Anti-collision system for a home lift

Abstract

This invention relates to an anti-collision system for a home elevator, which includes a car, a counterweight, and a traction assembly connecting the two. The anti-collision system includes a primary anti-collision trigger, a secondary anti-collision trigger, and an electromagnetic switch assembly. The primary anti-collision trigger is located on the movement trajectory of the car or counterweight and is triggered at its trigger end in response to compression by the car or counterweight. The secondary anti-collision trigger is located on the movement trajectory of the car or counterweight and is located after the primary anti-collision trigger; its trigger end is triggered at its trigger end in response to compression by the car or counterweight. The electromagnetic switch assembly is connected in series with the traction assembly in the safety circuit of the home elevator. Both the primary and secondary anti-collision triggers are connected to the electromagnetic switch assembly, and the electromagnetic switch assembly disconnects upon triggering either one. This achieves anti-collision and improves the safety performance of the home elevator.

Description

Technical Field

[0001] This invention relates to the field of elevator technology, and more particularly to an anti-collision system for home elevators. Background Technology

[0002] Home elevators, also known as residential elevators or private elevators, are specifically designed for family homes. To reduce budgets and prevent damage to the foundation, most home elevators now omit the pit, relying solely on the height of the finished surface to achieve the required pit depth. When the car or counterweight exceeds its normal travel, a safety limit switch is typically installed to stop the elevator. However, because these safety limit switches are relatively large and require a certain travel distance, they are ineffective in shallow pits. Consequently, many elevator manufacturers do not install safety limit switches in the shaft when encountering shallow pits, posing a significant safety hazard to elevator operation. Summary of the Invention

[0003] The main objective of this invention is to propose an anti-collision system for home elevators, which aims to solve the problem of low safety performance of existing anti-collision systems for home elevators in shallow pit scenarios.

[0004] To achieve the above objectives, the present invention proposes an anti-collision system for a home elevator, the home elevator including a car and a counterweight, and a traction assembly connecting the two. The anti-collision system for the home elevator includes: The first-level anti-collision trigger is located on the movement trajectory of the car or the counterweight, and is triggered at its trigger end in response to the compression of the car or the counterweight; A secondary anti-collision trigger is located on the movement trajectory of the car or the counterweight and is situated after the primary anti-collision trigger. The secondary anti-collision trigger is activated at its triggering end in response to compression by the car or the counterweight; and, An electromagnetic switch assembly is connected in series with the traction assembly in the safety circuit of the home elevator. The primary anti-collision trigger and the secondary anti-collision trigger are connected to the electromagnetic switch assembly, and the electromagnetic switch assembly is disconnected when either of them is triggered.

[0005] Optionally, the electromagnetic switch assembly includes an electromagnetic switch, the primary anti-collision trigger and the secondary anti-collision trigger are connected in parallel and form an inductive trigger group, the inductive trigger group is linked with the coil power supply circuit of the electromagnetic switch, so that when either of them is triggered, the coil of the electromagnetic switch is de-energized and its contacts are opened, and the contacts of the electromagnetic switch are connected in series with the safety circuit.

[0006] Optionally, the primary anti-collision trigger has a primary contact that is mechanically linked to its trigger end; the secondary anti-collision trigger has a secondary contact that is mechanically linked to its trigger end, and both the primary contact and the secondary contact are configured as normally open contacts; The anti-collision system also includes a linkage conversion module. The primary contact and the secondary contact are connected in parallel to the linkage conversion module. When any contact is closed, the output terminal of the linkage conversion module is disconnected. The linkage conversion module is connected to the coil power supply circuit of the electromagnetic switch so that when its output terminal is disconnected, the coil of the electromagnetic switch is de-energized and its contacts are disconnected.

[0007] Optionally, the electromagnetic switch assembly includes at least two electromagnetic switches, with the two contacts of the two electromagnetic switches electrically connected in series and jointly connected in series in the safety circuit; The primary anti-collision trigger and the secondary anti-collision trigger are respectively linked to the coil power supply circuits of the two electromagnetic switches.

[0008] Optionally, the car is slidably installed in the hoistway in a vertical direction; wherein: The primary anti-collision trigger is located in the pit at the bottom of the shaft and / or at the top of the shaft; the secondary anti-collision trigger is located in the pit at the bottom of the shaft and / or at the top of the shaft.

[0009] Optionally, both the primary anti-collision trigger and the secondary anti-collision trigger are located in the pit and directly below the car.

[0010] Optionally, the counterweight includes a counterweight guide rail disposed vertically in the shaft, a counterweight frame slidably mounted on the counterweight guide rail, and a counterweight block disposed on the counterweight frame; Both the primary anti-collision trigger and the secondary anti-collision trigger are located in the pit and directly below the counterweight frame.

[0011] Optionally, the collision avoidance system includes two of the secondary collision avoidance triggers, wherein: The primary anti-collision trigger and one of the secondary anti-collision triggers are located in the pit; the other secondary anti-collision trigger is located at the top of the shaft.

[0012] Optionally, the primary anti-collision trigger and the secondary anti-collision trigger have the same structure, both including a pressure-bearing base, a buffer spring, and a sliding pressure plate. The pressure-bearing base has a built-in sliding cavity, and the sliding cavity has a built-in contact. The buffer spring is sleeved on the outside of the contact. The sliding pressure plate is slidably restricted within the sliding cavity, with its lower end face abutting against the upper end of the buffer spring, and its upper end face extending out of the pressure-bearing base. The sliding pressure plate forms the trigger end of both. In the initial state, the sliding plate of the secondary anti-collision trigger is closer to the mounting surface of the trigger than the sliding plate of the primary anti-collision trigger; and / or, The spring constant of the buffer spring in the secondary anti-collision trigger is greater than that of the buffer spring in the primary anti-collision trigger.

[0013] Optionally, in the initial state, the distance between the sliding pressure plate of the primary anti-collision trigger and the mounting surface of the primary anti-collision trigger is set to H1, and the distance between the sliding pressure plate of the secondary anti-collision trigger and the mounting surface of the secondary anti-collision trigger is set to H2, wherein the difference between the two is set to 3mm~5mm.

[0014] The technical solution provided by this invention has at least the following advantages: The anti-collision system for a home elevator provided by this invention includes a car and counterweight, a traction assembly connecting the two, a primary anti-collision trigger, a secondary anti-collision trigger, and an electromagnetic switch assembly. The electromagnetic switch assembly is connected in series with the traction assembly in the safety circuit of the home elevator. The primary and secondary anti-collision triggers are connected to the electromagnetic switch assembly, and the electromagnetic switch assembly disconnects when either one is triggered. Since the electromagnetic switch itself requires no mechanical displacement and only uses electrical signals to achieve on / off switching, it not only meets the safety requirements of physical contact detection of bottoming-out risks but also avoids the spatial limitations of large mechanical strokes, adapting to shallow pit designs. Simultaneously, during normal elevator operation, the triggering parts of both the primary and secondary anti-collision triggers are not compressed, the safety circuit of the traction assembly and the electromagnetic switch assembly is in a conductive state, and the elevator operates normally. When the counterweight or car exceeds its normal travel, the triggering part of the primary anti-collision trigger is compressed first, triggering the primary anti-collision trigger and disconnecting the electromagnetic switch assembly. At this time, the safety circuit is broken, the traction assembly stops running, and the car stops. When the primary anti-collision trigger fails, the traction assembly continues to be energized and operates normally. When the car or counterweight continues to move and presses against the trigger end of the secondary anti-collision trigger, the secondary anti-collision trigger is activated, and the electromagnetic switch assembly disconnects. At this time, the safety circuit is broken, the traction assembly stops running, and the car stops. In this way, it can achieve a precise first-level stop when the trigger end of the primary anti-collision trigger is normal, and a secondary backup stop when the trigger end of the primary anti-collision trigger fails, providing double protection against collisions when the elevator in a shallow pit is bottoming out or overshooting. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0016] Figure 1 This is a schematic diagram of a structure of an embodiment of a home elevator provided by the present invention; Figure 2 for Figure 1 A structural schematic diagram of the home elevator (from another perspective); Figure 3 for Figure 2 An enlarged schematic diagram of part A of the home elevator; Figure 4 for Figure 1 A structural diagram of the home elevator (with the counterweight located in the pit); Figure 5 for Figure 4 A structural schematic diagram of the home elevator (from another perspective); Figure 6 for Figure 1 The first connection diagram of the safety circuit of the home elevator; Figure 7 for Figure 1 The second connection diagram of the home elevator regarding the safety circuit.

[0017] Explanation of icon numbers: 100 Home elevator; 1 Car; 11 Floor plate; 12 Side plate; 13 Car guide rail; 14 Car frame; 15 Slide plate; 2 Counterweight; 21 Counterweight guide rail; 22 Counterweight frame; 23 Counterweight block; 3 Traction assembly; 4 Anti-collision system; 41 Primary anti-collision trigger; 42 Secondary anti-collision trigger; 43 Electromagnetic switch assembly; 44 Pressure-bearing base; 45 Sliding pressure plate; 5 Baffle.

[0018] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0019] To further illustrate the technical means and effects of the present invention in achieving its intended purpose, the following detailed description of the specific implementation methods, structures, features, and effects of the present invention, in conjunction with the accompanying drawings and preferred embodiments, is provided below.

[0020] Home elevators, also known as residential elevators or private elevators, are elevators specifically designed for family homes. To reduce budgets and prevent damage to the foundation, most home elevators now do not have a pit; instead, the required pit depth is achieved solely through the height of the finished surface.

[0021] To improve the safety performance of the elevator during operation, this invention improves the home elevator 100. The structure of the home elevator 100 is described in detail below with reference to the accompanying drawings.

[0022] Please seeFigures 1 to 5 A home elevator 100 includes at least a traction assembly 3, a car and load-bearing system, a hoistway and guiding system, a safety protection system, and an electrical control system. The traction assembly 3 is the power source for the elevator car 1 to move up and down. The car and load-bearing system consists of at least the car 1 and the car frame 14. The car 1 does not directly bear weight or guide; all forces are transmitted through the car frame 14.

[0023] Traction component 3 is typically configured as an integrated unit. This integrated unit is a traction system designed for home elevators 100 and small elevators. It uses a gearless traction machine as its core and integrates key components required for elevator operation, such as control modules, drive modules, safety circuit interfaces, and frequency converters. The integrated unit can be directly connected in series in the safety circuit. When the anti-collision system 4 triggers the electromagnetic switch component 43 to disconnect, the safety circuit loses power, and the integrated unit's control module can directly cut off its own power unit, achieving rapid stopping and thus halting the elevator.

[0024] The hoistway and guiding system serve as the mounting platform for all elevator components, simultaneously defining the unique vertical lifting trajectory of the car 1 and counterweight 2. It includes at least the hoistway, car guiding structure, counterweight system, and counterweight guiding structure. The car guiding structure consists of car guide rails 13 and car guide shoes. The car guide rails 13 are vertically fixed to guide rail brackets on the side wall of the hoistway, and the car guide shoes are fixed to both sides of the car frame 14 and fastened to the car guide rails 13, achieving vertical sliding guidance for the car 1.

[0025] The counterweight system includes at least a counterweight frame 22 and modular counterweight blocks 23, used to balance the weight of the car 1 and reduce the power loss of the traction assembly 3. The counterweight guiding structure has the same guiding logic as the car guiding structure. The counterweight guiding structure includes at least a counterweight guide rail 21 and a counterweight guide shoe. The counterweight frame 22 moves up and down along the counterweight guide rail 21 via the counterweight guide shoe to ensure the counterweight 2 and the car 1 operate in opposite directions in a balanced manner.

[0026] In this invention, the safety protection system of the home elevator 100 includes at least an anti-collision system 4. The anti-collision system 4 includes at least a primary anti-collision trigger 41 and a secondary anti-collision trigger 42. The primary anti-collision trigger 41 is located on the movement trajectory of the car 1 or the counterweight 2, and is triggered at its trigger end in response to compression by the car 1 or the counterweight 2. The secondary anti-collision trigger 42 is located on the movement trajectory of the car 1 or the counterweight 2 and is positioned after the primary anti-collision trigger 41; the secondary anti-collision trigger 42 is triggered at its trigger end in response to compression by the car 1 or the counterweight 2.

[0027] The safety protection system of the home elevator 100 also includes a safety circuit and an electromagnetic switch assembly 43. The traction assembly 3 and the electromagnetic switch assembly 43 are connected in series in the safety circuit of the home elevator 100. The primary anti-collision trigger 41 and the secondary anti-collision trigger 42 are connected to the electromagnetic switch assembly 43, and the electromagnetic switch assembly 43 is disconnected when either of them is triggered.

[0028] Understandably, the core limitation of the ultra-shallow pit home elevator 100 is that the pit depth is ≤100mm (or even only 80mm for underfloor heating), thus leaving no extra space for mechanical movement or the installation of large-sized components. Since the electromagnetic switch itself does not require any mechanical displacement and only achieves on / off switching through electrical signals, the design only needs to consider reserving 5~10mm of braking stroke for the primary anti-collision trigger 41 and the secondary anti-collision trigger 42, which is far less than the depth of the shallow pit, and there will be no problem of insufficient stroke causing the switch to fail to trigger.

[0029] In addition, the electromagnetic switch has no exposed mechanical structure and is a miniature integrated design. Therefore, there is no need to reserve installation space separately. It can be directly installed in idle areas such as the side wall of the hoistway, the corner of the car 1 or the counterweight 2, without occupying the vertical and horizontal space of the pit.

[0030] The primary and secondary anti-collision triggers 41 and 42 serve as mechanical triggering terminals, while the electromagnetic switch acts as the electrical switching terminal. They are interconnected via electrical signals, forming a complementary system. The primary and secondary anti-collision triggers 41 and 42 perform the function of physical contact triggering, and their short-stroke mechanical structure is suitable for impact scenarios in shallow pits. The electromagnetic switch performs the core function of switching the safety circuit on and off; its electrical control enables rapid disconnection without any mechanical intervention. This not only meets the safety requirements for physical contact detection of the risk of bottoming out but also avoids the spatial limitations of large mechanical strokes, making it suitable for shallow pit designs.

[0031] Furthermore, unlike limit safety switches, electromagnetic switches do not need to be installed on the impact trajectory of the car 1 or counterweight 22. Only circuit wiring is required, and they can be installed away from the core impact area of ​​the pit (such as above the side wall of the hoistway). In this way, they can avoid being damaged by impacts from the car 1 or counterweight 22, and they do not occupy the vertical depth space of the pit, solving the problem of shallow pits lacking space to install large-size, fixed-position switches.

[0032] If the car 1 or counterweight 2 exceeds its normal travel, and the main unit continues to rotate, relative friction will occur between it and the traction rope, causing damage to the traction rope or traction sheave. In particular, if a steel belt is used, it may cause the steel belt to derail or break, resulting in a major accident such as the car 1 falling and the structure being scrapped.

[0033] Level-based protection is achieved by setting up a primary anti-collision trigger 41 and a secondary anti-collision trigger 42. During normal elevator operation, the triggering parts of the primary anti-collision trigger 41 and the secondary anti-collision trigger 42 are not compressed, the safety circuit of the traction assembly 3 and the electromagnetic switch assembly 43 is in a conductive state, and the elevator operates normally.

[0034] When the car 1 or counterweight 2 slightly exceeds the normal travel, the car 1 or counterweight 2 presses against the trigger part of the primary anti-collision trigger 41, the primary anti-collision trigger 41 is triggered, and the electromagnetic switch assembly 43 is disconnected. At this time, the safety circuit is disconnected, the traction assembly 3 stops running, and the car 1 or counterweight 2 stops.

[0035] When the primary anti-collision trigger 41 fails, the car 1 or counterweight 2 continues to shift until it presses against the trigger part of the secondary anti-collision trigger 42. The secondary anti-collision trigger 42 is triggered, and the electromagnetic switch assembly 43 is disconnected. At this time, the safety circuit is disconnected, the traction assembly 3 stops running, and the car 1 or counterweight 2 stops.

[0036] Since the primary anti-collision trigger 41 and the secondary anti-collision trigger 42 are independent of each other, each trigger can independently trigger the electromagnetic switch assembly 43. Therefore, even if one of them fails due to mechanical jamming, spring breakage, poor contact, or other faults, the other can still work normally, thus avoiding the protection loopholes of traditional single anti-collision triggers.

[0037] The present invention does not impose specific restrictions on the connection form between the primary anti-collision trigger 41 and the secondary anti-collision trigger 42 and the electromagnetic switch assembly 43.

[0038] In the first embodiment, please refer to Figure 6 The electromagnetic switch assembly 43 is equipped with an electromagnetic switch, a primary anti-collision trigger 41 and a secondary anti-collision trigger 42 connected in parallel to form an inductive trigger group. The inductive trigger group is linked with the coil power supply circuit of the electromagnetic switch so that when either of them is triggered, the coil of the electromagnetic switch is de-energized and its contacts are opened. The contacts of the electromagnetic switch are connected in series with the safety circuit.

[0039] Specifically, the primary anti-collision trigger 41 has a primary contact that is mechanically linked to its trigger end; the secondary anti-collision trigger 42 has a secondary contact that is mechanically linked to its trigger end, and both the primary and secondary contacts are normally open contacts.

[0040] The anti-collision system 4 also includes a linkage conversion module. The primary and secondary contacts are connected in parallel to the linkage conversion module, and the output of the linkage conversion module is disconnected when any contact is closed. The linkage conversion module is connected to the coil power supply circuit of the electromagnetic switch so that when its output is disconnected, the coil of the electromagnetic switch is de-energized and its contacts are disconnected.

[0041] In the first embodiment, the primary anti-collision trigger 41 has a primary contact (primary stop) mechanically linked to its trigger end; the secondary anti-collision trigger 42 has a secondary contact (secondary fallback) mechanically linked to its trigger end. The electromagnetic switch is configured as an electromagnetic relay or contactor specifically for elevator safety circuits. Its core components are a coil and contacts; when the coil is energized, the contacts close; when the coil is de-energized, the contacts open.

[0042] In this embodiment, the primary anti-collision trigger 41 and the secondary anti-collision trigger 42 are connected in parallel with an electromagnetic switch. The single electromagnetic switch is the only centralized control element of the elevator safety protection system. The anti-pinch contact, the primary contact, and the secondary contact are electrically connected in parallel to form a contact group, which is then linked to the coil power supply circuit of the electromagnetic switch. The contacts of the electromagnetic switch are connected in series in the safety circuit. When the contact group is closed, the coil is energized, causing the main contacts to close, thereby opening the safety circuit and driving the traction component 3 to run the elevator. When the contact group is open, the coil is de-energized, causing the main contacts to open, thereby opening the safety circuit, stopping the traction component 3 and stopping the elevator.

[0043] When the home elevator 100 is operating normally, neither the primary anti-collision trigger 41 nor the secondary anti-collision trigger 42 is triggered, and the contact group is conductive. The signal input terminal of the linkage transfer module is conductive, its coil is continuously energized, and its output terminal remains normally closed. The coil of the electromagnetic switch is continuously energized, its main contacts are attracted (in a normally closed state), the safety circuit is conductive, the traction component 3 is energized and operates normally, and the car 1 or counterweight 2 moves up and down normally.

[0044] When the car 1 or counterweight 2 exceeds its normal travel, the first-level anti-collision trigger 41 is triggered first, and the contact group disconnects. The signal input terminal of the linkage transfer module is disconnected, the internal conversion circuit is activated, and its output terminal is immediately disconnected. The coil of the electromagnetic switch is de-energized, its main contacts are disconnected, the safety circuit is disconnected, the traction component 3 is de-energized and stops rotating, and the car 1 or counterweight 2 stops.

[0045] When the primary anti-collision trigger 41 fails, the contact group remains conductive, and the traction component 3 continues to be energized and operates normally. When the car 1 or counterweight 2 continues to move and presses against the trigger end of the secondary anti-collision trigger 42, the secondary anti-collision trigger 42 is triggered, and the contact group disconnects. The signal input terminal of the linkage transfer module is disconnected, the internal conversion circuit operates, and its output terminal immediately disconnects. The coil of the electromagnetic switch is de-energized, its main contacts open, the safety circuit is disconnected, the traction component 3 is de-energized and stops, and the car 1 or counterweight 2 stops.

[0046] In the second embodiment, please refer to Figure 7The electromagnetic switch assembly 43 is equipped with two electromagnetic switches, and the two contacts of the two electromagnetic switches are electrically connected in series and are also connected in series in the safety circuit. The primary anti-collision trigger 41 and the secondary anti-collision trigger 42 are respectively linked to the coil power supply circuits of the two electromagnetic switches.

[0047] The difference from the first embodiment is that in the second embodiment, the anti-pinch trigger 42, the primary anti-collision trigger 41, and the secondary anti-collision trigger 42 are respectively coupled to two electromagnetic switches. Each primary and secondary contact is equipped with an independent electromagnetic switch, which controls the coil of its corresponding electromagnetic switch. The main contacts of the two electromagnetic switches are electrically connected in series, and then connected in series as a whole in the safety circuit. That is, the primary and secondary contacts are triggered independently, each controlling the on / off state of the coil of one electromagnetic switch. The main contacts of both electromagnetic switches must be engaged simultaneously for the safety circuit to be conductive. If the coil of either electromagnetic switch is de-energized, the main contact of the corresponding electromagnetic coil will open, thus breaking the entire safety circuit.

[0048] In this embodiment, when the home elevator 100 is running normally, both the primary and secondary contacts are connected, thereby energizing the coils of the two electromagnetic switches simultaneously. The main contacts of both switches are attracted, which in turn makes the safety circuit connected, energizing the traction component 3 for normal operation, and allowing the car 1 or counterweight 2 to rise and fall normally.

[0049] When the car 1 or counterweight 2 exceeds the normal travel, the first-level anti-collision trigger 41 is triggered, the coil of the corresponding electromagnetic switch is de-energized and its main contacts are opened, the safety circuit is disconnected, the traction component 3 is de-energized and stops, and the car 1 or counterweight 2 stops.

[0050] When the primary anti-collision trigger 41 fails, the coil of the corresponding electromagnetic switch remains energized and its main contacts close, ensuring the traction assembly 3 remains energized and operates normally. When the car 1 or counterweight 2 continues to move and presses against the trigger end of the secondary anti-collision trigger 42, the secondary anti-collision trigger 42 is triggered, the coil of the corresponding electromagnetic switch is de-energized and its main contacts open, the safety circuit is disconnected, the traction assembly 3 is de-energized and stops, and the car 1 or counterweight 2 stops.

[0051] Understandably, taking the case of car 1 exceeding its normal travel distance as an example, both "car 1 overshooting" and "car 1 bottoming out" are essentially due to car 1 exceeding its normal travel distance. Since car 1 and counterweight 2 operate with opposite vertical movement logic and are connected via traction assembly 3, counterweight 2 bottoming out and car 1 overshooting, as well as car 1 bottoming out and counterweight 2 overshooting, are two pairs of mutually causal faults. For example, counterweight 2 bottoming out means counterweight 2 overtravels downwards and hits the pit; car 1 overshooting means car 1 overtravels upwards and hits the top of the shaft. These are two manifestations of the same fault. Therefore, the protection logic for both faults is exactly the same, only the installation positions are reversed. Preventing one fault is equivalent to preventing the other.

[0052] Therefore, the present invention does not impose specific restrictions on the placement of the primary anti-collision trigger 41 and the secondary anti-collision trigger 42.

[0053] In one embodiment, a primary anti-collision trigger 41 is disposed in the pit of the shaft, and a secondary anti-collision trigger 42 is disposed in the pit of the shaft.

[0054] In one embodiment, a primary anti-collision trigger 41 is located at the top of the shaft, and a secondary anti-collision trigger 42 is located at the bottom of the shaft.

[0055] In one embodiment, the primary anti-collision trigger 41 is located at the bottom of the shaft, and the secondary anti-collision trigger 42 is located at the top of the shaft.

[0056] In one embodiment, a primary anti-collision trigger 41 is disposed at the top of the shaft, and a secondary anti-collision trigger 42 is disposed at the top of the shaft.

[0057] Furthermore, the primary anti-collision trigger 41 can be installed corresponding to either the car 1 or the counterweight 2. The secondary anti-collision trigger 42 can also be installed corresponding to either the car 1 or the counterweight 2.

[0058] Taking "the primary anti-collision trigger 41 is installed in the pit of the shaft, and the secondary anti-collision trigger 42 is installed at the top of the shaft" as an example. Installing the secondary anti-collision trigger 42 at the top of the shaft can form a double-end safety protection with the primary anti-collision trigger 41 in the pit. At the same time, it can also provide two-way protection against two types of failures: car 1 overshooting the top and counterweight 2 bottoming out. It is suitable for scenarios with small shafts and shallow pits in home elevators.

[0059] It is known that when the home elevator 100 is running, the top of the car 1 or the top of the counterweight 22 will approach the upper beam, load-bearing beam, or top limit plate of the shaft top as it rises and falls. Therefore, the shaft top can serve as the basis for triggering contact. Simultaneously, only the contact wires of the secondary anti-collision trigger 42 on the shaft top need to be led to the pit or control cabinet and connected in parallel with the contacts of the primary anti-collision trigger 41 in the pit. Because the home elevator 100 shaft is narrow, the wiring distance is short and the wiring difficulty is low. Furthermore, since the home elevator 100 shaft top has a reserved top height space (usually ≥300mm), sufficient space can be provided for installing the secondary anti-collision trigger 42.

[0060] In the scenario of preventing car 1 from overshooting the top, the secondary anti-collision trigger 42 is installed on the top of the shaft and directly above car 1, with a distance of 5~10mm from the top of car 1. When car 1 experiences overtravel due to a malfunction (such as failure of the top limit switch or loss of control of the integrated machine), the anti-collision plate on the top of car 1 will directly press the trigger end of the secondary anti-collision trigger 42 on the top of the shaft, thereby cutting off the safety circuit and stopping the elevator to prevent car 1 from overshooting the top.

[0061] In the scenario of preventing counterweight 2 from overshooting, the secondary anti-collision trigger 42 is installed at the top of the shaft and directly above the counterweight frame 22, with a distance of 5~10mm from the top of the counterweight frame 22. When the car 1 descends lightly or empty, the counterweight 2 rises rapidly. If the top limit switch of the counterweight 2 fails, the upper beam of the counterweight frame 22 will press against the trigger end of the secondary anti-collision trigger 42 at the top of the shaft, thereby cutting off the safety circuit and stopping the elevator to prevent counterweight 2 from overshooting.

[0062] As mentioned above, the counterweight 2 includes a counterweight guide rail 21 arranged vertically in the shaft, a counterweight frame 22 slidably installed on the counterweight guide rail 21, and a counterweight block 23 arranged on the counterweight frame 22.

[0063] It is understandable that the operating logic of the traction component 3 of the home elevator 100 is that the car 1 and the counterweight 2 move up and down in opposite directions. Since the counterweight frame 22 is mostly a rigid steel frame, and the distance between the lower beam of the counterweight frame 22 and the pit floor in the shallow pit is much smaller than that of the car 1, the counterweight 2 sinking to the bottom is the most likely and most dangerous collision risk in the pit.

[0064] Taking "the primary anti-collision trigger 41 is installed in the pit of the hoistway, and the secondary anti-collision trigger 42 is installed in the pit of the hoistway" as an example. The primary anti-collision trigger 41 can be used as a pre-stop trigger end and installed in the pit. When the car 1 or the counterweight 22 moves slightly downward due to a malfunction, the trigger end of the primary anti-collision trigger 41 is squeezed first, so as to achieve precise protection that the car 1 or the counterweight 2 stops before contacting the pit floor, avoiding hard contact impact between the car 1 or the counterweight 2 and the pit floor, and reducing mechanical damage to the car 1 or the counterweight 2, the pit and the traction component 3.

[0065] The secondary anti-collision trigger 42, serving as the bottom-stop trigger, is installed in the pit. When the primary trigger fails due to mechanical jamming, spring breakage, poor contact, or other malfunctions, the car 1 or counterweight 2 continues to descend closer to the pit floor. This compresses the trigger end of the secondary anti-collision trigger 42, achieving an emergency stop and preventing the counterweight 2 from hard-bottoming out.

[0066] Since the primary anti-collision trigger 41 and the secondary anti-collision trigger 42 are independent physical structures, and each can independently trigger the electromagnetic switch assembly 43 to cut off the safety circuit, hardware-level protection redundancy is formed. Compared with the traditional single anti-collision trigger, in the two-stage trigger, even if one trigger fails, the other can still work normally, thereby reducing the probability of the anti-collision system 4 failing and improving the reliability of pit anti-collision.

[0067] In one embodiment, a primary anti-collision trigger 41 is located in the pit of the shaft, and a secondary anti-collision trigger 42 is located in the pit of the shaft, both directly below the car 1. This provides two levels of protection for the car 1 when it is at the bottom, adapting to the scenario of a home elevator with a small shaft and shallow pit.

[0068] Continuing from the above, the counterweight 2 includes a counterweight guide rail 21 vertically disposed in the shaft, a counterweight frame 22 slidably mounted on the counterweight guide rail 21, and a counterweight block 23 disposed on the counterweight frame 22. In one embodiment, please refer to... Figure 2 and Figure 3 The first-level anti-collision trigger 41 is located in the pit of the shaft, and the second-level anti-collision trigger 42 is located in the pit of the shaft, both of which are located directly below the counterweight frame 22.

[0069] The primary anti-collision trigger 41 can be used as a pre-stop trigger end and is installed below the lower beam of the counterweight frame 22. When the counterweight frame 22 moves slightly downward due to a fault, the trigger end of the primary anti-collision trigger 41 is squeezed first, so as to achieve precise protection that the counterweight 2 stops before contacting the pit ground, avoiding hard contact impact between the counterweight frame 22 and the pit ground, and reducing mechanical damage to the counterweight frame 22, the pit and the traction component 3.

[0070] The secondary anti-collision trigger 42, serving as the bottom-stop trigger, is also located below the lower beam of the counterweight frame 22. When the primary trigger fails due to mechanical jamming, spring breakage, poor contact, or other malfunctions, the counterweight frame 22 continues to descend further towards the pit floor. This compresses the trigger end of the secondary anti-collision trigger 42, achieving an emergency stop and preventing the counterweight 2 from hard-bottoming out of the pit, a serious malfunction.

[0071] Since the primary anti-collision trigger 41 and the secondary anti-collision trigger 42 are independent physical structures, and each can independently trigger the electromagnetic switch assembly 43 to cut off the safety circuit, hardware-level protection redundancy is formed. Compared with the traditional single anti-collision trigger, in the two-stage trigger, even if one trigger fails, the other can still work normally, thereby reducing the probability of the anti-collision system 4 failing and improving the reliability of pit anti-collision.

[0072] Furthermore, both the primary anti-collision trigger 41 and the secondary anti-collision trigger 42 are concentrated directly below the counterweight frame 22 in the pit. This eliminates the need for separate installation locations in other areas of the pit, making it suitable for the shallow pits and limited usable space of home elevators. This point is also the only vertical trajectory for the counterweight frame 22's movement, ensuring precise compression of the triggers as the counterweight frame 22 descends. This prevents trigger failure due to installation misalignment, improving the accuracy and stability of the triggering mechanism.

[0073] It should be noted that the primary anti-collision trigger 41 and the secondary anti-collision trigger 42 have the same structure, both including a pressure-bearing base 44, a buffer spring, and a sliding pressure plate 45. The pressure-bearing base 44 has a built-in sliding cavity with a contact inside. The buffer spring is sleeved on the outside of the contact. The sliding pressure plate 45 is slidably restricted within the sliding cavity. Its lower end face abuts against the upper end of the buffer spring, and its upper end face extends out of the pressure-bearing base 44. The sliding pressure plate 45 forms the trigger end of both.

[0074] In one embodiment, in the initial state, the distance between the sliding pressure plate of the secondary anti-collision trigger 42 and its mounting surface is less than the distance between the sliding pressure plate of the primary anti-collision trigger 41 and its mounting surface.

[0075] Taking the example where both the primary anti-collision trigger 41 and the secondary anti-collision trigger 42 are located in the pit of the shaft and both are directly below the counterweight 22, the upper surface of the sliding pressure plate 45 of the secondary anti-collision trigger 42 is lower than the upper surface of the sliding pressure plate 45 of the primary anti-collision trigger 41.

[0076] Understandably, since the counterweight 22 is rigid and descends vertically, to achieve the graded redundancy of first triggering the primary anti-collision trigger 41 and then triggering the secondary anti-collision trigger 42 when the primary anti-collision trigger 41 fails, the mechanical implementation is that the sliding pressure plate of the primary anti-collision trigger 41 is higher and the sliding pressure plate of the secondary anti-collision trigger 42 is lower, with a height difference between the two.

[0077] When a normal malfunction occurs, the counterweight 2 shifts slightly downwards, and the lower beam of the counterweight frame 22 first contacts the sliding pressure plate of the higher-positioned primary anti-collision trigger 41. The primary anti-collision trigger 41 is triggered, the electromagnetic switch assembly 43 is disconnected, the safety circuit is broken, the traction assembly 3 loses power and stops rotating, and the counterweight 2 stops before contacting the pit floor, thereby avoiding hard contact impact between the counterweight frame 22 and the pit floor, and reducing mechanical damage to the counterweight frame 22, the pit, and the traction assembly 3.

[0078] When the primary anti-collision trigger 41 fails, the counterweight frame 22 continues to move lower and closer to the pit floor, thereby pressing against the sliding pressure plate of the lower-positioned secondary anti-collision trigger 42. The secondary anti-collision trigger 42 is triggered, the electromagnetic switch assembly 43 is disconnected, achieving an emergency stop and thus avoiding a serious malfunction where the counterweight 2 hard-squats to the bottom.

[0079] In one embodiment, the spring constant of the buffer spring of the secondary anti-collision trigger 42 is greater than that of the buffer spring of the primary anti-collision trigger 41.

[0080] Understandably, the buffer spring of the primary anti-collision trigger 41 has a low elastic coefficient, making it softer; while the buffer spring of the secondary anti-collision trigger 42 has a high elastic coefficient, making it stiffer. In other words, under the same compressive force, the buffer spring of the primary anti-collision trigger 41 is more easily compressed, while the buffer spring of the secondary anti-collision trigger 42 is more difficult to compress. Thus, in the event of a normal malfunction, the slight downward movement of the counterweight 22 mechanically ensures that the primary anti-collision trigger 41 is triggered first. Only when the primary anti-collision trigger 41 fails, and the counterweight 22 continues to move downward with increased pressure, will the secondary anti-collision trigger 42 be triggered.

[0081] Furthermore, the home elevator 100 experiences slight vibrations and the counterweight 2 sways slightly during operation. If the buffer spring of the secondary anti-collision trigger 42 is also too soft, even slight vibrations could mistakenly trigger the secondary anti-collision trigger 42, causing the elevator to stop unexpectedly. By setting the buffer spring of the secondary anti-collision trigger 42 to be stiffer, it is possible to prevent the secondary anti-collision trigger 42 from being mistakenly triggered.

[0082] It should be noted that either of the above two technical features can be set, or both can be set simultaneously. Specifically, both of the above technical features can be set simultaneously.

[0083] Specifically, in the initial state, the distance between the sliding pressure plate of the first-level anti-collision trigger 41 and its mounting surface is set to H1, and the distance between the sliding pressure plate of the second-level anti-collision trigger 42 and its mounting surface is set to H2.

[0084] Taking a scenario where both the primary anti-collision trigger 41 and the secondary anti-collision trigger 42 are located in the pit and directly below the counterweight frame 22 as an example, in the initial state, the upper surface of the sliding pressure plate of the secondary anti-collision trigger 42 is lower than the upper surface of the sliding pressure plate of the primary anti-collision trigger 41. Specifically, the height difference between the upper surfaces of the sliding pressure plates of the secondary anti-collision trigger 42 and the primary anti-collision trigger 41, i.e., the difference between H1 and H2, is set to 3mm~5mm. This ensures that when the primary anti-collision trigger 41 is functioning normally, the secondary anti-collision trigger 42 will not be prematurely triggered, serving only as a fallback stop trigger.

[0085] Furthermore, to accommodate the space requirements of shallow pits, the dimensions of the primary anti-collision trigger 41 and the secondary anti-collision trigger 42 are designed to be ≤10mm in width and ≤15mm in height. The primary anti-collision trigger 41 and the secondary anti-collision trigger 42 are installed side by side in the pit, with a distance between them ≤20mm, which can avoid trigger failure caused by the offset of the counterweight 22.

[0086] In one embodiment, the home elevator 100 further includes a car guide rail 13 and a car frame 14. The car guide rail 13 is arranged vertically in the shaft and is fixedly connected to the car frame 14. The car 1 is arranged on the car frame 14 and is slidably installed on the car guide rail 13 through car guide shoes.

[0087] Specifically, the home elevator 100 also includes a baffle 6, which is vertically disposed on the car frame 14 and located between the side plate 12 and the hoistway. Two sliding plates 18 are arranged side-by-side along the width of the side surface of the side plate 12 facing the baffle 6. The sliding plates 18 extend vertically, pass through the baffle 6, and are slidably mounted on the car guide rail 13 via car guide shoes.

[0088] By installing a baffle 6 between the side plate 12 and the hoistway, and extending double sliding plates 18 from the side plate 12 through the baffle 6 to connect the guide shoes and guide rails, multiple functions are integrated, including safe isolation of gaps, stable guidance of the car 1, and enhanced aesthetics. This improves both the safety and smooth operation of the home elevator 100, and enhances the overall visual appeal of the elevator car.

[0089] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention in any way. Although the present invention has been disclosed above with reference to preferred embodiments, it is not intended to limit the present invention. Any person skilled in the art can make some modifications or alterations to the above-disclosed technical content to create equivalent embodiments without departing from the scope of the present invention. Any simple modifications, equivalent changes and alterations made to the above embodiments based on the technical essence of the present invention without departing from the scope of the present invention shall still fall within the scope of the present invention.

Claims

1. A collision avoidance system for a home elevator, the home elevator comprising a car and a counterweight, and a traction assembly driving and connecting the two, characterized in that, The collision avoidance system of the home elevator includes: The first-level anti-collision trigger is located on the movement trajectory of the car or the counterweight, and is triggered at its trigger end in response to the compression of the car or the counterweight; A secondary anti-collision trigger is located on the movement trajectory of the car or the counterweight and is situated after the primary anti-collision trigger. The secondary anti-collision trigger is activated at its triggering end in response to compression by the car or the counterweight; and, An electromagnetic switch assembly is connected in series with the traction assembly in the safety circuit of the home elevator. The primary anti-collision trigger and the secondary anti-collision trigger are connected to the electromagnetic switch assembly, and the electromagnetic switch assembly is disconnected when either of them is triggered.

2. The anti-collision system for a home elevator according to claim 1, characterized in that, The electromagnetic switch assembly includes an electromagnetic switch, the primary anti-collision trigger and the secondary anti-collision trigger are connected in parallel and form an inductive trigger group. The inductive trigger group is linked with the coil power supply circuit of the electromagnetic switch so that when either of them is triggered, the coil of the electromagnetic switch is de-energized and its contacts are opened. The contacts of the electromagnetic switch are connected in series with the safety circuit.

3. The anti-collision system for a home elevator according to claim 2, characterized in that, The primary anti-collision trigger has a primary contact that is mechanically linked to its trigger end; the secondary anti-collision trigger has a secondary contact that is mechanically linked to its trigger end, and both the primary contact and the secondary contact are configured as normally open contacts. The anti-collision system also includes a linkage conversion module. The primary contact and the secondary contact are connected in parallel to the linkage conversion module. When any contact is closed, the output terminal of the linkage conversion module is disconnected. The linkage conversion module is connected to the coil power supply circuit of the electromagnetic switch so that when its output terminal is disconnected, the coil of the electromagnetic switch is de-energized and its contacts are disconnected.

4. The anti-collision system for a home elevator according to claim 1, characterized in that, The electromagnetic switch assembly includes at least two electromagnetic switches, and the two contacts of the two electromagnetic switches are electrically connected in series and are connected together in series in the safety circuit. The primary anti-collision trigger and the secondary anti-collision trigger are respectively linked to the coil power supply circuits of the two electromagnetic switches.

5. The anti-collision system for a home elevator according to claim 1, characterized in that, The car is slidably installed in the shaft along the vertical direction; wherein: The primary anti-collision trigger is located in the pit at the bottom of the shaft and / or at the top of the shaft; the secondary anti-collision trigger is located in the pit at the bottom of the shaft and / or at the top of the shaft.

6. The anti-collision system for a home elevator according to claim 5, characterized in that, Both the primary anti-collision trigger and the secondary anti-collision trigger are located in the pit and directly below the car.

7. The anti-collision system for a home elevator according to claim 5, characterized in that, The counterweight includes a counterweight guide rail arranged vertically in the shaft, a counterweight frame slidably installed on the counterweight guide rail, and a counterweight block arranged on the counterweight frame. Both the primary anti-collision trigger and the secondary anti-collision trigger are located in the pit and directly below the counterweight frame.

8. The anti-collision system for a home elevator according to claim 5, characterized in that, The collision avoidance system includes two secondary collision avoidance triggers, wherein: The primary anti-collision trigger and one of the secondary anti-collision triggers are located in the pit; the other secondary anti-collision trigger is located at the top of the shaft.

9. The anti-collision system for a home elevator according to any one of claims 5 to 8, characterized in that, The primary and secondary anti-collision triggers have the same structure, both including a pressure-bearing base, a buffer spring, and a sliding pressure plate. The pressure-bearing base has a built-in sliding cavity with a contact inside. The buffer spring is sleeved on the outside of the contact. The sliding pressure plate is slidably confined within the sliding cavity, its lower end face abutting against the upper end of the buffer spring, and its upper end face extending out of the pressure-bearing base. The sliding pressure plate forms the trigger end of both components. In the initial state, the sliding plate of the secondary anti-collision trigger is closer to the mounting surface of the trigger than the sliding plate of the primary anti-collision trigger; and / or, The spring constant of the buffer spring in the secondary anti-collision trigger is greater than that of the buffer spring in the primary anti-collision trigger.

10. The anti-collision system for a home elevator according to claim 9, characterized in that, In the initial state, the distance between the sliding pressure plate of the primary anti-collision trigger and the mounting surface of the primary anti-collision trigger is set to H1, and the distance between the sliding pressure plate of the secondary anti-collision trigger and the mounting surface of the secondary anti-collision trigger is set to H2, wherein the difference between the two is set to 3mm~5mm.

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