Car-following type speed limiter structure

Abstract

The application discloses an elevator speed limiter and car linkage structure, which comprises a car and a speed limiter (1), both sides of the car are respectively provided with guide rails (2), the linkage structure comprises a steel wire rope (6), the speed limiter (1) is fixed on a stand column (3) of the car, a first rope wheel (7) is arranged on the stand column (3), the top of the steel wire rope (6) is fixed with a top connecting end of the guide rail (2), the bottom of the steel wire rope (6) is fixed with a bottom connecting end of the guide rail (2), the middle part of the steel wire rope (6) is wound around the first rope wheel (7) and a second rope wheel (8) on the speed limiter (1), and the steel wire rope (6) forms an 180-degree included angle on the second rope wheel (8) of the speed limiter. The structure is characterized in that the speed limiter is arranged below the car and integrated with the car, the transmission reliability is improved through the 180-degree large included angle, the linkage structure is suitable for machine room less elevators and shallow pit elevators, and the reliability of a safety system is improved while the building space is saved.

Description

Technical Field

[0001] This invention relates to the field of elevator technology, specifically to a car-following speed limiter structure. Background Technology

[0002] Traditional elevator speed governors are typically installed in the machine room or at the top of the shaft. They form a closed-loop transmission system connected to the car via a speed governor cable. The car's vertical movement drives the speed governor cable, which in turn rotates the speed governor wheel, allowing for real-time monitoring of the car's speed. Triggering mechanism: When the overspeed reaches 115% of the rated speed, a centrifugal mechanism activates, clamping the cable through friction and generating a pulling force to trigger the safety brake. This mechanism occupies space at the top of the shaft, the long distance between the speed governor and the safety brake causes a triggering delay, and on-site installation and commissioning are required.

[0003] To address existing technical issues, speed limiters that move with the car are also being used, thus avoiding the need to occupy hoistway space.

[0004] A speed limiter for a car-following elevator is currently disclosed, characterized by comprising a rotating device and at least one actuating mechanism. The rotating device is equipped with a drive wheel, which is driven by a synchronous belt or steel wire rope arranged vertically. The two ends of the synchronous belt and steel wire rope are respectively fixed to the top and bottom of the shaft. The actuating mechanism is fixedly connected to the rotating device and is equipped with a centrifugal detection block for detecting the rotational speed of the rotating device. It also includes an electrical triggering device and a mechanical triggering device. The electrical triggering device is equipped with a first trigger stop, and the mechanical triggering device is equipped with a second trigger stop. Both the first and second trigger stops are located on the rotational path of the centrifugal detection block after radial displacement along the rotating device. A fixed plate is fixed to the outer side of the car. A rotating shaft is fixedly connected to the first fixed plate. A rotating device is axially connected to the rotating shaft. The rotating device is provided with a first rotating disk and an elastic element. The first rotating disk is axially connected to the rotating shaft. A cavity is provided inside the drive wheel to accommodate the first rotating disk. A first protrusion is provided on the inner side of the drive wheel facing the rotating shaft. The elastic element is detachably fixedly connected to the first rotating disk. A first groove is provided on the first rotating disk. The first protrusion engages with the first groove. The first rotating disk and the elastic element press tightly against the opposite sides of the first protrusion. The first rotating disk and the elastic element are connected by a pin, which is located on the edge of the first rotating disk near the first protrusion. At least one pressure wheel is included. A synchronous belt or wire rope is disposed between any of the pressure wheels and the drive wheel. The pressure wheel is used to make the synchronous belt or wire rope fit tightly against the drive wheel, or to make the synchronous belt or wire rope form a wrap angle with the drive wheel. Although the speed governor is installed on the car and moves synchronously with the car, it is not a conventional speed governor and requires special structural modifications. Furthermore, it is connected to the speed governor by a single steel cable, which is then pressed against the speed governor's pulley on one side via a tensioning wheel. This single-strand steel cable, pressed against the pulley on one side by the tensioning wheel, results in insufficient wrap angle between the cable and the pulley. As the car moves, the cable tension changes, causing fluctuations in the clamping force and making slippage likely. This directly leads to a discrepancy between the drive wheel speed and the actual car speed, causing the speed governor to malfunction or fail to activate, resulting in distorted speed detection and posing a significant safety hazard.

[0005] A car frame follow-up speed limiter is also disclosed, including a rope pulley and a lifting lever. The rope pulley is driven by a steel wire rope arranged in a vertical direction. An actuation cam is rotatably mounted on the axle of the rope pulley. The rope pulley is provided with a centrifugal mechanism that causes the rope pulley and the actuation cam to rotate together when the rotational speed of the rope pulley is greater than a predetermined value. The lifting lever is driven by the rotation of the actuation cam to generate rotation to activate the safety clamp. A locking mechanism for locking and releasing its rotated position is provided near the lifting lever. A cam reset mechanism is also included, comprising: a reset cam coaxially arranged with the actuation cam and with a gradually decreasing radius; a reset push rod mounted on the side of the actuation cam and abutting against the cam surface of the reset cam; and a cam reset spring mating with the reset push rod. The cam reset spring is used to generate a tangential force to drive the actuation cam to rotate and reset when the actuation cam does not rotate synchronously with the rope pulley. To improve the friction between the steel wire rope and the rope pulley, at least one tensioning pulley is also included, with the steel wire rope wound around the rope pulley and the tensioning pulley. To reliably lock and release the lifting lever, the locking mechanism includes an electric drive unit, a first locking member, and a second locking member located at one end of the lifting lever. A locking return spring is provided on one side of the first locking member for pulling it to a first position. When the second locking member rotates to the first position, it engages with the first locking member. The electric drive unit drives the first locking member to move and release its engagement with the second locking member. The wire rope follows an S-shaped path between the speed limiter pulley and the tensioner pulley; however, this design also suffers from insufficient wrap angle between the wire rope and the pulley, a complex structure, a large space occupied by the return mechanism, and reliance on the electric drive unit for the locking mechanism, thus requiring improved reliability. Summary of the Invention

[0006] The technical problem to be solved by the present invention is to provide a car-following type speed governor structure that integrates the speed governor with the car, improves transmission reliability through a large 180-degree wrap angle, is suitable for machine room-less elevators and shallow pit elevators, and improves the reliability of the safety system while saving building space.

[0007] The technical solution of the present invention is to provide a car-following speed limiter structure with the following structure: a car and a speed limiter, guide rails are respectively provided on both sides of the car, guide shoes are provided at the top and bottom of the car column, and a safety clamp is provided at the bottom; the linkage structure includes a steel wire rope, the speed limiter is fixed to the car column, a first rope pulley is provided on the column, the top of the steel wire rope is fixed to the top end of the guide rail, the bottom of the steel wire rope is fixed to the bottom end of the guide rail, and the middle part passes around the first rope pulley and the second rope pulley on the speed limiter. The steel wire rope forms a 180-degree wrap angle on the second rope pulley of the speed limiter, and the steel wire rope is always in a taut state.

[0008] The guide rail is provided with a first tensioning device at the top and a second tensioning device at the bottom; the top of the wire rope is connected to the first tensioning device, and the bottom of the wire rope is connected to the second tensioning device.

[0009] The first sheave is located above the speed limiter and at a distance from the second sheave; the wire rope coming down from the first tensioning device avoids the first sheave, goes around the bottom of the second sheave, goes up and then around the first sheave again and down to connect to the second tensioning device.

[0010] The first rope pulley is rotatably connected to the first bracket via a rotating shaft, and the first bracket is fixed to the column.

[0011] The rotating shaft is not parallel to the rope wheel shaft on the speed limiter, and the first rope wheel is not parallel to the second rope wheel.

[0012] The lifting mechanism of the safety clamp is located below the speed limiter, and the steel wire rope passes through the inside of the swing arm of the lifting mechanism.

[0013] The first tensioning device and the second tensioning device have the same structure and include a second bracket and a fourth bracket. The fourth bracket is fixed to the guide rail through the second bracket. The fourth bracket is equipped with a reversing wheel, which is rotatably connected to the fourth bracket via a rotating shaft. One end of the fourth bracket is equipped with an adjusting screw, which passes through the bending plate of the fourth bracket and has a connector at its end. The wire rope passes through the reversing wheel and is fixed to the connector. A spring is fitted on the adjusting screw extending out of the bending plate of the fourth bracket to adjust the tension of the wire rope. A trigger rod is provided on the connector, which passes through the side plate of the fourth bracket. A sensor is provided on the side plate of the fourth bracket, and the trigger rod is linked to the connector to trigger the sensor.

[0014] The first rope pulley is fixed to the column by the fifth bracket, which is inclined along the depth direction of the car. The wire rope located inside the second rope pulley comes out from the speed limiter and is fixed to the first tensioning device from the outside of the fifth bracket.

[0015] The angle between the first and second rope pulleys is α, and the angle α is 7 to 15°.

[0016] The bottom of the car is provided with a synchronizing rod, and the end of the synchronizing rod is provided with a swing arm. The middle of the swing arm is connected to the speed limiter through a connecting rod, and the far end of the swing arm is connected to the movable clamp block of the safety clamp.

[0017] With the above structure, the present invention has the following advantages:

[0018] 1. The wire rope forms a 180-degree wrap angle on the second pulley of the speed governor, which can be used with a conventional speed governor and can ensure the contact area between the pulley and the wire rope. This solves the technical defects of insufficient wrap angle and easy slippage of the existing car-following speed governor, ensuring that the speed governor pulley speed is strictly synchronized with the actual running speed of the car, with high speed detection accuracy, accurate trigger threshold, and eliminating the risk of false action and failure to act.

[0019] 2. The speed governor is directly fixed to the car column, rather than the traditional arrangement in the machine room or on the top of the shaft. The staggered arrangement of the first and second rope pulleys optimizes the wire rope routing, making it suitable for elevators without a machine room or shaft environments with limited space. The speed governor is integrated with the car, and installation and commissioning are completed before leaving the factory. On-site, only the car needs to be fixed, which greatly reduces the amount of on-site installation work and the difficulty of commissioning.

[0020] 3. The wire rope is equipped with a first tensioning device and a second tensioning device at both the upper and lower ends, respectively. A spring-screw composite tensioning mechanism is used, with the spring providing a constant tension force and the adjusting screw allowing for precise setting of the initial tension force. This structure ensures that the wire rope maintains its designed tension throughout its entire lifespan, preventing slippage due to insufficient tension or wear on the sheave bearings due to excessive tension.

[0021] 4. The bottom is equipped with a synchronizing rod and a swing arm structure to ensure that the safety brakes on both sides move synchronously; triggering the speed limiter on one side can drive the safety brakes on both sides through the linkage to prevent the car from tilting and getting stuck.

[0022] As an improvement, the guide rail is provided with a first tensioning device at the top and a second tensioning device at the bottom; the top of the wire rope is connected to the first tensioning device and the bottom of the wire rope is connected to the second tensioning device. Tension is applied at both ends simultaneously, and the tension is evenly distributed along the entire length of the wire rope, avoiding the tension gradient problem caused by single-end tensioning. The initial tension can be adjusted independently at both ends, which is convenient for precise setting on site according to actual working conditions.

[0023] As an improvement, the first rope pulley is located above the speed limiter and at a distance from the second rope pulley; the wire rope coming down from the first tensioning device avoids the first rope pulley, goes around the bottom of the second rope pulley, goes up and then around the first rope pulley again, and goes down to connect to the second tensioning device. The wire rope first goes down around the bottom of the second rope pulley, and then goes up around the first rope pulley, naturally forming a 180-degree wrap angle, without the need for an additional clamping pulley.

[0024] The first rope pulley is rotatably connected to the first bracket via a rotating shaft. The first bracket is fixed to the column. The rotating shaft is not parallel to the rope pulley shaft on the speed limiter. The first rope pulley is not parallel to the second rope pulley. The axes of the two rope pulleys are not parallel, forming a spatial staggered angle, so that the wire rope enters and exits the groove at the optimal angle.

[0025] The lifting mechanism of the safety clamp is located below the speed limiter. The wire rope passes through the inside of the swing arm of the safety clamp, utilizing the unused space inside the swing arm to arrange the wire rope without occupying additional shaft space.

[0026] The first tensioning device and the second tensioning device have the same structure and include a second bracket and a fourth bracket. The fourth bracket is fixed to the guide rail through the second bracket. The fourth bracket is equipped with a reversing wheel, which is rotatably connected to the fourth bracket via a rotating shaft. One end of the fourth bracket is equipped with an adjusting screw, which passes through the bending plate of the fourth bracket and has a connector at its end. The wire rope passes through the reversing wheel and is fixed to the connector. A spring is fitted on the adjusting screw extending out of the bending plate of the fourth bracket to adjust the tension of the wire rope. A trigger rod is provided on the connector, which passes through the side plate of the fourth bracket. A sensor is provided on the side plate of the fourth bracket. The trigger rod is linked to the connector to trigger the sensor. The spring compensates for changes in the length of the wire rope in real time and automatically maintains the set tension without the need for frequent manual adjustments.

[0027] The first sheave is fixed to the column by the fifth bracket, which is inclined along the depth direction of the car. The wire rope located inside the second sheave comes out from the speed limiter and is fixed to the first tensioning device from the outside of the fifth bracket. The inclined bracket guides the wire rope to transition from the speed limiter to the first sheave at the optimal angle to reduce bending stress.

[0028] The angle between the first and second rope pulleys is α, with α ranging from 7 to 15°. This allows for a natural transition in the rope exit direction, preventing scraping of the pulley rims and reducing the twisting curvature of the wire rope, thus extending its lifespan.

[0029] The bottom of the car is equipped with a synchronizing rod, and the end of the synchronizing rod is equipped with a swing arm. The middle of the swing arm is connected to the speed limiter through a connecting rod, and the far end of the swing arm is connected to the movable clamp block of the safety brake, making the layout more compact. Attached Figure Description

[0030] Figure 1 This is a schematic diagram of the structure of the car-following speed limiter of the present invention.

[0031] Figure 2 This is a schematic diagram of the car-following speed limiter structure of the present invention (with the mounting bracket removed).

[0032] Figure 3 This is a schematic diagram showing the connection between the wire rope, speed limiter, and first pulley of the present invention.

[0033] Figure 4 This is a schematic diagram of the tensioning device of the present invention.

[0034] Figure 5A top view showing the spatial relationship between the first and second rope pulleys of this invention.

[0035] The diagram shows: 1. Speed ​​limiter, 2. Guide rail, 3. Column, 4. Guide shoe, 5. Safety clamp, 6. Wire rope, 7. First pulley, 8. Second pulley, 9. Shaft, 10. First bracket, 11. Sheave shaft, 12. Swing arm, 13. Second bracket, 14. Fourth bracket, 15. Reversing wheel, 16. Shaft, 17. Adjusting screw, 18. Connector, 19. Spring, 20. Trigger rod, 21. Sensor, 22. Fifth bracket, 23. Synchronizing rod, 25. Connecting rod, 26. First tensioning device, 27. Second tensioning device. Detailed Implementation

[0036] The invention will now be further described with reference to the accompanying drawings.

[0037] like Figure 1-5 As shown, the car-following speed limiter structure of the present invention mainly includes a car, a speed limiter 1, a wire rope 6, a first pulley 7, a first tensioning device 26, a second tensioning device 27, and a synchronous triggering mechanism.

[0038] The car-following speed limiter structure of this invention includes guide rails 2 arranged vertically along the hoistway on both sides of the car. The car is framed by two left and right columns 3, a top beam, and a ground beam (the car body is not shown). Guide shoes 4 are installed at the top and bottom of the columns 3, and the guide shoes 4 slide with the guide rails 2 to guide the car to run vertically along the guide rails 2. A safety clamp 5 is installed at the bottom of the columns 3 to clamp the guide rails 2 and stop the car in case of overspeed or fall. The speed limiter 1 is fixedly installed in the middle of the columns 3, specifically between the guide shoes 4 and the safety clamp 5, forming a rigid following relationship with the car.

[0039] The top end of the wire rope 6 in the car-following speed limiter structure of the present invention is connected to the first tensioning device 26 at the top of the guide rail 2. After extending downwards, it first passes around the bottom of the second rope pulley 8 of the speed limiter 1. The second rope pulley 8 is a component of the speed limiter 1 and is connected to the centrifugal speed limiting mechanism inside the speed limiter. The wire rope 6 forms a 180-degree wrap angle on the second rope pulley 8, that is, the wire rope 6 is introduced from one side of the second rope pulley 8, wraps half a turn, and then exits from the other side. The wire rope 6 leading from the second rope pulley 8 extends upwards and passes around the first rope pulley 7 located above the speed limiter 1. The first rope pulley 7 is a reversing pulley and does not perform a speed limiting function; it is only used to change the direction of the wire rope 6. After passing around the first rope pulley 7, the wire rope 6 extends downwards and finally connects to the second tensioning device 27 at the bottom of the guide rail 2, forming a complete transmission closed loop.

[0040] like Figure 5As shown, the first sheave 7 and the second sheave 8 are spatially staggered, rather than arranged in a traditional parallel configuration. The shaft 9 of the first sheave 7 and the shaft 11 of the second sheave 8 are spatially intersecting and not parallel. The first sheave 7 is rotatably connected to the first support 10 via the shaft 9, and the first support 10 is fixed to the column 3. An angle α is formed between the wheel surfaces of the first sheave 7 and the second sheave 8, with the value of angle α ranging from 7° to 15°, preferably 10°.

[0041] The technical effect of this staggered spatial arrangement is that it allows the wire rope 6 to naturally transition to the first sheave 7 at an inclined angle after exiting from the second sheave 8, avoiding interference or scratching between the wire rope 6 and the rim of the first sheave 7. Simultaneously, this arrangement allows the section of wire rope 6 located inside the second sheave 8 (i.e., the section between the speed limiter 1 and the first sheave 7) to pass through the outside of the fifth support 22, optimizing the spatial layout and improving structural compactness. The fifth support 22 is inclined along the depth direction of the car (i.e., perpendicular to the car door surface) to support the first support 10 of the first sheave 7. The inclination angle of the fifth support 22 matches the included angle α, ensuring that the entry and exit angles of the wire rope 6 and the first sheave 7 meet design requirements, reducing wire rope wear.

[0042] like Figure 2 and 4 As shown, the first tensioning device 26 and the second tensioning device 27 have the same structure and are symmetrically arranged at the top and bottom of the column 3. Taking the first tensioning device 26 as an example, its structure is detailed as follows: The tensioning device includes a second bracket 13, a fourth bracket 14, a reversing wheel 15, an adjusting screw 17, a connector 18, a spring 19, a trigger rod 20, and a sensor 21. The second bracket 13 is an L-shaped or U-shaped metal bracket, which is fixedly connected to the end of the guide rail 2 by bolts. The fourth bracket 14 is a box-shaped or frame-shaped structure, which is indirectly fixed to the column 3 through the second bracket 13. The internal space of the fourth bracket 14 accommodates the reversing wheel 15, which is rotatably connected to the side wall of the fourth bracket 14 through a rotating shaft 16. The groove of the reversing wheel 15 cooperates with the wire rope 6.

[0043] One end of the fourth bracket 14 is provided with a bending plate, and a through hole is formed on the bending plate. The adjusting screw 17 passes through the through hole, and a connector 18 is fixed to its outer end, while an adjusting nut is provided at its inner end. The end of the wire rope 6 passes through the groove of the reversing wheel 15 and is fixedly connected to the connector 18. A spring 19 is fitted on the adjusting screw 17 extending out of the bending plate. One end of the spring 19 abuts against the bending plate, and the other end abuts against the adjusting nut or a washer. By turning the adjusting nut, the spring 19 can be compressed or released, thereby adjusting the tension of the wire rope 6. A trigger rod 20 is fixedly provided on the connector 18. The trigger rod 20 is arranged parallel to the adjusting screw 17 and passes through a guide hole formed on the side plate of the fourth bracket 14.

[0044] A sensor 21 is fixedly installed on the side plate of the fourth bracket 14. The sensor 21 is a proximity switch, and its detection end is opposite to the end or side of the trigger rod 20. When the tension of the wire rope 6 changes, the connector 18 drives the trigger rod 20 to move axially. The trigger rod 20 triggers the sensor 21, which outputs an electrical signal to the elevator control system to achieve real-time tension monitoring. When the wire rope 6 elongates due to creep or the tension decreases, the spring 19 pushes the connector 18 outward, and the trigger rod 20 moves accordingly. The sensor 21 detects this displacement and issues a warning signal. When the wire rope 6 breaks, the connector 18 moves rapidly outward under the action of the spring 19, and the trigger rod 20 triggers the sensor 21 to its extreme position. The control system immediately cuts off the elevator safety circuit and stops the elevator operation.

[0045] like Figure 2 As shown, the lifting mechanism of the safety clamp 5 is located below the speed limiter 1. The steel wire rope 6 passes through the inside of the swing arm 12 of the lifting mechanism to avoid motion interference with the swing arm 12. A synchronizing rod 23 is provided at the bottom of the car. The synchronizing rod 23 is arranged horizontally along the width of the car, and its two ends extend to the bottom of the two side columns 3 respectively. The end of the synchronizing rod 23 is fixedly connected to the middle or near-middle position of the swing arm 24, and the swing arm 24 can swing around the connection point with the synchronizing rod 23. The middle position of the swing arm 24 (located between the synchronizing rod 23 and the far end of the swing arm 24) is connected to the trigger output end of the speed limiter 1 through the connecting rod 25. The far end of the swing arm 24 is connected to the movable clamp block of the safety clamp 5, or directly connected to the lifting mechanism of the safety clamp 5. When the speed limiter 1 detects overspeed and activates, its internal centrifugal mechanism triggers the cam or ratchet mechanism on the rope wheel shaft 11, which pulls the swing arm 24 to rotate through the connecting rod 25. The rotation of the swing arm 24 simultaneously drives the movable clamps of the safety clamps 5 on both sides to move towards each other, clamping the guide rail 2 and achieving synchronous braking on both sides. This mechanism ensures that triggering the speed limiter 1 on one side will cause the safety clamps 5 on both sides to move synchronously, with balanced braking force to prevent the car from tilting.

[0046] Working principle

[0047] During normal elevator operation, the car moves up and down along the guide rail 2, and the speed governor 1, fixed to the car column 3, moves synchronously with the car. The two ends of the wire rope 6 are fixed to a first tensioning device and a second tensioning device that are relatively stationary in the hoistway. The movement of the car causes the wire rope 6 to move relative to the speed governor 1, driving the second pulley 8 to rotate. Because the wire rope 6 forms a large 180-degree wrap angle on the second pulley 8, there is no slippage in the transmission, and the rotational speed of the second pulley 8 is strictly proportional to the car's running speed.

[0048] The centrifugal mechanism inside the speed limiter 1 monitors the rotational speed of the second pulley 8 in real time. When the car speed reaches 115% of the rated speed, the pawl mechanism is triggered, changing the frictional connection between the second pulley 8 and the pulley shaft 11 into a rigid connection, and the second pulley 8 stops rotating. As the car continues to move, the wire rope 6 slides on the second pulley 8, generating friction. This friction is converted into a lifting force through the internal mechanism of the speed limiter 1, and transmitted to the swing arm 24 via the connecting rod 25, driving the safety clamps 5 on both sides to move synchronously, clamping the guide rail 2 to stop the car. At the same time, the first tensioning device and the second tensioning device monitor the tension status of the wire rope 6 in real time. Any abnormal tension is fed back to the control system through the sensor 21, realizing fault warning and safety protection.

Claims

1. An elevator speed governor and car linkage structure, comprising a car and a speed governor (1), guide rails (2) are respectively provided on both sides of the car, guide shoes (4) are provided at the top and bottom of the car column (3), and a safety clamp (5) is provided at the bottom; characterized in that: The linkage structure includes a steel wire rope (6), the speed limiter (1) is fixed to the column (3) of the car, the column (3) is provided with a first rope pulley (7), the top of the steel wire rope (6) is fixed to the top end of the guide rail (2), the bottom of the steel wire rope (6) is fixed to the bottom end of the guide rail (2), and it passes through the first rope pulley (7) and the second rope pulley (8) on the speed limiter (1) in the middle. The steel wire rope (6) forms a 180-degree wrap angle on the second rope pulley (8) of the speed limiter. The steel wire rope (6) is always in a taut state.

2. The elevator speed governor and car linkage structure according to claim 1, characterized in that: The guide rail (2) is provided with a first tensioning device (26) at the top and a second tensioning device (27) at the bottom; the top of the wire rope (6) is connected to the first tensioning device (26), and the bottom of the wire rope (6) is connected to the second tensioning device (27).

3. The elevator speed governor and car linkage structure as described in claim 2, characterized in that: The first rope pulley (7) is located above the speed limiter (1) and is a distance away from the second rope pulley (8); the wire rope coming down from the first tensioning device (26) bypasses the first rope pulley (7), goes around the bottom of the second rope pulley (8), goes up and then around the first rope pulley (7) again and goes down to connect to the second tensioning device (27).

4. The elevator speed governor and car linkage structure as described in claim 2, characterized in that: The first rope pulley (7) is rotatably connected to the first bracket (10) via a rotating shaft (9), and the first bracket (10) is fixed to the column (3). The rotating shaft (9) is not parallel to the rope wheel shaft (11) on the speed limiter (1), and the first rope wheel (7) is not parallel to the second rope wheel (8).

5. The elevator speed governor and car linkage structure as described in claim 1, characterized in that: The lifting mechanism of the safety clamp (5) is located below the speed limiter (1), and the wire rope passes through the inside of the swing arm (12) of the safety clamp.

6. The elevator speed governor and car linkage structure as described in claim 2, characterized in that: The first tensioning device (26) and the second tensioning device (27) have the same structure and include a second bracket (13) and a fourth bracket (14). The fourth bracket (14) is fixed to the guide rail (2) through the second bracket (13). The fourth bracket (14) is provided with a reversing wheel (15). The reversing wheel (15) is rotatably connected to the fourth bracket (14) through a rotating shaft (16). One end of the fourth bracket (14) is provided with an adjusting screw (17). The adjusting screw (17) passes through the bending plate of the fourth bracket (14) and has a [missing information - likely a design feature]. The connector (18) is fixed to the steel wire rope (6) by passing through the reversing wheel (15). A spring (19) is fitted on the adjusting screw (17) of the bending plate extending out of the fourth bracket (14) to adjust the tension of the steel wire rope (6). The connector (18) is provided with a trigger rod (20). The trigger rod (20) passes through the side plate of the fourth bracket (14). The side plate of the fourth bracket (14) is provided with a sensor (21). The trigger rod (20) is linked to the connector (18) to trigger the sensor (21).

7. The elevator speed governor and car linkage structure as described in claim 4, characterized in that: The first rope pulley (7) is fixed on the column (3) by the fifth bracket (22). The fifth bracket (22) is inclined along the depth direction of the car. The steel wire rope (6) located inside the second rope pulley (8) comes out from the speed limiter and is fixed to the first tensioning device (26) from the outside of the fifth bracket (22).

8. The elevator speed governor and car linkage structure as described in claim 4 or 7, characterized in that: The angle between the first rope wheel (7) and the second rope wheel (8) is α, and the angle α is 7 to 15°.

9. The elevator speed governor and car linkage structure as described in claim 1, characterized in that: The bottom of the car is provided with a synchronizing rod (23), and the end of the synchronizing rod (23) is connected to a swing arm (12). The middle of the swing arm (12) is connected to the speed limiter (1) through a connecting rod (25), and the far end of the swing arm (12) is connected to the movable clamp block of the safety clamp (5).

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