Mine hoist anti-dip device

Abstract

The application discloses a mine exploitation elevator anti-sudden drop device and relates to the technical field of elevator anti-sudden drop devices, which comprises a shell, a lifting rod arranged in the shell through a guide rail, a brake mechanism arranged in the shell, a plurality of floating chocks arranged on both sides of the guide rail and used for contacting the surface of the guide rail to brake, a recessed frame fixedly arranged at the bottom of the lifting rod, two L-shaped frames slidingly arranged on the recessed frame, and two inclined plates fixedly arranged at the bottom of the inner wall of the shell. The brake mechanism is designed to replace the traditional rigid whole wedge-shaped chock with the plurality of floating chocks, and the rotation adjustment of the universal ball in the universal seat and the sliding adjustment of the T-shaped plate in the T-shaped frame can be matched, so that the floating chock can be self-adaptively attached to the protruding and recessed profile of the guide rail, and the fragmentation caused by the rigid collision of the floating chock with the protruding part of the guide rail can be avoided.

Description

Technical Field

[0001] This invention belongs to the technical field of elevator anti-sudden descent devices, specifically an anti-sudden descent device for a mining elevator. Background Technology

[0002] Mining, as a core component of mineral resource development, presents a complex and highly dangerous working environment, making it a top priority for industry safety management. Elevators, serving as the "lifeline" connecting the surface and underground working faces, play a crucial role in personnel transport, equipment transfer, and material replenishment. Their operational safety directly impacts miners' lives, mining efficiency, and the company's production order. Whether in underground coal mines, metal mines, or non-metal mines, the reliable operation of elevators is an indispensable core link in the mining production chain. Once a sudden drop or other serious accident occurs, it often results in mass casualties, equipment damage, and serious consequences, leading to major safety liability accidents and adverse social impacts. In the safety protection system of elevators, the anti-sudden drop device is the last line of defense against serious accidents such as "rapid descent of the car". Once this device fails, it will directly lead to a major safety accident with mass casualties and serious equipment damage, causing not only huge economic losses but also adverse social impacts. At present, mine elevators generally adopt the traditional anti-sudden drop scheme of "speed limiter and safety clamp". When the downward speed of the car exceeds the safety threshold, the speed limiter triggers the mechanical locking mechanism to clamp the speed limit steel wire rope. As the car continues to fall, the taut steel wire rope pulls the lifting rod in the safety clamp through the lever transmission system, which drives the wedge-shaped brake block to move upward along the inclined surface inside the safety clamp body, and finally fits tightly with the guide rail fixed in the mine shaft. The friction between the brake block and the guide rail forces the car to stop. In existing technologies, the geological conditions in mines are complex and variable. Rock compression, fault activity, and blasting operations often cause slight deformations in the mine shaft structure, and the guide rail is prone to local bending. This leads to two problems: First, when the rigid wedge brake block collides hard with the protruding part of the guide rail, the huge impact stress is concentrated at the contact point, far exceeding the compressive strength limit of the wedge brake block material, which can easily cause the wedge brake block to break and lead to braking failure. Second, if the wedge brake block does not break immediately, the rigid structure cannot adapt to the bending profile of the guide rail and can only form a "point" contact with the protruding part. The effective friction area between the wedge brake block and the guide rail is drastically reduced, resulting in a serious lack of braking force. This makes it impossible to stop the car within a safe distance, which greatly reduces the reliability of the anti-sudden descent protection. To address this issue, we propose an anti-sudden descent device for mine hoists. Summary of the Invention

[0003] The purpose of this invention is to provide a device for preventing sudden drops in mining elevators, so as to solve the technical problems mentioned in the background art.

[0004] To achieve the above objectives, the present invention provides the following technical solution: a sudden descent prevention device for a mining hoist, comprising a housing, a lifting rod with guide rails disposed within the housing, and a braking mechanism disposed inside the housing, the braking mechanism comprising: Multiple floating brake blocks are installed on both sides of the guide rail to contact the guide rail surface for braking; A recessed frame is fixedly installed at the bottom of the lifting rod, and two L-shaped frames are slidably installed on the recessed frame. Two inclined plates are fixedly installed at the bottom of the inner wall of the housing. A universal seat is provided on one side of the floating brake block, and a universal ball is rolled inside the universal seat for adjusting the angle of the floating brake block according to the protrusion of the guide rail. The housing is equipped with multiple T-shaped frames inside, and T-shaped plates are slidably arranged inside the T-shaped frames. This allows the floating brake block to move and adapt to the shape of the protruding part of the guide rail after contacting it.

[0005] Preferably, the inclined plate has two sets of sliding frames slidably arranged inside, and the ends of the sliding frames are fixedly provided with U-shaped plates.

[0006] Preferably, connecting plates are fixedly provided on both the front and back of the T-shaped frame, and two horizontal springs are fixedly provided between one end of the T-shaped plate and one end of the T-shaped frame for resetting the T-shaped plate after it is moved.

[0007] Preferably, the T-shaped plate has two slots inside, and each slot has a post inside for limiting the position of the T-shaped plate; Guide rings are fixedly installed at the top and bottom of the T-shaped frame, and guide frames are fixedly installed at the top and bottom of the T-shaped plate.

[0008] Preferably, two rocker arms are fixedly provided on one side of the universal joint, and a vertical spring is fixedly provided between the end of the rocker arms and the insertion post, which is used to disengage the insertion post from the slot during the movement of the T-shaped plate.

[0009] Preferably, a fixing plate is fixedly installed on the other end of the T-shaped frame, and multiple return springs are fixedly installed between the fixing plate and the universal seat for the floating brake block to reset after the position is adjusted. Two bottom springs are fixedly installed between the bottom of the U-shaped plate and the bottom of the inner wall of the shell.

[0010] Preferably, the bottom of the housing is provided with a scraping component, which includes two lower plates fixed to the bottom of the housing. A bottom plate is slidably disposed inside the lower plates, and multiple scrapers are disposed on one side of the bottom plate for scraping off rust and other impurities from the side of the guide rail. The base plate has multiple T-shaped rods that slide inside, and compression springs are sleeved on the outside of the T-shaped rods.

[0011] Preferably, a compression spring is fixedly installed between the inner wall of the base plate and the lower plate, a round hole is opened inside the base plate, and a lifting rod is fixedly installed on the surface of the T-shaped frame.

[0012] Preferably, two mounting plates are fixedly provided on the other side of the floating brake block, and two locking bolts are threadedly connected inside the universal seat to clamp and fix the mounting plates.

[0013] Preferably, the front of the housing has two cover plates fixed with screws, and the bottom of the guide rail passes through the interior of the housing.

[0014] Compared with the prior art, the beneficial effects of the present invention are: (1) The present invention uses a braking mechanism with multiple floating brake blocks instead of traditional rigid integral wedge brake blocks. Combined with the rotation adjustment of the universal ball in the universal seat and the sliding adjustment of the T-shaped plate in the T-shaped frame, it can adaptively fit the protrusion and concave contour of the guide rail, avoiding the breakage caused by the rigid collision of the floating brake blocks with the protrusion of the guide rail. The adaptive structure ensures that the floating brake blocks and the guide rail are always in "surface contact" rather than the traditional "point or line contact". The effective friction area does not decrease, the braking force is sufficient, and the car can be stopped within a safe distance, improving the reliability of the anti-sudden drop.

[0015] (2) The scraper designed in this invention, with the scraper blade and compression spring, can adapt to the protruding or concave contour of the guide rail, scrape off impurities such as rust and mineral dust, and avoid impurities forming "invisible protrusions" that block the floating brake block from contacting the guide rail, ensuring "surface contact" between the two, maintaining stable braking force, cleaning hard impurities on the guide rail surface in advance, reducing their grinding and wear on the working surface of the floating brake block, reducing the risk of brake block damage, and at the same time preventing impurities from entering the gap of the braking mechanism and causing jamming, extending the service life of the brake block and transmission components. The scraper blade only approaches the guide rail under the action of the compression spring when the brake is triggered, and does not contact the guide rail under normal conditions, so as not to affect the normal operation of the elevator.

[0016] (3) By combining the designed mounting plate and locking bolts, the floating brake block does not need to be replaced as a whole after it wears out. The position of the floating brake block can be adjusted by pushing the mounting plate to fill the gap with the guide rail, making full use of the floating brake block material and reducing replacement costs. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the structure of the present invention; Figure 2 This is a schematic diagram of the rear-view, upward-looking structure of the present invention; Figure 3 This is a schematic diagram of the structure after the cover plate of the present invention is removed; Figure 4 This is a schematic diagram of the braking mechanism structure of the present invention; Figure 5This is a schematic diagram of the inclined plate and the spiral plate structure of the present invention; Figure 6 This is a schematic cross-sectional view of the spiral plate structure of the present invention; Figure 7 This is a schematic diagram of the scraping component structure of the present invention; Figure 8 This is a schematic diagram of the T-shaped frame and floating brake block structure of the present invention; Figure 9 This is a bottom view of the T-shaped frame structure of the present invention; Figure 10 This is a cross-sectional view of the T-shaped frame and universal joint of the present invention; Figure 11 This is a cross-sectional view of the guide ring and guide frame of the present invention; Figure 12 This is a schematic diagram of the lifting bar and insert post structure of the present invention; In the diagram: 100, housing; 101, cover plate; 102, guide rail; 103, lifting rod; 200, floating brake block; 201, recessed frame; 202, L-shaped frame; 203, connecting plate; 204, inclined plate; 205, bottom spring; 206, U-shaped plate; 207, sliding frame; 208, T-shaped frame; 209, universal seat; 210, T-shaped plate; 211, guide ring; 212, guide frame; 213, rocker arm; 214, return spring; 215, fixing plate; 216, vertical spring; 217, insert post; 218, horizontal spring; 300, locking bolt; 301, mounting plate; 400, base plate; 401, lifting rod; 402, lower plate; 403, scraper; 404, compression spring; 405, compression spring; 406, T-shaped rod. Detailed Implementation

[0018] The technical solution of the present invention will be clearly and completely described below with reference to the embodiments. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0019] Example 1 Please see Figures 1-6 and Figures 8-11 This invention provides a technical solution: a sudden descent prevention device for a mining hoist, comprising a housing 100, a guide rail 102 disposed within the housing 100, a lifting rod 103, a safety clamp housing 100, and a braking mechanism disposed inside the housing 100, the braking mechanism comprising: Multiple floating brake blocks 200 are disposed on both sides of the guide rail 102 for contacting the surface of the guide rail 102 for braking. The traditional whole wedge brake block is replaced by multiple floating brake blocks 200. When contacting the curved protrusion on the guide rail 102, it can be ensured that at least one floating brake block 200 on both sides of the guide rail 102 is in contact with the surface of the guide rail 102. A recessed frame 201 is fixedly installed at the bottom of the lifting rod 103. Two L-shaped frames 202 are slidably mounted on the recessed frame 201. Two inclined plates 204 are fixedly installed at the bottom of the inner wall of the housing 100. The sliding frame 207 can slide up or down with the groove in the inclined plate 204. When the lifting rod 103 is pulled up, it drives the recessed frame 201, L-shaped frames 202, sliding frame 207, U-shaped plate 206, floating brake block 200 and other structures to move upward. During this period, the sliding frame 207 also moves towards the guide rail 102 as it moves upward with the inclined surface of the U-shaped plate 206. At this time, the L-shaped frame 202 slides in the recessed frame 201. Then the U-shaped plate 206 drives multiple floating brake blocks 200 to move and contact the surface of the guide rail 102. A universal seat 209 is provided on one side of the floating brake block 200. The universal seat 209 is rolled inside the universal seat 209. The right end of the T-shaped plate 210 is fixed to the ball joint, which is used to adjust the angle of the floating brake block 200 according to the protrusion of the guide rail 102. When the bottom of a floating brake block 200 begins to contact the curved protrusion on the guide rail 102, the floating brake block 200 is affected by the protrusion and drives the universal seat 209 to rotate and tilt upward. Then, as the floating brake block 200 fits the protrusion, when it is close to the intact vertical guide rail 102 below the protrusion, the floating brake block 200 and the universal seat 209 begin to rotate downward and reset. Finally, after contacting the vertical guide rail 102, the floating brake block 200 returns to a straight state and continues to contact the guide rail 102, so that the floating brake block 200 can rotate upward or downward and always fit the outer contour of the protrusion. This avoids the situation of breakage and damage caused by the traditional direct rigid contact with the protrusion of the guide rail 102. The housing 100 has multiple T-shaped brackets 208 inside, and T-shaped plates 210 are slidably arranged inside the T-shaped brackets 208, so that the floating brake block 200 can adapt to the shape of the protruding part of the guide rail 102 after it contacts the protruding part.

[0020] Example 2 Please refer to Example 1. Figures 1-6 and Figures 8-12 The inclined plate 204 has two sets of sliding frames 207 slidably arranged inside. The ends of the sliding frames 207 are fixedly provided with a U-shaped plate 206. The U-shaped plate 206 has a vertical groove inside. The T-shaped frame 208 is fixed inside the vertical groove. Connecting plates 203 are fixedly installed on both the front and back of the T-shaped frame 208. The connecting plates 203 can fix the T-shaped frames 208 located on both sides of the guide rail 102 together, making them a whole. This allows multiple T-shaped frames 208 on both sides of the guide rail 102 to move synchronously. Two horizontal springs 218 are fixedly installed between one end of the T-shaped plate 210 and one end of the T-shaped frame 208. The horizontal springs 218 achieve automatic reset of the T-shaped plate 210, ensuring that the floating brake block 200 can quickly return to its contact state with the guide rail 102 after adaptive adjustment, maintaining stable braking force, reducing impact wear between components, and extending service life. This is used for the T-shaped plate 210 to reset after movement. When the floating brake block 200 contacts the protruding part on the guide rail 102, the floating brake block 200 rotates under the action of the universal seat 209 and squeezes the universal ball away from the guide rail 102. The universal ball squeezes the T-shaped plate 210 located in the T-shaped frame 208 to move away from the guide rail 102. At this time, the horizontal spring 218 is affected and begins to stretch. When the floating brake block 200 contacts the straight and intact guide rail 102, the stretched horizontal spring 218 begins to reset, driving the T-shaped plate 210 to move closer to the guide rail 102, and then driving the universal seat 209, floating brake block 200 and other structures to move. Then the floating brake block 200 contacts the surface of the guide rail 102. The T-shaped plate 210 has two slots inside, and the slots are equipped with inserts 217 for limiting the T-shaped plate 210. Guide rings 211 are fixedly installed at the top and bottom of the T-shaped frame 208, and guide frames 212 are fixedly installed at the top and bottom of the T-shaped plate 210. Two rocker arms 213 are fixedly installed on one side of the universal joint 209. A vertical spring 216 is fixed between the end of each rocker arm 213 and the insertion post 217. This spring is used to disengage the insertion post 217 from the slot during the movement of the T-shaped plate 210. When the floating brake block 200 contacts the protruding part on the guide rail 102, causing the universal joint 209 to rotate on the ball joint, the two rocker arms 213 will also rotate. When the bottom of the floating brake block 200 just contacts the protruding part, the top of the universal joint 209 rotates towards the guide rail 102, and the bottom rotates away from the guide rail 102. At this time, the rocker arms 213 at the top and bottom of the universal joint 209 also rotate. 213 rotates towards the guide rail 102. At this time, the end of the rocker arm 213 at the top of the universal joint 209 rotates away from the vertical spring 216 fixed to it, pulling the vertical spring 216 upwards. This causes the insert 217 at the bottom of the vertical spring 216 to move upwards and disengage from the slot in the T-shaped plate 210. The insert 217 then enters the guide ring 211 at the top of the T-shaped frame 208. Simultaneously, the end of the rocker arm 213 at the bottom of the universal joint 209 approaches the vertical spring 216 fixed to it. The vertical spring 216 pushes the insert 217 upwards, causing the insert 217 inserted into another slot to move upwards. Subsequently, the insert 217 disengages from the slot. The part is located within the guide frame 212 at the top of the T-shaped plate 210, releasing the restriction on the T-shaped plate 210. Subsequently, when the universal ball presses the T-shaped plate 210 away from the guide rail 102, the T-shaped plate 210 slides away from the guide rail 102 within the T-shaped frame 208 (at this time, the middle parts of the two vertical springs 216 are both in the slot, and the T-shaped plate 210 will drive the vertical springs 216 in the slot to produce radial deformation). When the floating brake block 200 is at the position of the protruding part near the bottom and is about to approach the straight and intact guide rail 102, the opposite principle is implemented. At this time, the insert 217 on the top rocker bar 213 of the universal seat 209 disengages from the inside of the slot and enters the bottom of the T-shaped plate 210. Inside the guide frame 212, the insert 217 on the rocker arm 213 at the bottom of the universal seat 209 moves downward, disengages from the slot, and enters the guide ring 211 below the T-shaped frame 208. Finally, when the floating brake block 200 contacts the straight and intact guide rail 102, the vertical springs 216 on the two rocker arms 213 are reset (at this time, the middle part of the two vertical springs 216 is in a deformed state and also resets), so that the corresponding two inserts 217 continue to be inserted into the slot, achieving rigid contact between the floating brake block 200 and the guide rail 102, increasing the fit, and enabling automatic adaptation after contacting the protruding part of the guide rail 102. When in contact with the straight and intact guide rail 102, it can brake normally. A fixing plate 215 is fixedly installed on the other end of the T-shaped frame 208. Multiple return springs 214 are fixedly installed between the fixing plate 215 and the universal seat 209. These return springs are used to reset the floating brake block 200 after it has been adjusted. The four return springs 214 on the universal seat 209 can be reset to their original vertical state when the floating brake block 200 contacts the straight and intact guide rail 102 after the universal seat 209 is rotated up or down. At the same time, the universal seat 209 can also be kept in a vertical state when not braking, so that the floating brake block 200 will not be tilted and contact the guide rail 102. The contact will only occur when braking, so as to avoid the floating brake block 200 from affecting the next braking due to angular displacement. Two bottom springs 205 are fixedly installed between the bottom of the herringbone plate 206 and the bottom of the inner wall of the housing 100. When braking, the herringbone plate 206 will move upward and the bottom springs 205 will be in a stretched state. When braking is completed, the bottom springs 205 will return to their original position and pull the herringbone plate 206 downward.

[0021] Example 3 Please refer to Example 2. Figures 2-4 , Figure 6 and Figure 7 The bottom of the housing 100 is provided with a scraping component, which includes two lower plates 402 fixed to the bottom of the housing 100. A base plate 400 is slidably disposed inside the lower plate 402. Multiple scrapers 403 are provided on one side of the base plate 400 for scraping off the rust on the side of the guide rail 102. Rust, mineral dust, slag particles, etc. will accumulate on the surface of the guide rail 102 to form protrusions or uneven attachments. When the floating brake block 200 contacts the guide rail 102, it is easy to not be able to fully adhere to the guide rail 102 due to these impurities (equivalent to "invisible protrusions"). When a sudden drop occurs, the housing 100 on the safety clamp drops rapidly, driving the scrapers 403 to drop. The scrapers 403 can clean the impurities on the guide rail 102 in advance, so that the adaptive swing of the floating brake block 200 can truly act on the guide rail 102, ensuring "surface contact" and avoiding the reduction of contact area and insufficient braking force due to impurities. Multiple T-shaped rods 406 are slidably arranged inside the base plate 400, and compression springs 405 are sleeved on the outside of the T-shaped rods 406. One end of the compression spring 405 is fixedly connected to the base plate 400, and the other end is fixedly connected to the scraper 403. The ends of the T-shaped rods 406 are fixedly connected to the scraper 403. The compression springs 405 can extend and retract. Through the multiple scrapers 403, when the scraper 403 contacts the protruding part on the guide rail 102 (the multiple scrapers 403 can contact different contour surfaces of the curved protrusions or depressions of the guide rail 102, increasing the cleaning effect), the scraper 403 is affected by the protruding part and moves away from the protrusion, driving the T-shaped rods 406 to move away from the protrusion. The rod 406 slides within the base plate 400. At this time, the compression spring 405 is compressed, and then the scraper 403 can conform to the outer contour of the protruding part (or the scraper 403 contacts the inner contour of the curved recess of the guide rail 102 under the compression of the compression spring 404, and scrapes away the impurities attached to the protruding or recessed position of the guide rail 102. Multiple scrapers 403 can adapt to the surface of the protruding or recessed part of the curved part of the guide rail 102, and can clean the impurities attached to the vertical intact surface or the surface of the protruding position of the guide rail 102, increasing the cleaning effect. Regardless of whether the guide rail 102 is deformed or bent, the scraping effect can be guaranteed. A compression spring 404 is fixedly installed between the inner wall of the base plate 400 and the lower plate 402. A circular hole is opened inside the base plate 400. A lifting rod 401 is fixedly installed on the surface of the T-shaped frame 208, with the bottom of the lifting rod 401 passing through the circular hole. When a sudden drop occurs, the floating brake block 200 inside the housing 100 moves upward, and the T-shaped frame 208 also moves upward. The upward movement of the T-shaped frame 208 drives the lifting rod 401 upward. At this time, the bottom of the lifting rod 401 disengages from the circular hole in the base plate 400, releasing the restriction on the base plate 400. Subsequently, the base plate 400 compresses the spring... Under the action of spring 405 (compression spring 405 itself is in a compressed state, and then compression spring 405 presses the base plate 400 towards the guide rail 102), the base plate 400 is pressed towards the guide rail 102, causing the scraper 403 to move along with it. Then the scraper 403 contacts the guide rail 102 to scrape off the attached impurities. The scraper 403 will only clean the impurities attached to the surface of the guide rail 102 when there is a sudden drop and the floating brake block 200 begins to contact the surface of the guide rail 102. It will not clean when there is no sudden drop, and will not affect the normal use of the elevator.

[0022] Example 4 Please refer to Example 3. Figures 3-6 , Figure 8 and Figure 10Two mounting plates 301 are fixedly installed on the other side of the floating brake block 200. The ends of the mounting plates 301 pass through the interior of the universal seat 209 and extend to the outer surface of the universal seat 209. Two locking bolts 300 are threadedly connected inside the universal seat 209, and the working ends of the locking bolts 300 extend to the surface of the mounting plates 301 for clamping and fixing the mounting plates 301. When the floating brake block 200 is severely worn, the mounting plates 301 can be moved directly towards the guide rail 102 to move the floating brake block 200 and fill the surface gaps between the floating brake block 200 and the guide rail 102. This eliminates the need for frequent replacement of worn floating brake blocks 200, reduces usage costs, and increases the full utilization rate of the floating brake block 200.

[0023] In this embodiment, two cover plates 101 are fixed to the front of the housing 100 by screws. After the cover plates 101 are opened, various components inside the housing 100 can be inspected and maintained. The bottom of the guide rail 102 passes through the interior of the housing 100.

[0024] Working principle and usage process of this invention: When this invention is in use, if the elevator car suddenly drops, the lifting rod 103 moves upward, simultaneously driving the concave frame 201, L-shaped frame 202, T-shaped frame 208, and floating brake block 200 to move upward. The lifting rod 401 moves upward along with it, and its bottom gradually disengages from the round hole of the base plate 400, releasing the limiting constraint on the base plate 400. At this time, the compression spring 404, which is in a compressed state, releases its elastic potential energy and pulls the base plate 400 towards the guide rail 102. The base plate 400 drives multiple scrapers 403 on one side to simultaneously approach the guide rail 102. When the scrapers 403 contact the surface of the guide rail 102, they begin to clean. If they encounter any obstacles, they will be removed from the guide rail. The protruding parts of the guide rail 102 exert a reverse thrust on the scraper 403, causing the scraper 403 to move away from the guide rail 102. This causes the T-shaped rod 406, which is fixed to it, to slide within the base plate 400. At the same time, it compresses the compression spring 405. The elastic deformation of the compression spring 405 allows the scraper 403 to adapt to the contour of the protruding or recessed parts of the guide rail 102, thoroughly scraping away impurities such as rust, mineral dust, and slag adhering to the surface. This clears obstacles for the effective contact between the floating brake block 200 and the guide rail 102. If the surface of the guide rail 102 is flat, the scraper 403 will fit tightly against the guide rail 102 under the action of the compression spring 405, completing the impurity removal. As the L-shaped frame 202 moves upward with the lifting rod 103, its end pushes the sliding frame 207 to slide in the groove inside the inclined plate 204, causing the sliding frame 207 to move laterally towards the guide rail 102 while moving upward. The sliding frame 207 drives the U-shaped plate 206 to move synchronously, thereby pushing the T-shaped frame 208 to move closer to the guide rail 102. During this process, the bottom spring 205 between the bottom of the U-shaped plate 206 and the bottom of the inner wall of the housing 100 is gradually stretched, storing elastic potential energy. As the T-shaped frame 208 continues to move towards the guide rail 102, the T-shaped plate 210, the universal seat 209, and the floating brake block 200 that are slidably connected inside it synchronously approach the guide rail 102. When a floating brake block 200 contacts the protruding part of the guide rail 102, the protrusion exerts a force on the floating brake block 200, causing the universal seat 209 to rotate (tilt upward or downward) around the internally rolling universal ball. When the universal joint 209 rotates, the two rocker arms 213 fixed on one side rotate synchronously. When the top of the universal joint 209 rotates towards the guide rail 102, the top rocker arm 213 moves away from the vertical spring 216 and pulls the vertical spring 216 upward, causing the bottom post 217 of the vertical spring 216 to disengage from the slot of the T-shaped plate 210 and enter the guide ring 211 at the top of the T-shaped frame 208. At the same time, the bottom of the universal joint 209 rotates away from the guide rail 102, and the bottom rocker arm 213 moves closer to the vertical spring 216. The corresponding insert 217 is pushed upward by the pressure and disengages from the slot, entering the guide frame 212 at the top of the T-shaped plate 210, completely releasing the restriction on the T-shaped plate 210. After the restriction is released, the floating brake block 200, under the force of the protruding part, pushes the T-shaped plate 210 to slide away from the guide rail 102 in the T-shaped frame 208 through the universal ball. The horizontal spring 218 between one end of the T-shaped plate 210 and the T-shaped frame 208 is stretched, while the return spring 214 between the universal seat 209 and the fixed plate 215 is compressed, storing elastic potential energy. Through the rotational adjustment of the universal joint 209 and the sliding adjustment of the T-shaped plate 210, the floating brake block 200 can adaptively conform to the contour of the protruding part of the guide rail 102. When the floating brake block 200 moves to below the protruding part and approaches the straight guide rail 102, under the elastic force of the return spring 214 and the horizontal spring 218, the universal joint 209 rotates in the opposite direction and the T-shaped plate 210 slides in the opposite direction, driving the floating brake block 200 to reset and continue to conform to the surface of the guide rail 102. Multiple floating brake blocks 200 follow this principle in sequence to ensure that at least one floating brake block 200 on each side of the guide rail 102 is in rigid contact with the straight and intact guide rail 102. After adaptive adjustment, all floating brake blocks 200 are in close contact with the surface of the guide rail 102 after being cleaned by the scraper 403. With the help of the friction between the working surface of the floating brake block 200 and the guide rail 102, a uniformly distributed braking force is formed to force the car to stop or decelerate. When the sudden drop hazard is eliminated and the elevator resumes normal operation, the speed limiter releases its pulling effect on the lifting rod 103. At this time, each spring component releases its stored elastic potential energy: the bottom spring 205 contracts, pulling the return plate 206 downward, causing the sliding frame 207, L-shaped frame 202, T-shaped frame 208 and lifting rod 103 to reset; the reset spring 214 and horizontal spring 218 contract, pushing the T-shaped plate 210, universal seat 209 and floating brake block 200 to reset to their initial positions; the vertical spring 216 resets, pushing the insert 217 to re-insert into the slot of the T-shaped plate 210, restoring the limit on the T-shaped plate 210; At the same time, the T-shaped frame 208 resets and drives the lifting rod 401 to move downward, moving the base plate 400 away from the guide rail 102. The bottom of the lifting rod 401 passes through the round hole of the base plate 400 again, stopping the scraping action. Finally, all components return to the normal standby position, the floating brake block 200 and the guide rail 102 restore the safe gap, and the device waits for the next braking trigger. When the floating brake block 200 wears down due to long-term use, resulting in an excessive gap between it and the guide rail 102, the locking bolt 300 inside the universal seat 209 can be loosened to release the clamping fixation on the mounting plate 301. The mounting plate 301 can be pushed to move closer to the guide rail 102. The mounting plate 301 will drive the fixedly connected floating brake block 200 to move synchronously until the gap between the floating brake block 200 and the guide rail 102 returns to the design value. At this time, the locking bolt 300 is tightened so that its working end presses against the surface of the mounting plate 301, and the relative position of the mounting plate 301 and the universal seat 209 is fixed again, completing the wear compensation adjustment. There is no need to replace the floating brake block 200.

[0025] The above embodiments are only used to illustrate the technical methods of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical methods of the present invention without departing from the spirit and scope of the technical methods of the present invention.

Claims

1. A device for preventing sudden descent in a mining hoist, comprising a housing (100), a guide rail (102), and a lifting rod (103) disposed within the housing (100), wherein a braking mechanism is provided inside the housing (100), characterized in that, The braking mechanism includes: Multiple floating brake blocks (200) are disposed on both sides of the guide rail (102) for contacting the surface of the guide rail (102) for braking; The bottom of the lifting rod (103) is fixedly provided with a recessed frame (201), and two L-shaped frames (202) are slidably provided on the recessed frame (201). Two inclined plates (204) are fixedly provided on the bottom of the inner wall of the housing (100). A universal seat (209) is provided on one side of the floating brake block (200), and a universal ball is rolled inside the universal seat (209) for the floating brake block (200) to adjust the angle according to the protrusion of the guide rail (102). The housing (100) is provided with a plurality of T-shaped frames (208) inside, and a T-shaped plate (210) is slidably provided inside the T-shaped frame (208) so that the floating brake block (200) can adapt to the shape of the protrusion of the guide rail (102) after it contacts the protrusion of the guide rail (102).

2. The anti-sudden descent device for a mining hoist according to claim 1, characterized in that, The inclined plate (204) is internally slidably provided with two sets of sliding frames (207), and the ends of the sliding frames (207) are fixedly provided with a spiral plate (206).

3. The anti-sudden descent device for a mining hoist according to claim 1, characterized in that, The T-shaped frame (208) is fixedly provided with connecting plates (203) on both the front and back sides. Two horizontal springs (218) are fixedly provided between one end of the T-shaped plate (210) and one end of the T-shaped frame (208) for resetting the T-shaped plate (210) after it moves.

4. The anti-sudden descent device for a mining hoist according to claim 1, characterized in that, The T-shaped plate (210) has two slots inside, and the slots are provided with inserts (217) for limiting the T-shaped plate (210); The top and bottom of the T-shaped frame (208) are fixedly equipped with guide rings (211), and the top and bottom of the T-shaped plate (210) are fixedly equipped with guide frames (212).

5. A sudden descent prevention device for a mining hoist according to claim 4, characterized in that, Two rocker arms (213) are fixedly provided on one side of the universal joint (209). A vertical spring (216) is fixedly provided between the end of the rocker arm (213) and the insert (217) to disengage the insert (217) from the slot during the movement of the T-shaped plate (210).

6. A sudden descent prevention device for a mining hoist according to claim 2, characterized in that, A fixing plate (215) is fixedly installed on the other end of the T-shaped frame (208). Multiple return springs (214) are fixedly installed between the fixing plate (215) and the universal seat (209) for the floating brake block (200) to reset after the position is adjusted. Two bottom springs (205) are fixedly installed between the bottom of the spiral plate (206) and the bottom of the inner wall of the housing (100).

7. A sudden descent prevention device for a mining hoist according to claim 1, characterized in that, The bottom of the housing (100) is provided with a scraping component, which includes two lower plates (402) fixed to the bottom of the housing (100). A bottom plate (400) is slidably provided inside the lower plate (402). A plurality of scrapers (403) are provided on one side of the bottom plate (400) for scraping off rust and other impurities on the side of the guide rail (102). The base plate (400) has multiple T-shaped rods (406) slidably arranged inside, and compression springs (405) are sleeved on the outside of the T-shaped rods (406).

8. A sudden descent prevention device for a mining hoist according to claim 7, characterized in that, A compression spring (404) is fixedly installed between the inner wall of the base plate (400) and the lower plate (402). A round hole is opened inside the base plate (400), and a lifting rod (401) is fixedly installed on the surface of the T-shaped frame (208).

9. A sudden descent prevention device for a mining hoist according to claim 1, characterized in that, Two mounting plates (301) are fixedly installed on the other side of the floating brake block (200). Two locking bolts (300) are threadedly connected inside the universal seat (209) to clamp and fix the mounting plates (301).

10. A sudden descent prevention device for a mining hoist according to claim 1, characterized in that, The front of the housing (100) is fixed with two cover plates (101) by screws, and the bottom of the guide rail (102) passes through the interior of the housing (100).

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