Self-locking anti-falling elevator

Abstract

The invention belongs to the technical field of elevator falling prevention, and particularly relates to a self-locking anti-falling elevator which comprises a safety tongs mounting plate, main structures are symmetrically clamped and mounted on the end face of the side, close to the gravity, of the safety tongs mounting plate, an anti-falling structure is arranged on the side, close to the gravity, of each main structure, and a cleaning structure is arranged outside the safety tongs mounting plate; when the brake clearance is abnormal (insufficient compensation or excessive compensation trigger), the driving caliper arm is pulled through the steel wire rope, relative clamping is generated between the brake wedge block in the progressive safety caliper and the guide rail, and no matter whether the brake wedge block fails to brake the guide rail or not, the cable always changes the traction wheel to a set angle range, so that the safety of the safety caliper is ensured. And finally, the elastic floating clamping mechanical chain transmission of the brake clamping plate to the guide rail is realized through whether the Z-section rack is meshed with the brake gear or not, and the limitation of a fixed indexing value is avoided.

Description

TECHNICAL FIELD

[0001] The application belongs to the technical field of elevator anti-falling, and particularly relates to a self-locking anti-falling type lifting elevator. BACKGROUND

[0002] The elevator anti-falling structure is an elevator core safety protection system, which is designed through mechanical and electrical linkage to prevent the car from falling at a high speed, falling accidentally or falling back to the layer after hitting the top due to failure of the traction system, broken steel wire rope and malfunction of the brake, and is the last key defense line for protecting the safety of passengers in the car. The progressive safety clamp is a braking execution unit of the anti-falling device, and after the speed limiter is triggered, the steel wire rope clamped pulls the pulling rod of the safety clamp, the pulling rod drives the wedge to move along the inclined surface of the wedge seat until the wedge is pressed against the guide rail of the elevator, the braking resistance is generated by the friction between the wedge and the guide rail, the car is slowed down and stopped, and compared with the instantaneous safety clamp, the elastic buffer mechanism and the brake gap automatic compensation device are additionally arranged in the progressive safety clamp, the braking process is stable, the deceleration is uniform, and the impact force is small, so the progressive safety clamp is the mainstream configuration at present. However, the brake gap automatic compensation device in the progressive safety clamp has the problem of stepped compensation precision, that is, the current mainstream brake gap automatic compensation device adopts the mechanical structure of the ratchet, the ratchet wheel or the eccentric wheel and the clamping groove, the compensation amount of the compensation device is determined by the minimum division unit of the mechanical meshing pair, and the essence is discrete stepped compensation rather than continuous linear compensation. Taking the ratchet-wheel structure as an example for description: Each tooth pitch of the ratchet wheel corresponds to a fixed compensation stroke, and the wear of the brake pad is continuous, when the wear amount does not reach the division value of one tooth pitch, the compensation device cannot be triggered, and "under-compensation" occurs. When the wear amount exceeds one tooth pitch, the device compensates one division value at a time, if the wear amount is 0.2 mm but the division value is 0.3 mm, "over-compensation" occurs, the gap between the wedge and the guide rail is directly lower than the lower limit of 0.5 mm of the national standard, and the safety clamp is mislocked. SUMMARY

[0003] In order to solve the above problems, the application adopts the following technical scheme, a self-locking anti-falling type lifting elevator, which comprises a safety clamp mounting plate, the safety clamp mounting plate is symmetrically connected and mounted with a main body structure at the gravity side end face, the main body structure is provided with an anti-falling structure at the gravity side, and the safety clamp mounting plate is externally provided with a cleaning structure. The anti-falling structure comprises: A clamp body base is symmetrically arranged in the space at the gravity side of the safety clamp mounting plate. A cable joint is symmetrically arranged in the middle region of the clamp body base away from the gravity side. Ear plates, two in a group, are symmetrically snapped onto both ends of the clamp body base near the gravity side. An inner support plate is located between the two ear plates and is snap-fitted to the clamp body base; An angle post is rotatably fitted between the two ear plates in the same group and penetrates the inner support plate; The outer pull guide wheel is snapped onto the outer wall of the corner post and is located between the inner support plate and the ear plate on the side opposite to the centerline of the safety clamp mounting plate.

[0004] Preferably, the clamp base has a rectangular corner support plate snapped onto its end face near the gravity side, with two corner support plates forming a group. Furthermore, the corner support plate is closer to the middle of the clamp base than the ear plate. A compensation plate snapped onto the clamp base is provided between the two corner support plates in the same group. A transmission rod passing through the compensation plate is rotatably installed between the two corner support plates in the same group. A traction wheel snapped onto the transmission rod is provided between the compensation plate and one of the corner support plates, and the traction wheel and the outer guide wheel are directly opposite each other. A torsion spring sleeved on the outer wall of the transmission rod is snapped onto the corner support plate near the center line of the safety clamp mounting plate and the compensation plate. Cables are wound and snapped onto the outer wall of the traction wheel, with at least two cables forming a group. The cables are tensioned and guided by the outer guide wheel. The other end of the cable is snapped onto a cable connector. A cable bundle plate is snapped onto the outer walls of the cables in the same group. Drive gears are snapped onto the outer walls of both ends of the transmission rod.

[0005] Preferably, an angle plate is snapped onto the end face of the clamp base near the gravity side, and the angle plate has an L-shaped cross-section. A partition plate is snapped onto the middle position of the inner wall of the vertical section of the angle plate. A short guide rail is symmetrically snapped onto the end of the partition plate away from the vertical section of the angle plate. A long guide rail is snapped onto the side of the partition plate near the vertical section of the angle plate. A main rack that meshes with the drive gear is slidably snapped onto the inner wall of the short gear. A secondary rack is slidably snapped onto the inner wall of the long guide rail. An angle plate that is slidably snapped onto the middle position of the end face of the main rack away from the short guide rail is snapped onto the middle position of the end face of the main rack that is slidably snapped onto the partition plate.

[0006] Preferably, a compensation box is provided on the side of the corner plate away from the partition plate. The outer wall of the compensation box is fitted with symmetrically distributed open plates, and the open plates near the short rack are fitted with the corner plate and slidably fitted with the partition plate. A support plate is slidably fitted on the inner wall of the compensation box away from the center line of the clamp base. A compensation rod that is slidably fitted with the compensation box is fitted through the middle of the support plate. A return spring is sleeved on the outer wall of the compensation rod between the support plate and the inner wall of the compensation box.

[0007] Preferably, a slotted frame is snapped onto the end of the compensating rod away from the support plate. A tooling wheel is rotatably mounted between the opposite faces of the slotted frame away from the compensating box via a rotating shaft. A drive gear is snapped onto the middle of the outer wall of the tooling wheel, and the diameter of the drive gear is smaller than the outer diameter of the tooling wheel. A driven gear that rotatably engages with the slotted frame is positioned opposite the drive gear on the side of the drive gear near the compensating box. A symmetrically distributed slide rail is snapped onto the horizontal section of the partition plate and the corner plate, and the slide rail is located between the driven gear and the horizontal section of the slotted frame. A Z-segment rack is slidably snapped onto the end of the slide rail near the partition plate via a spring rod.

[0008] Preferably, the horizontal sections of the partition plate and the corner plate are symmetrically provided with bearing seats that are snapped onto the inner wall of the vertical section of the corner plate. An angle shaft is rotatably mounted at the center of the bearing seat. A brake gear is snapped onto the outer wall of the end of the angle shaft away from the vertical section of the corner plate. A brake rack is meshed with the brake gear on the side closer to gravity. A spring damping plate is snapped onto the end face of the brake rack away from the brake gear. A support strip plate that is snapped onto the horizontal section of the corner plate is slidably snapped onto the outer wall of the end of the spring damping plate away from the brake gear. A brake clamp plate that is slidably assembled with the horizontal section of the corner plate is snapped onto the end of the spring damping plate away from the brake rack.

[0009] Preferably, the safety clamp mounting plate is positioned opposite the gravity-dependent side of the space, with a car door symmetrically arranged on the outer wall of the car. A guide rail bracket is snapped into the middle of the end face of the car opposite the gravity-dependent side, and a car bracket is snapped into the end face of the car opposite the guide rail bracket. A car fixing frame is snapped into the outer wall of the car, and the car fixing frame is U-shaped. A guide rail is positioned opposite the vertical section of the car fixing frame, and angle steel beams are evenly snapped into the outer wall of the guide rail away from the car in an array. The angle steel beams are fixedly connected to the inner wall of the external shaft.

[0010] Preferably, the main structure includes: The lower beam of the car frame is located on the side of the safety clamp mounting plate away from the car and is slidably snapped together with the guide rail; in addition, the lower beam of the car frame is snapped together with the outer wall of the corner plate. The clamp body is symmetrically snapped onto the end face of the safety clamp mounting plate near the lower beam of the car frame; in addition, the end face of the clamp body away from the car is snapped onto the clamp body base. The guide wedges are symmetrically arranged inside the clamp body via a spring-buffered structure. The brake wedge is slidably snapped onto the middle position of the end face of the guide wedge near the center line of the caliper body. The pull plate is snapped onto the end face of the brake wedge block near the guide rail. The clamp arm rod is installed in a plug-in rotating fit at the end of the clamp body away from the lower beam of the car frame; The driven clamp arms are symmetrically snapped onto the outer wall of the clamp arm rod; The active clamp arm is snapped onto the outer wall of one end of the clamp arm rod; The wire rope is installed in a plug-in clamp at the end of the active clamp arm away from the clamp body, and the wire rope is connected to an external overspeed limiter.

[0011] Preferably, the cleaning structure includes: The guide shoe seat is symmetrically snapped onto the end face of the car fixed frame away from the car support and the end face of the lower beam of the car frame away from the car support; The guide shoe wheels are arranged in groups of three and are mounted on the end face of the guide shoe seat via a rotating shaft. Furthermore, the three guide shoe wheels in the same group are arranged in a triangular pattern, and the guide shoe wheels are slidably engaged with the guide rail at different end faces. The hanging plate is arranged in groups of three, corresponding one-to-one with the position of the guide shoe wheel, and is only snapped into the end face of the two guide shoe seats closest to the gravity side. Ear seat, snap-fitted and installed on the end face of the hanging plate opposite to the car; The shock-absorbing spring rod is slidably snapped into place at the middle position of the end of the ear seat away from the hanging plate. The corner shovel is snapped onto the end of the shock-absorbing spring rod near the guide rail, and the cross-sectional shape of the corner shovel is an isosceles trapezoid. At the same time, the two outer walls of the corner shovel that are opposite to gravity are molded.

[0012] Preferably, the safety clamp mounting plate, the lower beam of the car frame, the clamp body, the clamp body base, the partition plate, the horizontal section of the corner plate, and the guide shoe seat all have corresponding openings at the working end of the guide rail.

[0013] A self-locking fall protection compensation method for elevators exceeding displacement limits involves implementing a fall protection stop using one of the aforementioned self-locking fall protection elevators. The specific steps are as follows: S1: First, when the elevator falls, the active clamp arm is pulled up by the wire rope. Then, the aforementioned action is transmitted to the driven clamp arm through the clamp arm rod. After that, under the pulling action of the driven clamp arm (in specific implementation, the pulling rod and the driven clamp arm can be connected by the pulling rod), the traction plate causes the brake wedges to move to a predetermined depth in the direction away from gravity under the further guiding action of the guide wedge plate, until the symmetrically distributed brake wedges contact the end face of the guide rail and maintain a certain interaction force. There are two scenarios in this process: First, the automatic gap braking compensation device inside the progressive safety gear does not experience "insufficient compensation" or "overcompensation", that is, the safety gear can achieve a safe stop at a predetermined cycle and speed - at this time, the self-locking fall protection compensation scheme is not triggered. 2. The automatic compensation device for gap braking cannot achieve precise compensation, resulting in a braking gap between the brake wedge and the working surface of the guide rail (in practice, there is a detection lag, and jamming or over-compensation of the compensation mechanism may occur between two inspections. If an abnormal gap occurs during this period, the safety gear may suddenly malfunction during elevator operation) - triggering the self-locking anti-fall compensation scheme. S2: Next, the brake wedge pulls the cable through the cable connector. Under the guidance and tension of the outer pull guide wheel, the cable pulls the pull wheel. Under the synchronous influence of the pull wheel, the transmission rod controls the drive gear to rotate a predetermined angle or number of turns. After that, under the meshing action of the drive gear, the main rack synchronously controls the angle plate to drive the open plate (one side) to move to a predetermined depth on the guide rail until the tooling wheel contacts the end face of the guide rail. During this process, the open wrench drives the tooling wheel to make a predetermined depth of relative contact with the end face of the guide rail until the driven gear meshes with the Z-segment rack (initially, the two are in a tangential non-meshing state). After that, the driving gear continuously deepens the meshing degree with the driven gear under the synchronous action of the tooling wheel until the Z-segment rack meshes with the brake gear (and whether the Z-segment rack meshes with the brake gear is the criterion for whether the aforementioned self-locking anti-fall scheme is activated). S3: Finally, the brake rack is driven by the brake gear and further guided by the support plate, which controls the spring damping plate to move in the direction of the guide rail until the brake clamping plate and the guide rail working surface are relatively elastically floating and clamped. On the one hand, it can ensure relative clamping and realize emergency braking and safe stopping in case of failure of the elevator anti-fall system; on the other hand, it can dynamically adapt to the braking needs in multiple scenarios and provide safer and more scientific braking and stopping solutions. Furthermore, for scenarios where there are local impurities on the guide rail end face, since the contact time and contact area between the tooling wheel and the impurities are relatively limited, and by reasonably setting the relative interval between the Z-segment rack and the brake gear, it is possible to effectively prevent external impurities from accidentally triggering the aforementioned self-locking emergency fall protection compensation scheme. This not only provides the starting accuracy of the self-locking fall protection, but also significantly improves the relative service life of the self-locking mechanism.

[0014] The present invention has the following beneficial effects: 0. When there is an abnormality in the braking gap (insufficient or excessive compensation triggers), the present invention pulls the active clamp arm with a steel wire rope, causing the brake wedge inside the progressive safety clamp to clamp relative to the guide rail. Regardless of whether the brake wedge fails to brake the guide rail, the cable always changes the pull wheel to a predetermined angle range. Finally, through the engagement between the Z-segment rack and the brake gear, the elastic floating clamping mechanical chain of the brake plate on the guide rail is transmitted, without fixed index value limitation. That is, by cooperating with the elastic floating structure between the spring damping plate and the brake pad, the clamping force and clearance are linearly matched, completely avoiding the discrete characteristics of the stepped compensation; freeing itself from the constraint of the smallest division unit in the compensation process, it can accurately match any amount of wear of the brake pad, so that it will not cause brake failure due to "insufficient compensation" nor cause false locking due to "overcompensation" causing the clearance to fall below the national standard lower limit.

[0015] 2. This invention combines the elastic combination of spring damping plate and brake clamping plate, which has the dual functions of stable clamping and impact buffering. It can not only provide a continuous and stable clamping force for braking, but also absorb braking impact by relying on the damping effect of spring. At the moment of car braking, the spring makes rigid contact with the guide rail through the elastic deformation buffer wedge, so that the braking deceleration is accurately and stably within the predetermined range, completely avoiding the problem of severe braking impact that is easily caused by traditional rigid compensation structure. Meanwhile, it can meet the needs of dynamic adaptive scenarios under multiple working conditions: when the car is fully loaded (the instantaneous relative displacement is large), the spring compression increases under pressure, and the clamping force increases simultaneously to ensure that the braking performance meets the heavy-load braking requirements; when the car is unloaded (the instantaneous relative displacement is small), the spring compression decreases, and the clamping force is moderate and gentle to avoid excessive braking that causes the car to shake, and to ensure the stability and reliability of the braking process under different working conditions.

[0016] 3. Based on filtering the interference of impurities through the point contact of the tooling wheel, this invention further provides multiple judgment environments through the dual threshold design of the meshing between the Z-segment rack and the driven gear, and the meshing between the Z-segment rack and the brake gear. Moreover, the self-locking compensation is only triggered when the displacement of the tooling wheel reaches a predetermined depth. The small displacement caused by impurities cannot meet the anti-fall conditions and is automatically covered by the temporary movement of the mechanical structure, which helps to reduce the probability of accidental contact.

[0017] 4. This invention constructs a dual redundant protection mechanism of traditional compensation + self-locking compensation by setting up a parallel protection system independent of traditional compensation mechanisms. At the same time, it provides a fail-safe solution through full mechanical linkage: the implementation of the self-locking fall protection technology relies entirely on mechanical structures such as cables, brake gears, brake racks, and spring damping plates to transmit power, without the need for electrical control assistance. Even if the elevator electrical system fails, self-locking compensation can still be triggered by mechanical displacement, forming a multi-layered fall protection line that is significantly different from the existing traditional compensation-based system. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the overall structure of the present invention.

[0019] Figure 2 This is an appendix to the present invention. Figure 1 Right view of the middle structure.

[0020] Figure 3This is a three-dimensional view of the main structure, fall protection structure, and cleaning structure of the present invention.

[0021] Figure 4 This is a three-dimensional view of the main structure and partial structure of the fall protection structure of the present invention.

[0022] Figure 5 This is a three-dimensional view of a partial structure of the main body of the present invention.

[0023] Figure 6 This is a three-dimensional view of a partial structure of the fall protection structure in this invention.

[0024] Figure 7 This is an appendix to the present invention. Figure 6 Left view of the middle structure.

[0025] Figure 8 This is an appendix to the present invention. Figure 6 A bottom view of a partial structure in the middle.

[0026] Figure 9 This is an appendix to the present invention. Figure 6 A three-dimensional view of a partial structure.

[0027] Figure 10 This is a three-dimensional assembly drawing of the compensation box and its partial structures in this invention.

[0028] Figure 11 This is a plan view of the internal structure of the compensation box in this invention.

[0029] Figure 12 This is a plan view of the cleaning structure in this invention (omitting the two symmetrically distributed hanging plates and their structures).

[0030] The diagram is labeled as follows: 1. Safety clamp mounting plate; 2. Main structure; 3. Fall protection structure; 4. Cleaning structure; 11. Car; 12. Car door; 13. Guide rail bracket; 14. Car bracket; 15. Car fixing frame; 16. Guide rail; 17. Angle steel beam; 21. Lower beam of car frame; 22. Clamp body; 23. Guide wedge plate; 24. Brake wedge block; 25. Pull plate; 26. Clamp arm rod; 27. Driven clamp arm; 28. Driven clamp arm; 29. ​​Wire rope; 31. Clamp body base; 32. Cable connector; 33. Ear plate; 34. Inner support plate; 35. Angle post; 36. Outer pull guide wheel; 311. Angle brace plate; 312. Compensating plate; 313. Drive rod; 314. Pulling wheel; 315. Torsion spring; 316. Cable; 317. Cable harness plate; 318. Drive gear; 321. Angle plate; 322. Divider plate; 323. Short guide rail; 324. Long guide rail; 325. Main rack; 326. Secondary rack; 327. Angle joint plate; 331. Compensation box; 332. Opening plate; 333. Support plate; 334. Compensation rod; 335. Return spring; 341. Gear holder; 342. Tooling wheel; 343. Drive gear; 344. Driven gear; 345. Slide rail; 346. Z-segment rack; 351. Shaft seat; 352. Angle shaft; 353. Brake gear; 354. Brake rack; 355. Spring damping plate; 356. Support bar plate; 357. Brake clamp plate; 41. Guide shoe seat; 42. Guide shoe wheel; 43. Hanging plate; 44. Ear seat; 45. Shock-absorbing spring rod; 46. Corner shovel. Detailed Implementation

[0031] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0032] It should be noted that the terms "vertical," "horizontal," "left," "right," and similar expressions used in this article are for illustrative purposes only and do not represent the only possible implementation.

[0033] The specific implementation of the present invention will be described in detail below with reference to specific embodiments.

[0034] Reference Figure 1 It is known that a self-locking anti-fall elevator includes a safety clamp mounting plate 1, a main structure 2 is symmetrically snapped onto the end face of the safety clamp mounting plate 1 near the gravity side, an anti-fall structure 3 is provided on the side of the main structure 2 near the gravity side, and a cleaning structure 4 is provided on the outside of the safety clamp mounting plate 1. Reference Figure 1 and Figure 2 It can be seen that the car 11 is set opposite to the side of the safety clamp mounting plate 1 that is away from gravity. The car 11 has a car door 12 set symmetrically on its outer wall. The guide rail bracket 13 is snapped into the middle of the end face of the car 11 that is away from gravity. The car bracket 14 is snapped into the end face of the car 11 that is away from the guide rail bracket 13. The car fixing frame 15 is snapped into the outer wall of the car 11. The car fixing frame 15 is U-shaped. The guide rail 16 is set opposite to the outside of the vertical section of the car fixing frame 15. Angle steel beams 17 are snapped into the outer wall of the guide rail 16 that is away from the car 11 in an array. The angle steel beams 17 are fixedly connected to the inner wall of the external shaft. Reference Figure 3 ,Figure 4 and Figure 5 It can be seen that the main structure 2 includes: a lower beam 21 of the car frame, which is set on the side of the safety clamp mounting plate 1 away from the car 11 and is slidably snapped together with the guide rail 16; in addition, the lower beam 21 of the car frame is snapped together with the outer wall of the corner plate 321; a clamp body 22, which is symmetrically snapped together on the end face of the safety clamp mounting plate 1 near the lower beam 21 of the car frame; in addition, the end face of the clamp body 22 away from the car 11 is snapped together with the clamp body base 31; a guide wedge plate 23, which is symmetrically set inside the clamp body 22 through a spring buffer structure; and a brake wedge block 24, which is slidably snapped together and assembled in the middle position of the end face of the guide wedge block near the center line of the clamp body 22. The pull plate 25 is snapped onto the end face of the brake wedge 24 near the guide rail 16; the clamp arm 26 is plugged into and rotated onto the end of the clamp body 22 away from the lower beam 21 of the car frame; the driven clamp arm 27 is symmetrically snapped onto the outer wall of the clamp arm 26; the driving clamp arm 28 is snapped onto the outer wall of one end of the clamp arm 26; the wire rope 29 is plugged into and snapped onto the end of the driving clamp arm 28 away from the clamp body 22, and the wire rope 29 is connected to the external overspeed limiter.

[0035] Simplified procedure for implementing traditional elevator fall prevention in case of failure: S1.1: When the elevator falls at excessive speed due to loss of control, the external overspeed limiter (not shown in the figure) detects that the speed exceeds the limit and clamps the steel wire rope 29 connected to it (based on the principle of existing technology); then, the active clamp arm 28 is pulled up through the steel wire rope 29, and the braking power is input into the anti-fall system. S1.2: The active clamp arm 28 drives the driven clamp arm 27 to move synchronously through the clamp arm rod 26. The driven clamp arm 27 pulls the pull plate 25 connected to it (in specific implementation, the pull plate 25 and the driven clamp arm 27 can be connected by a pull rod). Under the action of the traction plate 25, the brake wedge 24 slides along the inclined surface of the guide wedge plate 23 inside the clamp body 22 (the cross-sectional shape of both the brake wedge 24 and the guide wedge plate 23 is a right trapezoid, so as to ensure that when the brake wedge 24 moves away from the direction of gravity and towards the predetermined depth, it can apply a gradient clamping force to the working surface of the guide rail 16), and moves towards the elevator guide rail 16, preparing to contact the working surface of the guide rail 16 to achieve friction braking; S1.3: Determine the effectiveness of traditional braking and trigger the corresponding handling scheme: If the clearance compensation of the traditional progressive safety clamp is normal, the brake wedge 24 can be stably pressed against the guide rail 16, and the car 11 can be smoothly decelerated and stopped by frictional resistance, without the need to activate the additional anti-fall scheme (and at this time, although the cable 316 will be pulled to a certain extent, the anti-fall displacement does not reach the predetermined limit (the actual triggering condition of the additional anti-fall scheme is that the displacement of the elevator after failure and braking by the traditional progressive safety clamp exceeds a predetermined value - the basic reason is that the elevator only falls a predetermined safe distance within a predetermined period)). If the traditional gap compensation fails (insufficient / over-compensation occurs), there will be an abnormal gap between the brake wedge 24 and the guide rail 16. At this time, the brake wedge 24 pulls the cable 316 on its end face, triggering the self-locking anti-fall compensation scheme (at this time, the total fall distance of the elevator exceeds the predetermined safety distance). S1.4: If the traditional braking is effective, braking is achieved only through the traditional progressive safety clamp, and the elevator braking ends at this point; if the traditional braking fails, the elevator is further compensated by the anti-fall structure 3 through a self-locking anti-fall braking system. Safety clamp mounting plate 1: As the basic load-bearing structure of the fall protection system, it is used to fix the main structure 2 (clamp body 22, car frame lower beam 21, etc.), to ensure the installation accuracy and structural stability of the fall protection components. It is the core connection carrier between the fall protection system and the car 11, and prevents the brake from failing due to loose components.

[0036] Reference Figure 6 , Figure 7 and Figure 8 It can be seen that the fall protection structure 3 includes: a clamp base 31, which is symmetrically arranged in the space near the gravity side of the safety clamp mounting plate 1; a cable connector 32, which is symmetrically arranged in the middle area of ​​the clamp base 31 on the side away from gravity; ear plates 33, which are arranged in pairs and symmetrically snapped onto both ends of the end face of the clamp base 31 near the gravity side; an inner support plate 34, which is located between the two ear plates 33 and snapped onto the clamp base 31; a corner post 35, which is rotatably installed between the two ear plates 33 in the same group and passes through the inner support plate 34; and an outer pull guide wheel 36, which is snapped onto the outer wall of the corner post 35 and located between the inner support plate 34 and the ear plate 33 on the side away from the center line of the safety clamp mounting plate 1. Reference Figure 7 and Figure 8It can be seen that the clamp base 31 has a rectangular end face near the gravity side with a corner support plate 311 snapped on, and two corner support plates 311 form a group. In addition, the corner support plate 311 is closer to the middle side of the clamp base 31 than the ear plate 33. A compensation plate 312 is provided between the two corner support plates 311 in the same group and snapped on with the clamp base 311. A transmission rod 313 that passes through the compensation plate 312 is rotatably installed between the two corner support plates 311 in the same group. A pull wheel 314 that snaps on with the transmission rod 313 is provided between the compensation plate 312 and one of the corner support plates 311. The pull wheel 314 The outer pull guide wheel 36 is distributed opposite to each other. The corner support plate 311 near the center line of the safety clamp mounting plate 1 and the compensation plate 312 are jointly snapped onto the torsion spring 315 on the outer wall of the transmission rod 313. The outer wall of the pull wheel 314 is wound and snapped onto the cable 316. At least two cables are in a group, and the cable 316 is tensioned and guided by the outer pull guide wheel 36. In addition, the other end of the cable 316 is snapped onto the cable connector 32. The outer walls of the cables 316 in the same group are jointly snapped onto the cable bundle plate 317. The outer walls of both ends of the transmission rod 313 are snapped onto the drive gear 318. Reference Figure 6 , Figure 7 , Figure 9 and Figure 10 It can be seen that an angle plate 321 is snapped onto the end face of the clamp base 31 near the gravity side, and the cross-sectional shape of the angle plate 321 is L-shaped. A partition plate 322 is snapped onto the middle position of the inner wall of the vertical section of the angle plate 321. A short guide rail 323 is symmetrically snapped onto the end of the partition plate 322 away from the vertical section of the angle plate 321. A long guide rail 324 is snapped onto the side of the partition plate 322 near the vertical section of the angle plate 321. A main rack 325 that meshes with the drive gear 318 is slidably snapped onto the inner wall of the short gear. A secondary rack 326 is slidably snapped onto the inner wall of the long guide rail 324. An angle plate 327 that is slidably snapped onto the middle position of the end face of the main rack 325 away from the short guide rail 323 is snapped onto the middle position of the end face of the main rack 325. Reference Figure 7 , Figure 10 and Figure 11 It can be seen that a compensation box 331 is provided on the side of the corner plate 327 away from the partition plate 322. The outer wall of the compensation box 331 is snapped with symmetrically distributed opening plates 332. The opening plates 332 near the short rack are snapped with the corner plate 327 and slidably snapped with the partition plate 322. The inner wall of the compensation box 331 is slidably snapped with a support plate 333 on the side away from the center line of the clamp base 31. The middle position of the support plate 333 is snapped with a compensation rod 334 that is slidably snapped with the compensation box 331. The outer wall of the compensation rod 334 is sleeved with a return spring 335 located between the support plate 333 and the inner wall of the compensation box 331. Reference Figure 9and Figure 10 It can be seen that the end of the compensating rod 334 away from the support plate 333 is snapped with a mouthpiece 341. The opposite face of the mouthpiece 341 away from the compensating box 331 is rotatably fitted with a tooling wheel 342 through a rotating shaft. The middle position of the outer wall of the tooling wheel 342 is snapped with a driving gear 343, and the diameter of the driving gear 343 is smaller than the outer diameter of the tooling wheel 342. The side of the driving gear 343 near the compensating box 331 is directly meshed with a driven gear 344 that rotatably fits with the mouthpiece 341. The horizontal section of the partition plate 322 and the angle plate 321 are snapped together with symmetrically distributed slide rails 345, and the slide rails 345 are located between the driven gear 344 and the horizontal section of the mouthpiece 341. The end of the slide rail 345 near the partition plate 322 is slidably snapped with a Z-segment rack 346 through a spring rod. Reference Figure 4 , Figure 6 and Figure 9 It can be seen that a bearing seat 351 is symmetrically arranged between the horizontal sections of the partition plate 322 and the corner plate 321, and is installed by snapping onto the inner wall of the vertical section of the corner plate 321. An angle shaft 352 is rotatably installed at the center of the bearing seat 351. A brake gear 353 is snapped onto the outer wall of the end of the angle shaft 352 away from the vertical section of the corner plate 321. A brake rack 354 is meshed onto the side of the brake gear 353 near the gravity. A spring damping plate 355 is snapped onto the end face of the brake rack 354 away from the brake gear 353. A support strip plate 356 is snapped onto the outer wall of the end of the spring damping plate 355 away from the brake gear 353, and a brake clamp plate 357 is snapped onto the end of the spring damping plate 355 away from the brake rack 354, and is slidably assembled with the horizontal section of the corner plate 321.

[0037] The contact between tooling wheel 342 and the working surface of guide rail 16, and the specific anti-fall process (regardless of whether traditional braking fails): First, as the cable connector 32 moves along with the brake wedge 24, it simultaneously pulls the cable 316 (and in actual implementation, depending on the actual usage, the lifting distance between the wire rope 29 and the active clamp arm 28 is not a "small" value; therefore, in the current state, the moving distance of the brake wedge 24 is relatively reasonable). Subsequently, under the guiding tension of the outer pull guide wheel 36 (which provides a reasonable and stable support environment to the corner post 35 through the symmetrically distributed ear plates 33, thereby relatively improving the tension output stability of the outer pull guide wheel 36, and further improving the output environment of the transmission torque of the corner post 35 through the inner support plate 34, reducing radial runout), the cable 316 pulls the traction wheel to rotate. The traction wheel drives the transmission rod 313 (the function of the compensation plate 312 is the same as that of the inner support plate 34 mentioned above, and the corner support plate 311 is the same as that of the ear plate 33), causing the drive gear 318 to rotate synchronously (and through the torsion spring 315, on the one hand, the transmission stability of the transmission rod 313 can be relatively improved, ensuring the real-time tension of the cable 316 between the outer guide wheel 36 and the traction wheel 314; on the other hand, the torsion spring 315 can provide the transmission rod 313 with the source power to return to the initial position through its own elastic properties). Next, the main rack 325 moves under the meshing action of the drive gear 318 (in order to further protect the meshing environment between the drive gear 318 and the main rack 325, the long guide rail 324 and the secondary rack 326 are arranged in its symmetrical position to rationalize the output torque of the overall transmission rod 313 and avoid local stress concentration), which drives the corner plate 327 and the connected open plate 332 to move in the direction of the guide rail 16 (the short guide rail 323 provides stable moving support to the main rack 325 and the corner plate 327), until the tooling wheel 342 contacts the end face of the guide rail 16 (in specific implementation, the relative distance between the tooling wheel 342 and the working surface of the guide rail 16 is "very small" - approximately tangent, so the cable 316 follows the brake wedge 24 to generate displacement (under normal braking state), which can fully meet the relative contact between the tooling wheel 342 and the guide rail 16). Finally, the tooling wheel 342 contacts the guide rail 16. After the traditional brake fails and the elevator moves to the predetermined safety displacement, it will continue to fall (the current fall distance is the relative rotation between the tooling wheel 342 and the guide rail 16). After that, the driving gear 343, under the synchronous action of the tooling wheel 342, controls the driven gear 344 and the Z-segment rack 346 to enter the meshing state (and there is a meshing gap between the brake gear 353 and the Z-segment rack 346, that is, in the initial stage of meshing between the driven gear 344 and the Z-segment rack 346, the Z-segment rack 346 has not yet meshed with the brake gear 353. The aforementioned "gap period" can be used to deal with the local contact interference between external impurities and the tooling wheel 342, and to avoid it accordingly, reducing the false triggering of the self-locking anti-fall compensation scheme). When the elevator exceeds the predetermined safe fall distance and meets the activation of the self-locking anti-fall scheme, the brake gear 353 synchronously engages the brake rack 354. Under the stabilizing effect of the support plate 356, the brake rack 354 pushes the spring damping plate 355 and the connected brake clamp 357 to move to the guide rail 16. Finally, the brake clamp 357 and the working surface of the guide rail 16 form an elastic floating clamp, and the car 11 decelerates and stops through continuous and stable friction, thus completing the anti-fall protection. Cable harness plate 317: Organizes cables 316, avoids messy cable harnesses, relatively increases the feedback cycle between brake wedge 24 and cable 316, and also helps to improve the connection stability between brake wedge 24 and pull wheel 314. The purpose of having a certain distance between the horizontal section of the mouthpiece 341 and the slide rail 345 is to ensure that it will not affect the movement of the mouthpiece 341, while providing certain guiding support for the slide rail 345, and further improving the meshing accuracy of the driven gear 344 and the Z-segment rack 346. Special Note: In specific implementation, a protective outer shell (not shown in the figure) is snapped together between the clamp base 31, the horizontal section of the angle plate 321 near the guide rail 16 end face, and the partition plate 322. This shell is used to prevent interference from external dust and other impurities, and to provide further external support to the angle shaft 352. Regarding the restoration of the position of the brake clamp 357, after a fault occurs and the self-locking anti-fall device completes its anti-fall function, the maintenance personnel complete the maintenance. Finally, when the brake wedge 24 returns to its original position, the restoring force of the torsion spring 315 controls the pull wheel 314 to rewind the cable 316 until the cable 316 returns to its initial position. Under the action of the elastic connecting piece with the slide rail 345, the Z-segment rack 346 moves in the opposite direction, causing the stator gear to mesh with the stator rack in the opposite direction (another option is to use the upward movement of the elevator to drive the tool wheel 342 to rotate for a predetermined period until the brake clamp 357 separates from the guide rail 16).

[0038] Reference Figure 1 and Figure 12 It can be seen that the cleaning structure 4 includes: a guide shoe seat 41, which is symmetrically snapped onto the end face of the car fixed frame 15 away from the car support 14 and the end face of the car frame lower beam 21 away from the car support 14; guide shoe wheels 42, three in a group, which are rotatably mounted on the end face of the guide shoe seat 41 through a rotating shaft; in addition, the three guide shoe wheels 42 in the same group are distributed in a triangular position, and the guide shoe wheels 42 are slidably snapped onto different end faces of the guide rail 16. The hanging plate 43 is in groups of three, corresponding one-to-one with the guide shoe wheel 42, and is only snapped into the two guide shoe seats 41 near the gravity side end face; the ear seat 44 is snapped into the end face of the hanging plate 43 away from the car 11; the shock-absorbing spring rod 45 is slidably snapped into the middle position of the ear seat 44 away from the hanging plate 43; the corner shovel 46 is snapped into the end of the shock-absorbing spring rod 45 near the guide rail 16, and the corner shovel 46 has an isosceles trapezoidal cross-section, and the two outer walls of the corner shovel 46 opposite to the gravity are molded.

[0039] In practice, the corner shovel 46, which is directly opposite to the working surface of the guide rail 16, scrapes away impurities on the end face of the guide rail 16 (the relative movement between the guide shoe seat 41 and the guide rail 16 provides a shearing environment between the corner shovel 46 and the guide rail 16). At the same time, the shock-absorbing spring rod 45 provides a relatively floating and stable shearing environment for the corner shovel 46 (the purpose of the molding treatment of the outer wall of the corner shovel 46, which is directly opposite to gravity, is to reduce the adhesion rate between impurities and the corner shovel 46 and ensure the relative cleanliness of the end face of the corner shovel 46).

[0040] The working principle of the self-locking anti-fall elevator provided by the present invention is as follows: First step: When the elevator falls, the active clamp arm 28 is lifted by the steel wire rope 29. Then, the aforementioned action is transmitted to the driven clamp arm 27 by the clamp arm rod 26. Then, under the pulling action of the driven clamp arm 27, the pull plate 25 (in specific implementation, the pull rod and the driven clamp arm 27 can be connected by the pull rod) causes the brake wedge 24 to move to a predetermined depth in the direction away from gravity under the further guiding action of the guide wedge plate 23, until the symmetrically distributed brake wedge 24 contacts the end face of the guide rail 16 and maintains a certain interaction force. There are two scenarios in this process: First, the automatic gap braking compensation device inside the progressive safety gear does not experience "insufficient compensation" or "overcompensation", that is, the safety gear can achieve a safe stop at a predetermined cycle and speed - at this time, the self-locking fall protection compensation scheme is not triggered. 2. The automatic compensation device for gap braking cannot achieve precise compensation, resulting in a braking gap between the brake wedge 24 and the working surface of the guide rail 16 (there is a detection lag in the actual implementation, and the jamming or over-compensation of the compensation mechanism may occur between two inspections. If an abnormal gap occurs during this period, the safety gear may suddenly malfunction during elevator operation) - triggering the self-locking anti-fall compensation scheme. Step 2: Next, the cable 316 is pulled by the brake wedge 24 through the cable connector 32. Under the guiding tension of the outer guide wheel 36, the cable 316 pulls the pull wheel 314. The transmission rod 313 controls the drive gear 318 to rotate a predetermined angle or number of turns under the synchronous influence of the pull wheel 314. After that, the main rack 325, under the meshing action of the drive gear 318, synchronously controls the angle plate 327 to drive the open plate 332 (one side) to move the guide rail 16 to a predetermined depth until the tooling wheel 342 contacts the end face of the guide rail 16. During this process, the open-end plate 332 drives the tooling wheel 342 to make relative contact with the end face of the guide rail 16 to a predetermined depth until the driven gear 344 meshes with the Z-segment rack 346 (initially, the two are in a tangential non-meshing state). After that, the driving gear 343 continuously deepens the meshing degree with the driven gear 344 under the synchronous action of the tooling wheel 342 until the Z-segment rack 346 meshes with the brake gear 353 and moves relative to each other (and whether the Z-segment rack 346 meshes with the brake gear 353 is the criterion for whether the aforementioned self-locking anti-fall scheme is activated). Step 3: Finally, the brake rack 354 is driven by the brake gear 353 and further guided by the support plate 356, which controls the spring damping plate 355 to move in the direction of the guide rail 16 until the brake clamp 357 and the working surface of the guide rail 16 are relatively elastically floating and clamped. On the one hand, this can ensure relative clamping and realize emergency braking and safe stopping in the event of failure of the elevator anti-fall system; on the other hand, it can dynamically adapt to the braking needs in multiple scenarios and provide safer and more scientific braking and stopping solutions. In addition, for scenarios where there are local impurities on the end face of the guide rail 16, since the contact time and contact area between the tooling wheel 342 and the impurities are relatively limited, and through the reasonable setting of the relative interval between the Z-segment rack 346 and the brake gear 353, it is possible to effectively prevent external impurities from accidentally triggering the aforementioned self-locking emergency fall protection compensation scheme. This can not only provide the starting accuracy of the self-locking fall protection, but also improve the relative service life of the self-locking mechanism.

[0041] The circuits and controls involved in this invention are all existing technologies and will not be described in detail here.

[0042] The above are merely embodiments of the present invention and do not limit the scope of the patent. Any equivalent structural or procedural transformations made based on the description and drawings of the present invention, or direct or indirect applications in other related technical fields, are similarly included within the scope of patent protection of the present invention.

Claims

1. A self-locking anti-fall elevator, comprising a safety clamp mounting plate (1), characterized in that: The safety clamp mounting plate (1) is symmetrically snapped onto the end face near the gravity side with the main structure (2), the main structure (2) is provided with a fall protection structure (3) near the gravity side, and the safety clamp mounting plate (1) is provided with a cleaning structure (4). The fall protection structure (3) includes: The clamp body base (31) is symmetrically arranged in the space near the gravity side of the safety clamp mounting plate (1); The cable connector (32) is symmetrically arranged in the middle area of ​​the clamp base (31) on the side away from gravity; Ear plates (33) are installed in pairs and symmetrically snapped onto both ends of the clamp base (31) near the gravity side. The inner support plate (34) is located between the two ear plates (33) and is snapped into the clamp base (31); An angle post (35) is rotatably mounted between two ear plates (33) in the same group and passes through the inner support plate (34). The outer pull guide wheel (36) is snapped onto the outer wall of the corner post (35) and located between the inner support plate (34) and the ear plate (33) on the side away from the center line of the safety clamp mounting plate (1).

2. The self-locking anti-fall elevator according to claim 1, characterized in that: The clamp base (31) has a rectangular end face near the gravity side with a corner support plate (311) snapped on. Two corner support plates (311) form a group. In addition, the corner support plate (311) is closer to the middle side of the clamp base (31) than the ear plate (33). A compensation plate (312) snapped on the clamp base (31) is provided between the two corner support plates (311) in the same group. A transmission rod (313) that passes through the compensation plate (312) is rotatably installed between the two corner support plates (311) in the same group. A pull wheel (314) snapped on the transmission rod (313) is provided between the compensation plate (312) and one of the corner support plates (311). The pull wheel (314) is also connected to the transmission rod (313). 4) The corner brace (311) and the compensation plate (312) on the side of the center line of the safety clamp mounting plate (1) are directly opposite each other. The torsion spring (315) sleeved on the outer wall of the transmission rod (313) is connected together with the external pull guide wheel (36). The cable (316) is wound and installed on the outer wall of the pull wheel (314). At least two are in a group, and the cable (316) is tensioned and guided by the external pull guide wheel (36). In addition, the other end of the cable (316) is connected to the cable connector (32). The outer walls of the cables (316) in the same group are connected together with the wire harness plate (317). The outer walls of both ends of the transmission rod (313) are connected with the drive gear (318).

3. A self-locking anti-fall elevator according to claim 2, characterized in that: An angle plate (321) is snapped onto the end face of the clamp base (31) near the gravity side, and the cross-sectional shape of the angle plate (321) is L-shaped. A partition plate (322) is snapped onto the middle position of the inner wall of the vertical section of the angle plate (321). A short guide rail (323) is snapped onto the end of the partition plate (322) away from the vertical section of the angle plate (321) in a symmetrical manner. A long guide rail (324) is snapped onto the side of the partition plate (322) near the vertical section of the angle plate (321). A main rack (325) that meshes with the drive gear (318) is slidably snapped onto the inner wall of the short gear. A secondary rack (326) is slidably snapped onto the inner wall of the long guide rail (324). An angle plate (327) that is slidably snapped onto the middle position of the end face of the main rack (325) away from the short guide rail (323) is snapped onto the middle position of the end face of the main rack (325) away from the short guide rail (323).

4. A self-locking anti-fall elevator according to claim 3, characterized in that: A compensation box (331) is provided on the side of the corner plate (327) away from the partition plate (322). The outer wall of the compensation box (331) is fitted with symmetrically distributed opening plates (332). The opening plates (332) near the short rack are fitted with the corner plate (327) and slidably fitted with the partition plate (322). A support plate (333) is slidably fitted on the inner wall of the compensation box (331) away from the center line of the clamp base (31). A compensation rod (334) is fitted through the middle of the support plate (333) and slidably fitted with the compensation box (331). A return spring (335) is sleeved on the outer wall of the compensation rod (334) between the support plate (333) and the inner wall of the compensation box (331).

5. A self-locking anti-fall elevator according to claim 4, characterized in that: The end of the compensation rod (334) away from the support plate (333) is fitted with a slotted bracket (341). On the opposite side of the slotted bracket (341) away from the compensation box (331), a tooling wheel (342) is rotatably fitted between them via a rotating shaft. A drive gear (343) is fitted with the middle position of the outer wall of the tooling wheel (342), and the diameter of the drive gear (343) is smaller than the outer diameter of the tooling wheel (342). The drive gear (343) is close to the compensation box (331). A driven gear (344) is provided on one side in direct meshing with the mouthpiece frame (341) and rotates in cooperation with it. A slide rail (345) is symmetrically distributed and installed between the horizontal sections of the partition plate (322) and the corner plate (321). The slide rail (345) is located between the driven gear (344) and the horizontal section of the mouthpiece frame (341). A Z-segment rack (346) is slidably installed on the end of the slide rail (345) near the partition plate (322) through a spring rod.

6. A self-locking anti-fall elevator according to claim 5, characterized in that: The horizontal sections of the partition plate (322) and the corner plate (321) are symmetrically provided with bearing seats (351) that are snapped onto the inner wall of the vertical section of the corner plate (321). An angle shaft (352) is rotatably mounted at the axis of the bearing seat (351). A brake gear (353) is snapped onto the outer wall of the end of the angle shaft (352) away from the vertical section of the corner plate (321). A brake rack (354) is meshed onto the side of the brake gear (353) near the gravity. A spring damping plate (355) is snapped onto the end face of the moving rack (354) away from the brake gear (353). A support strip plate (356) is snapped onto the outer wall of the end of the spring damping plate (355) away from the brake gear (353). A brake clamp plate (357) is snapped onto the horizontal section of the same angle plate (321) at the end of the spring damping plate (355) away from the brake rack (354).

7. A self-locking anti-fall elevator according to claim 6, characterized in that: The safety clamp mounting plate (1) is positioned opposite the gravity side of the space where the car (11) is located. The outer wall of the car (11) is symmetrically equipped with a car door (12). A guide rail bracket (13) is snapped into the middle of the end face of the car (11) opposite the gravity side. A car bracket (14) is snapped into the end face of the car (11) opposite the guide rail bracket (13). A car fixing frame (15) is snapped into the outer wall of the car (11) in a close fit. The car fixing frame (15) is shaped like a U-shape. A guide rail (16) is positioned opposite the vertical section of the car fixing frame (15). An angle steel beam (17) is evenly snapped into the outer wall of the guide rail (16) away from the car (11) in an array. The angle steel beam (17) is fixedly connected to the inner wall of the outer shaft.

8. A self-locking anti-fall elevator according to claim 7, characterized in that: The main structure (2) includes: The lower beam (21) of the car frame is located on the side of the safety clamp mounting plate (1) away from the car (11) and is slidably snapped together with the guide rail (16); in addition, the lower beam (21) of the car frame is snapped together with the outer wall of the corner plate (321); The clamp body (22) is symmetrically snapped onto the end face of the safety clamp mounting plate (1) near the lower beam (21) of the car frame; in addition, the end face of the clamp body (22) away from the car (11) is snapped onto the clamp body base (31). The guide wedge (23) is symmetrically arranged inside the clamp body (22) through a spring buffer structure; The brake wedge (24) is slidably snapped onto the middle position of the end face of the guide wedge near the center line of the caliper body (22); The pull plate (25) is snapped onto the end face of the brake wedge (24) near the guide rail (16); The clamp arm (26) is installed in a plug-in rotating fit at one end of the clamp body (22) away from the lower beam (21) of the car frame; The driven clamp arm (27) is symmetrically snapped onto the outer wall of the clamp arm rod (26); The active clamp arm (28) is snapped onto the outer wall of one end of the clamp arm rod (26); The wire rope (29) is plugged into the end of the active clamp arm (28) away from the clamp body (22) and is connected to an external overspeed limiter.

9. A self-locking anti-fall elevator according to claim 8, characterized in that: The cleaning structure (4) includes: The guide shoe seat (41) is symmetrically snapped onto the end face of the car frame (15) away from the car support (14) and the end face of the lower beam (21) of the car frame away from the car support (14); The guide shoe wheels (42) are arranged in groups of three and are mounted on the end face of the guide shoe seat (41) by rotating a shaft. In addition, the three guide shoe wheels (42) in the same group are arranged in a triangular position, and the guide shoe wheels (42) are slidably snapped together with the guide rail (16) at different end faces. The hanging plate (43) is in a group of three, corresponding one-to-one with the position of the guide shoe wheel (42), and is only snapped into the end face of the two guide shoe seats (41) near the gravity side. Ear seat (44) is snapped onto the end face of the hanging plate (43) on the side away from the car (11); The shock-absorbing spring rod (45) is slidably snapped into place at the middle position of the end of the ear seat (44) away from the hanging plate (43); An angle shovel (46) is snapped onto the end of the shock-absorbing spring rod (45) near the guide rail (16), and the cross-sectional shape of the angle shovel (46) is an isosceles trapezoid. At the same time, the two outer walls of the angle shovel (46) opposite to gravity are molded.

10. A self-locking anti-fall elevator according to claim 9, characterized in that: The safety clamp mounting plate (1), the lower beam of the car frame (21), the clamp body (22), the clamp body base (31), the partition plate (322), the horizontal section of the corner plate (321), and the guide shoe seat (41) and the working end of the guide rail (16) are all provided with corresponding openings.

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