Freight lift with lift car anti-falling brake mechanism

Abstract

The invention belongs to the technical field of elevator anti-falling, and particularly relates to a freight elevator with a car anti-falling brake mechanism, which comprises a freight platform, a safety clamp, a traction rod, a sleeve, a speed limiting index and an auxiliary clamp, the freight platform is arranged at the bottom of a car and used for carrying passengers, and guide rails are arranged on two sides of the freight platform; the two safety tongs are arranged at the bottom of the cargo carrying platform, ascending connecting rod mechanisms for triggering linkage are arranged on the side faces of the safety tongs and used for enabling the safety tongs to grasp the guide rail, the traction rod is arranged between the two safety tongs, the two ends of the traction rod are connected to the ascending connecting rod mechanisms on the safety tongs respectively, and the sleeve is arranged on one side of each ascending connecting rod mechanism. The sleeve is used for limiting the movement range of the ascending connecting rod mechanism, and the sleeve is arranged outside the speed limiting index in a sleeving mode and is in sliding fit with the speed limiting index. Two-stage braking can be achieved, it is ensured that multiple sets of braking units respond quickly and synchronously during triggering, the safety margin is prolonged, reliable parking within a preset distance is achieved, and the safety of personnel and equipment is guaranteed.

Description

Technical Field

[0001] This invention belongs to the field of elevator fall prevention technology, specifically relating to a freight elevator with a car fall prevention braking mechanism. Background Technology

[0002] As the core equipment of vertical transportation, the safety of elevators is directly related to the life and property safety of passengers and the reliability of cargo transportation. In particular, freight elevators, due to their large load and complex operating conditions (such as cargo loading and unloading impacts, uneven loads, etc.), have higher requirements for the reliability and redundancy of the safety braking system. The anti-fall braking mechanism is the last and most critical mechanical guarantee in the elevator safety system. Its function is to prevent the car from falling at excessive speed in extreme situations such as elevator control system failure or insufficient power of traction mechanism.

[0003] Existing elevator safety brake systems mainly rely on single-stage triggering and clamping mechanisms. The general working principle is as follows: when the car's speed exceeds the rated speed limit, the speed governor activates, pulling the safety brake's operating mechanism via a wire rope or linkage system. This causes the safety brake's wedge or clamp body to contact the guide rail and generate friction, achieving emergency braking of the car. However, safety brakes also have some limitations in practical applications. For example, their braking process is mostly a one-time, single-point trigger, with braking force concentrated on a single contact area of ​​the guide rail. Long-term use can easily lead to localized wear, scratches, or even deformation of the guide rail, affecting the guide rail's lifespan and the consistency of braking force. Secondly, under high-speed descent conditions, single-stage braking mechanisms may face problems such as insufficient braking torque and excessive braking distance, posing a risk of brake failure.

[0004] In summary, the additional torsional loads caused by asynchronous braking actions and insufficient braking margin may impact the car frame and guide rail system, or the lack of effective triggering conditions for secondary braking after primary braking takes effect. These issues prevent the achievement of graded and progressive braking effects, and the safety redundancy has not been substantially improved. Therefore, the braking system needs to have a wider range of braking force adaptation and more reliable progressive clamping capabilities. Summary of the Invention

[0005] The purpose of this invention is to provide a freight elevator with a car anti-fall braking mechanism that can perform two-stage braking, ensuring that multiple braking units respond quickly and synchronously when triggered, extending the safety margin, and enabling reliable stopping within a predetermined distance to protect the safety of personnel and equipment.

[0006] The specific technical solution adopted by this invention is as follows:

[0007] A freight elevator with a car anti-fall braking mechanism includes a freight platform, safety clamps, a traction rod, a sleeve, a speed limiter index, and an auxiliary clamp. The freight platform is located at the bottom of the car for carrying passengers. Guide rails are provided on both sides of the freight platform. Two safety clamps are arranged as a pair and are located at the bottom of the freight platform. A trigger-linkage lifting linkage mechanism is provided on the side of each safety clamp to drive the safety clamp to grip the guide rail. The traction rod is located between the two safety clamps, and its two ends are respectively connected to the lifting linkage mechanism on the safety clamp. The sleeve is located on one side of the lifting linkage mechanism and is used to limit the range of motion of the lifting linkage mechanism. The sleeve is sleeved outside the speed limiter index and forms a sliding fit with it. When the car descends at excessive speed, the speed limiter index triggers the action of the lifting linkage mechanism with the sleeve, and triggers the safety clamp to move in conjunction with the traction rod. The auxiliary clamp is located at the bottom of the safety clamp and clamps the guide rail synchronously with the movement of the safety clamp. The safety clamp and the auxiliary clamp form a two-stage braking clamping structure.

[0008] In a preferred embodiment, the guide rail has a T-shaped cross-section, and the guide rail is longitudinally positioned on one side of the safety clamp as a guide head, with a buffer groove provided on the side of the guide head.

[0009] In a preferred embodiment, the safety clamp includes a mounting base, in which two opposing clamping plates are disposed, forming a clamping cavity between the two clamping plates. The clamping cavities are symmetrically distributed and are wedge-shaped tracks inclined upwards. The clamping cavities are provided with rising grippers that slide along the tracks inside the clamping cavities.

[0010] In a preferred embodiment, the lifting linkage mechanism includes a drive shaft that is laterally inserted into the mounting base. One end of the drive shaft is fixed with a first hinge support. A hinge head extends from the bottom of the first hinge support and is movably connected to the traction rod. An extension arm plate is also provided on the circumferential side of the first hinge support. The extension arm plate is fixedly connected to a sleeve. As the sleeve moves, the extension arm plate drives the first hinge support to rotate around the drive shaft, thereby linking the traction rod.

[0011] In a preferred embodiment, a transmission clamp is fixedly installed in the middle of the transmission shaft, and the ends of the transmission clamp form two hinged bearings. A lifting rod is rotatably connected to the bearings, the lifting rod is vertically downward, and its bottom end is rotatably connected to the lifting jaw.

[0012] In a preferred embodiment, a second hinge support is installed at the end of the drive shaft opposite to the first hinge support, a tension spring is installed on the second hinge support, and a reset rod is fixed on the mounting base at a position adapted to the tension spring, with the bottom end of the tension spring hooked onto the reset rod.

[0013] In a preferred embodiment, the auxiliary clamp includes a fixed support, which is disposed below the mounting base and connected to the mounting base by a fastener. An assembly plate is symmetrically fixed below the fixed support, and silos are arranged vertically along the surface of the assembly plate. A compression spring is disposed inside the silo, and a pressure plate is disposed at the open end of the silo. The compression spring is in a compressed and ready-to-release state. When the pressure plate is opened, the compression spring pops out along the axial direction of the silo.

[0014] In a preferred embodiment, one side of the pressure plate extends and tilts towards the axis of the silo to form an inclined plate. The pressure plate and the inclined plate are arranged in a circular array and converge at the central axis of the silo. A pull handle is fixed at the convergence point of the inclined plate, and the end of the pull handle is tilted upward. A fold line is provided at the position where the pressure plate is fixed to the silo. When the pull handle is pulled by an external force, the fold line causes the pressure plate to break along a predetermined direction when under force.

[0015] In a preferred embodiment, the auxiliary clamp further includes a connecting handle, which is fixed to the bottom of the rising jaw. The two connecting handles are inclined towards each other and bend downward to form a pressure handle. The raised end of the pull handle is fixed to the pressure handle, and the connecting handle moves upward synchronously with the rising jaw.

[0016] In a preferred embodiment, the pressure-bearing handle face is provided with a buffer convex surface that is adapted to the buffer groove.

[0017] The technical effects achieved by this invention are as follows:

[0018] In this invention, when the elevator falls and the speed exceeds the set threshold, the sleeve locks the speed limit index. At this time, the sleeve is obstructed and moves upward. The extension arm plate drives the first hinge support to rotate around the transmission shaft. At this time, the traction rod is forced to drag the lifting linkage mechanism on the other side of the safety clamp to move together, so that the transmission shaft rotates synchronously, driving the transmission jaw to lift. The transmission jaw transmits the motion to the lifting jaw through the lifting rod, forcibly pushing the lifting jaw to climb quickly along the buffer groove and retract synchronously, forcing the lifting jaw to clamp the guide head of the guide rail, realizing emergency braking. At this time, the guide rail is evenly stressed and the clamping is stable. In order to prevent the car from falling further, as the sleeve continues to move upward, the auxiliary clamp clamps the guide rail a second time under the action of the lifting jaw.

[0019] In this invention, the tension spring is in a pre-tightened state under normal operating conditions, providing a reset torque for the drive shaft, ensuring that the lifting gripper can smoothly return to its initial position after braking. When the speed limiter is released, the sleeve descends, the extension arm plate moves down accordingly, and the drive shaft rotates in the opposite direction under the action of the tension spring, driving the lifting rod and traction rod to reset synchronously, releasing the clamping force of the safety clamp, and ensuring that the elevator resumes normal operation. Through the designed zigzag structure, when the handle is pulled upward, the inclined plate breaks along the zigzag, the pressure plate opens, and the compression spring instantly releases its elastic potential energy, which pops out along the axial direction of the silo, impacting the pressure handle and forcing it to press tightly against the guide head, triggering the auxiliary clamping action and enhancing braking reliability. This structure, along with the safety clamp, responds quickly and is suitable for secondary protection and double fall prevention in emergency situations, realizing the linkage response of the zigzag structure and the safety clamp, forming multiple protections, improving braking efficiency and system reliability. The auxiliary clamp and the safety clamp achieve dual-stage braking clamping, with the braking force of both released in stages, further improving the safety reliability of the elevator, avoiding the safety hazards caused by single braking failure, and the risk of elevator emergencies.

[0020] In this invention, the design of the buffer convex surface on the pressure handle matching the buffer groove ensures that when the elevator encounters a sudden stall during operation, the buffer convex surface embeds into the buffer groove at the moment of impact contact between the pressure handle and the guide head, effectively dispersing impact stress, reducing the risk of local deformation, and improving structural durability. This buffering structure also suppresses vibration transmission, avoids false triggering, and ensures accurate response of the auxiliary clamp at critical moments, further guaranteeing the stability of the car braking and the safety of personnel and goods. Due to the combined action of the safety clamp and the auxiliary clamp, a double insurance mechanism is formed during emergency braking. When the safety clamp is triggered, the auxiliary clamp responds immediately, extending the safety margin and enabling reliable stopping within a predetermined distance, further ensuring the safety of personnel and equipment. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the overall structure of the present invention;

[0022] Figure 2 This is a schematic diagram of the structure of the safety clamp and guide rail in this invention;

[0023] Figure 3 In this invention Figure 2 A schematic diagram of the separation structure;

[0024] Figure 4 In this invention Figure 3 A magnified structural diagram showing the details at point A;

[0025] Figure 5 This is a schematic diagram of the separation structure of the safety clamp and the auxiliary clamp in this invention;

[0026] Figure 6This is a schematic diagram of the ascending linkage mechanism in this invention;

[0027] Figure 7 This is a schematic diagram of the separation structure of the auxiliary clamp in this invention;

[0028] Figure 8 In this invention Figure 7 A magnified structural diagram at point B;

[0029] Figure 9 This is a schematic diagram of the linkage structure between the safety clamp and the auxiliary clamp in this invention;

[0030] Figure 10 In this invention Figure 9 A magnified structural diagram at point C.

[0031] The attached diagram lists the components represented by each number as follows:

[0032] 1. Cargo loading platform;

[0033] 2. Safety clamp; 201. Mounting base; 202. Clamping plate; 203. Clamping cavity; 204. Lifting jaws;

[0034] 3. Towing bar;

[0035] 4. Lifting linkage mechanism; 401. Transmission shaft; 402. First hinge support; 403. Extension arm plate; 404. Transmission clamp; 405. Shaft seat; 406. Lifting rod; 407. Second hinge support; 408. Tension spring; 409. Return rod;

[0036] 5. Sleeve; 6. Speed ​​limit index;

[0037] 7. Auxiliary clamp; 701. Fixed support; 702. Fixing component; 703. Assembly plate; 704. Silo; 705. Compression spring; 706. Pressure plate; 707. Inclined plate; 708. Pull handle; 709. Connecting handle; 710. Pressure-bearing handle; 711. Buffer convex surface; 712. Fold line;

[0038] 8. Guide rail; 801. Guide head; 802. Buffer groove. Detailed Implementation

[0039] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

[0040] Many specific details are set forth in the following description in order to provide a full understanding of the invention. However, the invention may also be practiced in other ways different from those described herein, and those skilled in the art can make similar extensions without departing from the spirit of the invention. Therefore, the invention is not limited to the specific embodiments disclosed below.

[0041] Secondly, the term "an embodiment" or "embodiment" as used herein refers to a specific feature, structure, or characteristic that may be included in at least one implementation of the present invention. The phrase "in a preferred embodiment" appearing in different places throughout this specification does not necessarily refer to the same embodiment, nor is it a single or selective embodiment that mutually excludes other embodiments.

[0042] Secondly, the present invention is described in detail with reference to the schematic diagrams. When detailing the embodiments of the present invention, for ease of explanation, the cross-sectional views illustrating the device structure may be partially enlarged, not according to the usual scale. Furthermore, the schematic diagrams are merely examples and should not limit the scope of protection of the present invention. In addition, actual fabrication should include three-dimensional spatial dimensions of length, width, and depth.

[0043] Please see the appendix Figures 1-10 As shown, this invention provides a freight elevator with a car anti-fall braking mechanism, including a freight platform 1, safety clamps 2, a traction rod 3, a sleeve 5, a speed limit index 6, and auxiliary clamps 7. The freight platform 1 is located at the bottom of the car for carrying passengers. Guide rails 8 are provided on both sides of the freight platform 1. Two safety clamps 2 are a pair and are located at the bottom of the freight platform 1. A trigger-linkage lifting linkage mechanism 4 is provided on the side of the safety clamps 2 to drive the safety clamps 2 to grip the guide rails 8. The traction rod 3 is located between the two safety clamps 2, with its two ends... The rising linkage mechanism 4 is connected to the safety clamp 2. The sleeve 5 is disposed on one side of the rising linkage mechanism 4. The sleeve 5 is used to limit the range of motion of the rising linkage mechanism 4. The sleeve 5 is sleeved on the outside of the speed limit index 6 and forms a sliding fit with it. When the car descends at excessive speed, the speed limit index 6 triggers the action of the rising linkage mechanism 4 with the sleeve 5, and triggers the safety clamp 2 to move in conjunction through the traction rod 3. The auxiliary clamp 7 is disposed at the bottom of the safety clamp 2 and clamps the guide rail 8 synchronously with the movement of the safety clamp 2. The safety clamp 2 and the auxiliary clamp 7 form a two-stage braking clamping structure.

[0044] When the elevator car experiences an overspeed descent, the elevator's inertial downward speed is too fast. The speed limit index 6 drives the sleeve 5 to move upward, triggering the lifting linkage mechanism 4 to link with the traction rod 3. This forces the safety clamps 2 on both sides to clamp the guide rail 8. At the same time, the auxiliary clamp 7 moves together with the safety clamp 2 and works in conjunction with the safety clamp 2 on the surface of the guide rail 8 to form a double-stage clamping. When the speed continues to exceed the limit, the clamping force gradually increases to ensure reliable braking within the set distance, prevent falling accidents, and thus ensure the safety of elevator operation.

[0045] Please see the appendix Figures 3-4 As shown, the cross-section of the guide rail 8 is T-shaped. The guide rail 8 is longitudinally positioned on one side of the safety clamp 2 as a guide head 801. A buffer groove 802 is provided on the side of the guide head 801.

[0046] Please see the appendix Figures 5-6 As shown, the safety clamp 2 includes a mounting base 201, in which two opposing clamping plates 202 are arranged, forming a clamping cavity 203 between the two clamping plates 202. The clamping cavities 203 are symmetrically distributed and are wedge-shaped tracks inclined upwards. Inside the clamping cavity 203, there are rising grippers 204 that slide along the tracks. The rising linkage mechanism 4 includes a transmission shaft 401 that is transversely inserted into the mounting base 201. One end of the transmission shaft 401 is fixed with a first hinge support 402. The bottom of the first hinge support 402 extends out a hinge head that is movably connected to the traction rod 3. An extension arm plate 403 is also provided on the circumferential side of the first hinge support 402. The extension arm plate 403 is fixedly connected to the sleeve 5. As the sleeve 5 moves, the extension arm plate 403 drives the first hinge support 402 to rotate around the transmission shaft 401, thereby linking the traction rod 3.

[0047] Specifically, the rising gripper 204 climbs along the wedge-shaped track, thereby squeezing and clamping the side of the guide rail 8. When the elevator falls, the safety clamp 2 achieves first-level braking. As the overspeed continues to increase, the sleeve 5 moves further upward, causing the auxiliary clamp 7 to move synchronously and clamp the lower surface of the guide rail 8. The above-mentioned dual-stage braking clamping structure can effectively disperse the braking force, reduce the wear of individual components, and improve braking reliability.

[0048] Please see the appendix Figures 5-6 As shown, a transmission clamping tongue 404 is also fixedly installed in the middle of the transmission shaft 401. The ends of the transmission clamping tongue 404 form two hinged bearings 405. A lifting rod 406 is rotatably connected to the bearing 405. The lifting rod 406 is vertically downward and its bottom end is rotatably connected to the lifting jaw 204.

[0049] More specifically, when the elevator falls and the speed exceeds the set threshold, the sleeve 5 locks the speed limit index 6. At this time, the sleeve 5 is obstructed and moves upward. The extension arm plate 403 drives the first hinge support 402 to rotate around the transmission shaft 401. At this time, the traction rod 3 is forced to drag the rising linkage mechanism 4 on the other side of the safety clamp 2 to move together, so that the transmission shaft 401 rotates synchronously, driving the transmission clamp tongue 404 to rise. The transmission clamp tongue 404 transmits the motion to the rising jaw 204 through the lifting pull rod 406, forcibly pushing the rising jaw 204 to quickly climb along the buffer groove 802 and synchronously retract, forcing the rising jaw 204 to clamp the guide head 801 of the guide rail 8, realizing emergency braking. At this time, the guide rail 8 is evenly stressed and the clamping is stable. In order to prevent the car from falling further, as the sleeve 5 continues to move upward, the auxiliary clamp 7 clamps the guide rail 8 a second time under the action of the rising jaw 204.

[0050] Please see the appendix Figures 5-6 As shown, a second hinge support 407 is installed at the end of the transmission shaft rod 401 away from the first hinge support 402. A tension spring 408 is installed on the second hinge support 407. A reset pull rod 409 is fixed on the mounting base 201 at a position adapted to the tension spring 408. The bottom end of the tension spring 408 is hooked on the reset pull rod 409.

[0051] More specifically, the tension spring 408 is in a pre-tightened state under normal operating conditions, providing a reset torque for the drive shaft 401, ensuring that the lifting gripper 204 can smoothly return to its initial position after braking. When the speed limiter is released, the sleeve 5 moves downward, the extension arm plate 403 moves downward accordingly, and the drive shaft 401 rotates in the opposite direction under the action of the tension spring 408, driving the lifting rod 406 and the traction rod 3 to reset synchronously, releasing the clamping force of the safety clamp 2, and ensuring that the elevator resumes normal operation.

[0052] Please see the appendix Figure 7 As shown, the auxiliary clamp 7 includes a fixed support 701, which is located below the mounting base 201 and is connected to the mounting base 201 by a fastener 702. An assembly plate 703 is symmetrically fixed below the fixed support 701. A silo 704 is arranged vertically along the surface of the assembly plate 703. A compression spring 705 is installed inside the silo 704, and a pressure plate 706 is installed at the open end of the silo 704.

[0053] The compression spring 705 is in a compressed and ready-to-release state. When the pressure plate 706 is opened, the compression spring 705 pops out along the axial direction of the silo 704.

[0054] Please see the appendix Figures 9-10 As shown, one side of the pressure plate 706 extends and tilts towards the axis of the silo 704 to form an inclined plate 707. The pressure plate 706 and the inclined plate 707 are arranged in a ring array, and the inclined plate 707 converge at the central axis of the silo 704. A pull handle 708 is fixed at the convergence point of the inclined plate 707. The end of the pull handle 708 is tilted upward. A fold line 712 is provided at the position where the pressure plate 706 is connected and fixed to the silo 704. When the pull handle 708 is pulled by an external force, the fold line 712 causes the pressure plate 706 to break along a preset direction when under force.

[0055] Specifically, through the designed zigzag 712 structure, when the pull handle 708 is pulled upward, the inclined plate 707 breaks along the zigzag 712 under force, and the pressure plate 706 opens accordingly. The compression spring 705 instantly releases its elastic potential energy and pops out along the silo 704 axis, impacting the pressure handle 710, forcing the pressure handle 710 to press tightly against the guide head 801, triggering the auxiliary clamping action and enhancing braking reliability. This structure, along with the safety clamp 2, responds quickly and is suitable for secondary protection and double fall prevention in emergency situations, realizing the linkage response of the zigzag structure and the safety clamp to form multiple protections.

[0056] Please see the appendix Figures 9-10 As shown, the auxiliary clamp 7 also includes a connecting handle 709, which is fixed to the bottom of the rising jaw 204. The two connecting handles 709 are inclined towards each other and bend downward to form a pressure handle 710. The raised end of the pull handle 708 is fixed to the pressure handle 710. The connecting handle 709 moves upward synchronously with the rising jaw 204.

[0057] Specifically, when the lifting gripper 204 moves upward synchronously, it drives the pressure handle 710 to move upward, which in turn pulls the pull handle 708 to be subjected to force in the inclined direction, causing the inclined plate 707 to break at the fold line 712. The pressure plate 706 then opens, and the compression spring 705 is quickly released, pushing it to pop out along the axial direction of the silo 704. It hits the guide rail 8 and triggers the auxiliary clamping action, realizing the linkage response with the safety clamp 2, improving braking efficiency and system reliability. The auxiliary clamp 7 and the safety clamp 2 achieve dual-stage braking clamping, and the braking force of both is released in stages, further improving the safety and reliability of the elevator, avoiding the safety hazards caused by single braking failure, as well as the risk of sudden elevator situations.

[0058] Please see the appendix Figures 9-10 As shown, the pressure handle 710 has a buffer protrusion 711 on the guide head 801, which is adapted to the buffer groove 802.

[0059] Specifically, the design of the buffer protrusion 711 on the pressure handle 710 matching the buffer groove 802 ensures that when the elevator encounters a sudden stall during operation, the buffer protrusion 711 embeds into the buffer groove 802 at the moment of impact contact between the pressure handle 710 and the guide head 801, effectively dispersing impact stress, reducing the risk of local deformation, and improving structural durability. This buffering structure also suppresses vibration transmission, avoids false triggering, and ensures that the auxiliary clamp 7 responds accurately at critical moments, further guaranteeing the car's braking stability and the safety of personnel and goods.

[0060] In summary, the combined effect of the safety clamp 2 and the auxiliary clamp 7 forms a double insurance mechanism during emergency braking. When the safety clamp 2 is triggered, the auxiliary clamp 7 responds immediately, extending the safety margin and enabling reliable stopping within a predetermined distance, further ensuring the safety of personnel and equipment.

[0061] The working principle of this invention is as follows:

[0062] When a freight elevator car malfunctions and its downward speed exceeds the set safety threshold, the elevator's speed governor system activates. The speed governor index 6, linked to the speed governor, locks in place. Due to the car's inertia, the sleeve 5 slides upward relative to the speed governor index 6. This upward movement of the sleeve 5 causes the extension arm plate 403, which is fixedly connected to it, to swing upward as well. The swing of the extension arm plate 403 forces the first hinged support 402 to rotate around the drive shaft 401. On one hand, this transmits the pulling force synchronously to the safety clamp 2 on the other side of the elevator via the traction rod 3, ensuring that both brakes respond simultaneously. On the other hand, it causes the drive shaft 401 on this side to rotate. The transmission jaw 404 in the middle of the drive shaft 401 rotates with the shaft, pulling up the lifting jaw 204 via the lifting rod 406, which is hinged to it. At this time, the lifting jaw 204 is forced to move along the mounting base 201. The pre-set wedge-shaped track clamping cavity 203 moves rapidly upward and inward toward the guide rail 8, clamping the guide head 801 of the T-shaped guide rail 8, generating huge friction force, and rapidly reducing the speed of the car. At the same time as the braking is in progress, the rising jaw 204 of the safety clamp 2 pulls the pull handle 708 on the auxiliary clamp 7 through the connecting handle 709 at its bottom during the upward movement. The pull handle 708 is pulled upward at an angle, causing the pre-set fold line 712 on the pressure plate 706 to break. The pressure plate 706 opens, and the elastic potential energy of the compression spring 705, which has always been in a compressed and ready state inside the silo 704, is released instantly. It pops out at high speed along the axis of the silo 704 and violently impacts the pressure handle 710. Under the action of huge impact force, the buffer convex surface 711 at the end of the pressure handle 710 is pressed tightly into the buffer groove 802 at the bottom of the guide head 801 of the guide rail 8.

[0063] The action of the auxiliary clamp 7 forms a second stage of braking, providing additional, instantaneous braking force through spring impact. It also forms an upper and lower clamping state with the safety clamp 2, making the force on the guide rail 8 more balanced, greatly enhancing the braking effect, buffering the potential energy of the fall, and ensuring that the braking force is released gradually and fully.

[0064] The above description is merely a preferred embodiment of the present invention. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principles of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention. Structures, devices, and operating methods not specifically described or explained in this invention are implemented according to conventional methods in the art unless otherwise specified or limited.

Claims

1. A freight elevator with a car anti-fall braking mechanism, characterized in that: include A cargo platform is configured at the bottom of the car for carrying passengers, and guide rails are provided on both sides of the cargo platform; Safety clamps, two safety clamps form a pair, the two safety clamps are set at the bottom of the cargo platform, and the side of the safety clamp is provided with a trigger linkage lifting linkage mechanism to drive the safety clamp to grip the guide rail; A tow bar, wherein the tow bar is disposed between the two safety clamps, and its two ends are respectively connected to the lifting linkage mechanism on the safety clamp; A sleeve is disposed on one side of the lifting linkage mechanism, and the sleeve is used to limit the range of motion of the lifting linkage mechanism; The speed limit index is fitted with a sleeve that slides around it. When the car descends at excessive speed, the speed limit index triggers the action of the lifting linkage mechanism along with the sleeve, and triggers the safety brake linkage through the traction rod. An auxiliary clamp is disposed at the bottom of the safety clamp and clamps the guide rail synchronously as the safety clamp moves. The safety clamp and the auxiliary clamp form a two-stage braking clamping structure.

2. A freight elevator with a car anti-fall braking mechanism according to claim 1, characterized in that: The guide rail has a T-shaped cross-section. The guide rail is longitudinally positioned on one side of the safety clamp as a guide head, and a buffer groove is provided on the side of the guide head.

3. A freight elevator with a car anti-fall braking mechanism according to claim 2, characterized in that: The safety clamp includes a mounting base, in which two opposing clamping plates are arranged, forming a clamping cavity between the two clamping plates. The clamping cavities are symmetrically distributed and are wedge-shaped tracks that are inclined upwards. The clamping cavities are equipped with rising grippers that slide along the tracks inside the clamping cavities.

4. A freight elevator with a car anti-fall braking mechanism according to claim 3, characterized in that: The lifting linkage mechanism includes a drive shaft that is transversely inserted into the mounting base. One end of the drive shaft is fixed with a first hinge support. The bottom of the first hinge support extends into a hinge head that is movably connected to the traction rod. An extension arm plate is also provided on the circumferential side of the first hinge support. The extension arm plate is fixedly connected to the sleeve. As the sleeve moves, the extension arm plate drives the first hinge support to rotate around the drive shaft, thereby linking the traction rod.

5. A freight elevator with a car anti-fall braking mechanism according to claim 4, characterized in that: A transmission clamp is fixedly installed in the middle of the transmission shaft. The ends of the transmission clamp form two hinged bearings. A lifting rod is rotatably connected to the bearings. The lifting rod is vertically downward and its bottom end is rotatably connected to the lifting jaw.

6. A freight elevator with a car anti-fall braking mechanism according to claim 4, characterized in that: A second hinge support is installed at the end of the drive shaft that is away from the first hinge support. A tension spring is installed on the second hinge support. A reset rod is fixed on the mounting base at a position adapted to the tension spring. The bottom end of the tension spring is hooked onto the reset rod.

7. A freight elevator with a car anti-fall braking mechanism according to claim 3, characterized in that: The auxiliary clamp includes a fixed support, which is disposed below the mounting base and connected to the mounting base by a fastener. An assembly plate is symmetrically fixed below the fixed support. A silo is arranged vertically along the surface of the assembly plate. A compression spring is disposed inside the silo, and a pressure plate is disposed at the open end of the silo. The compression spring is in a compressed and ready-to-release state. When the pressure plate is opened, the compression spring pops out along the silo axis.

8. A freight elevator with a car anti-fall braking mechanism according to claim 7, characterized in that: One side of the pressure plate extends towards the axis of the silo and is inclined to form an inclined plate. The pressure plate and the inclined plate are arranged in a ring array and converge at the central axis of the silo. A pull handle is fixed at the convergence point of the inclined plate, and the end of the pull handle is tilted upward. A zigzag line is provided at the position where the pressure plate is fixed to the silo. When the handle is pulled by an external force, the zigzag line causes the pressure plate to break along a preset direction when under force.

9. A freight elevator with a car anti-fall braking mechanism according to claim 8, characterized in that: The auxiliary clamp also includes a connecting handle, which is fixed to the bottom of the rising jaw. The two connecting handles are inclined towards each other and bend downward to form a pressure handle. The raised end of the pull handle is fixed to the pressure handle. The connecting handle moves upward synchronously with the rising gripper.

10. A freight elevator with a car anti-fall braking mechanism according to claim 9, characterized in that: The pressure-bearing handle face is provided with a buffer convex surface, which is adapted to the buffer groove.

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