A collision prevention device for a load elevator car wall

Abstract

The application belongs to the technical field of elevator car anti-collision, and discloses a freight elevator car wall anti-collision device, which comprises a car, the inner surface of the top of the car is fixedly connected with an illuminating lamp, and the four walls of the car are all fixedly connected with protective rubber pads, and further comprises a reinforced anti-collision mechanism which is arranged on the car, and through the cooperation of the anti-collision plates, the intermediate plate, the triangular plates one and two and the side plates and other structures, the three-plate collaborative dispersion and the internal and external reverse linkage of the impact force are realized, when the middle anti-collision plate is impacted and moves inward, the intermediate plate fixedly connected with the middle side wall drives the triangular plate one to move inward synchronously, the triangular plate two fixedly connected with the end part of the side plate of the side anti-collision plate is pushed through the inclined surface contact, the two side anti-collision plates move outward, the single-point concentrated impact force is dispersed to the three anti-collision plates to bear together, local excessive pressure is effectively avoided, and the outward movement of the two side anti-collision plates increases the buffer distance of the subsequent continuous impact.

Description

Technical Field

[0001] This invention belongs to the field of elevator car anti-collision technology, specifically an anti-collision device for the car wall of a freight elevator. Background Technology

[0002] Freight elevators are elevator equipment mainly used for vertical transportation of goods. Their car size, load capacity, and structural strength are all designed according to the needs of goods transportation. They are widely used in factories, warehouses, logistics centers, shopping mall cargo areas, garages, and various industrial buildings. The core function of the anti-collision device on the car wall of a freight elevator is to prevent forklifts, handcarts, and other handling equipment from colliding with the car wall due to operational errors or blind spots when entering or leaving the car, thereby protecting the structural integrity of the car, extending the service life of the elevator, and reducing maintenance costs.

[0003] The prior art document CN119330191A discloses a freight elevator car wall anti-collision device, relating to the field of elevator car wall anti-collision technology. It includes a car, with buffer plates on three inner walls, each buffer plate having multiple mounting slots. This invention utilizes a detachable unit, employing the principle of magnetic repulsion. A magnet is placed on the buffer plate opposite a magnetic block, causing the magnet to move the magnetic block and compression block. The movement of the magnetic block compresses a spring, causing elastic deformation. The compression block moves an L-shaped slider and a pin upwards, moving the pin away from the slot. This causes a compression spring to move a movable rod and a rotating plate, removing the rotating plate from the mounting slot. Depending on the collision situation, the rotating plate can be flipped and replaced. The large plate is designed as multiple replaceable smaller plates, which can be flipped, achieving rapid replacement and effectively reducing damage costs. While the aforementioned patents have enabled quick replacement of anti-collision panels through the design of easily removable units, reducing damage costs, they cannot effectively solve the problems of graded buffering and impact force dispersion under impacts of different intensities. Traditional anti-collision devices are mostly single-layer, solid buffer plates. When forklifts or handcarts and other handling equipment collide with the car wall, the impact force is concentrated at the point of impact, which can easily lead to premature failure of local buffer materials. At the same time, existing devices rarely automatically adjust the buffer stiffness according to the impact intensity. In the case of a minor impact, excessive rebound force may be generated, damaging the goods, while in the case of a severe impact, insufficient buffer stroke may cause the impact force to be directly transmitted to the car structure. Summary of the Invention

[0004] The purpose of this invention is to provide a freight elevator car wall anti-collision device that disperses impact force, provides adaptive strength buffering, and allows for quick assembly and disassembly without tools, in order to solve the problems mentioned in the background art.

[0005] To achieve the above objectives, the present invention provides the following technical solution: a freight elevator car wall anti-collision device, comprising a car, wherein a lighting lamp is fixedly connected to the inner surface of the top of the car, and protective rubber pads are fixedly connected to all four walls of the car, and further comprising: A reinforced anti-collision mechanism is located on the car and has two layers: a middle layer and a lower layer. A positioning and guiding mechanism, which is connected to a reinforced anti-collision mechanism; Each layer of the reinforced anti-collision mechanism includes an anti-collision plate slidably connected to the inside of the car. There are three anti-collision plates, and each anti-collision plate has an elastic pad fixed to its inner side. Each elastic pad has a pair of round holes in the middle.

[0006] Preferably, the reinforced anti-collision mechanism further includes a pair of intermediate plates fixed to the side wall of the central anti-collision plate, and each of the intermediate plates has a triangular plate fixed to its end.

[0007] Preferably, a pair of side plates are fixedly connected to the side of the anti-collision plates on both sides near the middle plate, and a triangular plate II is fixedly connected to the end of each side plate, with the inclined surface of the triangular plate II abutting against the inclined surface of the extrusion plate.

[0008] Preferably, the side of the anti-collision plate closest to the car body is abutted by several soft springs, and the ends of the soft springs are fixed to the car body.

[0009] Preferably, a plurality of stiff springs are fixedly connected to the middle and lower sides of the car, and each stiff spring is fixedly connected to a compression plate at its end.

[0010] Preferably, the stiff spring and the soft spring are evenly distributed on the car, and the soft spring is longer than the stiff spring in its natural state.

[0011] Preferably, a fixed guide plate is fixedly connected to each corner of the anti-collision plate, and an inclined friction plate is abutted against the outer wall of the fixed guide plate. The side walls of the inclined friction plate are fixedly connected to the car.

[0012] Preferably, the positioning and guiding mechanism includes a sleeve that is snapped into the middle of the anti-collision plate. A pair of sleeves are provided on each anti-collision plate. T-shaped sliding columns are fixed to the outer side of each sleeve, and the T-shaped sliding columns slide through the side wall of the car.

[0013] Preferably, each of the multiple sets of boxes is elastically slidably connected to a pair of locking blocks on both sides, and each pair of locking blocks is fixedly connected to an anti-slip block on its inner side.

[0014] Preferably, each of the multiple sleeve boxes has a cover plate snapped onto its edge, and the outer diameter of the cover plate is smaller than the inner diameter of the circular hole.

[0015] Compared with the prior art, the beneficial effects of the present invention are as follows: (1) By setting up a structure of anti-collision plate, middle plate, triangular plate one, triangular plate two and side plate, the present invention realizes the three-plate coordinated dispersion of impact force and the internal and external reverse linkage. When the middle anti-collision plate moves inward due to impact, the middle plate fixed to the middle side wall drives the triangular plate one to move inward synchronously. Through the inclined surface contact, it pushes the triangular plate two at the end of the side plate fixed to the side wall of the two anti-collision plates, so that the two anti-collision plates move outward. The single-point concentrated impact force is dispersed to the three anti-collision plates to bear together, effectively avoiding local excessive pressure. At the same time, the outward movement of the two anti-collision plates increases the buffer distance of subsequent continuous impacts, significantly improving the overall impact resistance and service life of the anti-collision device.

[0016] (2) This invention achieves a three-level progressive impact intensity adaptive buffer by setting up a combination of elastic pads, soft springs, hard springs, compression plates, fixed guide plates and inclined friction plates. In the case of a minor impact, only the soft spring is compressed to provide flexible buffering and avoid rebound damage to the goods. In the case of a moderate impact, the soft spring is compressed to its limit and then the hard spring intervenes. At the same time, the fixed guide plate compresses the inclined friction plate to generate a friction force proportional to the inward displacement, realizing two-level energy absorption linkage. In the case of a severe impact, the hard spring is compressed to near its limit, and the contact area and compression force between the fixed guide plate and the inclined friction plate reach the maximum, generating the maximum friction force to achieve nonlinear dissipation of impact energy. This structure enables the anti-collision device to automatically match the buffer stiffness according to the impact intensity, which ensures both a gentle response under small impacts and reliable protection under large impacts.

[0017] (3) By setting up a combination of structures such as a locking block, an anti-slip block, a cover plate, and a round hole, the present invention achieves tool-free quick disassembly and assembly. When it is necessary to replace the anti-collision plate or the elastic pad, the maintenance personnel only need to insert their fingers into the round hole in the middle of the elastic pad, remove the cover plate that is locked to the edge of the sleeve, and then pinch the anti-slip block that is fixed to the inner side of the locking block that is elastically slidably connected on both sides of the sleeve, so that the locking block retracts into the sleeve and is unlocked, and the anti-collision plate and the elastic pad can be disassembled as a whole. When installing, after pushing it into place, the locking block automatically pops out and re-locks. This structure effectively solves the technical problem that traditional anti-collision devices require the removal of a large number of bolts, which is time-consuming and laborious, and significantly reduces maintenance costs and downtime. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the overall structure of the present invention; Figure 2 This is a rear-view stereoscopic structural diagram of the present invention; Figure 3 This is a front view structural diagram of the present invention; Figure 4 This is a schematic diagram of the side cross-section structure of the present invention; Figure 5 For the present invention Figure 4 A magnified view of the structure at point A in the middle; Figure 6 This is a schematic diagram showing the structural fit between the sleeve and the card block of the present invention; Figure 7 This is a top view cross-sectional structural diagram of the present invention; Figure 8 For the present invention Figure 7 A magnified schematic diagram of the structure at point B in the middle; Figure 9 For the present invention Figure 7 A magnified schematic diagram of the structure at point C in the middle; Figure 10 This is a schematic diagram showing the structural fit between the fixed guide plate and the inclined friction plate of the present invention; Figure 11 This is a schematic diagram showing the structural fit between the middle plate and the triangular plate of the present invention.

[0019] In the picture: 100. Car; 200. Protective rubber pad; 300. Lighting lamp; 400. Reinforced anti-collision mechanism; 410. Elastic pad; 420. Anti-collision plate; 430. Hard spring; 440. Soft spring; 450. Middle plate; 460. Side plate; 470. Fixed guide plate; 480. Inclined friction plate; 490. Round hole; 4100. Extrusion plate; 4110. Triangle plate one; 4120. Triangle plate two; 500. Positioning guide mechanism; 510. T-shaped sliding column; 520. Cover plate; 530. Sleeve box; 540. Locking block; 550. Anti-slip block. Detailed Implementation

[0020] 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 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.

[0021] like Figures 1 to 11 As shown, the present invention provides a freight elevator car wall anti-collision device, including a car 100, a lighting lamp 300 fixedly connected to the inner surface of the top of the car 100, and protective rubber pads 200 fixedly connected to all four walls of the car 100, and further including: The reinforced anti-collision mechanism 400 is located on the car 100 and has two layers, one in the middle and one on the lower side. Positioning and guiding mechanism 500, which is connected to reinforced anti-collision mechanism 400; Each layer of reinforced anti-collision mechanism 400 includes an anti-collision plate 420 slidably connected to the inside of the car 100. There are three anti-collision plates 420, and each anti-collision plate 420 has an elastic pad 410 fixedly connected to its inner side. Each elastic pad 410 has a pair of round holes 490 in the middle.

[0022] The above solution is adopted: the lighting lamp 300 fixedly attached to the inner surface of the top of the car 100 provides lighting for the interior of the car 100, and the four walls of the car 100 are all fixedly attached with protective rubber pads 200 for daily general protection. The two-layer reinforced anti-collision mechanism 400 located in the middle and lower part of the car 100 is connected to the positioning guide mechanism 500. The three anti-collision plates 420 in each layer of reinforced anti-collision mechanism 400, which are slidably connected to the inside of the car 100, move inward along the trajectory determined by the positioning guide mechanism 500 when impacted. The elastic pad 410 fixed to the inside of the anti-collision plate 420 first contacts and absorbs the impact energy. At the same time, a pair of round holes 490 in the middle of the elastic pad 410 provide an operating channel for the hand to reach into the positioning guide mechanism 500, thereby realizing the quick installation and removal of the anti-collision plate 420. The two layers of reinforced anti-collision mechanism 400 correspond to the easily impacted heights such as the forklift base and the handcart handrail, and together with the protective rubber pad 200, they form a graded protection system.

[0023] like Figures 3 to 5 , Figures 9 to 11 As shown, the reinforced anti-collision mechanism 400 also includes a pair of intermediate plates 450 fixed to the side wall of the central anti-collision plate 420, each intermediate plate 450 having a triangular plate 4110 fixed to its end; each of the two side anti-collision plates 420 has a pair of side plates 460 fixed to the side near the intermediate plate 450, each side plate 460 having a triangular plate 4120 fixed to its end, the inclined surface of the triangular plate 4120 abutting against the inclined surface of the compression plate 4100; each of the anti-collision plates 420 has a plurality of soft springs 440 abutting against the side near the car 100. The ends of 440 are all fixed to the car 100; several stiff springs 430 are fixed to the middle and lower side of the car 100, and the ends of the stiff springs 430 are all fixed to the compression plates 4100; the stiff springs 430 and soft springs 440 are evenly distributed on the car 100, and in the natural state, the soft springs 440 are longer than the stiff springs 430; fixed guide plates 470 are fixed to the corners of the anti-collision plates 420, and the outer wall of the fixed guide plates 470 abuts against the inclined friction plates 480, and the side walls of the inclined friction plates 480 are all fixed to the car 100.

[0024] The above solution works as follows: When subjected to a minor impact, such as a handling device making a slight contact with the car wall at a low speed, the impacted bumper 420 moves inward a small distance, typically two to five millimeters, compressing only the soft spring 440 against its back. Because the soft spring 440 has low stiffness, it is designed to provide approximately 50N of rebound force per millimeter of deformation. At this point, the bumper 420 has not yet contacted the compression plate 4100, or has just touched it. The stiff spring 430 is not compressed, and the fixed guide plate 470 and the inclined friction plate 480 remain separated. During this stage, the soft spring 440 provides a gentle, linear cushioning effect, preventing excessive rebound force from causing secondary damage to the impacted goods, such as preventing glass items on the forklift from shattering due to violent rebound, thus achieving flexible protection under low-energy impacts. Simultaneously, a pair of intermediate plates 450 fixed to the sidewall of the central anti-collision plate 420 move inward along with the central anti-collision plate 420. The triangular plate 4110 fixed to the end of the intermediate plate 450 moves inward synchronously, and its inclined surface contacts and slides relative to the inclined surface of the triangular plate 4120 at the end of the side plate 460 fixed to the sidewall of the two side anti-collision plates 420. With the inclined surface angle designed to be 45 degrees, every millimeter inward movement of the triangular plate 4110 pushes the triangular plate 4120 outward by one millimeter, thereby driving the two side anti-collision plates 420 to move outward in the opposite direction to the central anti-collision plate 420. This purely mechanical inclined surface linkage mechanism distributes the central impact force to the two side anti-collision plates 420 in a 1:0.5 ratio. Therefore, each side anti-collision plate 420 bears approximately 25% of the lateral force, achieving coordinated impact force sharing among the three plates and effectively preventing localized permanent indentation of the elastic pad 410 due to excessive pressure at a single point. Meanwhile, the outward movement of the two side impact plates 420 increases the lateral spacing between the three plates, providing a greater buffer distance for subsequent continuous impacts. For example, when a forklift collides with the same area multiple times in succession, the two side impact plates 420 have been pre-moved outward, and their back springs 440 are in a partially compressed state, which can absorb the energy of the second impact more quickly, significantly improving the impact resistance and overall service life of the anti-collision device under frequent operating conditions. When subjected to a moderate impact, such as a fully loaded handcart striking the car wall at normal speed, the impacted bumper 420 shifts inward by eight to twelve millimeters. At this point, the soft spring 440 is compressed to near its compacted length, and the bumper 420 begins to abut against the compression plate 4100 and compress the stiff spring 430. The stiff spring 430 has a stiffness approximately three to four times that of the soft spring 440, providing a rebound force of approximately 180 N per millimeter of deformation, providing secondary reinforcement cushioning. Simultaneously, the fixed guide plate 470, fixed at the corner of the bumper 420, moves inward as the bumper 420 shifts inward, and its inclined surface begins to compress the inclined friction plate 480. The inclined friction plate 480 is made of wear-resistant rubber material, which undergoes elastic deformation when compressed, and simultaneously applies a normal pressure and frictional force proportional to the inward shift to the fixed guide plate 470. For every millimeter increase in inward shift, the frictional force increases by approximately 15 to 20 N. The frictional force and the elastic force of the stiff spring 430 work together to achieve two-stage energy absorption linkage: the stiff spring 430 is responsible for storing and rebounding the main impact energy, while the inclined friction plate 480 converts part of the impact energy into heat energy and dissipates it, thus avoiding the impact force being directly transmitted to the wall panel of the car 100. When the central anti-collision plate 420 is subjected to a severe impact, such as a high-speed forklift impact, with an inward displacement exceeding 15 mm, the stiff spring 430 is compressed to near its limit stroke. At this point, the rebound force reaches its maximum design value. The side anti-collision plates 420 slide outward to their maximum extent under the push of the inclined surfaces of triangular plate 1 4110 and triangular plate 2 4120. That is, the T-shaped sliding column 510 reaches the end of its travel on the side wall of the car 100. This end point is determined by the limiting step between the sleeve 530 and the car wall. At this point, the side anti-collision plates 420 cannot continue to move outward, forming a fixed resistance end point. At the same time, the contact area and compressive force between the fixed guide plate 470 and the inclined friction plate 480 reach their maximum, and the inclined surfaces are fully engaged, generating maximum friction force, approximately 1.2 times the maximum elastic force of the stiff spring 430. This achieves nonlinear dissipation of impact energy, meaning that when the impact energy exceeds a certain threshold, almost all the additional energy is absorbed by the friction force, and the stiff spring 430 is no longer further compressed, effectively preventing the impact force from continuing to be transmitted to the structure of the car 100. Through a three-stage progressive buffering mechanism consisting of a soft spring 440, a hard spring 430, and an inclined friction plate 480, as well as the internal and external reverse linkage between the central anti-collision plate 420 and the two side anti-collision plates 420, the anti-collision device can automatically match the buffering stiffness according to the impact intensity. In the case of small impacts, only the soft spring 440 works to ensure compliance; in the case of medium impacts, the soft spring 440, hard spring 430, and friction work together to achieve efficient energy absorption; in the case of large impacts, it enters a limiting friction energy dissipation mode to prevent structural damage. This purely mechanical adaptive mechanism ensures both a gentle response under small impacts and reliable protection under large impacts, significantly improving the safety of the elevator car 100 in complex freight transport conditions, and is especially suitable for industrial freight elevators that frequently encounter heavy forklifts.

[0025] like Figures 5 to 8As shown, the positioning and guiding mechanism 500 includes a sleeve 530 that is snapped into the middle of the anti-collision plate 420. Each anti-collision plate 420 has a pair of sleeves 530. T-shaped sliding columns 510 are fixed to the outer side of each sleeve 530 and slide through the side wall of the car 100. Each side of the multiple sleeves 530 is elastically slidably connected to a pair of locking blocks 540. Each pair of locking blocks 540 is fixed to the inner side of an anti-slip block 550. Each edge of the multiple sleeves 530 is snapped with a cover plate 520. The outer diameter of the cover plate 520 is smaller than the inner diameter of the circular hole 490.

[0026] Using the above solution: Regarding maintenance and replacement, when the anti-collision plate 420 or elastic pad 410, due to long-term use (typically exceeding 100,000 impacts), shows significant wear, cracking, or elasticity loss requiring replacement, maintenance personnel can complete the disassembly and assembly without any tools. Specifically, by inserting fingers into the pair of circular holes 490 in the center of the elastic pad 410, first remove the cover plate 520 that is snapped onto the edge of the housing 530. The cover plate 520 is elastically snapped onto the edge of the housing 530 only through a circumferential groove and can be pried out by hand. Then, pinch the anti-slip block 550 fixed to the inner side of the pair of elastically sliding blocks 540 on both sides of the housing 530, causing the blocks 540 to retract into the housing 530 against the internal spring force. The retraction of the blocks 540 simultaneously releases their locking to the mounting hole of the anti-collision plate 420. At this point, the anti-collision plate 420 is completely unrestrained, and maintenance personnel can directly pull it, along with the elastic pad 410, out of the car 100. When installing the new anti-collision plate 420, simply align the sleeve 530 with the guide hole on the side wall of the car 100 and push it in. Once the anti-collision plate 420 is in place, the locking block 540 automatically pops out under the action of the internal spring, re-locking the mounting hole of the anti-collision plate 420 with a "click" sound to confirm locking. Finally, replace the cover plate 520. This tool-free quick-disassembly and assembly structure completely solves the technical problems of traditional anti-collision device replacement, which requires the removal of a large number of bolts, the use of special tools, and takes tens of minutes or even hours. It reduces the replacement time of a single anti-collision plate 420 to less than 30 seconds, significantly reducing maintenance costs and elevator downtime. Meanwhile, since the two-layer reinforced anti-collision mechanism 400 is set in the middle and lower part of the car 100 respectively, these two height ranges precisely correspond to the fork base of mainstream forklifts, which is about three to five centimeters from the ground, as well as the handcart handrail, which is about one meter from the ground. These two areas most prone to impact are covered, and the remaining large area of ​​the car wall only needs to be covered with ordinary protective rubber pads 200, which effectively saves material costs while ensuring key protection.

[0027] Working principle and usage process of this invention: In its natural state, the three anti-collision plates 420 in each layer of the reinforced anti-collision mechanism 400 are kept elastically centered by the support of the soft springs 440. Since the soft springs 440 are longer than the hard springs 430 in the natural state, a certain gap is maintained between the anti-collision plates 420 and the compression plates 4100 fixed to the ends of the hard springs 430. At this time, the fixed guide plates 470 fixed at the corners of the anti-collision plates 420 and the inclined friction plates 480 fixed to the car 100 are in a separated state and no contact friction is generated. At the same time, the sleeve 530 snapped into the middle of the anti-collision plates 420 and the T-shaped sliding column 510 fixed to its outer side slide through the side wall of the car 100, providing precise guidance and limiting for the anti-collision plates 420. When a forklift or handcart or other handling equipment collides with the reinforced anti-collision mechanism 400 in the middle or lower part of the car 100, the anti-collision plate 420 first absorbs part of the impact energy through the elastic pad 410 fixed to its inner side, achieving primary buffering and effectively reducing the direct impact of the initial impact force on the car 100.

[0028] When subjected to a minor impact, the impacted bumper 420 moves inward a small distance, compressing only the soft spring 440 against its back. At this point, the bumper 420 has not yet contacted the compression plate 4100, or has just touched it. The stiff spring 430 is not compressed, and the fixed guide plate 470 and the inclined friction plate 480 remain separated. Due to the low stiffness of the soft spring 440, it provides a gentle cushioning effect, avoiding excessive rebound force that could cause secondary damage to the impacted goods, thus achieving flexible protection under low-energy impacts. Simultaneously, a pair of intermediate plates 450 fixed to the side wall of the central anti-collision plate 420 move inward along with the central anti-collision plate 420. The triangular plates 4110 fixed to the ends of the intermediate plates 450 move inward synchronously, pushing the triangular plates 4120 at the ends of the side plates 460 fixed to the side walls of the two side anti-collision plates 420 through inclined contact, causing the two side anti-collision plates 420 to move outward, i.e., in the opposite direction to the movement of the central anti-collision plate 420 that was impacted. This linkage mechanism disperses the impact force from the central anti-collision plate 420 to the two side anti-collision plates 420, achieving coordinated bearing of the impact force by the three plates, effectively avoiding excessive pressure on a single point. Furthermore, the outward movement of the two side anti-collision plates 420 increases the buffer distance for subsequent continuous impacts, significantly improving the overall impact resistance and service life of the anti-collision device. Upon a moderate impact, the impacted anti-collision plate 420 shifts inward by a greater distance. After the soft spring 440 is compressed to its limit, the anti-collision plate 420 begins to abut against the compression plate 4100 and compresses the stiff spring 430. The stiff spring 430 has a higher stiffness than the soft spring 440, providing secondary reinforcement and buffering. Simultaneously, the fixed guide plate 470, fixed at the corner of the anti-collision plate 420, moves inward as the anti-collision plate 420 shifts inward, compressing the inclined friction plate 480. This causes the inclined friction plate 480 to undergo elastic deformation and react against the fixed guide plate 470, generating a frictional force proportional to the inward shift. This frictional force, combined with the elastic force of the stiff spring 430, achieves a two-stage energy absorption linkage, preventing the impact force from being directly transmitted to the car 100 wall panel. When the central anti-collision plate 420 is subjected to a severe impact, the inward displacement exceeds the set threshold, the stiff spring 430 is compressed to near its limit, and the two side anti-collision plates 420 slide outward to the maximum extent under the push of the inclined surfaces of triangular plate one 4110 and triangular plate two 4120. At this time, the sliding of the T-shaped sliding column 510 on the side wall of the car 100 reaches the end of its stroke, forming a fixed resistance. At the same time, the contact area and squeezing force of the fixed guide plate 470 and the inclined friction plate 480 reach the maximum, generating the maximum friction force, realizing the nonlinear dissipation of impact energy, and effectively preventing the impact force from continuing to be transmitted to the structure of the car 100. Through the three-stage progressive buffering of soft spring 440, hard spring 430 and inclined friction plate 480, and the internal and external reverse linkage of the middle anti-collision plate 420 and the two side anti-collision plates 420, the anti-collision device can automatically match the buffer stiffness according to the impact intensity, which not only ensures a gentle response under small impacts, but also ensures reliable protection under large impacts, significantly improving the safety of the elevator car 100 under complex freight conditions. Finally, when the anti-collision plate 420 or the elastic pad 410 is damaged due to long-term use and needs to be replaced, the maintenance personnel only need to insert their fingers into the pair of round holes 490 in the middle of the elastic pad 410, remove the cover plate 520 that is clipped to the edge of the sleeve 530, and then pinch the anti-slip block 550 fixed to the inner side of the pair of elastic sliding blocks 540 on both sides of the sleeve 530, so that the blocks 540 retract into the sleeve 530, thereby releasing the locking of the blocks 540 on the anti-collision plate 420, and the anti-collision plate 420 together with the elastic pad 410 can be removed from the car 100. After the replacement is completed, push the new anti-collision plate 420 into place, and the blocks 540 will automatically pop out and re-lock under the action of the elastic element. Then, close the cover plate 520. This tool-free, quick-assembly structure effectively solves the technical problem of needing to remove a large number of bolts and spending a lot of time and effort when replacing traditional anti-collision devices, significantly reducing maintenance costs and downtime. At the same time, since the two-layer reinforced anti-collision mechanism 400 is set in the middle and lower part of the car 100 respectively, it specifically covers the most collision-prone areas such as the corners of the trolley base or the handrails. The remaining parts only need to be covered with ordinary protective rubber pads 200, effectively saving material costs while ensuring key protection.

[0029] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0030] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A freight elevator car wall anti-collision device, comprising a car (100), wherein a lighting lamp (300) is fixedly connected to the inner surface of the top of the car (100), and protective rubber pads (200) are fixedly connected to all four walls of the car (100), characterized in that: Also includes: A reinforced anti-collision mechanism (400) is located on the car (100) and has two layers, a middle layer and a lower layer. A positioning and guiding mechanism (500) is connected to a reinforced anti-collision mechanism (400); Each layer of the reinforced anti-collision mechanism (400) includes an anti-collision plate (420) slidably connected to the inside of the car (100). There are three anti-collision plates (420), and each anti-collision plate (420) has an elastic pad (410) fixed to its inner side. Each elastic pad (410) has a pair of round holes (490) in the middle.

2. The anti-collision device for the car wall of a freight elevator according to claim 1, characterized in that: The reinforced anti-collision mechanism (400) also includes a pair of intermediate plates (450) fixed to the side wall of the central anti-collision plate (420), and each of the intermediate plates (450) is fixed to a triangular plate (4110).

3. The anti-collision device for the car wall of a freight elevator according to claim 2, characterized in that: Both sides of the anti-collision plate (420) are fixed with a pair of side plates (460) on the side near the middle plate (450). The ends of the side plates (460) are fixed with triangular plates (4120). The inclined surfaces of the triangular plates (4120) and the inclined surfaces of the extrusion plate (4100) abut against each other.

4. The anti-collision device for the car wall of a freight elevator according to claim 3, characterized in that: The anti-collision plate (420) has several soft springs (440) abutting against the side of the car (100) and the ends of the soft springs (440) are fixed to the car (100).

5. The anti-collision device for the car wall of a freight elevator according to claim 4, characterized in that: Several stiff springs (430) are fixedly connected to the middle and lower sides of the car (100), and each stiff spring (430) is fixedly connected to an extrusion plate (4100) at its end.

6. The anti-collision device for the car wall of a freight elevator according to claim 5, characterized in that: The hard spring (430) and soft spring (440) are evenly distributed on the car (100), and the soft spring (440) is longer than the hard spring (430) in its natural state.

7. The anti-collision device for the car wall of a freight elevator according to claim 6, characterized in that: Fixed guide plates (470) are fixedly connected to the corners of the anti-collision plate (420). The outer wall of the fixed guide plate (470) abuts against the inclined friction plate (480). The side walls of the inclined friction plate (480) are fixedly connected to the car (100).

8. The anti-collision device for the car wall of a freight elevator according to claim 1, characterized in that: The positioning and guiding mechanism (500) includes a sleeve (530) snapped into the middle of the anti-collision plate (420). A pair of sleeves (530) are provided on each anti-collision plate (420). T-shaped sliding columns (510) are fixed to the outer side of each sleeve (530). The T-shaped sliding columns (510) slide through the side wall of the car (100).

9. The anti-collision device for the car wall of a freight elevator according to claim 8, characterized in that: Each of the multiple sets of boxes (530) has a pair of locking blocks (540) that are elastically slidably connected to both sides, and each pair of locking blocks (540) has an anti-slip block (550) fixedly connected to the inner side of the inner side.

10. The anti-collision device for the car wall of a freight elevator according to claim 9, characterized in that: Each of the multiple sleeves (530) has a cover plate (520) snapped onto its edge, the outer diameter of the cover plate (520) being smaller than the inner diameter of the circular hole (490).

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