An elevator crowded load rejection device

Abstract

The utility model provides a kind of crowded elevator load rejection device, including car, car is hoisted in elevator shaft, further include door control assembly and slide rail, two slide rails are oppositely arranged in elevator shaft, two slide rails are slidably connected with the outside of car one side respectively, the opening end of car is provided with door control assembly, the inside of car includes two groups of load rejection assembly, two groups of load rejection assembly are oppositely arranged, and each group of load rejection assembly is installed in the side wall of car.The crowded elevator load rejection device of the utility model is provided with telescopic load rejection assembly, can be quickly started when crowded state appears, blocks outside person to enter the elevator that has been overloaded, reduces safety risk, improves safety, simultaneously can also inform outside person, reduces the waiting time of up and down person, improves the operation efficiency of elevator.

Description

Technical Field

[0001] This utility model belongs to the field of elevator congestion rejection devices, and in particular relates to an elevator congestion rejection device. Background Technology

[0002] In densely populated buildings, elevators often face the problem of overcrowding. Traditional elevators rely on a single weight detection method to determine overload, only issuing an alarm after overload occurs and requiring passengers to exit before continuing operation. This is inadequate for situations where the elevator is not overloaded but still crowded. In such cases, the cramped space inside the car not only reduces riding comfort but also poses safety hazards such as obstructed door opening and closing and injuries due to excessive crowding. Existing elevators lack an active crowd control mechanism, failing to prevent outsiders from entering in advance when overcrowding is detected. This affects operational efficiency and compromises both safety and convenience. A device that can accurately determine overcrowding and actively refuse passengers is needed to solve these problems. Utility Model Content

[0003] In view of this, the present invention aims to propose a passenger rejection device for elevator congestion, so as to solve the problem of not being able to actively reject passengers when the elevator is full.

[0004] To achieve the above objectives, the technical solution of this utility model is implemented as follows:

[0005] An elevator congestion rejection device includes a car suspended in an elevator shaft, a door control assembly, and slide rails. Two slide rails are arranged opposite each other in the elevator shaft and are slidably connected to one side of the car exterior. The door control assembly is provided at the open end of the car. The car interior includes two sets of rejection assemblies arranged opposite each other, with each set of rejection assemblies installed in one side wall of the car.

[0006] Furthermore, the load rejection assembly includes a movable part, a drive part, a support plate, and an indicator plate. Two sets of movable parts are rotatably connected to one end of each set inside a side wall of the car. The two sets of movable parts are arranged opposite each other and longitudinally. The two sets of movable parts are connected by serrated meshing to form a synchronous structure. The support plate and the indicator plate are arranged parallel to each other. The other end of each set of movable parts is rotatably connected to the inner side of the support plate and the indicator plate. A drive part is also fixedly installed on the side wall inside the car. The output end of the drive part is connected to one end of any movable part.

[0007] Furthermore, the movable part includes a first connecting rod, a second connecting rod, and a rotating shaft. One end of the first connecting rod is rotatably connected to the inner wall of the car via the rotating shaft. The other end of the first connecting rod is hinged to one end of the second connecting rod. The other end of the second connecting rod is rotatably connected to the inner side of the support plate and the indicator plate, respectively.

[0008] Furthermore, serrations are provided on the outer periphery of one end of both the first and second links, and the first links and the second links are synchronously transmitted through the meshing of the serrations.

[0009] Furthermore, the drive unit includes a synchronous pulley, a synchronous belt, and a servo motor. The servo motor is fixedly installed on the inner side wall of the car. The output end of the servo motor and the synchronous pulley are connected to the synchronous belt to form a synchronous transmission structure. The synchronous pulley is fixedly sleeved on the outer side of the rotating shaft.

[0010] Furthermore, control buttons and a full-load button are installed inside the car, and a camera is installed on the top of the car to monitor the number of people.

[0011] Furthermore, a gravity detection component is installed at the bottom of the car. The gravity detection component includes a pressure plate, which is installed at the bottom of the car. Multiple gravity sensors are installed between the pressure plate and the bottom of the car, and the detection end of the gravity sensor is connected to the pressure plate.

[0012] Furthermore, the door control assembly includes a slide rail, a sliding frame, a first door panel, and a second door panel. The slide rail is provided at the lower end of the car exterior. The first door panel and the second door panel are arranged opposite to each other. One end of the first door panel and the second door panel are slidably connected in the slide rail. The upper ends of the first door panel and the second door panel are respectively slidably connected to the lower end of the sliding frame. The sliding frame is installed at the upper end of the car exterior.

[0013] Furthermore, the door control assembly also includes a first toothed belt, a drive motor, and a second toothed belt. The first toothed belt is provided on the top of the first door panel, and the second toothed belt is provided on the top of the second door panel. The first toothed belt and the second toothed belt are arranged opposite to each other. One side of the first toothed belt and the second toothed belt respectively meshes with the outer periphery of the output gear of the drive motor. The drive motor is fixed to the upper end of the car exterior.

[0014] Furthermore, a distance sensor is installed on one side of the first door panel, with the detection end of the distance sensor facing the second door panel.

[0015] Compared with the prior art, the elevator congestion rejection device of this utility model has the following beneficial effects:

[0016] (1) The elevator congestion rejection device described in this utility model is equipped with a retractable rejection component, which can be quickly activated when congestion occurs to prevent outsiders from entering the already full elevator, reduce safety risks, improve safety, and at the same time inform outsiders, reduce waiting time for people to get on and off, and improve the operating efficiency of the elevator.

[0017] (2) The elevator crowding rejection device described in this utility model is equipped with a camera. Even when the elevator is not overloaded but is already crowded, the rejection device can still be driven to reject passengers. This adapts to different crowding situations in the elevator, further improving the safety of the elevator and avoiding the problem of poor passenger experience caused by excessive crowding in the elevator.

[0018] (3) The elevator congestion rejection device described in this utility model is equipped with a distance sensor, which can detect whether there are people stuck or foreign objects blocking the elevator door panels, and can also detect whether the elevator door is completely closed. After ensuring that it is closed, the rejection component is retracted in time to ensure the safe operation of the elevator and avoid the rejection component from being extended for a long time and affecting people entering and exiting the car.

[0019] (4) The elevator congestion rejection device described in this utility model is equipped with a full load button, which can not respond to calls from other floors when the elevator is congested, thus avoiding the problem of the elevator stopping at the calling floor when it is already full, saving time and improving the effective transportation efficiency of the elevator. Attached Figure Description

[0020] The accompanying drawings, which form part of this utility model, are used to provide a further understanding of the utility model. The illustrative embodiments of the utility model and their descriptions are used to explain the utility model and do not constitute an undue limitation of the utility model. In the drawings:

[0021] Figure 1 This is a schematic diagram of the overall components of an elevator congestion rejection device according to an embodiment of the present utility model;

[0022] Figure 2 This is a schematic diagram of the load rejection component described in an embodiment of the present utility model;

[0023] Figure 3 This is a schematic diagram of the movable part according to an embodiment of the present utility model;

[0024] Figure 4 This is a schematic diagram of the control button described in an embodiment of the present utility model;

[0025] Figure 5 This is a schematic diagram of the full-load button according to an embodiment of the present utility model;

[0026] Figure 6 This is a schematic diagram of the gravity detection component described in an embodiment of the present invention;

[0027] Figure 7 This is a schematic diagram of the pressure plate described in an embodiment of the present utility model;

[0028] Figure 8 This is a schematic diagram of the car door according to an embodiment of the present utility model;

[0029] Figure 9 This is a schematic diagram of the gate control component described in an embodiment of the present utility model;

[0030] Figure 10 This is a partially enlarged schematic diagram of embodiment A of the present utility model.

[0031] Explanation of reference numerals in the attached figures:

[0032] 1-Car; 11-Control button; 12-Full load button; 13-Camera; 2-Door control assembly; 21-Slide rail; 22-Sliding frame; 23-First door panel; 231-Distance sensor; 24-Second door panel; 25-First toothed belt; 26-Drive motor; 27-Second toothed belt; 3-Slide rail; 4-Rejection assembly; 41-Moving part; 411-First link; 412-Second link; 413-Rotating shaft; 415-Rotating shaft; 42-Drive part; 421-Synchronous pulley; 422-Synchronous belt; 423-Servo motor; 43-Support plate; 44-Indicator plate; 5-Gravity detection assembly; 51-Pressure plate; 52-Gravity sensor. Detailed Implementation

[0033] It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0034] In the description of this utility model, it should be understood that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings, are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. Furthermore, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, features defined with "first," "second," etc., may explicitly or implicitly include one or more of that feature. In the description of this utility model, unless otherwise stated, "a plurality of" means two or more.

[0035] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0036] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0037] like Figure 1As shown, an elevator congestion rejection device includes a car 1, which is suspended in an elevator shaft. The elevator congestion rejection device also includes a door control component 2 and a slide rail 3. Two slide rails 3 are arranged opposite each other in the elevator shaft. The two slide rails 3 are slidably connected to one side of the outside of the car 1. The door control component 2 is provided at the opening end of the car 1. The car 1 includes two sets of rejection components 4, which are arranged opposite each other. Each set of rejection components 4 is installed in one side wall of the car 1.

[0038] like Figure 2 As shown, the load rejection assembly 4 includes a movable part 41, a drive part 42, a support plate 43, and an indicator plate 44. One end of each of the two sets of movable parts 41 is rotatably connected to one side wall inside the car 1. The two sets of movable parts 41 are arranged opposite each other and longitudinally. The two sets of movable parts 41 are connected to each other by serrated meshing to form a synchronous structure. The support plate 43 and the indicator plate 44 are arranged parallel to each other. The other end of each set of movable parts 41 is rotatably connected to the inner side of the support plate 43 and the indicator plate 44. The drive part 42 is also fixedly installed on the side wall inside the car 1. The output end of the drive part 42 is connected to one end of any of the movable parts 41.

[0039] like Figure 3 As shown, the movable part 41 includes a first connecting rod 411, a second connecting rod 412, and a rotating shaft 413. One end of the first connecting rod 411 is rotatably connected to the inner wall of the car 1 via the rotating shaft 413. The other end of the first connecting rod 411 is hinged to one end of the second connecting rod 412. The other end of the second connecting rod 412 is rotatably connected to the inner side of the support plate 43 and the indicator plate 44, respectively. Sawtooth teeth are provided on the outer periphery of one end of the first connecting rod 411 and the second connecting rod 412. The first connecting rods 411 and the second connecting rods 412 are synchronously transmitted through the meshing of the sawtooth teeth.

[0040] like Figure 3 As shown, the drive unit 42 includes a synchronous pulley 421, a synchronous belt 422, and a servo motor 423. The servo motor 423 is fixedly installed on the inner side wall of the car 1. The output end of the servo motor 423 and the synchronous belt 422 are sleeved around the synchronous pulley 421 to form a synchronous transmission structure. The synchronous pulley 421 is fixedly sleeved around the rotating shaft 413. The servo motor 423 is existing technology, and the model of the servo motor 423 is HC-SFS102K.

[0041] When the elevator detects overcrowding in car 1, the rejection assembly 4 is activated, and the servo motor 423 of the drive unit 42 starts running. This drives the synchronous pulley 421 and the rotating shaft 413 via the synchronous belt 422, thereby driving the connected movable part 41. The first connecting rod 411 rotates around the rotating shaft 415, and its other end, through rack and pinion engagement, drives another set of first connecting rods 411 to move synchronously in the opposite direction. The second connecting rod 412, hinged to the first connecting rod 411, moves accordingly, and the two second connecting rods 412 are also synchronously transmitted through rack and pinion engagement. The coordinated action of the two sets of movable parts 41 pushes the support plate. Support plate 43 and indicator plate 44 extend from the side wall of car 1, forming a blocking structure to restrict the entry of external personnel. When the elevator door is closed, servo motor 423 rotates in reverse, driving movable part 41 to reset. Support plate 43 and indicator plate 44 retract into the side wall of car 1, restoring the normal elevator passage. A retractable load-rejection component 4 is provided, which can be quickly activated when congestion occurs to prevent external personnel from entering the overloaded elevator, reduce safety risks, improve safety, and also inform external personnel, reduce waiting time for passengers to get on and off, and improve the operating efficiency of the elevator.

[0042] like Figure 4 As shown, control buttons 11 and a full-load button 12 are installed inside the car 1. A camera 13 is installed on the top of the car 1 to monitor the number of people. The camera 13 is existing technology and its model is HIKVISION. Even when the elevator is not overloaded, the camera 13 can check the density of people to determine if it is crowded. With the camera 13 installed, even if the elevator is not overloaded but is already crowded, the rejection device 3 can still be activated to reject passengers, adapting to different crowding situations and further improving elevator safety. It also avoids the problem of poor passenger comfort caused by overcrowding. The full-load button 12 can not respond to calls from other floors when crowded. This avoids the problem of the elevator stopping at the called floor when it is already full, saving time and improving the effective transportation efficiency of the elevator.

[0043] like Figures 5-7 As shown, a gravity detection assembly 5 is installed at the bottom of the elevator car 1. The gravity detection assembly 5 includes a pressure plate 51 and gravity sensors 52. Multiple gravity sensors 52 are installed at the bottom of the elevator car 1, and the detection end of each gravity sensor 52 is connected to the pressure plate 51. The gravity sensor 52 is existing technology, and its model number is H6F-C3-100KG-3B6-S1-D50. The gravity sensor 52 detects the total weight of the people inside the elevator car and determines whether it is overloaded.

[0044] like Figure 8As shown, the door control assembly 2 includes a slide rail 21, a sliding frame 22, a first door panel 23, and a second door panel 24. The slide rail 21 is provided at the lower end of the exterior of the car 1. The first door panel 23 and the second door panel 24 are arranged opposite to each other. One end of the first door panel 23 and the second door panel 24 are slidably connected inside the slide rail 21. The upper ends of the first door panel 23 and the second door panel 24 are slidably connected to the lower end of the sliding frame 22, respectively. The sliding frame 22 is installed at the upper end of the exterior of the car 1.

[0045] like Figures 8-10 As shown, the door control assembly 2 also includes a first toothed belt 25, a drive motor 26, and a second toothed belt 27. The first toothed belt 25 is disposed on the top of the first door panel 23, and the second toothed belt 27 is disposed on the top of the second door panel 24. The first toothed belt 25 and the second toothed belt 27 are arranged opposite to each other. One side of the first toothed belt 25 and the second toothed belt 27 respectively meshes with the outer periphery of the output gear of the drive motor 26. The drive motor 26 is fixed to the upper part of the exterior of the car 1. A distance sensor 231 is disposed on one side of the first door panel 23, with the detection end of the sensor 231 facing the second door panel 24. The distance sensor 231 is prior art, and its model number is LDM42. The drive motor 26 is prior art, and its model number is HC-SFS102K. When the door needs to be closed, the controller is turned on. The controller will control the drive motor 26 to rotate and drive the two toothed belts 25 to move in opposite directions to close the door. At this time, the distance sensor 231 will detect the distance between the first door panel 23 and the second door panel 24. If the first door panel 23 and the second door panel 24 are completely closed, the load rejection component 4 will also be retracted into the elevator car.

[0046] The working process of an elevator overcrowding rejection device:

[0047] When the elevator is running, if the camera 13 detects that the number of people in the car 1 is close to saturation, or if the gravity sensor 52 of the gravity detection component 5 senses that the weight has reached the crowding threshold through the pressure plate 51, the system will trigger the load rejection mechanism. The drive unit 42 of the load rejection component 4 will start, the servo motor 423 will run, and the synchronous belt 422 will drive the synchronous pulley 421 and the rotating shaft 413 to rotate, thereby driving the connected movable part 41. The first connecting rod 411 will rotate around the rotating shaft 415, and its end will drive another set of first connecting rods 411 to move synchronously in the opposite direction. At the same time, the second connecting rod 412 hinged to the first connecting rod 411 will move accordingly, and the two second connecting rods 412 will be synchronously transmitted through the meshing of the rack and pinion, jointly pushing the support plate 43 and Indicator plate 44 extends from the side wall of car 1, forming an opposing obstruction. The drive motor 26 of door control component 2 also works synchronously. Its output gear drives two opposing toothed belts 25 to move, causing the first door plate 23 and the second door plate 24 to slide and close along the slide rail 21 and the sliding frame 22. After the sensor 231 on the first door plate 23 detects that the door plate is closed, the load rejection action is completed and released. The servo motor 423 rotates in the opposite direction, and the moving part 41 drives the support plate 43 and indicator plate 44 to retract to the side wall. The drive motor 26 rotates in the opposite direction to open the door plate, and the elevator returns to normal passenger carrying status. During the operation of the elevator, when it is already full, the people in the elevator can press the full load button 12 and not respond to calls from other floors.

[0048] The control method in this embodiment is controlled by a controller. The controller circuit can be implemented by simple programming by those skilled in the art. The power supply is also common knowledge in the art. Furthermore, this document is mainly used to protect mechanical devices, and the control method and circuit connection will not be explained in detail here.

[0049] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A crowd control device for elevators, comprising a car (1) suspended in an elevator shaft, characterized in that: It also includes a door control component (2) and a slide rail (3). Two slide rails (3) are arranged opposite each other in the elevator shaft. The two slide rails (3) are slidably connected to one side of the outside of the car (1). The door control component (2) is provided at the opening end of the car (1). The car (1) includes two sets of load rejection components (4). The two sets of load rejection components (4) are arranged opposite each other. Each set of load rejection components (4) is installed in one side wall of the car (1).

2. The elevator congestion rejection device according to claim 1, characterized in that: The load rejection assembly (4) includes a movable part (41), a drive part (42), a support plate (43), and an indicator plate (44). One end of each of the two movable parts (41) is rotatably connected to one side wall inside the car (1). The two movable parts (41) are arranged opposite each other and longitudinally. The two movable parts (41) are connected by a sawtooth meshing to form a synchronous structure. The support plate (43) and the indicator plate (44) are arranged parallel to each other. The other end of each movable part (41) is rotatably connected to the inside of the support plate (43) and the indicator plate (44). The drive part (42) is also fixedly installed on the side wall inside the car (1). The output end of the drive part (42) is connected to one end of any movable part (41).

3. The elevator congestion rejection device according to claim 2, characterized in that: The movable part (41) includes a first link (411), a second link (412) and a pivot (413). One end of the first link (411) is rotatably connected to the inner wall of the car (1) via the pivot (413). The other end of the first link (411) is hinged to one end of the second link (412). The other end of the second link (412) is rotatably connected to the inner side of the support plate (43) and the indicator plate (44).

4. The elevator congestion rejection device according to claim 3, characterized in that: Both the first link (411) and the second link (412) have serrations on one end of their outer periphery, and the first links (411) and the second links (412) are synchronously driven by the meshing of the serrations.

5. The elevator congestion rejection device according to claim 3, characterized in that: The drive unit (42) includes a synchronous pulley (421), a synchronous belt (422), and a servo motor (423). The servo motor (423) is fixedly installed on the inner wall of the car (1). The output end of the servo motor (423) and the synchronous belt (422) are sleeved around the synchronous pulley (421) to form a synchronous transmission structure. The synchronous pulley (421) is fixedly sleeved around the rotating shaft (413).

6. The elevator congestion rejection device according to claim 1, characterized in that: The inside of the car (1) is equipped with control buttons (11) and full load buttons (12). A camera (13) is installed on the top of the car (1) to monitor the number of people.

7. The elevator congestion rejection device according to claim 1, characterized in that: A gravity detection assembly (5) is installed at the bottom of the car (1). The gravity detection assembly (5) includes a pressure plate (51). The pressure plate (51) is installed at the bottom of the car (1), and multiple gravity sensors (52) are installed between the pressure plate (51) and the bottom of the car (1). The detection end of the gravity sensor (52) is connected to the pressure plate (51).

8. The elevator congestion rejection device according to claim 1, characterized in that: The door control assembly (2) includes a slide rail (21), a sliding frame (22), a first door panel (23), and a second door panel (24). The slide rail (21) is provided at the lower end of the exterior of the car (1). The first door panel (23) and the second door panel (24) are arranged opposite to each other. One end of the first door panel (23) and the second door panel (24) are slidably connected in the slide rail (21). The upper ends of the first door panel (23) and the second door panel (24) are slidably connected to the lower end of the sliding frame (22). The sliding frame (22) is installed at the upper end of the exterior of the car (1).

9. A passenger rejection device for elevator congestion according to claim 8, characterized in that: The door control assembly (2) also includes a first toothed belt (25), a drive motor (26), and a second toothed belt (27). The first toothed belt (25) is provided on the top of the first door panel (23), and the second toothed belt (27) is provided on the top of the second door panel (24). The first toothed belt (25) and the second toothed belt (27) are arranged opposite to each other. One side of the first toothed belt (25) and the second toothed belt (27) respectively meshes with the outer periphery of the output gear of the drive motor (26). The drive motor (26) is fixed on the upper part of the car (1).

10. A passenger rejection device for elevator congestion according to claim 9, characterized in that: A distance sensor (231) is provided on one side of the first door panel (23), with the detection end of the distance sensor (231) facing the second door panel (24).

Images