Safety tongs triggering device
By using a flexible transmission method driven by an electromagnet and a return spring, the problems of large space occupation and slow response of existing safety clamp triggering devices are solved, realizing a fast emergency braking and low-cost elevator safety clamp triggering device.
Patent Information
- Application Number
- CN202511315296.0
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-09-15
- Publication Date
- 2025-11-18
AI Technical Summary
Existing safety clamp triggering devices occupy a large space in elevator shafts, have a slow emergency braking response, and require tensioning devices and speed governors, increasing cost and complexity.
The system employs a flexible transmission method driven by electromagnets and return springs. The movement of the transmission plate is controlled by the energization and de-energization of the electromagnets, which triggers the safety clamp for emergency braking. This simplifies the structure, reduces the space occupied in the shaft, and improves the braking response speed through multiple transmission mechanisms.
It achieves rapid response during emergency braking, simplifies the structure, reduces manufacturing and maintenance costs, improves safety and flexibility, reduces damage to the transmission system, and extends service life.
Smart Images
Figure CN120964558A_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The present application relates to the elevator emergency brake technical field, especially to a safety gear trigger device. BACKGROUND
[0002] Elevators have been widely used in various high-rise buildings, such as residential buildings, commercial buildings, office buildings, and even super high-rise buildings. Whether the elevator operates safely and reliably will largely determine the safety of the passengers. Therefore, in order to improve the safety and reliability of the elevator operation, a safety gear and a safety gear trigger device are usually configured for the elevator.
[0003] The existing safety gear trigger device is a mechanical overspeed governor, which needs to be equipped with a steel wire rope and a tensioning device. When the elevator car abnormally overspeeds, the mechanical overspeed governor acts to make the steel wire rope stationary, so as to trigger the safety gear to engage the elevator guide rail, thereby achieving emergency braking of the elevator car and avoiding safety accidents.
[0004] The existing technical solution has the following defects: the existing safety gear trigger device is arranged in the entire hoistway, which occupies a large space in the vertical direction. When emergency braking, the transmission chain is long, and the braking response speed is slow. SUMMARY
[0005] In order to improve the response speed of the car emergency braking, the present application provides a safety gear trigger device.
[0006] The present application provides a safety gear trigger device, which adopts the following technical solution: A safety gear trigger device, comprising: a housing capable of being installed on a car; a first transmission plate horizontally movably installed in the housing; a first traction rope, one end of which is connected with the first transmission plate, and the other end of which is capable of being connected with a safety gear; a first electromagnet installed in the housing at one end, capable of attracting or releasing the first transmission plate; a reset spring, one end of which is fixedly connected with the inner wall of one end of the housing, and the other end of which is fixedly connected with the first transmission plate; when the first electromagnet attracts the first transmission plate, the reset spring is compressed; when the first electromagnet releases the first transmission plate, the reset spring restores the deformation to drive the first transmission plate to move away from the first electromagnet, and then trigger the safety gear through the first traction rope; a first linear actuator installed in the housing, the output shaft of which faces the first electromagnet, capable of driving the first transmission plate to move towards the first electromagnet.
[0007] By adopting the technical scheme, when the car is normally running, the first electromagnet is in an energized state, the suction force is greater than the force of the reset spring recovering deformation, the first transmission plate is adsorbed on the first electromagnet, the first traction rope is in a relaxed state, and the reset spring is compressed. When the car moves at an overspeed and needs emergency braking, the first electromagnet loses power, the first electromagnet releases the first transmission plate, the first transmission plate is driven to move away from the first electromagnet by the force of the reset spring recovering deformation, and then the first traction rope quickly triggers the safety gear, so that the safety gear engages the guide rail of the elevator, and then the car stops moving. The thrust of the first linear driver applied to the first transmission plate is greater than the force of the reset spring applied to the first transmission plate, so that the first transmission plate is attached to the first electromagnet. In this process, the first electromagnet is powered and generates suction. The first linear driver assists the first electromagnet to drive the first transmission plate to reset. Compared with the existing safety gear triggering device, the space in the vertical direction of the shaft is basically not occupied. When emergency braking, the transmission chain is very short, and the braking response speed is relatively fast. Without the need to configure a tensioning device, a speed limiter and a speed limiting rope, the structure is simpler, the manufacturing and maintenance costs are lower, the installation and debugging difficulty is lower, and the safety and flexibility are higher. The triggering process adopts a flexible transmission mode, can absorb impact load and mechanical vibration, reduces the damage of dynamic stress to the transmission system, realizes rapid force transmission and smooth cutting, significantly improves the service life and operation reliability, and the transmission process noise is low.
[0008] The application is further provided that the first transmission plate is formed with a first guide hole. Further comprising: The first guide rod is fixedly connected to the inner wall of one end of the shell at one end and passes through the first guide hole at the other end. The reset spring is sleeved on the first guide rod.
[0009] By adopting the above technical scheme, the first guide rod and the first guide hole cooperate to guide the movement direction of the first transmission plate, ensuring smooth movement.
[0010] The application is further provided that further comprising: The in-place detection sensor is installed at one end in the shell and is used to detect whether the first transmission plate moves in place.
[0011] The application is further provided that further comprising: The limiting piece is installed at one end in the shell and is used to limit the movement amplitude of the first transmission plate.
[0012] The application is further provided that the reset spring is conical, and the size of the end close to the first transmission plate is smaller than the size of the end away from the first transmission plate.
[0013] By adopting the above technical scheme, the speed of the reset spring recovering deformation is faster, and then the braking response speed is faster.
[0014] The application is further provided as follows: The first traction mechanism is installed in the shell and can be connected with the safety gear to trigger the safety gear.
[0015] The application is further provided as follows: the first traction mechanism comprises: The second transmission plate is horizontally movably installed in the shell; the second transmission plate is provided with a second guide hole; The fixed pulley is rotatably installed in the shell; The second traction rope is connected with the second transmission plate at one end and is wound around the fixed pulley to be connected with the safety gear at the other end; The second electromagnet is installed in the other end of the shell and can attract or release the second transmission plate; The disc spring is fixedly connected with the inner wall of the other end of the shell at one end and is fixedly connected with the second transmission plate at the other end; when the second electromagnet attracts the second transmission plate, the disc spring is compressed; when the second electromagnet releases the second transmission plate, the disc spring restores deformation to drive the second transmission plate to move away from the second electromagnet, and then trigger the safety gear through the second traction rope; The second linear driver is installed in the shell, and the output shaft faces the second electromagnet to drive the second transmission plate to move towards the second electromagnet; The second guide rod is fixedly connected with the inner wall of the other end of the shell at one end and passes through the second guide hole; the disc spring is sleeved on the second guide rod.
[0016] By adopting the above technical scheme, when the car moves at an overspeed and needs to be braked urgently, the second electromagnet loses power, the second electromagnet releases the second transmission plate, the second transmission plate is driven to move away from the second electromagnet by the force of the restored deformation of the disc spring, and then the safety gear is triggered through the second traction rope, so that the safety gear engages with the guide rail of the elevator, and then the car stops moving. Since the force generated by the restored deformation of the disc spring is larger, the traction force of the second traction rope applied to the safety gear is greater than the traction force of the first traction rope applied to the safety gear, which can serve as the second guarantee for emergency braking.
[0017] The application is further provided as follows: The second traction mechanism is installed in the shell and can be connected with the safety gear to trigger the safety gear.
[0018] The application is further provided as follows: the second traction mechanism comprises: The storage box is installed in the shell; The rotating shaft is rotatably installed in the storage box; The winding wheel is sleeved on the rotating shaft and can rotate with the rotating shaft; The coil spring is sleeved on the bottom end of the rotating shaft; The third traction rope is wound on the winding wheel at one end and is capable of being connected with the safety clamp at the other end; The follower plate is installed on the third traction rope; The third electromagnet is installed on the inner wall of one side of the shell and is capable of attracting or releasing the follower plate; when the third electromagnet attracts the third transmission plate, the coil spring is compressed; when the third electromagnet releases the follower plate, the coil spring restores the deformation to rotate the shaft and the winding wheel to wind the third traction rope by the force of the restoration of the deformation of the coil spring.
[0019] By adopting the above technical scheme, when the car moves at an overspeed and needs emergency braking, the third electromagnet loses power, the third electromagnet releases the follower plate, and the shaft and the winding wheel are driven to rotate by the force of the restoration of the deformation of the coil spring to wind the third traction rope. Since the speed of the restoration of the deformation of the coil spring is greater than the speed of the restoration of the deformation of the return spring 150, the third traction rope triggers the safety clamp earlier than the first traction rope, and the braking response speed is further improved.
[0020] To sum up, the beneficial technical effects of the present application are: 1. When the car is normally running, the first electromagnet is in a power-on state, the attracting force is greater than the force of the restoration of the deformation of the return spring, the first transmission plate is attracted to the first electromagnet, the first traction rope is in a relaxed state, and the return spring is compressed. When the car moves at an overspeed and needs emergency braking, the first electromagnet loses power, the first electromagnet releases the first transmission plate, and the first transmission plate is driven to move away from the first electromagnet by the force of the restoration of the deformation of the return spring, and then triggers the safety clamp through the first traction rope to make the safety clamp quickly engage the guide rail of the elevator and then stop the movement of the car. The thrust of the first linear driver applied to the first transmission plate is greater than the force of the return spring applied to the first transmission plate, which assists the first electromagnet to drive the first transmission plate to reset. Compared with the existing safety clamp triggering device, it basically does not occupy the space in the vertical direction of the shaft. When emergency braking, the transmission chain is very short, and the braking response speed is fast. There is no need to configure a tensioning device, a speed limiter and a speed limiting rope, the structure is simpler, the manufacturing and maintenance costs are lower, the installation and debugging difficulty is lower, and the safety and flexibility are higher.
[0021] 2. When the car moves at an overspeed and needs emergency braking, the second electromagnet loses power, the second electromagnet releases the second transmission plate, and the second transmission plate is driven to move away from the second electromagnet by the force of the restoration of the deformation of the disc spring, and then triggers the safety clamp through the second traction rope to make the safety clamp engage the guide rail of the elevator. Since the force generated by the restoration of the deformation of the disc spring is greater, the traction force of the second traction rope applied to the safety clamp is greater than the traction force of the first traction rope applied to the safety clamp, which can serve as the second guarantee for emergency braking.
[0022] 3. When the car is speeding and requires emergency braking, the third electromagnet is de-energized. The third electromagnet releases the follower plate, and the force of the spring restoring its deformation drives the shaft and winding wheel to rotate, thereby winding up the third traction rope. Since the spring's restoration speed is greater than that of the return spring, the third traction rope triggers the safety brake before the first traction rope, further improving the braking response speed. Attached Figure Description
[0023] Figure 1 This is a schematic diagram of one embodiment of the safety clamp triggering device; Figure 2 yes Figure 1 The diagram shows the structure of the safety clamp triggering device in use. Figure 3 This is a schematic diagram of another embodiment of the safety clamp triggering device; Figure 4 This is a schematic diagram of another embodiment of the safety clamp triggering device; Figure 5 yes Figure 4 A vertical cross-sectional view of the second traction mechanism in the safety clamp triggering device shown.
[0024] Reference numerals: 110, housing; 120, first transmission plate; 121, first connecting ear; 122, first guide hole; 123, clearance hole; 130, first traction rope; 140, first electromagnet; 150, return spring; 160, first linear actuator; 171, first guide rod; 172, position detection sensor; 173, limiting member; 174, first fixing plate; 175, second fixing plate; 176, third fixing plate; 180, first traction mechanism; 181 1811 Second transmission plate; 182 Second connecting ear; 183 Fixed pulley; 184 Second traction rope; 185 Second electromagnet; 186 Second disc spring; 187 Second linear actuator; 190 Second guide rod; 191 Second traction mechanism; 192 Storage box; 193 Rotating shaft; 194 Winding wheel; 195 Third traction rope; 196 Follower plate; 197 Third electromagnet; 200 Car; 300 Safety clamp; 400 Guide rail. Detailed Implementation
[0025] The following is in conjunction with the appendix Figures 1-5 This application will be described in further detail.
[0026] Reference Figure 1 and Figure 2The embodiment of the application discloses a safety gear triggering device, which comprises a shell 110, a first transmission plate 120, a first traction rope 130, a first electromagnet 140, a reset spring 150 and a first linear driver 160. The shell 110 can be mounted on a car 200 of an elevator. The first transmission plate 120 is made of ferromagnetic material and is horizontally movably mounted in the shell 110. One end of the first traction rope 130 is connected with the first transmission plate 120, and the other end can be connected with a safety gear 300. The first electromagnet 140 is mounted in one end of the shell 110 and can attract or release the first transmission plate 120. One end of the reset spring 150 is fixedly connected with the inner wall of one end of the shell 110, and the other end is fixedly connected with the first transmission plate 120. When the car 200 normally operates, the first electromagnet 140 is in an energized state, the attracting force is greater than the force of the reset spring 150 recovering deformation, the first transmission plate 120 is attracted to the first electromagnet 140, the first traction rope 130 is in a relaxed state, and the reset spring 150 is compressed. When the car 200 moves at an overspeed and needs to be braked in an emergency, the first electromagnet 140 loses electricity, the first electromagnet 140 releases the first transmission plate 120, the first transmission plate 120 is driven to move away from the first electromagnet 140 by the force of the reset spring 150 recovering deformation, and then the safety gear 300 is triggered through the first traction rope 130, so that the safety gear 300 engages with a guide rail 400 of the elevator, and then the car 200 stops moving. The first linear driver 160 is mounted in the shell 110, the output shaft faces the first electromagnet 140, and the first linear driver 160 can drive the first transmission plate 120 to move towards the first electromagnet 140. The thrust force of the first linear driver 160 applied to the first transmission plate 120 is greater than the force of the reset spring 150 applied to the first transmission plate 120, so that the first transmission plate 120 is attached to the first electromagnet 140, and in this process, the first electromagnet 140 is powered and generates an attracting force. The first linear driver 160 assists the first electromagnet 140 to drive the first transmission plate 120 to reset. Compared with the existing safety gear triggering device, the device basically does not occupy the space in the vertical direction of the hoistway. When the car 200 is braked in an emergency, the transmission chain is extremely short, and the braking response speed is relatively fast. The device does not need to be provided with a tensioning device, a speed limiter and a speed limiting rope, the structure is simpler, the manufacturing and maintenance costs are lower, the installation and debugging difficulty is lower, and the safety and flexibility are higher. The triggering process adopts a flexible transmission mode, can absorb impact load and mechanical vibration, reduces the damage of dynamic stress to the transmission system, realizes rapid force transmission and smooth cutting, significantly improves the service life and the reliability of operation, and the transmission process noise is low.
[0027] It should be noted that the safety clamp 300 can be installed at the top or bottom of the car 200. Therefore, the safety clamp triggering device can be installed at the top or bottom of the car 200 to ensure a sufficiently short drive chain. Alternatively, the safety clamp triggering device can be installed on the outer wall of one side of the car 200. Typically, there are two safety clamps 300, installed on opposite sides of the top or bottom of the car 200. Correspondingly, there are two first traction ropes 130. One end of one first traction rope 130 is connected to one end of the first transmission plate 120, and the other end is connected to one of the safety clamps 300. One end of the other first traction rope 130 is connected to the other end of the first transmission plate 120, and the other end is connected to the other safety clamp 300. The corresponding safety clamps 300 are operated by the two first traction ropes 130.
[0028] Preferably, the housing 110 is detachably connected to the car 200 to facilitate the disassembly, replacement, and installation of the safety clamp triggering device.
[0029] Preferably, the opposite ends of the side of the first transmission plate 120 away from the first electromagnet 140 are respectively provided with first connecting ears 121, which are connected to the corresponding ends of the first traction rope 130. The opposite ends of the first transmission plate 120 are respectively provided with relief holes 123 for the corresponding ends of the first traction rope 130 to pass through.
[0030] Preferably, each first traction rope 130 is a steel wire rope.
[0031] like Figure 1 As shown, in one embodiment, a first guide hole 122 is formed on the first transmission plate 120. The safety clamp triggering device also includes a first guide rod 171. One end of the first guide rod 171 is fixedly connected to the inner wall of one end of the housing 110, and the other end passes through the first guide hole 122. The first guide rod 171 and the first guide hole 122 cooperate to guide the movement direction of the first transmission plate 120, ensuring smooth movement. A return spring 150 is sleeved on the first guide rod 171.
[0032] Preferably, there are two return springs 150, which are fixedly connected to opposite ends of the side of the first transmission plate 120 near the first electromagnet 140, respectively. This improves the load capacity, and the load borne by each return spring 150 is more even, which can effectively avoid the risk of overload failure of a single return spring 150 and extend the service life of the return spring 150. Correspondingly, there are also two first guide rods 171, with first guide holes 122 formed at opposite ends of the first transmission plate 120.
[0033] Preferably, the first linear driver 160 can be an electric push rod, which does not need working medium to work. The first linear driver 160 can also be a pneumatic cylinder or a hydraulic cylinder, which precisely controls the action of the first linear driver 160 by precisely controlling the inflow and outflow of the working medium.
[0034] Preferably, the safety clamp triggering device further comprises a position detection sensor 172, a limiting piece 173, a first fixed plate 174, a second fixed plate 175 and a third fixed plate 176. The position detection sensor 172 is installed at one end in the housing 110, and is used to detect whether the first transmission plate 120 moves to position. It should be noted that when the first transmission plate 120 moves towards the first electromagnet 140 and contacts the position detection sensor 172, the position detection sensor 172 transmits a position signal to the controller, and the first linear driver 160 stops working under the control of the controller. The limiting piece 173 is installed at one end in the housing 110, and is used to limit the movement amplitude of the first transmission plate 120. It should be noted that when the first transmission plate 120 moves towards the first electromagnet 140 and contacts the limiting piece 173, it can no longer continue to move, preventing over-movement. The first fixed plate 174 is installed at one end in the housing 110, and is used to fix the position detection sensor 172. The second fixed plate 175 is two, which are respectively installed at the middle part of the housing 110, and are fixedly connected with the two guide rods away from the housing 110 one by one, and are used to support the guide rods. The third fixed plate 176 is installed at the middle part of the housing 110, and is used to fix the first linear driver 160.
[0035] Preferably, the position detection sensor 172 is a contact type position detection sensor 172.
[0036] Preferably, the limiting piece 173 is detachably connected with the housing 110 by screw connection, plug-in connection or clamping connection, so as to facilitate the disassembly and assembly of the limiting piece 173.
[0037] Preferably, the first fixed plate 174, the second fixed plate 175 and the third fixed plate 176 are respectively detachably connected with the housing 110 by screw connection, plug-in connection or clamping connection, so as to facilitate the disassembly and assembly of the first fixed plate 174, the second fixed plate 175 and the third fixed plate 176.
[0038] Preferably, the reset spring 150 is conical, and the size of the end close to the first transmission plate 120 is smaller than the size of the end away from the first transmission plate 120. In this way, the reset spring 150 restores the deformation faster, and thus the brake response speed is faster.
[0039] Preferably, the attraction force generated by the first electromagnet 140 is 250N, the maximum force exerted by the two return springs 150 on the first transmission plate 120 is 200N, and the thrust of the first linear actuator 160 is 300N, so as to ensure that the first transmission plate 120 can be reliably reset.
[0040] Reference Figure 3In another embodiment, the safety clamp triggering device further includes a first traction mechanism 180. The first traction mechanism 180 is installed within the housing 110 and can be connected to the safety clamp 300 to trigger it. The traction force applied to the safety clamp 300 by the first traction mechanism 180 is greater than the traction force applied to the safety clamp 300 by the first traction rope 130, serving as a second layer of protection for emergency braking and significantly improving the stability and reliability of emergency braking. The first traction mechanism 180 includes a second transmission plate 181, a fixed pulley 182, a second traction rope 183, a second electromagnet 184, a disc spring 185, a second linear actuator 186, and a second guide rod 187. The second transmission plate 181 is made of ferromagnetic material and is horizontally movable within the housing 110. A second guide hole is formed on the second transmission plate 181. The fixed pulley 182 is rotatably installed within the housing 110 to change the direction of movement of the second traction rope 183. One end of the second traction rope 183 is connected to the second transmission plate 181, and the other end, after passing through the fixed pulley 182, can be connected to the safety clamp 300. The second electromagnet 184 is installed inside the housing 110 at the other end, capable of attracting or releasing the second transmission plate 181. One end of the disc spring 185 is fixedly connected to the inner wall of the other end of the housing 110, and the other end is fixedly connected to the second transmission plate 181. When the car 200 is running normally, the second electromagnet 184 is energized, and the attraction force is greater than the force of the disc spring 185 restoring its deformation. The second transmission plate 181 is attracted to the second electromagnet 184, the second traction rope 183 is in a slack state, and the disc spring 185 is compressed. When the car 200 overspeeds and requires emergency braking, the second electromagnet 184 is de-energized, releasing the second transmission plate 181. The force of the disc spring 185 restoring its deformation drives the second transmission plate 181 away from the second electromagnet 184, which in turn triggers the safety clamp 300 via the second traction rope 183. This safety clamp 300 then engages the elevator guide rail 400, bringing the car 200 to a stop. Because the force generated by the disc spring 185 restoring its deformation is greater, the traction force applied to the safety clamp 300 by the second traction rope 183 is greater than that applied to the safety clamp 300 by the first traction rope 130, serving as a second layer of protection in emergency braking. The second linear actuator 186 is installed inside the housing 110, with its output shaft facing the second electromagnet 184, and can drive the second transmission plate 181 towards the second electromagnet 184. The thrust applied by the second linear actuator 186 to the second transmission plate 181 is greater than the force applied by the disc spring 185 to the second transmission plate 181, causing the second transmission plate 181 to adhere to the second electromagnet 184. During this process, the second electromagnet 184 is energized, generating a suction force. The second linear actuator 186 assists the second electromagnet 184 in driving the second transmission plate 181 to reset. One end of the second guide rod 187 is fixedly connected to the inner wall of the other end of the housing 110, and the other end passes through the second guide hole.The second guide rod 187 cooperates with the second guide hole to guide the movement direction of the second transmission plate 181, ensuring smooth movement. A disc spring 185 is sleeved on the second guide rod 187.
[0041] Preferably, there are two second traction ropes 183. One end of one second traction rope 183 is connected to one end of the second transmission plate 181, and the other end is connected to one of the safety clamps 300. One end of the other second traction rope 183 is connected to the other end of the second transmission plate 181, and the other end is connected to the other safety clamp 300. The corresponding safety clamps 300 are operated by the two second traction ropes 183. Second connecting ears 1811 are formed at opposite ends of the side of the second transmission plate 181 near the second electromagnet 184, and are connected to the corresponding ends of the second traction ropes 183 through the second connecting ears 1811.
[0042] Preferably, each second traction rope 183 is a steel wire rope.
[0043] Preferably, there are two disc springs 185, which are fixedly connected to opposite ends of the side of the second transmission plate 181 near the second electromagnet 184, respectively, which improves the load capacity, makes the load borne by each disc spring 185 more even, and extends the service life of the disc spring 185. There are also two second guide rods 187, with second guide holes formed at opposite ends of the second transmission plate 181.
[0044] Preferably, the second linear actuator 186 can be an electric actuator, which does not require a working medium to operate. The second linear actuator 186 can also be a cylinder or a hydraulic cylinder, which precisely controls the operation of the second linear actuator 186 by precisely controlling the inflow and outflow of the working medium.
[0045] Reference Figure 4 and Figure 5In another embodiment, the safety clamp triggering device further includes a second traction mechanism 190. The second traction mechanism 190 is installed within the housing 110 and can be connected to the safety clamp 300 to trigger the safety clamp 300 more quickly, further improving braking response speed. The second traction mechanism 190 includes a storage box 191, a rotating shaft 192, a winding reel 193, a coil spring 194, a third traction rope 195, a follower plate 196, and a third electromagnet 197. The storage box 191 is installed within the housing 110. The rotating shaft 192 is rotatably installed within the storage box 191. The winding reel 193 is sleeved on the rotating shaft 192 and can rotate with the rotating shaft 192. The coil spring 194 is sleeved on the bottom end of the rotating shaft 192. One end of the third traction rope 195 is wound around the winding reel 193, and the other end can be connected to the safety clamp 300. The follower plate 196 is made of ferromagnetic material and is installed on the third traction rope 195. The third electromagnet 197 is installed on the inner wall of one side of the housing 110, capable of attracting or releasing the follower plate 196. During normal operation of the car 200, the third electromagnet 197 is energized, and its attraction force is greater than the force of the spring 194 restoring its deformation. The follower plate 196 is attracted to the second electromagnet 184, the third traction rope 195 is slack, and the spring 194 is compressed. When the car 200 overspeeds and requires emergency braking, the third electromagnet 197 is de-energized, releasing the follower plate 196. The force of the spring 194 restoring its deformation drives the rotating shaft 192 and the winding wheel 193 to rotate, thereby winding the third traction rope 195. Because the speed at which the spring 194 restores its deformation is greater than the speed at which the return spring 150 restores its deformation, the third traction rope 195 triggers the safety brake 300 before the first traction rope 130, further improving the braking response speed.
[0046] Preferably, there are two of each of the following components: storage box 191, rotating shaft 192, winding reel 193, coil spring 194, third traction rope 195, follower plate 196, and third electromagnet 197. Two rotating shafts 192 are installed inside the storage boxes 191, corresponding one-to-one with the two storage boxes 191. Two winding reels 193 are sleeved on the rotating shafts 192, corresponding one-to-one with the two rotating shafts 192, and can rotate with the corresponding rotating shaft 192. Two coil springs 194 are sleeved on the bottom end of the rotating shafts 192, corresponding one-to-one with the two rotating shafts 192. One end of one third traction rope 195 is wound around one of the winding reels 193, and the other end is connected to one of the safety clamps 300. One end of the other third traction rope 195 is wound around the other winding reel 193, and the other end is connected to the other safety clamp 300. Two follower plates 196 are installed on the third traction ropes 195, corresponding one-to-one with the two third traction ropes 195. Two third electromagnets 197 are respectively installed on the inner walls of opposite sides of the housing 110, and can respectively attract or release the corresponding follower plate 196. The corresponding safety clamps 300 are operated by two third traction ropes 195.
[0047] Preferably, each third traction rope 195 is a steel wire rope.
[0048] The implementation principle of this embodiment is as follows: When the car 200 is running normally, the first electromagnet 140 is energized, and its attraction force is greater than the force of the return spring 150 to restore its deformation. The first transmission plate 120 is attracted to the first electromagnet 140, the first traction rope 130 is in a slack state, and the return spring 150 is compressed. When the car 200 exceeds its speed and requires emergency braking, the first electromagnet 140 is de-energized, and the first electromagnet 140 releases the first transmission plate 120. With the help of the force of the return spring 150 to restore its deformation, the first transmission plate 120 is driven away from the first electromagnet 140, thereby triggering the safety clamp 300 through the first traction rope 130. The safety clamp 300 then engages the elevator guide rail 400, thereby stopping the car 200. The thrust applied to the first transmission plate 120 by the first linear actuator 160 is greater than the force applied to the first transmission plate 120 by the return spring 150, assisting the first electromagnet 140 in driving the first transmission plate 120 to reset. Compared to existing safety brake triggering devices, this design occupies virtually no vertical space in the hoistway. During emergency braking, the transmission chain is extremely short, resulting in a faster braking response. It eliminates the need for tensioning devices, speed governors, and speed-limiting ropes, simplifying the structure, reducing manufacturing and maintenance costs, simplifying installation and debugging, and enhancing safety and flexibility. When the car 200 overspeeds and requires emergency braking, the second electromagnet 184 de-energizes, releasing the second transmission plate 181. The force of the disc spring 185 restoring its deformation drives the second transmission plate 181 away from the second electromagnet 184, which in turn triggers the safety brake 300 via the second traction rope 183. This causes the safety brake 300 to engage with the elevator guide rail 400, bringing the car 200 to a stop. Because the force generated by the disc spring 185 restoring its deformation is greater, the traction force applied to the safety brake 300 by the second traction rope 183 is greater than that applied to the safety brake 300 by the first traction rope 130, serving as a second layer of protection in emergency braking. When the car 200 exceeds its speed and requires emergency braking, the third electromagnet 197 is de-energized. The third electromagnet 197 releases the follower plate 196, and with the force of the spring 194 restoring its deformation, it drives the rotating shaft 192 and the winding wheel 193 to rotate, thereby winding the third traction rope 195. Since the speed at which the spring 194 restores its deformation is greater than the speed at which the return spring 150 restores its deformation, the third traction rope 195 triggers the safety brake 300 before the first traction rope 130, further improving the braking response speed.
[0049] The embodiments described herein are preferred embodiments of the present invention and are not intended to limit the scope of protection of the present invention. Therefore, all equivalent changes made in accordance with the structure, shape, and principle of the present invention should be covered within the scope of protection of the present invention.
Claims
1. A safety clamp triggering device, characterized in that, include: The housing (110) can be installed on the car (200); The first transmission plate (120) is horizontally movable and installed inside the housing (110); The first traction rope (130) is connected at one end to the first transmission plate (120) and at the other end to the safety clamp (300); The first electromagnet (140) is installed at one end inside the housing (110) and is capable of attracting or releasing the first transmission plate (120). A return spring (150) is fixedly connected at one end to the inner wall of one end of the housing (110) and at the other end to the first transmission plate (120). When the first electromagnet (140) attracts the first transmission plate (120), the return spring (150) is compressed. When the first electromagnet (140) releases the first transmission plate (120), the return spring (150) returns to its original shape, thereby driving the first transmission plate (120) away from the first electromagnet (140) and triggering the safety clamp (300) through the first traction rope (130). A first linear actuator (160) is installed inside the housing (110), with its output shaft facing the first electromagnet (140), and is capable of driving the first transmission plate (120) to move toward the first electromagnet (140).
2. The safety clamp triggering device according to claim 1, characterized in that, A first guide hole (122) is formed on the first transmission plate (120); Also includes: The first guide rod (171) has one end fixedly connected to the inner wall of one end of the housing (110), and the other end passes through the first guide hole (122); the first guide rod (171) is fitted with the reset spring (150).
3. The safety clamp triggering device according to claim 1, characterized in that, Also includes: A positioning detection sensor (172) is installed at one end inside the housing (110) to detect whether the first transmission plate (120) has moved into position.
4. The safety clamp triggering device according to claim 1, characterized in that, Also includes: A limiting member (173) is installed at one end inside the housing (110) to limit the range of motion of the first transmission plate (120).
5. The safety clamp triggering device according to claim 1, characterized in that, The return spring (150) is tapered, and the size of the end near the first transmission plate (120) is smaller than the size of the end away from the first transmission plate (120).
6. The safety clamp triggering device according to claim 1, characterized in that, Also includes: A first traction mechanism (180) is installed inside the housing (110) and can be connected to the safety clamp (300) to trigger the safety clamp (300).
7. The safety clamp triggering device according to claim 6, characterized in that, The first traction mechanism (180) includes: The second transmission plate (181) is horizontally movable and installed inside the housing (110); a second guide hole is formed on the second transmission plate (181); A fixed pulley (182) is rotatably mounted inside the housing (110); The second traction rope (183) is connected at one end to the second transmission plate (181) and at the other end, it can be connected to the safety clamp (300) by passing around the fixed pulley (182); The second electromagnet (184) is installed at the other end inside the housing (110) and is capable of attracting or releasing the second transmission plate (181). A disc spring (185) is fixedly connected at one end to the inner wall of the other end of the housing (110) and at the other end to the second transmission plate (181). When the second electromagnet (184) attracts the second transmission plate (181), the disc spring (185) is compressed. When the second electromagnet (184) releases the second transmission plate (181), the disc spring (185) restores its deformation to drive the second transmission plate (181) away from the second electromagnet (184), thereby triggering the safety clamp (300) through the second traction rope (183). The second linear actuator (186) is installed inside the housing (110), with its output shaft facing the second electromagnet (184), and is capable of driving the second transmission plate (181) to move toward the second electromagnet (184). The second guide rod (187) has one end fixedly connected to the inner wall of the other end of the housing (110), and the other end passes through the second guide hole; the disc spring (185) is sleeved on the second guide rod (187).
8. The safety clamp triggering device according to claim 1, characterized in that, Also includes: The second traction mechanism (190) is installed inside the housing (110) and can be connected to the safety clamp (300) to trigger the safety clamp (300).
9. The safety clamp triggering device according to claim 8, characterized in that, The second traction mechanism (190) includes: A storage box (191) is installed inside the housing (110); A pivot (192) is rotatably mounted inside the storage box (191); The take-up reel (193) is sleeved on the rotating shaft (192) and can rotate with the rotating shaft (192); A coil spring (194) is sleeved on the bottom end of the rotating shaft (192); The third traction rope (195) has one end wound around the winding reel (193) and the other end can be connected to the safety clamp (300); The follower plate (196) is installed on the third traction rope (195); The third electromagnet (197) is installed on the inner wall of one side of the housing (110) and can attract or release the follower plate (196); when the third electromagnet (197) attracts the third transmission plate, the coil spring (194) is compressed; when the third electromagnet (197) releases the follower plate (196), the coil spring (194) returns to its original shape so as to trigger the safety clamp (300) through the third traction rope (195).