Safety elevator car with progressive force decoupling coupling buffer structure

Abstract

The application relates to the technical field of car buffering, and discloses a safety elevator car with a gradually-unloading coupling buffering structure, which comprises an elevator shaft, a car slidingly connected to the inner wall of the elevator shaft, a pit arranged at the bottom end of the elevator shaft, and a buffer arranged in the middle of the pit; the car is fixedly connected with a chassis at the bottom end, the middle of the chassis is provided with a movable groove, the middle of the movable groove is provided with a buffering ring, the bottom end of the buffering ring is provided with a contact ring, and the contact ring is located in the middle of the bottom end of the chassis. The buffering ring is used to uniformly disperse the originally highly-concentrated instantaneous impact load on the narrow contact point to a large-range annular bearing area at the bottom of the car, and the self-radial automatic expansion structure of the buffering ring after being vertically extruded is used to make the bottom buffering component expand to the four sides in a longitudinal compression energy-absorbing and synchronous uniform and stable manner, so that the large-range flexible contact with the buffering track preset on the side of the shaft is formed, and the residual impact kinetic energy is continuously consumed.

Description

Technical Field

[0001] This invention relates to the field of elevator car buffer technology, specifically to a safety elevator car with a progressive unloading coupling buffer structure. Background Technology

[0002] As the core carrier of vertical transportation, the elevator car's structure mainly consists of the car frame and the car body. The car frame is the "skeleton" and main load-bearing structure of the car, composed of the upper beam, columns, and bottom beam, responsible for bearing the weight of the car itself and the entire weight of passengers and goods and transferring it to the traction steel cables; the car body is the "body" space that passengers directly contact, divided into the car floor (load-bearing floor plate), car walls (surrounding walls, usually made of stainless steel, glass and other decorative materials), and car roof (the top is equipped with lighting and ventilation equipment).

[0003] In the entire safety system, the elevator buffer is the last line of defense in the elevator safety protection system. Installed in the pit at the bottom of the elevator shaft, it absorbs and dissipates the impact kinetic energy of the car (or counterweight) in the event of an uncontrolled overshoot or undershoot, achieving smooth deceleration and stopping, thus avoiding personal injury and serious equipment damage. Its buffering stability directly determines the degree of personal injury and equipment damage in an accident. Existing buffers (whether spring, hydraulic, or polyurethane) are fixedly installed in the pit, passively waiting for the car to impact. They cannot actively and differentiate their response based on the real-time posture and impact speed of the car during the fall. All impact energy is concentrated in a certain area at the bottom of the car (usually the contact point of the buffer head). This results in extremely high local pressure, which not only tests the strength of the car's bottom beams but may also cause the car's bottom structure to collapse under high-speed, heavy-load impacts, even penetrating the car bottom and directly threatening passenger safety. At the same time, this single interface cannot effectively suppress the horizontal swaying or torsion that may occur after the impact, and the risk of secondary injury from swaying still exists. Summary of the Invention

[0004] In view of the above-mentioned shortcomings of the existing technology, the present invention provides a safe elevator car with a progressive unloading coupling buffer structure, which can effectively solve the problem that the single fixed passive buffer in the pit in the existing technology has the problem that the impact energy is concentrated and can easily cause the car bottom structure to collapse or even penetrate.

[0005] To achieve the above objectives, the present invention provides the following technical solution: This invention provides a safety elevator car with a progressive stress-relieving coupling buffer structure, comprising: An elevator shaft has a car slidably connected to its inner wall. A pit is located at the bottom of the elevator shaft, and a buffer is located in the middle of the pit. The buffer is located directly below the car and consists of a cylinder and a piston rod. The piston rod consists of a circular piston, a first piston rod, and a second piston rod. The upper outer wall of the second piston rod is connected to the cylinder via a compression spring. The diameter of the first piston rod is smaller than that of the second piston rod. The first piston rod and the circular piston are located at the lower center and have a primary throttling orifice with an L-shaped design. The circular piston also has several auxiliary throttling orifices evenly distributed around its circumference. The car is fixedly connected to a base frame at the bottom end. A movable groove is provided in the middle of the base frame. A buffer ring is provided in the middle of the movable groove. A contact ring is provided at the bottom end of the buffer ring. The contact ring is located in the middle of the bottom end of the base frame. The pit side is equipped with a buffer track to provide lateral buffering for the buffer ring.

[0006] Furthermore, the upper and lower ends of the movable groove are respectively equipped with slide rails. The slide rails are designed in a cross shape, and the slide rail on the lower side has a wedge-shaped cross-section structure with the inner side lower and the outer side higher, while the slide rail on the upper side has a rectangular structure with a uniform cross-section.

[0007] Furthermore, the buffer ring is composed of multiple circumferentially designed arc-shaped plates. Each arc-shaped plate has slots at its upper and lower ends. The slot on the lower side has a wedge-shaped cross-section design with a lower inner side and a higher outer side, while the slot on the upper side has a rectangular structure with a uniform cross-section. The inner wall of the slot is slidably connected to the outer wall of the corresponding slide rail. In the initial state, the arc-shaped plate has a maximum curvature arc-shaped configuration, and a channel is opened in the middle of the inner wall of the arc-shaped plate. As the arc-shaped plate expands outward along the slide rail, the gap between the lower slot of the arc-shaped plate and the slide rail with the wedge-shaped structure gradually decreases, and the sliding resistance gradually increases.

[0008] Furthermore, a limiting groove is provided at the bottom of the middle part of the contact ring, and an inclined guide plate is provided at the lower end of the inner wall of the limiting groove. A push rod is provided at one end of the inclined guide plate near the buffer ring, the push rod passes through the contact ring, and the other end of the contact ring is slidably connected to the inner wall of the groove.

[0009] Furthermore, an elastic element is provided circumferentially at the top of the contact ring. The elastic element includes a spring and a telescopic rod. An L-shaped plate is slidably connected to the bottom end of the telescopic rod, and the top end of the L-shaped plate is elastically connected to the bottom end of the spring.

[0010] Furthermore, a fixing plate is provided at the bottom of the elastic element, a fixing seat is fixedly connected to the middle of the fixing plate, a positioning rod is fixedly connected to the inner wall of the fixing seat, and a top rod is fixedly connected to the top of the positioning rod. In the initial state, the top rod is located in the cavity enclosed by the inclined guide plate.

[0011] Furthermore, a circular cavity is provided at the upper end of the piston rod, and a docking slide post is slidably installed on the inner wall of the circular cavity by a compression spring. A docking groove is provided at the upper end of the docking slide post corresponding to the top rod. Support rods are installed at the lower end of the docking slide post corresponding to several auxiliary throttling holes. The support rods slide through the piston rod, and a piston disc is installed at the lower end of several support rods. The piston disc is slidably sleeved on the outer wall of the piston rod and adopts a ring structure design.

[0012] Furthermore, the inner wall of the buffer track is provided with a groove with a stepped combination of rectangular designs. Multiple elastic pieces are equidistantly arranged on the inner wall of the groove. The body of the elastic piece is a right-angled triangular hollow structure, and the hypotenuse of the hollow structure adopts a gradient arc design.

[0013] The technical solution provided by this invention has the following advantages compared with the prior art: This invention utilizes a circumferentially encircling buffer ring structure to evenly distribute the instantaneous impact load, originally highly concentrated at a narrow contact point, across a large annular bearing area at the bottom of the car. Simultaneously, the buffer ring's autonomous radial expansion structure, after being subjected to vertical compression, allows the bottom buffer components to expand evenly and smoothly in all directions during longitudinal compression and energy absorption. This creates a large-scale, flexible contact with the pre-set buffer tracks on the sides of the hoistway, effectively converting a portion of the longitudinal vertical impact force into lateral frictional resistance and elastic deformation energy, continuously consuming residual impact kinetic energy. Simultaneously, the symmetrically arranged buffer tracks on both sides provide all-around flexible restraint to the four corners of the car's bottom frame, correcting the car's tilt and deviation during descent in real time. Attached Figure Description

[0014] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are merely some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without any creative effort.

[0015] Figure 1 This is a schematic diagram of the overall front structure of an embodiment of the present invention; Figure 2 This is a schematic diagram of the overall rear structure of an embodiment of the present invention; Figure 3 This is a schematic diagram of the car structure according to an embodiment of the present invention; Figure 4 This is a schematic diagram of the car bottom structure according to an embodiment of the present invention; Figure 5 This is a schematic diagram of the car chassis structure according to an embodiment of the present invention; Figure 6 This is a schematic diagram of the contact ring structure according to an embodiment of the present invention; Figure 7 This is a schematic diagram of the fixing base structure according to an embodiment of the present invention; Figure 8 This is a schematic diagram of the buffer track structure according to an embodiment of the present invention; Figure 9 This is a schematic diagram of a partial three-dimensional cross-section of the buffer and piston rod according to an embodiment of the present invention; Figure 10 This is a three-dimensional structural diagram of the piston rod and the docking slide in an embodiment of the present invention; Figure 11 This is a three-dimensional schematic diagram of the working state transformation structure of the buffer, piston rod, and docking slide when subjected to impact, according to an embodiment of the present invention. Figure 12 This is a schematic diagram of the three-dimensional state transformation structure of the arc-shaped plate expanding outward along the slide rail when buffering the car in an embodiment of the present invention.

[0016] The labels in the diagram represent: 1. Elevator shaft; 2. Pit; 3. Car; 31. Base frame; 32. Buffer ring; 321. Groove; 322. Channel; 33. Contact ring; 331. Limiting groove; 332. Inclined guide plate; 333. Push rod; 334. Elastic element; 335. Fixed plate; 336. Fixed seat; 337. Top rod; 338. Positioning rod; 34. Movable groove; 35. Slide rail; 4. Buffer; 41. Piston rod; 42. Primary throttling orifice; 43. Auxiliary throttling orifice; 44. Circular cavity; 45. Connecting slide column; 451. Connecting groove; 46. Support rod; 47. Piston disc; 5. Buffer rail; 51. Groove; 52. Elastic sheet. Detailed Implementation

[0017] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0018] The present invention will be further described below with reference to embodiments.

[0019] Example: Please see Figures 1-12 This invention provides a safety elevator car technical solution with a progressive unloading coupling buffer structure: The overall structure of this device includes an elevator shaft 1. A vertically reciprocating car 3 is slidably connected to the inner wall of the elevator shaft 1 via a standard guide rail structure. The bottom of the elevator shaft 1 forms a closed pit 2. A buffer 4 is fixedly installed in the center of the pit 2. The buffer 4 is vertically aligned with the center of the bottom of the car 3 to ensure the accuracy of the impact. The buffer 4 consists of a cylinder and a piston rod 41. The piston rod 41, from bottom to top, includes a circular piston, a first piston rod, and a second piston rod. The upper outer wall of the second piston rod is connected to the cylinder via a compression spring. The diameter of the first piston rod is smaller than that of the second piston rod. An L-shaped primary throttling orifice 42 is jointly provided at the lower center of the circular piston and the first piston rod. The primary throttling orifice 42 remains open throughout, providing basic throttling damping for the buffer 4. Several auxiliary throttling orifices 43 are also provided on the end face of the circular piston, evenly distributed circumferentially. The flow area of ​​the auxiliary throttling orifices 43 can be dynamically adjusted according to the position of the internal piston, thereby achieving progressive reinforcement of the buffer damping.

[0020] The bottom of the car 3 is fixedly connected to an integrated base frame 31. A recessed movable groove 34 is formed inwards in the middle of the base frame 31. A buffer ring 32 is movably assembled in the middle of the movable groove 34. A contact ring 33 is integrally fixed at the bottom of the buffer ring 32. The contact ring 33 is naturally positioned at the middle of the bottom of the base frame 31, serving as the primary force-bearing component in the initial impact phase. Multiple sets of buffer tracks 5 are symmetrically arranged on the sides of the pit 2. The buffer tracks 5 maintain a reasonable assembly distance from the sides of the car 3, enabling lateral buffering and limiting constraints on the deformed buffer ring 32, thus achieving real-time correction of the car 3's falling posture.

[0021] The upper and lower ends of the movable groove 34 are respectively fixed with slide rails 35. The slide rails 35 adopt a special cross-shaped configuration design. The slide rail 35 on the lower side has a wedge-shaped cross-section structure with a lower inner side and a higher outer side, while the slide rail 35 on the upper side has a rectangular structure with a constant cross-section. The cross-shaped guide layout can restrict the movement trajectory of the sliding component from multiple dimensions in the horizontal and vertical directions, effectively avoiding problems such as skewness, movement jamming, and uneven force distribution that may occur during the deformation and sliding of the buffer ring 32. The slide rail 35 on the lower side adopts a wedge-shaped cross-section design with a lower inner side and a higher outer side, and the height of the slide rail 35 gradually increases from the center to the outside in the radial direction. The slide rail 35 on the upper side adopts a rectangular structure with a constant cross-section, providing stable upper vertical limit and horizontal guidance for the arc plate. The cooperation of the upper and lower slide rails 35 not only provides reliable structural guidance support for the stable expansion and contraction and reset of the buffer ring 32, but also achieves gradual adjustment of sliding resistance through continuous change of the gap of the wedge cross-section, ensuring the smooth operation of the entire transmission structure and the continuity of damping gradual change.

[0022] The buffer ring 32 is a complete ring structure composed of multiple independent arc-shaped plates arranged evenly around the circumference. Each arc-shaped plate is an independent elastic deformation unit with the ability to bend and stretch autonomously. Each arc-shaped plate has a through slot 321 at both the upper and lower ends. The slot 321 on the lower side has a wedge-shaped cross-section design with a lower inner side and a higher outer side, while the slot 321 on the upper side has a rectangular structure with a uniform cross-section. The inner wall of the slot 321 is slidably connected to the outer wall of the corresponding slide rail 35, so that the arc-shaped plate can complete the directional radial displacement along the cross-shaped slide rail 35 by relying on the slot 321 structure. As the arc-shaped plate expands outward along the slide rail 35, the gap between the lower slot 321 and the slide rail 35 with the wedge-shaped structure gradually decreases, and the sliding resistance gradually increases.

[0023] In the initial static state of the device, multiple arc-shaped plates are arranged in a converging configuration around the middle of the movable groove 34. The lower groove 321 cooperates with the inner low section of the wedge-shaped slide rail 35. The gap between the two is sufficient, the sliding resistance is minimal, and sufficient radial sliding stroke is reserved to meet the needs of large stroke multi-stage buffering. A smooth, through-type channel 322 is formed inward from the center of the inner wall of the arc-shaped plate. The channel 322 forms a sealed sliding cavity, providing stable sliding support and force fulcrum for the transverse transmission components, ensuring the smoothness and continuity of force transmission, and reducing energy loss during transmission. In addition, the arc-shaped plate maintains a compact arc-shaped convergence configuration with maximum curvature, and the overall bending degree is at its peak, reserving sufficient elastic deformation redundancy space to meet the multi-level buffering requirements of large-stroke extrusion deformation and large-range radial expansion. A smooth, through-type channel 322 is formed inward from the center of the inner wall of the arc-shaped plate. The channel 322 forms a sealed sliding cavity, providing stable sliding support and force fulcrum for the transverse transmission components, ensuring the smoothness and continuity of force transmission, and reducing energy loss during transmission.

[0024] It is worth emphasizing that the degree of curvature of the curved plate is directly related to its elastic buffering capacity: the greater the curvature, the more ample the elastic deformation reserve space of the plate; as the curvature decreases and the plate gradually stretches, its elastic deformation resistance will gradually increase, and it can convert the vertical impact kinetic energy into elastic deformation energy through the gradual change of its own curvature, thereby achieving gradual force relief and buffering.

[0025] A recessed limiting groove 331 is formed at the bottom center of the contact ring 33. The inner contour of the limiting groove 331 is adapted to the shape of the piston rod 41, enabling precise engagement during a fall impact. Even if the car 3 has a slight tendency to tilt and fall, the limiting groove 331 can provide initial correction, effectively preventing unilateral misalignment and local overload during a tilted fall. Multiple inclined guide plates 332 are integrally inclined at the lower end of the inner wall of the limiting groove 331. The multiple sets of inclined guide plates 332 cooperate to form a tapered converging cavity structure that is wider at the bottom and narrower at the top, utilizing the mechanical principle of inclined plane transmission to achieve force redirection and transmission. A push rod 333 is horizontally arranged at one end of the inclined guide plate 332 near the buffer ring 32. The push rod 333 is horizontally arranged through the side wall of the contact ring 33. The inner end of the push rod 333 slides in contact with the inclined surface of the inclined guide plate 332. The other end of the push rod 333 extends and is embedded in the inner wall of the channel 322 and maintains a sealed sliding connection. Relying on the inclined surface extrusion action of the inclined guide plate 332, the vertical linear extrusion force can be smoothly converted into a horizontal expansion thrust. The force is directionally and efficiently transmitted with a minimalist mechanical structure, without the need for additional drive components.

[0026] Multiple sets of elastic elements 334 are evenly spaced along the circumference at the top of the contact ring 33. The elastic elements 334 are composed of a pressure spring and a telescopic guide rod to form a composite elastic buffer structure, which ensures the guiding stability of vertical compression and avoids the spring bending and deflection under pressure. The bottom end of the telescopic rod is slidably connected to the L-shaped plate structure. The top end of the L-shaped plate and the bottom end of the spring form a stable elastic connection. The composite elastic structure can realize the primary flexible shock absorption and buffering of vertical impact, and can also adapt to the small angle deviation of the car 3 during the fall process by relying on the slight sliding of the L-shaped plate, which greatly improves the adaptive working condition adaptability of the buffer structure and weakens the structural hard loss caused by rigid compression.

[0027] The bottom end of the elastic element 334 is uniformly and fixedly connected to the horizontally arranged fixed plate 335 to form an integral bearing base. The middle of the fixed plate 335 is fixedly connected to the protruding fixed seat 336. The inner wall of the fixed seat 336 is horizontally fixedly assembled with the positioning rod 338. The positioning rod 338 ensures the verticality of the installation of the vertical components. The top of the positioning rod 338 is vertically and upwardly fixedly connected to the rigid top rod 337. In the normal initial assembly state of the device, the top rod 337 is completely housed and hidden inside the conical cavity formed by the inclined guide plate 332. It does not contact any external components and does not participate in the normal lifting and lowering process of the elevator. Only under the heavy high-speed impact condition of large stroke compression, it triggers the linkage action synchronously with the fixed plate 335 to realize the secondary regulation of the opening / closing of the primary throttling orifice 42 on the piston rod 41 to match the buffering requirements of high-intensity impact.

[0028] A circular cavity 44 is provided at the upper end of the piston rod 41. A docking slide column 45 is vertically slidably installed on the inner wall of the circular cavity 44 by a compression spring. A docking groove 451 is provided at the center of the upper end face of the docking slide column 45. The docking groove 451 is vertically aligned with the top rod 337 on one side of the car 3 for precise docking and limiting during impact triggering. Support rods 46 are fixedly installed on the lower end face of the docking slide column 45 along the circumferential direction for several auxiliary throttling holes 43. Each support rod 46 slides vertically through the inside of the piston rod 41. The lower ends of several support rods 46 are fixedly connected to a piston disc 47. The piston disc 47 is an annular structure that slides on the outer wall of the piston rod 1. It can slide up and down synchronously along the outer wall of the piston rod 1 with the vertical displacement of the docking slide column 45. The flow area is dynamically adjusted by blocking the flow cross section of the auxiliary throttling holes 43.

[0029] In the initial state, the docking slide 45, under the influence of the internal oil pressure and the return structure of the buffer 4, remains at the upper limit of the circular cavity 44. The piston disc 47, which is linked to it, remains at the lower position of the piston rod. At this time, the piston disc 47 is completely offset from all the auxiliary throttling orifices 43, and the auxiliary throttling orifices 43 are in a fully open state. When the buffer 4 is compressed by the initial impact, the internal buffer medium can flow through the primary throttling orifice 42 and all the auxiliary throttling orifices 43 simultaneously. At this time, the total flow area is the largest, and the basic buffer damping is relatively low, achieving gentle buffering in the initial stage and avoiding instantaneous rigid impact. When the push rod 337 presses down against the docking slide 45 during the compression stroke, the docking slide 45 slides down along the circular cavity 44, and drives the piston disc 47 to move up along the piston rod through the support rod 46, gradually blocking the flow section of the auxiliary throttling orifice 43; as the compression stroke deepens, the effective flow area of ​​the auxiliary throttling orifice 43 gradually decreases, the total flow cross-sectional area of ​​the buffer medium decreases synchronously, and the buffer damping is gradually strengthened to match the strong buffering requirements of high-speed heavy-load falls.

[0030] The inner wall of the buffer track 5 arranged on the side of the pit 2 has a continuous through groove 51. The groove 51 adopts a special cross-section design of stepped combined rectangles, which is composed of two rectangular grooves with gradually changing dimensions that are connected to each other along the side. The stepped groove structure with variable cross-section can accurately adapt to the contact requirements of the buffer ring 32 with different expansion ranges, perfectly matching the deformation stroke changes of multi-level progressive buffering. Multiple elastic plates 52 are evenly arranged vertically along the inner wall of the groove 51. The body of the elastic plate 52 adopts a right-angled triangular hollow integrated structure design. The hollow structure can reasonably reduce the overall structural stiffness of the component, increase the elastic deformation redundancy space, and avoid rigid fracture and brittle damage under high-intensity compression. At the same time, the inclined contour of the hollow structure adopts a continuous smooth and gradually changing arc design, abandoning the traditional straight rigid edge structure, making the component deformation process more gentle and soft, effectively dispersing the edge stress concentration phenomenon, greatly improving the continuity and softness of lateral buffering, and reducing the vibration impact caused by hard impact.

[0031] During normal daily operation of the elevator, the car 3 smoothly completes vertical lifting, starting, and stopping operations along the fixed guide rail structure on the inner wall of the elevator shaft 1. The entire set of coupled buffer structures at the bottom of the car 3 maintains its initial retracted and dormant standby state throughout the entire process. At this time, the multi-segment arc plates of the buffer ring 32 maintain a fixed curvature shape and are arranged in a closed and fitted manner inside the movable groove 34 without radial displacement. The contact ring 33 is naturally suspended at the center of the bottom end of the base frame 31, maintaining a safe vertical distance from the buffer 4 inside the pit 2, without contact or compression between them. The elastic element 334 is in a naturally relaxed initial state, and the internal pressure spring does not undergo compression deformation. The telescopic rod and the L-shaped plate maintain a normal position. In the fitted state, there is no relative sliding displacement; the top rod 337 is completely housed and hidden within the conical cavity formed by the inclined guide plate 332, without any positional displacement; the docking slide column 45 at the upper end of the buffer 4 is stably stopped at the upper limit of the circular cavity 44, the piston plate 47 is in the lower position, all auxiliary throttling holes 43 remain fully open, the buffer rails 5 on both sides of the elevator shaft 1 maintain a safe isolation distance from the side and bottom buffer components of the car 3, all sliding and transmission components remain in a static and stable state, the entire emergency protection system is in a standby dormant state, and will not cause any interference, scratches or load effects on the normal stable lifting and lowering operation of the elevator, ensuring the smoothness and comfort of the elevator's daily operation.

[0032] When the elevator experiences various mechanical or electrical faults, such as a broken guide rail on one side, uneven breakage of the traction rope, control system failure, or braking mechanism malfunction, causing the car 3 to fall uncontrollably and abnormally to the bottom, the car 3 rapidly falls vertically downwards along the elevator shaft 1 and gradually approaches the pit area 2. Finally, the contact ring 33 at the bottom center of the car 3 makes precise contact with the piston rod 41 at the top of the buffer 4 in the middle of the pit 2, and the entire coupling buffer device officially initiates a graded, progressive buffer protection process. In the initial impact stage, the piston rod 41 at the top of the buffer 4 embeds into the limiting groove 331 at the bottom of the contact ring 33. Relying on the limiting and guiding effect of the limiting groove 331, initial attitude correction is completed, effectively offsetting the slight tilt angle of the car 3 and avoiding unilateral overload. The buffer 4 is subjected to initial vertical compression, and the piston rod 41 is compressed downward along the cylinder. At the same time, the internal buffer medium flows through the fully open primary throttle orifice 42 and all auxiliary throttle orifices 43. At this time, the total flow area is the largest, forming a low initial buffer damping, which initially absorbs the instantaneous impact kinetic energy generated by the rapid fall of the car 3, completes the first stage of gentle basic buffering and unloading, avoids excessive initial impact stiffness, and weakens the peak impact value.

[0033] As the car 3 continues to descend and compress, the overall impact load generated by the fall continuously increases. The top of the buffer 4 continuously and stably presses against the contact ring 33, pushing the contact ring 33 to slowly and smoothly move upward vertically. During the upward movement of the contact ring 33, multiple sets of elastic elements 334 evenly distributed around the top are simultaneously and uniformly compressed and gradually contract. The internal pressure spring and the guide telescopic rod simultaneously generate compressive elastic deformation. The L-shaped plate connected to the bottom of the telescopic rod gradually and smoothly adheres to the surface of the compression fixing plate 335. As the vertical compression stroke continues to increase, the spring compression gradually increases, and the elastic buffer resistance increases linearly. Relying on the flexible deformation of the composite elastic structure, the vertical impact vibration is further weakened, achieving a smooth transition of flexible shock absorption during the impact process and avoiding structural damage caused by instantaneous hard impact. At the same time, the upward movement of the contact ring 33 will synchronously drive the inclined guide plate 332 fixed on the inner side to move upward. The inclined outer wall of the inclined guide plate 332 continuously and evenly squeezes the inner end of the push rod 333. Relying on the inclined plane transmission principle, the vertical compression force is smoothly converted into a horizontal outward pushing force, driving the multiple sets of push rods 333 distributed in the circumferential direction to slide smoothly and directionally to the outside in a synchronous manner.

[0034] The outer end of the push rod 333 slides smoothly inside the groove 322 on the inner wall of the buffer ring 32, thereby uniformly and synchronously pushing the multi-segment arc-shaped plate structure arranged in a circumferential direction. The arc-shaped plates expand and slide in all directions along the cross-shaped slide rail 35 with the help of the slots 321 opened at the upper and lower ends. In the initial state, the arc-shaped plates are in a contracted configuration, with the lower slot 321 cooperating with the lower inner section of the wedge-shaped slide rail 35, resulting in the lowest sliding resistance. During the expansion process, the arc-shaped plates slide from the inside to the outside along the wedge-shaped slide rail 35, and the gap between the lower slot 321 and the slide rail 35 gradually narrows, the compressive contact stress continuously increases, and the sliding friction resistance increases synchronously with the expansion stroke. Through friction energy dissipation and compression, the vertical impact kinetic energy is gradually dissipated, achieving energy absorption. Moreover, as the compression stroke increases, the outward movement of the arc-shaped plates is greater, and the sliding resistance provided by the wedge-shaped slide rail 35 is greater, corresponding to a gradual increase in buffer damping, forming a progressive buffering effect, realizing the second-stage wedge-shaped friction unloading buffer, and further consuming the inertial kinetic energy of the car 3 falling.

[0035] Throughout the continuous and stable radial outward expansion of the buffer ring 32, the outer wall of the arc-shaped plate gradually and slowly approaches the inner wall of the buffer tracks 5 symmetrically arranged on both sides of the elevator shaft 1, and finally comes into close and flexible contact with the elastic sheets 52 evenly arranged inside the groove 51. The elastic sheets 52, relying on their special right-angled triangular hollow structure and the gentle design of their gradually curved beveled edges, undergo a smooth, flexible elastic deformation after being uniformly compressed by the arc-shaped plate. Combined with the variable cross-section structure of the stepped rectangular groove 51, this precisely adapts to the contact requirements of the buffer ring 32 at different expansion degrees, ensuring the continuity of the buffering action. The residual force generated by the longitudinal compression of the car 3 is partly converted into lateral friction energy through the close contact friction between the arc-shaped plate and the elastic sheets 52, and partly stored as elastic deformation energy through the compression deformation of the elastic sheets 52. This dual action continuously dissipates the residual impact force of the car 3 falling. The symmetrically arranged buffer tracks 5 on both sides simultaneously form a flexible wrapping constraint around the four corners of the bottom frame of the car 3. Even if the car 3 has obvious tilting, twisting, or deviation during the fall, it can complete the posture correction and limit fixation in real time, strictly limiting the horizontal disorderly deviation, lateral bouncing and shaking, and overall frame flipping and twisting after the impact of the car 3. It completely avoids the hard rigid collision between the metal frame corners of the car 3 and the inner wall of the elevator shaft 1, and achieves multiple protections of third-level lateral buffering, posture stability and torsion suppression.

[0036] As the vertical compression stroke of the car 3 continues to deepen, the impact load from the fall is further increased. When the compression of the elastic element 334 reaches the preset limit range, it will drive the fixed plate 335 and the fixed seat 336, which are fixedly connected at the bottom, to move downward relative to the contact ring 33. The top rod 337, which is securely assembled inside the fixed seat 336 through the positioning rod 338, will also move downward synchronously, gradually detaching from the receiving cavity enclosed by the inclined guide plate 332, and finally accurately embedding into the docking groove 451 of the upper end of the piston rod 41 and the docking slide column 45, pressing down on the docking slide column 45.

[0037] In the initial stage of impact, when the buffer 4 is slightly compressed, the internal buffer medium flows together through the primary throttling orifice 42 and the fully open auxiliary throttling orifice 43, resulting in a large total flow area and low damping, ensuring the gentleness of the initial buffering. As the push rod 337 presses down against the docking slide 45 during the compression stroke, the docking slide 45 overcomes the internal oil pressure resistance and slides downward along the circular cavity 44. Simultaneously, the circumferentially arranged support rod 46 drives the piston disc 47 to slide upward along the outer wall of the piston rod, gradually blocking the flow cross-section of each auxiliary throttling orifice 43. The deeper the compression stroke, the greater the downward movement of the push rod 337, the larger the blocking area of ​​the piston disc 47 on the auxiliary throttling orifice 43, and the smaller the effective flow area of ​​the auxiliary throttling orifice 43. The total flow cross-sectional area of ​​the buffer medium shrinks synchronously, and the buffering damping gradually increases, forming a composite buffering mode in which the flow area dynamically narrows with the impact stroke and the damping gradually strengthens with the impact force. By using a graded adjustment method where the primary throttle orifice 42 is always open and the auxiliary throttle orifice 43 gradually closes as the stroke progresses, the buffer damping force can be automatically matched according to the real-time falling speed and impact load of the car 3: the faster the falling speed, the greater the impact force, and the deeper the compression stroke, the stronger the buffer damping. By relying on the progressive reinforcement of damping, the buffering force is dynamically adapted, and deep buffering deceleration is completed under heavy impact conditions, ensuring the effectiveness of protection in high-speed heavy-load falling scenarios.

[0038] The entire set of buffer protection actions is progressive, closely connected, and exerts force step by step. Through the coordinated action of multiple methods such as hydraulic damping and flow limiting, wedge friction to increase resistance, ring structure to distribute force, lateral friction to dissipate energy, attitude constraint correction, and gradual control of throttling area, it gradually and smoothly consumes all the inertial kinetic energy of the falling car 3, causing the out-of-control falling car 3 to decelerate smoothly, gradually reduce speed, and finally come to a stable stop inside the pit 2, avoiding inertial damage caused by sudden stop. After the overall impact force completely dissipates and the car 3 comes to a complete stop, all components autonomously and slowly reset themselves based on their elastic recovery characteristics: the arc plate of the buffer ring 32 slides inward along the wedge-shaped slide rail 35 back to its initial retracted position, the push rod 333 and the contact ring 33 gradually move downward to reset to their initial positions, and the top rod 337 is retracted and hidden inside the cavity enclosed by the inclined guide plate 332; the internal oil pressure of the buffer 4 rises, pushing the piston rod 41 upward to reset, and at the same time, the connecting slide column 45 and the piston plate 47 move upward synchronously to reset under the action of internal oil pressure and return spring, the auxiliary throttle orifice 43 returns to the fully open state, and the entire buffer device is completely restored to its initial standby retracted state, and the structural state is completely restored, which is convenient for subsequent elevator fault inspection, component inspection and maintenance, and fault repair and restoration before being put back into safe use.

[0039] This device uses the car 3 base frame 31 as the core integrated carrier, integrating the movable groove 34, the upper and lower heterogeneous cross slide rails 35, the circumferentially arranged fixed curvature buffer rings 32, and the inclined plane linkage contact rings 33 into an integrated embedded buffer unit. This enables the car 3 to have the basic capabilities of active radial expansion and stress relief, adaptive attitude adjustment, and autonomous force dispersion, optimizing the load-bearing form from the source of impact force and changing the outdated mode of traditional single-point force application. Relying on the inclined plane mechanical transmission mechanism composed of the inclined guide plate 332 and the transverse push rod 333 inside the contact ring 33, the device ingeniously realizes the smooth and directional conversion of vertical compression force into transverse expansion thrust.

[0040] Simultaneously, relying on the double-sided buffer rails 5 integrated and fixedly assembled on the side wall of the elevator shaft 1, combined with the special mechanical configuration of the stepped variable cross-section groove 51 and the triangular hollowed-out gradually curved elastic sheet 52, a full-coverage lateral flexible buffer constraint network is constructed. This network is synchronized in real time with the radial expansion action of the buffer ring 32, realizing the simultaneous consumption of longitudinal kinetic energy and lateral attitude correction, breaking the limitation of vertical unidirectional protection. The buffer ring 32, in conjunction with the progressively increasing resistance characteristics of the lower inner-low and outer-high wedge-shaped slide rail 35, and the composite buffer characteristics of the elastic sheet 52 combining rigidity and flexibility, forms a progressively increasing buffer resistance curve, ensuring the smooth release of impact energy and avoiding structural damage caused by the instantaneous concentrated burst of energy. Combining the graded dynamic control design of the primary throttling orifice 42 of the pit 2 buffer 4 which is always open and the auxiliary throttling orifice 43 which gradually closes with the stroke, the total flow area is continuously adjusted according to the impact compression stroke depth. This achieves adaptive and precise matching of gentle buffering with low damping for light loads and small impacts, and strong protection with high damping for heavy loads and large impacts. It solves the core technical pain point of the traditional buffer 4 with fixed damping and inability to take into account both large and small working conditions, and fully conforms to the design concept of gradual unloading.

[0041] The above embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions will not cause the essence of the corresponding technical solutions to deviate from the protection scope of the technical solutions of the embodiments of the present invention.

Claims

1. A safe elevator car with a progressive stress-relieving coupling buffer structure, characterized in that, include: An elevator shaft (1) is slidably connected to a car (3) on its inner wall. A pit (2) is provided at the bottom of the elevator shaft (1). A buffer (4) is provided in the middle of the pit (2). The buffer (4) is located directly below the car (3). The buffer (4) is composed of a cylinder and a piston rod (41). The piston rod (41) is composed of a circular piston, a first piston rod, and a second piston rod. The upper outer wall of the second piston rod is connected to the cylinder by a compression spring. The diameter of the first piston rod is smaller than the diameter of the second piston rod. The first piston rod and the circular piston are located at the middle of the lower end and have a primary throttling orifice (42). The primary throttling orifice (42) is L-shaped. The circular piston also has several auxiliary throttling orifices (43) that are evenly distributed around the circumference. The car (3) is fixedly connected to a base frame (31) at the bottom end. The base frame (31) has a movable groove (34) in the middle. A buffer ring (32) is provided in the middle of the movable groove (34). A contact ring (33) is provided at the bottom end of the buffer ring (32). The contact ring (33) is located in the middle of the bottom end of the base frame (31). The pit (2) is provided with a buffer track (5) on the side to provide lateral buffering for the buffer ring (32). The piston rod (41) has a circular cavity (44) at its upper end. A docking slide column (45) is slidably installed on the inner wall of the circular cavity (44) by a compression spring. A docking groove (451) is opened at the upper end of the docking slide column (45) corresponding to the top rod (337). A support rod (46) is installed at the lower end of the docking slide column (45) corresponding to several auxiliary throttling holes (43). The support rod (46) slides through the piston rod (41). A piston disc (47) is installed at the lower end of several support rods (46). The piston disc (47) is an annular structure that is slidably sleeved on the outer wall of the piston rod.

2. The safety elevator car with a progressive unloading coupling buffer structure according to claim 1, characterized in that: The movable groove (34) is provided with slide rails (35) at its upper and lower ends respectively. The slide rails (35) are designed in a cross shape, and the slide rail (35) on the lower side is a wedge-shaped cross-section structure with a lower inner side and a higher outer side, while the slide rail (35) on the upper side is a rectangular structure with an equal cross-section.

3. A safety elevator car with a progressive unloading coupling buffer structure according to claim 1, characterized in that: The buffer ring (32) is composed of multiple arc-shaped plates designed in a circumferential direction. Each arc-shaped plate has a slot (321) at both the upper and lower ends. The slot (321) on the lower side has a wedge-shaped cross-section design with a lower inner side and a higher outer side. The slot (321) on the upper side has a rectangular structure with a uniform cross-section. The inner wall of the slot (321) is slidably connected to the outer wall of the corresponding slide rail (35). In the initial state, the arc-shaped plate has a maximum curvature arc-shaped configuration. A channel (322) is opened in the middle of the inner wall of the arc-shaped plate. As the arc-shaped plate expands outward along the slide rail (35), the gap between the slot (321) on the lower side of the arc-shaped plate and the slide rail (35) with the wedge-shaped structure gradually decreases, and the sliding resistance gradually increases.

4. A safety elevator car with a progressive unloading coupling buffer structure according to claim 3, characterized in that: A limiting groove (331) is provided at the bottom of the middle part of the contact ring (33). An inclined guide plate (332) is provided at the lower end of the inner wall of the limiting groove (331). A push rod (333) is provided at one end of the inclined guide plate (332) near the buffer ring (32). The push rod (333) passes through the contact ring (33). The other end of the contact ring (33) is slidably connected to the inner wall of the channel (322).

5. A safety elevator car with a progressive unloading coupling buffer structure according to claim 4, characterized in that: The top of the contact ring (33) is provided with an elastic element (334) along the circumferential direction. The elastic element (334) includes a spring and a telescopic rod. The bottom end of the telescopic rod is slidably connected to an L-shaped plate. The top end of the L-shaped plate is elastically connected to the bottom end of the spring.

6. A safety elevator car with a progressive unloading coupling buffer structure according to claim 5, characterized in that: The elastic element (334) is provided with a fixing plate (335) at the bottom end. A fixing seat (336) is fixedly connected to the middle of the fixing plate (335). A positioning rod (338) is fixedly connected to the inner wall of the fixing seat (336). A top rod (337) is fixedly connected to the top of the positioning rod (338). In the initial state, the top rod (337) is located in the cavity enclosed by the inclined guide plate (332).

7. A safety elevator car with a progressive unloading coupling buffer structure according to claim 1, characterized in that: The inner wall of the buffer track (5) is provided with a groove (51) with a stepped combined rectangular design. Multiple elastic pieces (52) are provided at equal intervals on the inner wall of the groove (51). The body of the elastic piece (52) is a right-angled triangular hollow structure, and the contour of the hypotenuse of the hollow structure adopts a gradient arc design.

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