Fall arrest protection assembly, brake actuator, transmission system, lift and handling system

Abstract

The application discloses a falling brake protection assembly, a brake actuator, a transmission system, an elevator and a conveying system, wherein the falling brake protection assembly is connected with two brake assemblies through a linkage mechanism, the two brake assemblies are driven by a pre-compressed elastic driver, and the elastic driver is elastically driven by releasing the elastic force of the elastic driver through a first rotation-stopping mechanism to prevent the horizontal rotating shaft of the linkage mechanism from rotating in a first rotating direction; the first rotation-stopping mechanism is connected with a brake trigger mechanism; the brake trigger mechanism drives the first rotation-stopping mechanism to release the rotation restriction of the horizontal rotating shaft in the first rotating direction, so that the elastic force of the elastic driver is released to drive the two brake assemblies to move in opposite directions to realize braking; after the horizontal rotating shaft rotates in the first rotating direction, the horizontal rotating shaft is limited from rotating in a second rotating direction through a second rotation-stopping mechanism connected with the horizontal rotating shaft, so that the brake assembly can keep the braking position, effectively realize braking during falling, avoid falling damage and improve the safety of operation.

Description

Technical Field

[0001] This invention relates to the field of semiconductor processing equipment, and in particular to fall protection components, brake actuators, transmission systems, elevators and handling systems. Background Technology

[0002] FOUP (Front-Opening Wafer Container) is a container used for loading wafers.

[0003] In wafer fabrication plants, FOUPs often need to be moved between different layers.

[0004] Patent document CN223508951U discloses a device capable of cross-layer transfer of FOUP (Flexible Interchange Unit). This structure uses a synchronous belt and pulleys to drive the lifting and lowering of the gripping components.

[0005] The timing belt is at risk of breakage or failure of the connection structure, which would cause the gripper connected to the timing belt to fall rapidly under the action of gravity (free fall). The existing structure does not have corresponding fall protection measures, which poses a great risk to the safety of the equipment itself, the FOUP and the wafers inside the FOUP. Summary of the Invention

[0006] The purpose of this invention is to solve the above-mentioned problems existing in the prior art and to provide a fall braking protection component, a braking actuator, a transmission system, an elevator, and a transport system.

[0007] The objective of this invention is achieved through the following technical solution: A fall protection assembly includes a mounting plate on which a braking actuator is disposed. The braking actuator includes two braking components that are horizontally movable along a first direction and are mounted on the mounting plate. The two braking components are connected to an elastic actuator that drives them to move from a non-braking position to a braking position in opposite directions. The two braking components are connected by a linkage mechanism that causes them to move synchronously in opposite directions. The linkage mechanism includes a horizontal rotating shaft that is rotatably mounted on the mounting plate and extends perpendicular to the first direction. The horizontal rotating shaft is connected to a first anti-rotation mechanism and a second anti-rotation mechanism. The first anti-rotation mechanism is connected to a braking trigger mechanism. When the braking triggering mechanism is not triggered, the first anti-rotation mechanism is in the first state. The first anti-rotation mechanism restricts the horizontal rotating shaft from rotating in the first rotation direction to prevent the elastic actuator from driving the two braking components to move from the non-braking position to the braking position. The first anti-rotation mechanism does not restrict the horizontal rotating shaft from rotating in the second rotation direction. When the braking triggering mechanism is triggered, the first anti-rotation mechanism switches from the first state to the second state and releases the restriction on the horizontal rotating shaft to rotate along the first rotation direction. The second anti-rotation mechanism restricts the horizontal shaft from rotating in a second rotation direction opposite to the first rotation direction to prevent the two braking components from moving towards each other, and the second anti-rotation mechanism does not restrict the horizontal shaft from rotating in the first rotation direction.

[0008] Preferably, the braking assembly includes a movable frame, on which braking elements are provided that at least partially protrude beyond the opposite sides of the two movable frames.

[0009] Preferably, one of the braking components is connected to a movable block, the movable block being opposite to a fixed block disposed on the mounting plate, and the elastic actuator being disposed between the fixed block and the movable block.

[0010] Preferably, the linkage mechanism includes two centrally symmetrical linkage rods, the first ends of the two linkage rods are pivotally connected to the opposite sides of a first ratchet or a second ratchet coaxially arranged on the horizontal rotating shaft, and the second ends of the two linkage rods are respectively pivotally connected to a braking assembly.

[0011] Preferably, the first anti-rotation mechanism includes a first ratchet coaxially disposed on the horizontal rotating shaft and a first pawl that prevents the first ratchet from rotating in the first rotation direction. The first pawl is pivotally connected to a second pin and connected to the brake triggering mechanism through a swing rod. When the brake triggering mechanism is not triggered, the first pawl engages with the ratchet teeth of the first ratchet. When the braking trigger mechanism is triggered, it drives the swing rod to rotate the first pawl around the second pin and separate it from the first ratchet.

[0012] Preferably, the second anti-rotation mechanism includes a second ratchet coaxially disposed on the horizontal rotating shaft and a second pawl that restricts the second ratchet from rotating in the second rotation direction.

[0013] Preferably, the braking triggering mechanism includes a first connecting seat and a second connecting seat hinged to a first pin. The first pin is coaxial with the second pin around which the first pawl of the first anti-rotation mechanism rotates. The first connecting seat is connected to the first anti-rotation mechanism, and the second connecting seat is connected to the mounting plate. The first connecting seat is connected to an elastic element that drives it to deflect relative to the second connecting seat. When the first connecting seat and the second connecting seat fall, the elastic element drives the first connecting seat to deflect relative to the second connecting seat to drive the first anti-rotation mechanism to switch from a first state to a second state.

[0014] A braking actuator includes a mounting plate on which two braking components are horizontally movable along a first direction. The two braking components are connected to an elastic actuator that drives them to move from a non-braking position to a braking position. The two braking components are connected by a linkage mechanism that causes them to move synchronously in opposite directions. The linkage mechanism includes a horizontal rotating shaft that extends perpendicular to the first direction and is rotatable. The horizontal rotating shaft is connected to a first anti-rotation mechanism and a second anti-rotation mechanism. When the first anti-rotation mechanism is in the first state, it restricts the horizontal rotating shaft from rotating in the first rotation direction to prevent the elastic actuator from driving the two braking components to move from the non-braking position to the braking position and does not restrict the horizontal rotating shaft from rotating in the second rotation direction. When the first anti-rotation mechanism is in the second state, the restriction on the horizontal rotating shaft to rotate in the first rotation direction is released; The second anti-rotation mechanism restricts the horizontal shaft from rotating in a second rotation direction opposite to the first rotation direction to prevent the two braking components from moving toward each other and does not restrict the horizontal shaft from rotating in the first rotation direction.

[0015] The transmission system includes any of the fall braking protection components described above.

[0016] The elevator includes the drive system described above.

[0017] The transport system includes the elevator as described above.

[0018] The advantages of the technical solution of this invention are mainly reflected in: The fall braking protection assembly of the present invention connects two braking components via a linkage mechanism. The two braking components are subjected to a counter-rotating force by a pre-compressed elastic actuator, and a first anti-rotation mechanism prevents the horizontal shaft of the linkage mechanism from rotating in a first rotation direction, thereby limiting the release of the elastic force of the elastic actuator. The first anti-rotation mechanism is connected to a brake trigger mechanism, which can drive the first anti-rotation mechanism to release the rotation restriction on the horizontal shaft in the first rotation direction, thereby allowing the release of the elastic force of the elastic actuator to drive the two braking components to move in opposite directions to achieve braking. Furthermore, after the horizontal shaft rotates in the first rotation direction, a second anti-rotation mechanism connected to the horizontal shaft restricts the horizontal shaft from rotating in a second rotation direction, thereby enabling the braking components to maintain a braking position and effectively achieve braking during a fall, avoiding fall damage and improving operational safety.

[0019] The fall braking protection component of this invention, through the ingenious design of the braking trigger mechanism, eliminates the need for sensors and active devices. It achieves fall braking in accidental situations without the need for electricity by transmitting mechanical force and controlling the position of a ratchet. It consumes no energy, avoids the problems of lost electrical signals and response time, and is safer and more efficient.

[0020] The fall braking protection assembly of the present invention has a compact overall structure, smaller size and lighter weight, which has great advantages in use in FOUP cross-floor transport devices.

[0021] Because the fall braking protection component of the present invention has a wheel structure and the brake wheel is eccentrically positioned, the wheel surface of the brake wheel will continuously be in contact with the column and have a greater braking force. At the same time, the second anti-rotation mechanism will limit the rebound of the brake wheel caused by uneven force during the fall, effectively reducing additional vibration. Furthermore, the brake wheel is made of rubber-coated wheel, which has a better energy absorption effect, so the vibration during braking is smaller and the safety is higher. In addition, the friction between the rubber-coated wheel and the column surface can be effectively enhanced, thereby improving the braking effect.

[0022] The fall braking protection component of this invention can be used in various transmission systems such as belt drive mechanisms and chain drive mechanisms, and has a wide range of applications, making it easy to promote and apply. Attached Figure Description

[0023] Figure 1 This is a first-view perspective perspective view of the fall braking protection component of the present invention; Figure 2 This is a schematic diagram of the braking component of the braking actuator of the fall braking protection component of the present invention in the braking position; Figure 3 This is a second perspective view of the fall braking protection assembly of the present invention, in which two braking assemblies are in the braking position, while the first anti-rotation mechanism remains in the first state. Figure 4 This is a schematic diagram of the braking component of the braking actuator of the fall braking protection component of the present invention in the non-braking position; Figure 5 This is a schematic diagram showing the gap maintained between the braking component of the fall braking protection component of the present invention and the track surface when the braking component is in the non-braking position. Figure 6 This is a schematic diagram of the braking component of the fall braking protection assembly of the present invention in contact with the track when the braking component is in the braking position; Figure 7 This is a partial perspective view of the fall braking protection component of the present invention connected to a timing belt and installed on a track; Figure 8 This is a schematic diagram showing the triggered state of the braking trigger mechanism of the fall braking protection component of the present invention. Detailed Implementation

[0024] The objectives, advantages, and features of this invention will be illustrated and explained through the following non-limiting description of preferred embodiments. These embodiments are merely typical examples of applying the technical solutions of this invention, and all technical solutions formed by equivalent substitutions or equivalent transformations fall within the scope of protection claimed by this invention.

[0025] In the description of the solution, it should be noted that the terms "center," "upper," "lower," "left," "right," "front," "rear," "vertical," "horizontal," "inner," and "outer," etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience and simplification of description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0026] Example 1 The fall braking protection component disclosed in this invention will now be described in conjunction with the accompanying drawings, as shown below. Figure 1 As shown, it includes a brake triggering mechanism 100 and a brake actuation mechanism 300. The brake actuation mechanism 300 is mounted on a mounting plate 500, which is a vertical plate with a certain thickness to support other structures. The mounting plate 500 is connected to the brake triggering mechanism 100.

[0027] As attached Figure 1 -Appendix Figure 3 As shown, the braking actuator 300 includes two braking components 310 that are horizontally movable along a first direction F1 and mounted on the mounting plate. The two braking components 310 are connected to an elastic actuator 330 that drives them to move from a non-braking position to a braking position. The two braking components 310 are connected by a linkage mechanism 350 that causes them to move synchronously in opposite directions. The linkage mechanism 350 includes a horizontal rotating shaft 351 that is rotatably mounted on the mounting plate and extends perpendicular to the first direction F1, i.e., the horizontal rotating shaft 351 extends along a second direction F2. The horizontal rotating shaft 351 is connected to a first anti-rotation mechanism 370 and a second anti-rotation mechanism 390. The first anti-rotation mechanism 370 is connected to the braking trigger mechanism 100.

[0028] As attached Figure 4As shown, when the brake triggering mechanism 100 is not triggered, the first anti-rotation mechanism 370 is in the first state. The first anti-rotation mechanism 370 restricts the horizontal rotating shaft 351 from rotating along the first rotation direction F3 to prevent the elastic actuator 330 from driving the two brake components 310 to move from the non-braking position to the braking position. The first anti-rotation mechanism 370 does not restrict the horizontal rotating shaft 351 from rotating along the second rotation direction F4.

[0029] As attached Figure 2 As shown, when the brake triggering mechanism 100 is triggered, the first anti-rotation mechanism 370 is in the second state, and the first anti-rotation mechanism 370 releases the restriction on the horizontal rotating shaft 351 to rotate along the first rotation direction F3.

[0030] The second anti-rotation mechanism 390 restricts the horizontal shaft 351 from rotating in a second rotation direction F4, which is opposite to the first rotation direction F3, to prevent the two braking components 310 from moving towards each other from the braking position, and the second anti-rotation mechanism 390 does not restrict the horizontal shaft 351 from rotating in the first rotation direction F3.

[0031] For details, see attached. Figure 2 -Appendix Figure 4 As shown, the braking assembly 310 includes a movable frame 311. The movable frames 311 of the two braking assemblies 310 are movably mounted on two vertically distributed horizontal guide rails 312 via sliders. The horizontal guide rails 312 are mounted on the mounting plate 500. Each movable frame 311 is provided with a braking element 313 that at least partially protrudes beyond the opposite sides of the two movable frames 311. The braking element 313 may be, for example, a block provided with a friction pad.

[0032] In a preferred embodiment, the braking element 313 is a brake wheel, which is eccentrically mounted on a mounting shaft 314 on the movable frame 311. The mounting shaft 314 is parallel to the horizontal rotating shaft 351 and their axes are at the same horizontal height.

[0033] As attached Figure 5 As shown, when the braking components 310 are in the non-braking position, their braking wheels maintain a distance from the two parallel track surfaces 710 of the track 700 located outside the braking wheels.

[0034] As attached Figure 6As shown, when the braking assembly 310 is switched to the braking position, the brake wheels of the two braking assemblies 310 respectively abut against the track surface 710 on one side. At this time, the brake wheels tend to rotate around the mounting shaft under the action of friction. Since the brake wheels are eccentrically arranged, they have a wedging and self-locking effect into the track surface 710, thereby obtaining a greater frictional braking force, which helps to shorten the braking time and stroke and improve safety. Furthermore, the brake wheels are preferably rubber-coated wheels, and the outer coating of the rubber-coated wheels can be made of PU or rubber, etc., which is not limited here.

[0035] As attached Figure 2-4 As shown, to facilitate the installation of the elastic actuator 330, a braking assembly 310 is connected to a movable block 331. In this embodiment, the movable frame 311 of the left braking assembly 310 is connected to the movable block 331 located above it. The movable block 331 is movably mounted on a guide rod (not shown in the figure) extending along the first direction F1. There are two guide rods, distributed vertically. The movable block 331 has through holes for the guide rods to pass through. The guide rods are fixed to a fixed block 332, which is fixed to the top of the mounting plate 500. The elastic actuator 330 is disposed between the fixed block 332 and the movable block 331. Preferably, the elastic actuator 330 is a spring, and there are multiple springs, each spring being fitted onto a guide rod. The two ends of the spring are connected to the opposite sides of the fixed block 332 and the movable block 331. Of course, guide rods can also be provided on the fixed block 332 and the movable block 331 for limiting the springs. Alternatively, the guide rod is not necessary; limit grooves can be provided on the opposite sides of the fixed block 332 and the moving block 331, and the two ends of the spring can be embedded in the limit grooves.

[0036] When the braking assembly 310 is in the non-braking position, the elastic actuator 330 is in a compressed state.

[0037] When the elastic actuator 330 releases its elastic force, it drives the moving block 331 to move to the left away from the fixed block 332, thereby causing the braking assembly 310 on the left to move to the left. The braking assembly 310 on the left drives the braking assembly 310 on the right to move to the right through the linkage mechanism 350, so that both braking assemblies 310 move from the non-braking position to the braking position.

[0038] Correspondingly, as shown in the appendix Figure 2 -Appendix Figure 4As shown, the horizontal rotating shaft 351 of the linkage mechanism 350 is rotatably mounted on the mounting plate 500 via bearings, bushings, etc. The linkage mechanism 350 also includes two linkage rods 352, which are centrally symmetrically distributed. The first ends of the two linkage rods 352 are pivotally connected to opposite sides of the horizontal rotating shaft 351. For example, a connecting plate (not shown) is connected to the horizontal rotating shaft, and the connecting plate has pivot portions located on opposite sides of the horizontal rotating shaft. The first end of each linkage rod is pivotally connected to a pivot portion. The second ends of the two linkage rods 352 are respectively pivotally connected to a braking assembly 310. Preferably, the second ends of the linkage rods 352 can be directly pivotally connected to the mounting shaft 314 where the brake wheel is located, thus eliminating the need for an additional connecting shaft on the moving frame to connect the linkage rods. In this case, the horizontal rotating shaft is located in the middle position between the two mounting shafts 314.

[0039] Of course, in a more preferred embodiment, as shown in the appendix Figure 2 Appendix Figure 4 As shown, the first ends of the two linkage rods 352 can also be pivotally connected to the first ratchet 371 or the second ratchet 391 coaxially arranged on the horizontal rotating shaft 351.

[0040] Under normal circumstances, when the fall braking protection component has not fallen, both braking components are in the non-braking position.

[0041] When the horizontal rotating shaft 351 rotates along the first rotation direction F3, the horizontal rotating shaft drives the two linkage rods 352 to move the two braking components 310 in opposite directions to the braking position.

[0042] When the horizontal rotating shaft 351 rotates along the second rotation direction F4, the horizontal rotating shaft drives the two linkage rods 352 to move the two braking components 310 toward each other to a non-braking position.

[0043] Therefore, when the braking assembly 310 is in the non-braking position, it is necessary to restrict the horizontal rotating shaft 351 from rotating in the first rotation direction F3, so that the elastic force of the elastic actuator 330 cannot be released; while when the braking assembly is in the braking position, it is necessary to restrict the horizontal rotating shaft 351 from rotating in the second rotation direction F4 so that the braking assembly 310 will not rebound due to the reaction force of the track surface 710, so that the brake wheel of the braking assembly 310 can maintain continuous and reliable frictional contact with the track surface 710.

[0044] Correspondingly, as shown in the appendix Figure 2 -Appendix Figure 4As shown, the first anti-rotation mechanism 370 includes a first ratchet 371 coaxially mounted on the horizontal rotating shaft 351 and a first pawl 372 that prevents the first ratchet 371 from rotating along the first rotation direction F3. A boss extending axially is formed on the side of the horizontal rotating shaft 351. The first ratchet 371 has a circular hole at its center and an anti-rotation hole corresponding to the boss. The horizontal rotating shaft 351 passes through the circular hole, and the boss passes through the anti-rotation hole, preventing relative rotation between the first ratchet 371 and the horizontal rotating shaft 351. The first pawl 372 is pivotally connected to a second pin 373 located directly above the horizontal rotating shaft and connected to the brake triggering mechanism 100 via a swing rod 374. The second pin 373 is mounted on the mounting plate 500. The first pawl 372 is fixed to the lower end of the swing rod 374, and the upper end of the swing rod 374 is connected to the brake triggering mechanism 100 and driven by the brake triggering mechanism to rotate around the second pin.

[0045] As attached Figure 4 As shown, when the brake triggering mechanism 100 is not triggered, the first pawl 372 is engaged in the tooth groove of the first ratchet 371, that is, the first pawl meshes with the ratchet teeth of the first ratchet, thereby the first pawl 372 restricts the first ratchet 371 from rotating in the first rotation direction F3, and thus restricts the horizontal rotating shaft 351 from rotating in the first rotation direction F3. Correspondingly, the elastic force of the elastic actuator 330 cannot be released.

[0046] As attached Figure 2 As shown, when the brake triggering mechanism 100 is triggered, it drives the swing rod 374 to drive the first pawl 372 to rotate around the second pin 373 and separate from the first ratchet 371. At this time, the horizontal rotating shaft 351 can rotate along the first rotation direction F3, so that the elastic force of the elastic actuator 330 can be released and the two brake components 310 can be moved to the braking position in opposite directions through the linkage mechanism 350.

[0047] As attached Figure 3 As shown, the second anti-rotation mechanism 390 includes a second ratchet 391 coaxially disposed on the horizontal rotating shaft 351 and a second pawl 392 that restricts the second ratchet 391 from rotating in the second rotation direction F4. The second ratchet 391 is disposed on the horizontal rotating shaft 351 in the same manner as the first ratchet 371 and the second ratchet is located between the first ratchet and the mounting plate. The second pawl 392 is pivotally connected to the second pin 373 and is held to engage with the ratchet teeth of the second ratchet 391 by an elastic member 393 (such as a torsion spring).

[0048] When the linkage rod 352 is connected to the first ratchet 371 or the second ratchet 391, two evenly distributed circular holes are opened on the first ratchet 371 or the second ratchet 391, so that the first end of the linkage rod 352 is provided with a pivot shaft 353 embedded in the circular hole. This can effectively simplify the structure of the horizontal pivot shaft 351 and reduce the axial dimension of the horizontal pivot shaft 351.

[0049] The brake triggering mechanism 100 can drive the first anti-rotation mechanism 370 to release the restriction on the rotation of the horizontal rotating shaft 351 along the first rotation direction F3. The specific structure of the brake triggering mechanism 100 can be designed as needed.

[0050] In one embodiment, as shown in the appendix Figure 1 Appendix Figure 7 Appendix Figure 8 As shown, the brake triggering mechanism 100 includes a first connecting seat 110 and a second connecting seat 120 hinged to a first pin 130. The first pin 130 is parallel to the horizontal rotating shaft 351 and coaxial with the second pin. The first connecting seat 110 is hinged above the second connecting seat 120 and is used to connect one end of a timing belt 900, a belt, a chain, or a wire rope. The second connecting seat 120 can connect the other end of the belt, timing belt, chain, or wire rope. Simultaneously, the second connecting seat can be movably limited on the track 700 by a limiting wheel, guide wheel, etc. Of course, in other embodiments, the second connecting seat 120 may not be connected to a chain, belt, or wire rope.

[0051] An accelerometer (not shown in the figure) is provided on the first connecting seat 110 or the second connecting seat 120 to detect whether they are falling. Of course, other methods can also be used to detect whether the first connecting seat 110 and the second connecting seat 120 are falling. For example, a sensor can be set to detect whether the timing belt, belt, chain, or wire rope connected to the brake trigger mechanism 100 is broken to determine whether the first connecting seat 110 and the second connecting seat 120 are falling. For example, a tension sensor can be set between the first connecting seat 110 or the second connecting seat 120 and the timing belt, belt, or chain to detect whether there is a sudden change in tension. When the tension measured by the tension sensor suddenly decreases, it can be determined that the timing belt, belt, chain, or wire rope is broken and the first connecting seat 110 and the second connecting seat 120 are falling.

[0052] Meanwhile, a driving device (not shown in the figure) is provided between the first connecting seat 110 and the second connecting seat 120 to drive the first connecting seat 110 to rotate relative to the second connecting seat 120. The driving device is, for example, an electric push rod, an electric cylinder, etc., and is not limited here. The two ends of the driving device are hinged to the first connecting seat 110 and the second connecting seat 120.

[0053] The first connecting seat 110 is connected to the first anti-rotation mechanism 370. Specifically, the top of the first connecting seat 110 is provided with a connector 140. The connector 140 is connected to the upper end of the swing rod 374 through a connecting rod 150 parallel to the horizontal rotating shaft 351. Thus, when the first connecting seat 110 rotates relative to the second connecting seat 120, it can drive the swing rod 374 and the first pawl 372 to rotate around the second pin 373. The mounting plate 500 is disposed on the second connecting seat 120, and the mounting plate 500 is located inside the second connecting seat.

[0054] When the first connecting seat 110 and the second connecting seat 120 do not fall, the braking trigger mechanism is not triggered, and the driving device keeps the first connecting seat 110 and the second connecting seat 120 in a normal state. At this time, as shown in the attached... Figure 7 As shown, the first connecting seat 110 and the second connecting seat 120 are arranged vertically opposite each other, and the swing rod 374 connected to the first connecting seat 110 is in a vertical or approximately vertical state, and the first pawl 372 engages with the ratchet teeth of the first ratchet 371, that is, the first anti-rotation mechanism 370 is in the first state.

[0055] When the first connecting seat 110 and the second connecting seat 120 begin to fall, the braking trigger mechanism is triggered, the accelerometer detects that the first and second connecting seats are falling, and the driving device drives the first connecting seat 110 to rotate relative to the second connecting seat 120, as shown in the attached figure. Figure 8 As shown, the first connecting seat 110 is driven to rotate to the left. At this time, the swing rod 374 drives the first pawl 372 to rotate away from the first ratchet 371 and separate from the first ratchet 371. That is, the first anti-rotation mechanism 370 switches from the first state to the second state, so that the horizontal rotating shaft 351 can rotate along the first rotation direction F3. At this time, the elastic force of the elastic actuator 330 can be released and drive the two braking components 310 to move from the non-braking position to the braking position to achieve braking. After the braking component 313 contacts the track surface 710, the second anti-rotation mechanism 390 restricts the horizontal rotating shaft 351 from rotating along the second rotation direction F4, thereby preventing the two braking components 310 from moving towards each other.

[0056] In the above embodiments, sensors such as accelerometers are needed to detect the fall, and an active drive device is needed to drive the first connecting seat 110 to rotate relative to the second connecting seat. This has drawbacks such as complex structure, long response time, and additional energy consumption.

[0057] In a preferred embodiment, the accelerometer or other sensors used for detecting the fall in the above embodiments can be omitted, and the drive device can be replaced by an elastic element 160, specifically as shown in the attached figure. Figure 1 Appendix Figure 7 Appendix Figure 8 As shown, the elastic element 160 is a tension spring offset on the side of the first pin 130. One end of the tension spring is connected to the connecting pin 170 on the left side of the protrusion below the first connecting seat 110, and the other end is connected to the adapter seat 180 provided on the top left side of the second connecting seat 120. The number of tension springs can be set to one or more as needed, and is not limited here.

[0058] When the fall protection assembly does not fall, the tension of the timing belt, chain, or wire rope overcomes the elastic force of the tension spring. The first connecting seat 110 and the second connecting seat 120 are in a normal, vertically aligned position. The tension spring is in a stretched state, and its elastic force cannot be released. Therefore, the brake triggering mechanism is not triggered. (See attached diagram.) Figure 7 As shown.

[0059] When the timing belt, chain, or wire rope breaks, the first connecting seat 110 and the second connecting seat 120 begin to fall. Since the timing belt, chain, or wire rope no longer exerts tension on the first connecting seat 110, at this time, as shown in the attached... Figure 8 As shown, the tension spring can be released, the braking trigger mechanism is triggered, thereby driving the first connecting seat 110 to deflect to the left relative to the second connecting seat 120 to drive the swing rod to swing and drive the first pawl to separate from the first ratchet, that is, the first anti-rotation mechanism 370 switches from the first state to the second state.

[0060] This structure eliminates the need for sensors and active drive devices, resulting in a simpler design. It also requires no power supply, is unaffected by power outages, and offers better stability. Furthermore, the absence of signal transmission leads to faster response times and higher braking efficiency, significantly enhancing the safety of equipment operation.

[0061] Example 2 This embodiment discloses a transmission system including the fall brake protection assembly described above. The fall brake protection assembly can be connected to an open synchronous belt to form a closed structure and cooperate with multiple synchronous pulleys to achieve transmission. Alternatively, the fall brake protection assembly can also be connected to a chain to form a closed structure and cooperate with multiple sprockets to achieve transmission. Or, the fall brake protection assembly can be connected to one end of a wire rope, chain, or belt wound on a winch to achieve transmission.

[0062] Example 3 This embodiment discloses an elevator, including the transmission system described above.

[0063] Example 4 This embodiment discloses a transport system, including the elevator as described above.

[0064] This invention has many other embodiments, and all technical solutions formed by equivalent transformation or equivalent transformation fall within the protection scope of this invention.

Claims

1. A fall braking protection assembly, including a mounting plate, characterized in that: The mounting plate is provided with a braking actuator, which includes two braking components that can be horizontally moved along a first direction and are mounted on the mounting plate. The two braking components are connected to an elastic actuator that drives them to move from a non-braking position to a braking position. The two braking components are connected by a linkage mechanism that causes them to move synchronously in opposite directions. The linkage mechanism includes a horizontal rotating shaft that is rotatably mounted on the mounting plate and extends perpendicular to the first direction. The horizontal rotating shaft is connected to a first anti-rotation mechanism and a second anti-rotation mechanism. The first anti-rotation mechanism is connected to a braking trigger mechanism. When the braking triggering mechanism is not triggered, the first anti-rotation mechanism is in the first state. The first anti-rotation mechanism restricts the horizontal rotating shaft from rotating in the first rotation direction to prevent the elastic actuator from driving the two braking components to move from the non-braking position to the braking position. The first anti-rotation mechanism does not restrict the horizontal rotating shaft from rotating in the second rotation direction. When the braking triggering mechanism is triggered, the first anti-rotation mechanism switches from the first state to the second state and releases the restriction on the horizontal rotating shaft to rotate along the first rotation direction. The second anti-rotation mechanism restricts the horizontal shaft from rotating in a second rotation direction opposite to the first rotation direction to prevent the two braking components from moving towards each other, and the second anti-rotation mechanism does not restrict the horizontal shaft from rotating in the first rotation direction.

2. The fall braking protection assembly according to claim 1, characterized in that: The braking assembly includes a movable frame, on which braking elements are provided that at least partially protrude beyond the opposite sides of the two movable frames.

3. The fall braking protection assembly according to claim 1, characterized in that: The braking assembly is connected to a movable block, which is opposite to a fixed block disposed on the mounting plate, and the elastic actuator is disposed between the fixed block and the movable block.

4. The fall braking protection assembly according to claim 1, characterized in that: The linkage mechanism includes two centrally symmetrical linkage rods. The first ends of the two linkage rods are pivotally connected to the opposite sides of a first ratchet or a second ratchet coaxially arranged on the horizontal rotating shaft. The second ends of the two linkage rods are respectively pivotally connected to a braking assembly.

5. The fall braking protection assembly according to claim 1, characterized in that: The first anti-rotation mechanism includes a first ratchet coaxially disposed on the horizontal rotating shaft and a first pawl that prevents the first ratchet from rotating in the first rotation direction. The first pawl is pivotally connected to a second pin and is connected to the brake triggering mechanism via a swing rod. When the brake triggering mechanism is not triggered, the first pawl engages with the ratchet teeth of the first ratchet. When the braking trigger mechanism is triggered, it drives the swing rod to rotate the first pawl around the second pin and separate it from the first ratchet.

6. The fall braking protection assembly according to claim 1, characterized in that: The second anti-rotation mechanism includes a second ratchet coaxially mounted on the horizontal rotating shaft and a second pawl that restricts the second ratchet from rotating in the second rotation direction.

7. The fall braking protection assembly according to any one of claims 1-6, characterized in that: The braking triggering mechanism includes a first connecting seat and a second connecting seat hinged to a first pin. The first pin is coaxial with the second pin around which the first pawl of the first anti-rotation mechanism rotates. The first connecting seat is connected to the first anti-rotation mechanism, and the second connecting seat is connected to the mounting plate. The first connecting seat is connected to an elastic element that drives it to deflect relative to the second connecting seat. When the first connecting seat and the second connecting seat fall, the elastic element drives the first connecting seat to deflect relative to the second connecting seat to drive the first anti-rotation mechanism to switch from a first state to a second state.

8. A braking actuator, including a mounting plate, characterized in that: Two braking components are horizontally movable along a first direction on the mounting plate. The two braking components are connected to an elastic actuator that drives them to move from a non-braking position to a braking position. The two braking components are connected by a linkage mechanism that makes them move synchronously in opposite directions. The linkage mechanism includes a horizontal rotating shaft that extends perpendicular to the first direction and is rotatable. The horizontal rotating shaft is connected to a first anti-rotation mechanism and a second anti-rotation mechanism. When the first anti-rotation mechanism is in the first state, it restricts the horizontal rotating shaft from rotating in the first rotation direction to prevent the elastic actuator from driving the two braking components to move from the non-braking position to the braking position and does not restrict the horizontal rotating shaft from rotating in the second rotation direction. When the first anti-rotation mechanism is in the second state, the restriction on the horizontal rotating shaft to rotate in the first rotation direction is released; The second anti-rotation mechanism restricts the horizontal shaft from rotating in a second rotation direction opposite to the first rotation direction to prevent the two braking components from moving toward each other and does not restrict the horizontal shaft from rotating in the first rotation direction.

9. A transmission system, characterized in that: Includes the fall braking protection assembly as described in any one of claims 1-7.

10. An elevator, characterized in that: Includes the transmission system as described in claim 9.

11. A handling system, characterized in that: Including the elevator as described in claim 10.

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