Anti-falling device and stacking machine assembly

Abstract

The utility model provides an anti-falling device and a stacking machine assembly. The stacking machine assembly comprises a main body frame, an anti-falling device and an anti-falling device, a car disposed on the main body frame so as to be capable of rising and falling; the anti-falling device is arranged on the stacking machine assembly; the anti-falling device comprises a brake mechanism installed on the lift car and used for making contact with the main body frame to generate friction force; the speed limiting mechanism is installed on the main body frame and connected with the lift car, and the running speed of the speed limiting mechanism serves as the upper limit of the lifting speed of the lift car; the trigger mechanism is connected with the speed limiting mechanism and supported on the brake mechanism, and the trigger mechanism is driven by the speed limiting mechanism to move synchronously with the brake mechanism; when the lifting speed of the lift car breaks through the running speed of the speed limiting mechanism, the triggering mechanism assists the braking mechanism to be switched from the first state to the second state, and the braking mechanism in the second state makes contact with the main body frame to generate braking friction force. The technical problem that impact force generated by a braking mechanism of an existing anti-falling device is prone to damaging a lift car and a main body frame is solved.

Description

Technical Field

[0001] This application relates to the technical field of lifting equipment protection devices, and more particularly to a fall protection device and a stacker crane assembly. Background Technology

[0002] Light-duty stacker cranes, as a highly efficient space utilization solution, are widely used in the warehousing and logistics industry. Their design aims to achieve rapid storage, retrieval, and stacking of goods through automated operation, greatly improving work efficiency. However, this equipment also faces certain safety challenges in actual use. In particular, when the stacker crane malfunctions or is overloaded, it is prone to structural instability, posing a potential safety threat to the equipment itself and the surrounding environment. Therefore, how to effectively improve the safety performance of light-duty stacker cranes has become a key focus of the industry.

[0003] Most stacker cranes currently on the market employ a fall-prevention T-shaped guide rail system. This T-shaped guide rail, combined with a safety clamp and a motor-driven locking pin, provides the car's braking function. This design relies primarily on the physical support provided by the T-shaped guide rail, the rapid clamping action of the safety clamp in emergencies, and the motor-driven locking pin to further ensure the stability of the car's position. This mechanism effectively prevents stacker cranes from falling due to loss of control, thus ensuring the safe operation of the stacker crane.

[0004] While safety clamps and motor-driven latches effectively prevent stacker crane falls, their drawbacks have become increasingly apparent in practical applications. Specifically, when using safety clamps and latches for emergency braking, the abrupt braking process can generate impact forces that can cause irreversible damage to the stacker crane's car and main frame. This not only affects the equipment's normal service life but also significantly increases maintenance costs. Therefore, improving the destructive emergency braking mechanism to a gentler, more conventional wear-and-tear mechanism can substantially reduce stacker crane maintenance costs and extend its service life, thereby improving overall economic efficiency. This improvement is crucial for enhancing the reliability and economy of stacker cranes. Utility Model Content

[0005] This application provides a fall arrestor and a stacker crane assembly to solve the technical problem that the impact force generated by the braking mechanism of current fall arrestors easily damages the car and main frame of the stacker crane. The technical solution is as follows:

[0006] In a first aspect, this application provides a fall prevention device, comprising: a braking mechanism installed on the car of a stacker crane assembly, used to generate frictional force by contacting the main frame of the stacker crane assembly; a speed limiting mechanism installed on the main frame of the stacker crane assembly, the speed limiting mechanism being connected to the car, the operating speed of the speed limiting mechanism being adapted to the lifting speed of the car; and a triggering mechanism connected to the speed limiting mechanism and supported on the braking mechanism, the triggering mechanism moving synchronously with the braking mechanism under the drive of the speed limiting mechanism; wherein, when the lifting speed of the car exceeds the operating speed of the speed limiting mechanism, the triggering mechanism assists the braking mechanism in switching from a first state to a second state, the braking mechanism in the first state having a gap with the main frame, and the braking mechanism in the second state contacting the main frame to generate braking frictional force.

[0007] In one embodiment, the speed limiting mechanism includes: a speed limiting component fixed to the lower beam body in the main frame; a transmission component fixed to the upper beam body in the main frame and arranged vertically opposite to the speed limiting component; and a traction component connected between the speed limiting component and the transmission component, and the traction component is connected to the triggering mechanism.

[0008] The speed limiting component drives the traction component to move synchronously with the car, so that the triggering mechanism is continuously supported on the braking mechanism through the traction component.

[0009] In one embodiment, the traction assembly includes: a speed-limiting wire rope, which is rotatably sleeved on the speed-limiting assembly and the transmission assembly; a rope end connector, which is connected to both ends of the speed-limiting wire rope, and a triggering mechanism is installed on the rope end connector, and the rope end connector can move synchronously with the car through the rolling of the speed-limiting wire rope.

[0010] The triggering mechanism includes a first link, which is supported between the rope end connector and the braking mechanism. When the rope end connector moves synchronously with the car, the first link is supported on the braking mechanism so that the braking mechanism is in a first state through the supporting force of the first link.

[0011] In one embodiment, the braking mechanism includes: a guide mounting seat fixed to the car, the guide mounting seat having a guide groove corresponding to a main beam on the main frame; a second connecting rod hinged to the guide mounting seat, a triggering mechanism supported on the second connecting rod such that a gap is formed between the outer end of the second connecting rod and the guide mounting seat; an elastic member mounted on the guide mounting seat and in a state of elastic compression, the first end of the elastic member being opposite to the outer end of the second connecting rod, and the second end of the elastic member being located in the guide groove; and a braking assembly slidably mounted in the guide groove and connected to the second end of the elastic member, the braking assembly sliding in the guide groove driven by the elastic member.

[0012] Among them, the braking component is gradually shifted towards the main beam of the main frame by being guided by the guide groove.

[0013] In one embodiment, the braking assembly includes: a slider slidably mounted in a guide groove, the slider being connected to a second end of an elastic member; and a friction block fixed to the slider, the side of the friction block facing away from the slider corresponding to the main beam of the main frame.

[0014] The slider is designed as a wedge shape so that when the slider slides in the guide groove, it drives the friction block to shift towards the main beam of the main frame.

[0015] In one embodiment, the braking assembly includes: a slider slidably mounted in a guide groove, the slider being connected to a second end of an elastic member; and a friction block fixed to the slider, the side of the friction block facing away from the slider corresponding to the main beam of the main frame.

[0016] The guide groove is designed as a wedge mechanism so that when the slider slides in the guide groove, the guide groove drives the friction block to shift towards the main beam of the main frame.

[0017] In one embodiment, the slider is provided with a strip-shaped groove extending along the guiding direction of the guide groove; a limiting member is provided in the guide groove, which can be slidably inserted into the groove to limit the sliding direction of the slider in the guide groove.

[0018] In one embodiment, the braking mechanism further includes a signal transmitting component fixed on a guide mounting base. The signal transmitting component has a micro switch located on the side of the guide groove opposite to the elastic component, so that the braking assembly actuates the micro switch under the drive of the elastic component, thereby the signal transmitting component emits a control signal to indicate that the braking mechanism is in a second state.

[0019] Secondly, embodiments of this application provide a stacker crane assembly, including: a main frame; a car that is vertically and elevably configured on the main frame; and the aforementioned anti-fall device;

[0020] The fall arrestor includes: a braking mechanism, installed on the car, used to generate friction by contacting the main frame; a speed limiting mechanism, installed on the main frame, connected to the car, the operating speed of the speed limiting mechanism being adapted to the lifting speed of the car; and a triggering mechanism, connected to the speed limiting mechanism and supported on the braking mechanism, the triggering mechanism moving synchronously with the braking mechanism under the drive of the speed limiting mechanism.

[0021] When the car's lifting speed exceeds the operating speed of the speed limiting mechanism, the trigger mechanism switches the auxiliary braking mechanism from the first state to the second state. The braking mechanism in the second state contacts the main frame to generate braking friction.

[0022] In one embodiment, it further includes: a drive mechanism, configured on the main frame, the drive mechanism being connected to the car and used to drive the car to move up and down on the main frame; the drive mechanism being communicatively connected to the braking mechanism, and after the drive mechanism receives a control signal from the braking mechanism, the drive mechanism switches from the running state to the braking state.

[0023] Compared to existing technologies, the anti-fall device and stacker crane assembly proposed in the above technical solution aim to replace the traditional, relatively rigid solution of safety clamps and pins combined with T-shaped guide rails. Specifically, a traction mechanism is mounted on the main frame, and a trigger mechanism is configured on the traction mechanism. The trigger mechanism moves synchronously with the car through the drive of the traction mechanism, while the braking mechanism is mounted on the car. In the event of a malfunction, a speed difference will occur between the trigger mechanism and the car. As the car gradually moves away from the trigger mechanism, it can trigger the braking mechanism to activate, switching the braking mechanism from a first state to a second state, thereby reducing the car's moving speed. The braking mechanism in the second state can generate friction with the main frame to smoothly brake the falling car. When the braking mechanism uses friction to decelerate and brake the car, the impact force generated during emergency braking is greatly reduced. This gentler braking method not only avoids the risk of irreversible damage to the stacker crane car and main frame but also extends the overall service life of the equipment. Therefore, in the long run, this will significantly reduce the maintenance cost of the stacker crane, reduce downtime due to maintenance, and improve equipment utilization efficiency. This application eliminates the need for externally added T-shaped guide rails or other complex auxiliary devices, simplifying the overall structure of the system and making the entire system more compact, thereby increasing the usable space of the stacker crane.

[0024] The above overview is for illustrative purposes only and is not intended to be limiting in any way. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features of this application will become readily apparent from the accompanying drawings and the following detailed description. Attached Figure Description

[0025] In the accompanying drawings, unless otherwise specified, the same reference numerals throughout the various drawings denote the same or similar parts or elements. These drawings are not necessarily drawn to scale. It should be understood that these drawings depict only some embodiments disclosed in this application and should not be construed as limiting the scope of this application.

[0026] Figure 1 This is a three-dimensional structural diagram of the stacker crane assembly in the embodiments of this application;

[0027] Figure 2 This is a schematic diagram of the fall protection device in the embodiments of this application;

[0028] Figure 3for Figure 2 Enlarged view of part A;

[0029] Figure 4 This is a schematic diagram of the braking mechanism in the embodiments of this application;

[0030] Figure 5 This is a schematic diagram of the structure of the braking assembly on the braking mechanism in the embodiments of this application;

[0031] Figure 6 This is a schematic diagram of the car assembly braking mechanism in an embodiment of this application.

[0032] Figure label:

[0033] 1. Main body of the lower beam;

[0034] 2. Main beam;

[0035] 3. Main beam;

[0036] 4. Car;

[0037] 5. Drive mechanism;

[0038] 6. Fall protection device;

[0039] 61. Speed ​​limiting mechanism; 62. Braking mechanism; 63. Triggering mechanism;

[0040] 611. Speed ​​limiting component; 612. Transmission component; 613. Speed ​​limiting wire rope; 614. Rope end connector; 621. Guide mounting base; 622. Second link; 623. Elastic component; 624. Slider; 625. Friction block; 626. Signal transmitting component; 631. Guide plate; 632. First link. Detailed Implementation

[0041] In the following description, only certain exemplary embodiments are briefly described. As those skilled in the art will recognize, the described embodiments can be modified in various ways without departing from the spirit or scope of this application. Therefore, the drawings and description are considered to be exemplary in nature and not restrictive.

[0042] First Embodiment

[0043] Reference Figures 1 to 6As shown, an embodiment of this application proposes a fall protection device 6, which may include: a braking mechanism 62, installed on the car 4 of the stacker crane assembly, for contacting the main frame of the stacker crane assembly to generate friction; a speed limiting mechanism 61, installed on the main frame of the stacker crane assembly, connected to the car 4, the operating speed of the speed limiting mechanism 61 being adapted to the lifting speed of the car 4; and a triggering mechanism 63, connected to the speed limiting mechanism 61 and supported on the braking mechanism 62, the triggering mechanism 63 moving synchronously with the braking mechanism 62 under the drive of the speed limiting mechanism 61;

[0044] When the lifting speed of the car 4 exceeds the operating speed of the speed limiting mechanism 61, the triggering mechanism 63 assists the braking mechanism 62 to switch from the first state to the second state. The braking mechanism 62 in the first state has a gap with the main frame, while the braking mechanism 62 in the second state comes into contact with the main frame to generate braking friction.

[0045] Specifically, in the technical solution adopted in this application, the braking mechanism 62 is installed on both sides of the car 4 of the stacker crane assembly, and can switch between two states: a first state with a distance from the main frame of the stacker crane assembly and a second state in contact with the main beam 3 of the stacker crane assembly. In the second state, the braking mechanism 62 can generate friction by contacting the main frame to reduce the falling speed of the car 4. The speed limiting mechanism 61 can be installed on the main frame of the stacker crane assembly, and a triggering mechanism 63 is installed on the speed limiting mechanism 61. The triggering mechanism 63 can be driven by the speed limiting mechanism 61 to rise and fall synchronously with the car 4 when there is no malfunction, so that the triggering mechanism 63 can be supported on the braking mechanism 62 during the normal rising and falling of the car 4, so that the braking mechanism 62 is always in the first state. When the lifting speed of the car 4 does not match the operating speed of the speed limiting mechanism 61, specifically when the falling speed of the car 4 exceeds the operating speed of the speed limiting mechanism 61, the triggering mechanism 63 cannot lift and lower synchronously with the car 4. At this time, the supporting force of the triggering mechanism 63 on the braking mechanism 62 gradually disappears. Specifically, the braking mechanism 62 gradually moves away from the triggering mechanism 63 as the car 4 falls. Since the supporting force of the triggering mechanism 63 on the braking mechanism 62 disappears, the braking mechanism 62 switches from the first state to the second state. In the second state, the braking mechanism 62 contacts the main frame. The friction generated between the braking mechanism 62 and the main frame slows down the falling speed of the car 4 until the braking effect of the car 4 is achieved.

[0046] In a preferred embodiment of this application, in order to shorten the reaction time of the braking mechanism 62, when the speed limiting mechanism 61 detects that its own operating speed is no longer compatible with the falling speed of the car 4, the speed limiting mechanism 61 stops operating, causing the triggering mechanism 63 to stop following the lifting and lowering action of the car 4. This allows the supporting force applied by the triggering mechanism to the braking mechanism 62 to disappear more quickly, thereby shortening the triggering time of the braking mechanism 62.

[0047] Furthermore, refer to Figure 2 As shown, in some embodiments, the speed limiting mechanism 61 includes: a speed limiting component 611, fixed on the lower beam body 1 in the main frame; a transmission component 612, fixed on the upper beam body 2 in the main frame, arranged vertically opposite to the speed limiting component 611; and a traction component, connected between the speed limiting component 611 and the transmission component 612, and the traction component is connected to the triggering mechanism 63.

[0048] The speed limiting component 611 drives the traction component to move synchronously with the car 4, so that the triggering mechanism 63 is continuously supported on the braking mechanism 62 through the traction component.

[0049] Specifically, in the technical solution adopted in this application, the speed limiting component 611 may include a speed limiter mounting base and a speed limiter. The speed limiter can be installed on the lower beam body 1 on the main frame through the speed limiter mounting base. In this embodiment, the transmission component 612 may be a pulley assembly installed on the upper beam body 2 in the main frame. The car 4 in the stacker crane assembly moves up and down between the upper beam body 2 and the lower beam body 1. The traction component is sleeved on the speed limiter and the transmission component 612, so that by setting the speed limiter drive rate, the traction component can operate synchronously and at the same speed as the car 4. The triggering mechanism 63 is connected between the traction component and the car 4, so that the triggering mechanism 63 can move up and down synchronously with the car 4 through the traction component, so that the triggering mechanism 63 can be supported on the braking mechanism 62, so that the braking mechanism 62 is continuously in the first state when the operating speed of the traction component and the lifting speed of the car 4 are matched, that is, the braking mechanism 62 is not triggered.

[0050] Furthermore, refer to Figure 2 and Figure 3 As shown, in some embodiments, the traction assembly includes: a speed limiting wire rope 613, which is rotatably sleeved on the speed limiting assembly 611 and the transmission assembly 612; a rope end connector 614, which is connected to both ends of the speed limiting wire rope 613; a triggering mechanism 63 is installed on the rope end connector 614; and the rope end connector 614 can move synchronously with the car 4 through the rolling of the speed limiting wire rope 613.

[0051] The triggering mechanism 63 includes a first link 632, which is supported between the rope end connector 614 and the braking mechanism 62. When the rope end connector 614 moves synchronously with the car 4, the first link 632 is supported on the braking mechanism 62 so as to assist the braking mechanism 62 in the first state through the supporting force of the first link 632.

[0052] Specifically, in one embodiment of the technical solution adopted in this application, the traction component may include a limiting wire rope and a rope end connector 614. The rope end connector 614 is connected to both ends of the limiting wire rope 613 so that the limiting wire rope 613 forms a closed loop structure for fitting onto the speed limiter and the transmission component 612. The triggering mechanism 63 may include a first connecting rod 632. The first connecting rod 632 is connected to the limiting wire rope through the rope end connector 614 to solve the problem that it is inconvenient to install the first connecting rod 632 on the wire rope. The first connecting rod 632 extends downward to connect the outer end opposite to the rope end connector 614 to the braking mechanism 62 and form a supporting force on the braking mechanism 62. When the first connecting rod 632 forms a supporting force on the braking mechanism 62, the braking mechanism 62 can be kept in the first state.

[0053] In one embodiment, a guide plate 631 can be installed on the car 4. The guide plate 631 has a guide hole, and the first connecting rod 632 can slide through the guide hole. This effectively prevents the first connecting rod 632 from deviating and failing to trigger the braking mechanism 62 when the descent speed of the car 4 becomes uncontrollable. To avoid the triggering mechanism between the triggering mechanism 63 and the braking mechanism 62 becoming too sensitive, two damping pads can be fitted on the first connecting rod 632. The two damping pads abut against the upper and lower sides of the guide plate 631, so that the sliding of the first connecting rod 632 in the guide hole requires overcoming the damping force applied to the first connecting rod 632 by the damping pads. This effectively prevents the first connecting rod 632 from accidentally triggering the braking mechanism 62 when there are slight changes in the operating speed of the speed limiting mechanism 61 and the lifting speed of the car 4.

[0054] Furthermore, refer to Figure 4 and Figure 5As shown, in some embodiments, the braking mechanism 62 includes: a guide mounting seat 621, fixed on the car 4, with a guide groove on the guide mounting seat 621 corresponding to the main beam 3 on the main frame; a second connecting rod 622, hinged to the guide mounting seat 621, with a triggering mechanism 63 supported on the second connecting rod 622 to create a gap between the outer end of the second connecting rod 622 and the guide mounting seat 621; an elastic member 623, mounted on the guide mounting seat 621 and in a state of elastic compression, with the first end of the elastic member 623 facing the outer end of the second connecting rod 622 and the second end of the elastic member 623 located in the guide groove; and a braking assembly, slidably mounted in the guide groove and connected to the second end of the elastic member 623, the braking assembly sliding in the guide groove driven by the elastic member 623.

[0055] Among them, the braking component gradually shifts towards the main beam 3 of the main frame through the guide groove.

[0056] Specifically, in the technical solution adopted in this application, the guide mounting seat 621 can be installed on the car 4 with fasteners, and the guide mounting seat 621 is provided with a guide groove corresponding to the main beam 3 on the main frame. It should be explained that the braking mechanism 62 generates friction with the main beam 3 to achieve the effect of braking the car 4. A second connecting rod 622 is provided at the bottom of the guide mounting seat 621. The second connecting rod 622 is hinged to the guide mounting seat 621 and connected to the first connecting rod 632. The second connecting rod 622 forms a gap with the guide mounting seat 621 through the support of the first connecting rod 632, thereby preventing the braking mechanism 62 from contacting the main beam 3, that is, the braking mechanism 62 is in the first state. An elastic component 623 in a compressed state is also installed on the guide mounting base 621. A heavy-duty spring plunger can be selected. The trigger end of the heavy-duty spring plunger is the first end, which protrudes from the outside of the guide mounting base 621 and corresponds to the outer end of the second connecting rod 622. The spring force output end of the heavy-duty spring plunger is the second end, located in the guide groove of the guide mounting base 621. When the outer end of the second connecting rod 622 approaches the guide mounting base 621 and contacts the first end, the second end of the heavy-duty spring plunger releases its elastic force. The braking assembly is slidably disposed in the guide groove of the guide mounting base 621 and is connected to the second end of the heavy-duty spring plunger, so as to slide in the guide groove through the elastic force of the heavy-duty spring plunger. The braking assembly is gradually offset towards the main beam 3 by the guide of the guide groove until the braking assembly contacts the main beam 3 to form a frictional force to reduce the falling speed of the car 4, which is the second state of the braking mechanism 62.

[0057] In one embodiment, a support plate is installed at the end of the first link 632 away from the rope end connector 614, which is the lower end of the first link 632 after installation. The support plate extends laterally to the bottom of the braking mechanism 62 and can be connected to the second link 622 by fasteners, so that the first link 632 and the second link 622 can be linked together through the support plate.

[0058] Furthermore, refer to Figure 5 As shown, in some embodiments, the braking assembly includes: a slider 624 slidably mounted in a guide groove, the slider 624 being connected to the second end of the elastic member 623; and a friction block 625 fixed on the slider 624, the side of the friction block 625 facing away from the slider 624 corresponding to the main beam 3 of the main frame.

[0059] The slider 624 is designed as a wedge-shaped structure so that when the slider 624 slides in the guide groove, the slider 624 drives the friction block 625 to shift towards the main beam 3 of the main frame.

[0060] Specifically, in one embodiment of the technical solution adopted in this application, in order to drive the braking assembly to deflect towards the main beam 3 via the guide groove, the braking assembly may include a slider 624 and a friction block 625. The slider 624 is connected to the second end of the elastic member 623 and is slidably mounted in the guide groove; the friction block 625 is mounted on the slider 624, and the side surface of the friction block 625 facing away from the slider 624 is exposed on the guide mounting seat 621 and corresponds to the main beam 3. In this embodiment, the slider 624 can be designed as a wedge-shaped structure, and the inclined surface on the slider 624 is attached to the groove wall of the guide groove facing the main beam 3. Thus, when the slider 624 slides in the guide groove driven by the elastic force of the elastic member 623, the slider 624 drives the friction block 625 to gradually deflect towards the main beam 3 until the friction block 625 abuts against the main beam 3 to generate a frictional force for reducing the falling speed of the car 4. It should be noted that when the friction block 625 generates friction with the main beam 3, it can create a driving force that propels the slider 624 to slide away from the elastic component 623. Since the slider 624 adopts a wedge-shaped structure, it can push the friction block 625 closer to the main beam 3, thereby further enhancing the force exerted by the friction block 625 against the main beam 3. This increases the frictional force between the friction block 625 and the main beam 3 used for braking the car 4. The surface of the friction block 625 that contacts the main beam 3 can be designed with a serrated structure, and the surface of the main beam 3 that contacts the friction block 625 can also be designed with a serrated structure. This allows the serrated structure to increase friction when the friction block 625 contacts the main beam 3.

[0061] Furthermore, in some embodiments, the braking assembly includes: a slider 624 slidably mounted in a guide groove, the slider 624 being connected to the second end of the elastic member 623; and a friction block 625 fixed on the slider 624, the side of the friction block 625 facing away from the slider 624 corresponding to the main beam 3 of the main frame.

[0062] The guide groove is designed as a wedge-shaped mechanism so that when the slider 624 slides in the guide groove, the guide groove drives the friction block 625 to shift towards the main beam 3 of the main frame.

[0063] Specifically, in one embodiment of the technical solution adopted in this application, the braking component in this embodiment differs from the braking component in the above embodiments in that a guide groove with a wedge structure is used instead of a slider 624. Specifically, the groove wall of the guide groove facing the main beam 3 is set as a surface that gradually slopes towards the main beam 3, and the side of the slider 624 away from the friction block 625 is attached to the inclined surface of the guide groove. When the slider 624 slides in the guide groove under the elastic force of the elastic member 623, the slider 624 can drive the friction block 625 to gradually shift towards the main beam 3 until the friction block 625 contacts the main beam 3, forming a frictional force to reduce the falling speed of the car 4. When the friction block 625 generates friction with the main beam 3, it can generate a driving force to drive the slider 624 to slide away from the elastic member 623. Since the guide groove adopts a wedge-shaped structure, the slider 624 can push the friction block 625 closer to the main beam 3, so that the force of the friction block 625 against the main beam 3 is further enhanced, thereby increasing the frictional force between the friction block 625 and the main beam 3 for braking the car 4. In this embodiment, a sawtooth structure can also be used to increase the frictional force. Its structure is the same as that in the above embodiment, so it will not be described again.

[0064] Furthermore, in some embodiments, the slider 624 is provided with a strip-shaped groove extending along the guiding direction of the guide groove; a limiting member is provided in the guide groove, which is slidably inserted into the groove to limit the sliding direction of the slider 624 in the guide groove.

[0065] Specifically, in the technical solution adopted in this application, a strip-shaped groove extending along the guiding direction of the guide groove is formed on the slider 624. A limiting member is fixedly installed in the guide groove. After the slider 624 is positioned in the guide groove, the limiting member passes through the strip-shaped groove to limit the sliding of the slider 624 in the guide groove. The limiting member can be a bolt located in the guide groove, with both ends of the bolt fixedly connected to the guide mounting seat 621. Alternatively, the strip-shaped groove can be formed on the opposite groove wall of the guide groove, and the limiting member can be fixedly installed in the slider 624, with both ends of the limiting member slidably positioned in the strip-shaped groove. This achieves the limited sliding of the slider 624 in the guide groove.

[0066] In this embodiment, since the slider 624 or the guide groove adopts a wedge-shaped structure, the elastic force direction of the elastic component 623 can be adapted to the offset direction of the slider 624, or the second end of the elastic component 623 is connected to the slider 624 in an abutting manner, thereby ensuring that the elastic force of the elastic component 623 can effectively drive the slider 624 to slide in the guide groove.

[0067] Furthermore, refer to Figure 4 and Figure 5 As shown, in some embodiments, the braking mechanism 62 further includes a signal transmitting component 626 fixed on the guide mounting base 621. The signal transmitting component 626 has a micro switch located on the side of the guide groove opposite to the elastic component 623, so that the braking assembly touches the micro switch under the drive of the elastic component 623, thereby the signal transmitting component 626 sends out a control signal to indicate that the braking mechanism 62 is in a second state.

[0068] Specifically, in the technical solution adopted in this application, the signal transmitting component 626 has a micro switch. The signal transmitting component 626 can be fixed on the guide mounting base 621, and the micro switch is located in the sliding path of the slider 624. When the slider 624 slides in the guide groove driven by the elastic force of the elastic component 623, the slider 624 can trigger the micro switch. When the micro switch on the signal transmitting component 626 is triggered, the signal transmitting component 626 sends a control signal that indicates that the braking mechanism 62 is in the second state. The control signal can be sent to the drive mechanism 5 on the stacker crane assembly that drives the car 4 to rise and fall. Upon receiving the control signal, the drive mechanism 5 switches from the running state to the braking state, so that the drive mechanism 5 can further reduce the falling speed of the car 4, thereby assisting in braking the falling car 4. At the same time, after receiving the control signal, an alarm or other request for assistance can also be issued so that the personnel on duty can know immediately that the stacker crane assembly has malfunctioned.

[0069] Second Embodiment

[0070] Reference Figures 1 to 6 As shown, an embodiment of this application proposes a stacker crane assembly, which may include: a main frame; a car 4, which is vertically and elevably configured on the main frame; and the anti-fall device 6 in the above embodiment;

[0071] The fall arrestor 6 includes: a braking mechanism 62, installed on the car 4, used to generate friction by contacting the main frame; a speed limiting mechanism 61, installed on the main frame, connected to the car 4, the operating speed of the speed limiting mechanism 61 being adapted to the lifting speed of the car 4; and a triggering mechanism 63, connected to the speed limiting mechanism 61 and supported on the braking mechanism 62, the triggering mechanism 63 moving synchronously with the braking mechanism 62 under the drive of the speed limiting mechanism 61.

[0072] When the lifting speed of the car 4 exceeds the operating speed of the speed limiting mechanism 61, the triggering mechanism 63 assists the braking mechanism 62 to switch from the first state to the second state. The braking mechanism 62 in the second state comes into contact with the main frame to generate braking friction.

[0073] Furthermore, refer to Figure 1 As shown, in some embodiments, it further includes: a drive mechanism 5, configured on the main frame, the drive mechanism 5 being connected to the car 4, used to drive the car 4 to rise and fall on the main frame; the drive mechanism 5 being communicatively connected to the braking mechanism 62, and after the drive mechanism 5 receives the control signal from the braking mechanism 62, the drive mechanism 5 switches from the running state to the braking state.

[0074] Specifically, in the technical solution adopted in this application, the main frame may include a lower beam body 1, an upper beam body 2, and a main beam 3 connecting the upper beam body 2 and the lower beam body 1. The car 4 can be raised and lowered on the main beam 3, specifically driven by a drive mechanism 5. When the drive mechanism 5 receives a control signal from the braking mechanism 62, the drive mechanism 5 switches from the running state to the braking state. The running state refers to the state in which the drive mechanism 5 normally drives the car 4 to rise and fall, while the braking state refers to the state in which the drive mechanism 5 stops driving the car 4 to rise and fall and locks the output end to reduce the falling speed of the car 4. The anti-fall device 6 in the above embodiment is configured on the main frame and the car 4. The specific structure of the anti-fall device 6 can be referred to the content of the first embodiment, and therefore will not be described again.

[0075] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of those different embodiments or examples.

[0076] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "a plurality of" means two or more, unless otherwise explicitly specified.

[0077] Any process or method description in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or more executable instructions for implementing a particular logical function or process. Furthermore, the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functionality involved.

[0078] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus or device (such as a computer-based system, a processor-included system or other system that can fetch and execute instructions from, an instruction execution system, apparatus or device).

[0079] It should be understood that various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. All or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware, the program being stored in a computer-readable storage medium, which, when executed, includes one or a combination of the steps of the method embodiments.

[0080] Furthermore, the functional units in the various embodiments of this application can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium. This storage medium can be a read-only memory, a disk, or an optical disk, etc.

[0081] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any person skilled in the art can easily conceive of various variations or substitutions within the technical scope disclosed in this application, and these should all be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A fall arrest device, characterized in that, A device for configuring on a stacker assembly, comprising: a brake mechanism mounted on a car of the stacker assembly for contacting a main frame of the stacker assembly to generate a friction force; a speed limiting mechanism mounted on the main frame of the stacker assembly, the speed limiting mechanism being connected to the car, and a running speed of the speed limiting mechanism being adapted to a lifting speed of the car; a triggering mechanism connected to the speed limiting mechanism and supported on the brake mechanism, the triggering mechanism being moved synchronously with the brake mechanism by driving of the speed limiting mechanism; and wherein when the lifting speed of the car exceeds the running speed of the speed limiting mechanism, the triggering mechanism assists the brake mechanism to switch from a first state to a second state, the brake mechanism in the first state having a spacing with the main frame, and the brake mechanism in the second state being in contact with the main frame to generate a braking friction force.

2. The fall arrest device of claim 1, wherein, The speed limiting mechanism comprises: a speed limiting component fixed on a lower beam body in the main frame; a transmission component fixed on an upper beam body in the main frame and arranged oppositely to the speed limiting component; a traction component connected between the speed limiting component and the transmission component, and the traction component being connected to the triggering mechanism; wherein the speed limiting component drives the traction component to move synchronously with the car, so that the triggering mechanism is continuously supported on the brake mechanism through the traction component.

3. The fall arrest device of claim 2, wherein, The traction component comprises: a speed limiting steel wire rope rollably sleeved on the speed limiting component and the transmission component; a rope head connecting piece connected to two ends of the speed limiting steel wire rope, the triggering mechanism being mounted on the rope head connecting piece, and the rope head connecting piece being capable of moving synchronously with the car through rolling of the speed limiting steel wire rope; The triggering mechanism comprises: a first connecting rod supported between the rope head connecting piece and the brake mechanism, the first connecting rod being supported on the brake mechanism when the rope head connecting piece moves synchronously with the car, so as to assist the brake mechanism to be in the first state through a supporting force of the first connecting rod.

4. The fall arrest device of claim 1, wherein, The brake mechanism comprises: a guide mounting base fixed on the car, the guide mounting base being provided with a guide groove corresponding to a main beam on the main frame; a second connecting rod hinged on the guide mounting base, the triggering mechanism being supported on the second connecting rod, so that an interval distance is formed between an outer end of the second connecting rod and the guide mounting base; a resilient member mounted on the guide mounting base and in a resilient compression state, a first end of the resilient member being opposite to the outer end of the second connecting rod, and a second end of the resilient member being located in the guide groove; a brake component slidingly mounted in the guide groove and connected to the second end of the resilient member, the brake component being driven to slide in the guide groove by the resilient member; wherein the brake component is gradually offset to a direction of the main beam of the main frame by guidance of the guide groove.

5. The fall arrest device of claim 4, wherein, The brake component comprises: a sliding block slidingly mounted in the guide groove and connected to the second end of the resilient member. A friction block is fixed on the sliding block, and a side of the friction block away from the sliding block corresponds to the main beam of the main frame; The sliding block is provided with a wedge-shaped structure, so that when the sliding block slides in the guide groove, the sliding block drives the friction block to deviate towards the main beam of the main frame.

6. The fall arrest device of claim 4, wherein, The brake assembly comprises: A sliding block is slidingly installed in the guide groove, and the sliding block is connected with the second end of the elastic component; A friction block is fixed on the sliding block, and a side of the friction block away from the sliding block corresponds to the main beam of the main frame; The guide groove is provided with a wedge-shaped mechanism, so that when the sliding block slides in the guide groove, the guide groove drives the friction block to deviate towards the main beam of the main frame.

7. The anti-falling device according to claim 5 or 6, wherein, A strip-shaped sliding groove extending along the guide direction of the guide groove is arranged on the sliding block; A limiting piece is arranged in the guide groove, and the limiting piece is slidingly inserted into the sliding groove to limit the sliding direction of the sliding block in the guide groove.

8. The fall arrest device of claim 4, wherein, The brake mechanism further comprises: A signal emitting component is fixed on the guide mounting seat, and the signal emitting component has a micro switch, which is located on a side of the guide groove away from the elastic component, so that the brake assembly touches the micro switch under the drive of the elastic component, and the signal emitting component emits a control signal for indicating that the brake mechanism is in the second state.

9. A stacker assembly characterized by, It comprises: A main frame; A car is arranged on the main frame in a liftable manner; and The anti-falling device according to any one of claims 1 to 8; The anti-falling device comprises: A brake mechanism is installed on the car to contact the main frame to generate a friction force; A speed limiting mechanism is installed on the main frame, and the speed limiting mechanism is connected with the car, and the operating speed of the speed limiting mechanism is matched with the lifting speed of the car; A trigger mechanism is connected with the speed limiting mechanism and supported on the brake mechanism, and the trigger mechanism moves synchronously with the brake mechanism under the drive of the speed limiting mechanism; When the lifting speed of the car exceeds the operating speed of the speed limiting mechanism, the trigger mechanism assists the brake mechanism to switch from the first state to the second state, and the brake mechanism in the second state contacts the main frame to generate a brake friction force.

10. The stacker assembly of claim 9, wherein, Further comprising: A driving mechanism is arranged on the main frame, and the driving mechanism is connected with the car to drive the car to lift on the main frame; The driving mechanism is in communication connection with the brake mechanism, and after the driving mechanism receives the control signal emitted by the brake mechanism, the driving mechanism switches from the running state to the brake state.

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