake block from loosening or slipping after clamping, further improving the safety protection performance of the fall arrestor.

[0021] Optionally, the guide rail includes a guide rod, a first guide plate, and a second guide plate. The first guide plate has a plurality of guide holes and a hinge plate. A folding plate is hinged to the hinge plate. A telescopic push rod is movably hinged to one end of the folding plate. The end of the folding plate away from the telescopic push rod is movably hinged to the guide rod. The number of telescopic push rods is equal to and corresponds one-to-one with the guide holes. The telescopic push rod passes through the guide holes. The second guide plate is located between the two brake blocks. The second guide plate has a number of positioning holes, and the number of positioning holes is equal to that of the guide holes and they correspond one-to-one. The guide rod is provided with a linkage component. When the constraint between the linkage component and the guide rod is released, the guide rod falls naturally under its own gravity. The guide rod and the folding plate push the telescopic push rod through the positioning hole. If one of the telescopic push rods comes into contact with the brake block during its extension, the telescopic push rod can adaptively retract under the pressure of the brake block.

[0022] By adopting the above technical solution, the movement of the guide rod can be converted into the linear movement of the telescopic push rod through the folding plate, allowing the telescopic push rod to extend through the positioning hole or retract back to its initial state. When the brake block is working normally, if the telescopic push rod happens to come into contact with the brake block, its telescopic characteristics allow it to retract to a certain extent, avoiding interference with the rotational clamping action of the brake block and ensuring the normal operation of the brake block. At the same time, the second guide plate can provide precise guidance for the movement of the telescopic push rod, ensuring that the telescopic push rod always moves along a preset trajectory during displacement, can pass through the positioning hole, and is supported below the brake block, preventing the brake block from falling and improving the accuracy and reliability of the device's anti-fall function.

[0023] Optionally, the linkage includes an electromagnet, and a control box is provided on the top of the guide rail. The control box is connected to the electromagnet, and the control box is used to receive the signal sent by the limit switch and to issue an alarm. The control box is also used to control the energization and de-energization of the electromagnet. A magnetic attractor is provided on the guide rod opposite to the electromagnet. When the electromagnet is energized, the magnetic attractor attracts the electromagnet, causing the guide rod to move upward. When the electromagnet is de-energized, the magnetic attractor separates from the electromagnet, and the guide rod falls naturally under its own gravity.

[0024] By adopting the above technical solution, the control box, as the core control component, immediately triggers a dual action upon receiving the fall signal transmitted by the limit switch: first, it activates the alarm function, promptly issuing an audible and visual alarm signal to remind relevant personnel to take emergency measures; second, it controls the electromagnet to de-energize. After the electromagnet is de-energized, the guide rod moves downward under its own gravity, pushing the telescopic push rod to extend through the folding plate and pass through the positioning hole on the second guide plate, forming a physical blocking structure to prevent the brake block from continuing to fall, thereby further blocking the trolley's falling trend and achieving secondary fall protection. This design provides dual safety protection for the fall arrest mechanism, significantly improving the safety redundancy and overall safety performance of the fall arrest mechanism.

[0025] In summary, this application includes at least one of the following beneficial technical effects: 1. This mechanism uses "spring energy storage + mechanical transmission" as its core passive triggering logic. The moment the chain breaks, the elastic force released by the first spring drives the brake block to quickly clamp the guide rail, resulting in a rapid response time and preventing dangerous displacement in the initial stage of a fall. At the same time, with the intelligent linkage between the limit switch and the control box, after detecting a fall signal, it not only triggers an alarm but also uses an electromagnet to control the guide rail extension rod to form a secondary physical barrier, forming a dual protection of "instant mechanical brake + emergency physical interception", which greatly reduces the risk of a fall and significantly improves the safety redundancy. 2. The electromagnet controls the magnetic attraction and downward movement of the guide rod. The guide rod, via a folding plate, pushes a telescopic push rod through the positioning hole of the second guide plate, forming a physical blocking structure. This structure supports the brake block from the side of the guide rail, further preventing the trolley from falling and forming secondary protection. Simultaneously, this structure has a power-off self-triggered characteristic. Even if the entire device experiences an accidental power failure, the electromagnet will also lose power, unable to continue attracting the guide rod. The guide rod will fall naturally under its own gravity, similarly triggering the telescopic push rod to form a physical block, achieving secondary protection. This design not only compensates for the safety limitations of a single primary protection level but also strengthens safety under extreme conditions through the power-off self-starting function, significantly improving the safety redundancy of the fall arrestor. Even if the primary brake malfunctions or the device suddenly loses power, the secondary protection can still effectively function, significantly reducing the risk of fall. 3. The arc surface of the brake block and the connection hole are designed to form a unique self-locking structure: as the trolley's downward trend increases, the contact pressure between the brake block and the guide rail increases with the increase in the arc surface fit, and the friction increases simultaneously, achieving a self-locking effect of "the more it falls, the greater the clamping force", completely eliminating the hidden dangers of loosening and slipping after the brake is engaged; at the same time, the auxiliary drive of the second spring further supplements the clamping power, and even if the first spring experiences a slight power attenuation, the clamping force can still be guaranteed through the dual elastic drive, which greatly improves the safety tolerance of the anti-fall mechanism and adapts to different loads or sudden working conditions; 4. The mechanism incorporates practical considerations in its functional design: the self-lubricating properties of the dry bushings eliminate the need for additional lubricating oil, reducing daily maintenance procedures and costs; the design of the limit switches and control box simplifies circuit connections, and the alarm function facilitates timely fault detection by maintenance personnel. The overall structure balances safety and practicality, lowering the application threshold for different models of elevators and broadening the applicable scenarios. Attached Figure Description

[0026] Figure 1 This is a schematic diagram of the overall structure of Embodiment 1.

[0027] Figure 2 This is a schematic diagram of the rotating component used in Example 1 of the application.

[0028] Figure 3 This is a schematic diagram of the overall structure of Embodiment 2.

[0029] Figure 4 This is a schematic diagram of the structure of the magnetic suction component used in Embodiment 2 of the application.

[0030] Explanation of reference numerals in the attached drawings: 11. Mounting plate; 111. Spring fixing plate; 12. Baffle; 21. Connecting bar; 22. Chain link; 23. First spring; 24. Limit switch; 3. Drive assembly; 31. Connecting push rod; 32. First link; 33. Rotating component; 331. Shaft; 332. First sleeve; 333. Second sleeve; 3331. First connecting protrusion; 334. Dry bushing; 34. 35. Linkage plate; 36. Third link; 37. Spring flat washer; 38. Second link; 39. Second connecting protrusion; 40. Guide rail; 41. Guide rod; 42. First guide plate; 421. Guide hole; 43. Second guide plate; 44. Positioning hole; 45. Folding plate; 46. Hinge plate; 47. Telescopic push rod; 48. Linkage component; 49. Magnetic component; 40. Electromagnet; 41. Control box; 5. Brake block. Detailed Implementation

[0031] The following is in conjunction with the appendix Figure 1-4 This application will be described in further detail.

[0032] This application discloses a passive fall arrest mechanism used in LIFTER.

[0033] Example 1 like Figure 1 A passive fall arrest mechanism used in LIFTER includes a connecting bar 21 with two chain links 22 threaded through it. The two chain links 22 are symmetrically arranged. A connecting block is provided at the top of the chain link 22, and a through hole is provided on the connecting block for connecting the chain of the elevator. A bolt is provided at the bottom of the chain link 22 to abut against the chain link 22 to prevent it from falling off when the connecting bar 21 is lifted by the chain link 22.

[0034] Each of the two chain links 22 is fitted with a first spring 23, and they are both fitted with a baffle 12. The baffle 12 is fixedly connected to the trolley. The first spring 23 is located between the baffle 12 and the connecting bar 21. During normal operation, the chain always pulls the chain link 22. The upper part of the first spring 23 presses against the baffle 12, and the lower part of the first spring 23 presses against the connecting bar 21, and it is always in a compressed and energy-storing state.

[0035] Two limit switches 24 are connected to the side of the connecting strip 21. The limit switches 24 are used to monitor the movement of the device and transmit signals. The two limit switches 24 are located on the same side and are fixedly connected by a connecting truss.

[0036] A set of drive components 3 is connected to each end of the connecting bar 21. Two opposing brake blocks 5 are connected to the end of the drive component 3 away from the connecting bar 21. A guide rail 4 is provided between the two brake blocks 5. The brake blocks 5 move up and down along the guide rail 4. An mounting plate 11 is fixedly connected to the trolley. The brake blocks 5 are rotatably connected to the mounting plate 11. The drive component 3 converts the force applied to it by the connecting bar 21 to the two brake blocks 5, making it into torque to drive the two brake blocks 5 to rotate relative to each other to complete the braking.

[0037] The distance from the opposite side of the two brake blocks 5 to their rotation axis is less than the distance from the opposite side to their rotation axis. The distance from the top of the brake block 5 to its rotation axis is less than the distance from the bottom of the brake block 5 to its rotation axis. The side of the two brake blocks 5 facing each other is an arc surface. The radius of curvature of the arc surface gradually increases from top to bottom, and the overall shape is smaller inside and larger outside, and smaller at the top and larger at the bottom.

[0038] The drive assembly 3 includes a connecting push rod 31. Two connecting push rods 31 are located at both ends of the connecting strip 21. The connecting push rods 31 and the connecting strip 21 are rigidly connected by screws, so that the connecting push rods 31 and the connecting strip 21 can move synchronously. The end of the connecting push rod 31 away from the connecting strip 21 is connected to two first connecting rods 32. The two first connecting rods 32 are respectively hinged on the opposite and back sides of the connecting push rod 31 and the connecting strip 21. Each first connecting rod 32 is connected to a set of rotating parts 33 on the side away from the connecting push rod 31. The rotating parts 33 are mounted on the mounting plate 11. The end of the rotating parts 33 away from the first connecting rod 32 is connected to the brake block 5. Both sets of rotating parts 33 are located on the mounting plate 11 and are on the same horizontal plane. The two brake blocks 5 are symmetrically arranged. The chain push rod is located above and between the two sets of rotating parts 33, so that one connecting push rod 31 can simultaneously control the two first connecting rods 32 to drive the corresponding rotating parts 33 to rotate in opposite directions.

[0039] like Figure 2The rotating component 33 includes a first sleeve 332, which passes through and is fixedly connected to the mounting plate 11. In this embodiment, the first sleeve 332 is a flange sleeve, and a dry bushing 334 and a rotating shaft 331 are disposed inside the flange sleeve. The dry bushing 334 is located between the flange sleeve and the rotating shaft 331, and is used to improve its lubrication and ensure the smooth rotation of the rotating shaft 331 and the first sleeve 332. The end of the rotating shaft 331 adjacent to the flange sleeve is connected to the flange sleeve. The brake block 5 is fixedly connected, and a second sleeve 333 is sleeved on the end of the rotating shaft 331 away from the brake block 5. The connection between the rotating shaft 331 and the second sleeve 333 is set in the shape of a regular square prism, so that the rotating shaft 331 and the second sleeve 333 can rotate synchronously. A first connecting protrusion 3331 is provided on the circumferential surface of the second sleeve 333. The first connecting protrusion 3331 is rotatably connected to the first connecting rod 32 through a connecting pin, so that the force transmitted by the first connecting rod 32 can be converted into torque through the first connecting protrusion 3331.

[0040] like Figure 1 A spring fixing plate 111 is also provided on the side of the mounting plate 11 away from the brake block 5. The spring fixing plate 111 is located below the two rotating parts 33 and between the two rotating parts 33. A second connecting rod 37 is passed through the spring fixing plate 111. A second connecting protrusion 371 and a spring flat washer 36 are provided on the second connecting rod 37. The spring flat washer 36 is located between the second connecting protrusion 371 and the second connecting rod 37. The second connecting rod 37, the spring flat washer 36 and the second connecting protrusion 371 are integrally formed. A second spring is also sleeved on the second connecting rod 37. During normal operation, the upper part of the second spring abuts against the spring flat pad 36, and the lower part of the second spring abuts against the spring fixing plate 111, so the second spring is always in a compressed state. A third connecting rod 35 is hinged to each of the two sides opposite to and away from the mounting plate 11 of the second connecting protrusion 371. A connecting rod plate 34 is hinged to the side of each third connecting rod 35 away from the second connecting protrusion 371. The connecting rod plate 34 corresponds one-to-one with the rotating shaft 331. The end of the connecting rod plate 34 away from the third connecting rod 35 is fixedly connected to the rotating shaft 331 by two screws, so that the connecting rod plate 34 can rotate synchronously with the rotating shaft 331.

[0041] When the chain connected to the chain link 22 suddenly breaks, the constraint force under the first spring 23 is suddenly released, causing the spring to immediately extend and form a downward force, pushing the connecting bar 21 to move downward. Since the connecting push rod 31 and the connecting bar 21 are rigidly connected by screws, the connecting bar 21 will drive the connecting push rod 31 to move downward together, transmitting the force to the two first links 32, pushing the two first links 32 to unfold in opposite directions. Through the connecting pin and the first connecting protrusion 3331 on the second sleeve 333, the force is converted into torque, driving the second sleeve 333 to rotate, which in turn drives the rotating shaft 331 and the brake block 5 to rotate. Under the combined action of the two brake blocks 5 rotating synchronously in opposite directions, the guide rail 4 is clamped to complete the brake clamping. At the same time, the rotation of the pivot 331 drives the connecting rod plate 34 to rotate, and the second connecting rod 37 is pulled up through the third connecting rod 35. The chain is disconnected and its restriction on the second spring is released. The second spring extends under the support of the spring fixing plate 111, generating an upward thrust on the spring flat pad 36, which drives the movement of the second connecting rod 37, the third connecting rod 35 and the connecting rod plate 34. The distance that the second connecting rod 37 extends out of the spring fixing plate 111 allows it to reach its limit value without disengaging from the spring fixing plate 111. The second spring assists the first spring 23, enhancing the force applied to the device after the chain breaks, thus ensuring the device's response speed and stability.

[0042] The implementation principle of this application embodiment is as follows: When the chain connected to the chain link 22 suddenly breaks, the constraint force under the first spring 23 is suddenly released, causing the spring to immediately extend and form a downward force, pushing the connecting bar 21 to move downward. Since the connecting push rod 31 and the connecting bar 21 are rigidly connected by screws, the connecting bar 21 will drive the connecting push rod 31 to move downward together, transmitting the force to the two first links 32, pushing the two first links 32 to unfold in opposite directions. The force is converted into torque through the connecting pin and the first connecting protrusion 3331 on the second sleeve 333, driving the second sleeve 333 to rotate, which in turn drives the rotating shaft 331 and the brake block 5 to rotate. Under the combined action of the two brake blocks 5 rotating synchronously in opposite directions, the guide rail 4 is clamped to complete the brake. At the same time, the rotation of the pivot 331 drives the connecting rod plate 34 to rotate, and the second connecting rod 37 is pulled up through the third connecting rod 35, releasing the restriction on the second spring. The second spring extends under the support of the spring fixing plate 111, generating an upward thrust on the spring flat pad 36, which drives the movement of the second connecting rod 37, the third connecting rod 35 and the connecting rod plate 34. At this moment, limit switch 24 detects the sudden fall of the trolley and alarms to alert the operator.

[0043] Example 2 Reference Figure 3 and Figure 4The difference between this embodiment and embodiment 1 is that a control box 48 is provided on the top of the guide rail 4. The control box 48 is connected to an electromagnet 472. The control box 48 is used to receive signals from the limit switch 24, control the alarm, and control the energization and de-energization of the electromagnet 472.

[0044] The guide rail 4 includes a guide rod 41, a first guide plate 42, and a second guide plate 43. A magnetic attractor 471 is provided at the connection between the guide rod 41 and the electromagnet 472. When the electromagnet 472 is energized, the magnetic attractor 471 attracts the electromagnet 472, and the guide rod 41 moves upward. When the electromagnet 472 is de-energized, the magnetic force between the electromagnet 472 and the magnetic attractor 471 disappears, and the guide rod 41 falls naturally under its own gravity.

[0045] In this embodiment, the guide rod 41, the first guide plate 42, and the second guide plate 43 are located on the same horizontal line. In other embodiments of this application, the guide rod 41 and the first guide plate 42 may be arranged perpendicularly to the second guide plate 43.

[0046] The first guide plate 42 has several guide holes 421, which are arranged at equal intervals along the extension direction of the first guide plate 42. A telescopic push rod 46 is inserted into the guide hole 421, and a spring is installed in the telescopic push rod 46 so that it is in the extended state under normal conditions and can retract adaptively if it encounters an obstacle. The second guide plate 43 has a connecting hole at the position corresponding to the guide hole 421, so that the telescopic push rod 46 can pass through the connecting hole when it is extended.

[0047] A hinge plate 45 is provided between every two telescopic push rods 46. A folding plate 44 is connected to the hinge plate 45. The hinge plate 45 and the folding plate 44 are hinged at the corner. One end of the folding plate 44 is movably hinged to the telescopic push rod 46 away from its extension, and the other end is movably hinged to the guide rod 41. When the guide rod 41 moves upward, it can drive the telescopic push rod 46 away from the second guide plate 43 through the folding plate 44. When the guide rod 41 moves downward, it can drive the telescopic push rod 46 through the corresponding connecting hole through the folding plate 44, thus preventing the brake block 5 from falling.

[0048] The implementation principle of Example 2 is as follows: Limit switch 24 detects the sudden fall of the trolley and transmits the signal to control box 48. Control box 48 alarms to remind the operator and controls electromagnet 472 to cut off the power so that guide rod 41 falls. The falling guide rod 41 passes through folding plate 44 to move telescopic push rod 46 toward the connection hole and through the connection hole, forming a secondary protection for the device to prevent the brake block 5 from falling and further prevent the trolley from falling. If, during the extension of the telescopic push rod 46, a certain point of the telescopic push rod 46 happens to contact the brake block 5, then the telescopic push rod 46 can adaptively retract until it just touches the brake block 5, without affecting other telescopic push rods 46 passing through the corresponding positioning hole 431.

[0049] The above are all preferred embodiments of this application, and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. A passive fall arrest mechanism for use with a LIFTER, characterized by: Including the installation plate (11), the installation plate (11) is fixedly connected with the trolley, the driving assembly (3) is arranged on the installation plate (11), the driving assembly (3) is connected with the brake block (5), the brake block (5) has two and is symmetrically arranged, the guide rail (4) is arranged between the two brake blocks (5); The end, away from the brake block (5), of the driving assembly (3) is connected with a connecting strip (21), a chain link (22) is arranged on the connecting strip (21), the chain link (22) is connected with the chain of the elevator, a first spring (23) and a baffle (12) are sleeved on the chain link (22), the baffle (12) is fixedly connected with the trolley, the first spring (23) is located between the baffle (12) and the connecting strip (21), and the first spring (23) is abutted by the baffle (12) and the connecting strip (21) when the elevator is normally working, and is always in a compressed state; When the chain link (22) is disconnected with the chain connected therewith, the first spring (23) is stretched, the connecting strip (21) is pushed to move downward, the driving assembly (3) drives the brake block (5) to rotate and clamp the guide rail (4) to brake.

2. The passive fall arrest mechanism for use with a LIFTER of claim 1, wherein: The driving assembly (3) comprises a connecting push rod (31), one end of the connecting push rod (31) is fixedly connected with the connecting strip (21), and the end, away from the connecting strip (21), of the connecting push rod (31) is connected with two first connecting rods (32), and one rotating piece (33) is connected with the end, away from the connecting push rod (31), of each first connecting rod (32). The rotating piece (33) is arranged on the installation plate (11), one end, away from the first connecting rod (32), of the rotating piece (33) is connected with the brake block (5), when the first connecting rod (32) moves downward, the rotating piece (33) drives the brake block (5) to rotate and clamp the guide rail (4).

3. The passive fall arrest mechanism for use with a LIFTER of claim 2, wherein: The rotating piece (33) comprises a first sleeve (332) and a second sleeve (333), the first sleeve (332) penetrates through the installation plate (11) and is fixed, the second sleeve (333) is hinged with the first connecting rod (32), and a rotating shaft (331) is commonly arranged in the first sleeve (332) and the second sleeve (333), one end of the rotating shaft (331) is connected with the brake block (5), and the end, away from the brake block (5), of the rotating shaft (331) is keyed with the second sleeve (333), so that the brake block (5) and the second sleeve (333) can synchronously rotate with the rotating shaft (331).

4. The passive fall arrest mechanism for use with a LIFTER of claim 3, wherein: A dry bushing (334) is arranged between the rotating shaft (331) and the first sleeve (332).

5. The passive fall arrest mechanism for use with a LIFTER of claim 2, wherein: At least two chain links (22) are arranged on the connecting strip (21), one connecting push rod (31) is arranged at each end of the connecting strip (21), and each connecting push rod (31) controls a set of driving assembly (3) and a set of brake block (5).

6. The passive fall arrest mechanism for use with a LIFTER of claim 3, wherein: The mounting plate (11) is further provided with a spring fixing plate (111), a second connecting rod (37) is arranged on the spring fixing plate (111), a second spring and a spring flat pad (36) are arranged on the second connecting rod (37), the second spring is sleeved on the second connecting rod (37), the second spring is located between the spring flat pad (36) and the spring fixing plate (111), and the second spring is always in a compressed state under the joint abutting of the spring flat pad (36) and the spring fixing plate (111) during normal work; Two third connecting rods (35) are connected to the second connecting rod (37), each third connecting rod (35) is hinged with a connecting rod connecting plate (34), and one end of the connecting rod connecting plate (34) away from the third connecting rod (35) is fixedly connected with the rotating shaft (331), so that the connecting rod connecting plate (34) can rotate synchronously with the rotating shaft (331).

7. The passive fall arrest mechanism for use with a LIFTER of claim 1, wherein: The connecting strip (21) is provided with a travel switch (24), which is used for detecting whether the elevator falls and transmitting a signal.

8. The passive fall arrest mechanism for use with a LIFTER of claim 1, wherein: The distance from the top of the brake block (5) to the rotating shaft (331) is less than the distance from the bottom of the brake block (5) to the rotating shaft (331), and the opposite sides of the two brake blocks (5) are provided as arc surfaces, the curvature radii of the two arc surfaces gradually increase from top to bottom, and the top end of the arc surface is at the same horizontal plane as the rotating shaft (331) of the brake block (5).

9. The passive fall arrest mechanism for use with a LIFTER of claim 7, wherein: The guide rail (4) comprises a guide rod (41), a first guide plate (42) and a second guide plate (43), a plurality of guide holes (421) and hinge plates (45) are formed in the first guide plate (42), the hinge plates (45) are hinged with folding plates (44), one end of the folding plate (44) is movably hinged with a telescopic push rod (46), the other end of the folding plate (44) away from the telescopic push rod (46) is movably hinged with the guide rod (41), the number of the telescopic push rods (46) is equal to and corresponds to the number of the guide holes (421), and the telescopic push rods (46) pass through the guide holes (421); The second guide plate (43) is located between the two brake blocks (5), a plurality of positioning holes (431) are formed in the second guide plate (43), the number of the positioning holes (431) is equal to and corresponds to the number of the guide holes (421), the guide rod (41) is provided with a linkage (47), when the linkage (47) is released from the constraint of the guide rod (41), the guide rod (41) naturally falls under the action of gravity, the guide rod (41) and the folding plate (44) push the telescopic push rod (46) to pass through the positioning hole (431), and the falling of the trolley is further blocked by blocking the falling of the brake block (5); If one of the telescopic push rods (46) contacts the brake block (5) during the extension, the telescopic push rod (46) can be self-adaptively contracted under the abutting of the brake block (5).

10. The passive fall arrest mechanism for use with a LIFTER of claim 9, wherein: The linkage (47) comprises an electromagnet (472), the top of the guide rail (4) is provided with a control box (48), the control box (48) is connected with the electromagnet (472), the control box (48) is used for receiving the signal sent by the travel switch (24) and alarming; the control box (48) is also used for controlling the power-on and power-off of the electromagnet (472); The position opposite to the electromagnet (472) on the guide rod (41) is provided with a magnetic attraction piece (471), when the electromagnet (472) is powered on, the magnetic attraction piece (471) is attracted to the electromagnet (472), driving the guide rod (41) to move up, when the electromagnet (472) is powered off, the magnetic attraction piece (471) and the electromagnet (472) are separated, and the guide rod (41) naturally falls under the action of its own gravity.

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