A tower anti-falling rail diverter

Abstract

This utility model relates to the technical field of tower fall arrest devices. It provides a tower fall arrest track steering mechanism, comprising a mounting base, horizontal mounting slots and vertical mounting slots arranged in pairs on both sides of the mounting base, with a set of rail members inserted into the four horizontal and vertical mounting slots. The rail members provide sliding guidance for the fall arrest sliding member. A steering member is rotatably mounted on the mounting base at the intersection of the horizontal and vertical mounting slots. The steering member has a middle rail section. The steering member is configured such that, after driving the fall arrest sliding member to rotate, the middle rail section coincides with the length direction of the horizontal mounting slot, thus connecting the middle rail section with the two sets of horizontal rail members; or the middle rail section coincides with the length direction of the vertical mounting slot, thus de-connecting the middle rail section with the horizontal rail members and connecting the two sets of vertical rail members, thereby realizing the reversing movement of the fall arrest sliding member. This technical solution improves the versatility and installation flexibility of the device, meeting the steering requirements of various tower operation scenarios.

Description

Technical Field

[0001] This utility model relates to the technical field of iron tower fall prevention devices, specifically to an iron tower fall prevention track deflector. Background Technology

[0002] In tower work in the power and telecommunications sectors, fall arrestor systems are core equipment ensuring the safe movement of personnel working at heights. The fall arrestor steering mechanism, as a key component for changing track direction, directly impacts the system's safety and practicality through its structural design. Current technologies for fall arrestor steering mechanisms exhibit significant shortcomings in their track connection and steering structures: Current steering gear track structures often employ a multi-segment splicing design. To meet steering requirements at different angles, the track body frequently includes complex bending transition sections, multi-angle docking interfaces, and precision-fitting guide structures. This design necessitates extremely high precision machining requirements for track components. During assembly, the connection angles and smoothness of each track segment must be repeatedly calibrated, increasing the complexity of the assembly process and placing high demands on the on-site debugging capabilities of construction personnel. Any installation deviation can easily lead to the risk of the fall arrestor jamming or derailing, affecting operational safety. In maintenance, the complex track structure makes the disassembly and replacement of individual faulty components extremely inconvenient. For example, when the track at the steering node is worn or deformed, multiple surrounding track segments and associated fixing devices must be disassembled simultaneously, resulting in lengthy repair times and high labor costs. Furthermore, the complex track profile increases the running resistance of the fall arrestor pulley system, accelerating component wear and shortening the overall service life of the equipment. Utility Model Content

[0003] To overcome the above-mentioned defects, this utility model provides a tower fall prevention track steering device, which solves the technical problems of complex structure of existing tower fall prevention track steering devices, resulting in difficult assembly and debugging, and cumbersome maintenance and disassembly.

[0004] According to one aspect, at least one embodiment of the present invention provides a tower fall arrestor track steerer for providing reversing guidance for fall arrestor slides, comprising: The mounting base has intersecting horizontal and vertical mounting slots. The horizontal and vertical mounting slots are arranged in pairs on both sides of the mounting base. Each of the four horizontal and vertical mounting slots is used to insert a set of rail components, which provide sliding guidance for the anti-fall sliding components. A steering component is rotatably mounted on the mounting base at the intersection of the horizontal mounting groove and the vertical mounting groove. The steering component has an intermediate rail section. The steering component is configured such that, after driving the anti-fall slider to rotate, the intermediate rail section coincides with the length direction of the horizontal mounting groove, so that the intermediate rail section is connected to the two sets of horizontal rails; or the intermediate rail section coincides with the length direction of the vertical mounting groove, so that the intermediate rail section is disconnected from the horizontal rails and connected to the two sets of vertical rails, thereby realizing the reversing movement of the anti-fall slider.

[0005] For example, at least one embodiment of this disclosure provides a tower anti-fall track steering device, wherein the mounting base has a cylindrical sinking groove at its center, the bottom of the steering component has a rotating disk, the rotating disk is rotatably disposed in the cylindrical sinking groove, and the intermediate rail section is disposed on the top surface of the rotating disk and extends out of the cylindrical sinking groove.

[0006] For example, at least one embodiment of this disclosure provides a tower anti-fall track steering device, wherein the bottom wall of the cylindrical sinking groove is provided with a through hole, and the rotating disk is provided with a mounting hole coaxial with the through hole. The mounting hole and the through hole are used for fixing by passing through bolts.

[0007] For example, at least one embodiment of this disclosure provides a tower anti-fall track steering device, wherein the bottom of the rotating disk is provided with an arc-shaped guide groove, and the bottom wall of the cylindrical sinking groove is provided with a sliding protrusion. The sliding protrusion and the arc-shaped guide groove are slidably engaged to provide rotational guidance for the steering component.

[0008] For example, at least one embodiment of this disclosure provides a tower fall arrestor track steerer, wherein the start and end ends of the arc-shaped guide groove are respectively located on the extension lines of the horizontal mounting groove and the vertical mounting groove. The steering component is configured such that, after rotation, through the limiting cooperation between the sliding protrusion and the start and end points of the arc-shaped guide groove, when the steering component is at the end of rotation, the intermediate track section is along the direction of the horizontal mounting groove or along the direction of the vertical mounting groove.

[0009] For example, at least one embodiment of this disclosure provides a tower anti-fall track steerer, wherein a stop is provided between the horizontal mounting groove and the vertical mounting groove. The stop is configured such that, during the process of the steering component driving the anti-fall sliding component to turn, the stop limits the anti-fall sliding component to prevent it from sliding off both ends of the intermediate track section.

[0010] For example, at least one embodiment of this disclosure provides a tower fall arrestor rail steering device. The bottom of the mounting base is rotatably provided with a rotating clamp. The steering component and the rotating clamp are fixed by the bolt connector so that they rotate synchronously. The bottom of the mounting base is also provided with a mounting ring. An elastic card is provided on the inner wall of the mounting ring. The starting and ending positions of the elastic card are provided with elastic protrusions protruding towards the axis of the mounting ring. The rotating clamp is configured such that after being driven to rotate by the steering component, it abuts against and compresses the elastic protrusion. After the elastic protrusion elastically resets, it limits the rotating clamp to the extreme position. At this time, the intermediate rail section is connected to the transverse mounting groove or the vertical mounting groove.

[0011] For example, at least one embodiment of this disclosure provides a tower fall arrestor rail steering device, wherein the steering component has a through-hole on its side, the through-hole communicating with the mounting hole, the bolt connector includes a nut, a bolt and a snap-fit ​​piece, the through-hole is used to accommodate the nut, the bolt is used to thread and connect to the nut after passing through the through hole and the mounting hole in sequence, the bolt passes through the snap-fit ​​piece, the snap-fit ​​piece is located at the bottom of the mounting base, and the snap-fit ​​piece engages with the rotating head, so that the steering component drives the rotating head to rotate synchronously.

[0012] For example, at least one embodiment of this disclosure provides a tower anti-fall track deflector, wherein the two ends of the intermediate track section are arc edges.

[0013] For example, at least one embodiment of this disclosure provides a tower anti-fall track steerer, wherein the mounting base is provided with a plurality of external connecting holes, the external connecting holes being used to penetrate the sidewalls of the vertical mounting groove and the horizontal mounting groove, and the rail component is also provided with corresponding internal connecting holes, and the rail component is fixed in the vertical mounting groove and the horizontal mounting groove by means of a connector penetrating through the external connecting holes and the internal connecting holes.

[0014] The beneficial effects of the embodiments of this utility model are as follows: In this invention, the mounting base adopts a structure with alternating horizontal and vertical mounting slots, allowing the rail components to be connected to the mounting base via simple insertion. This avoids the complex angle calibration and precision fitting requirements of multi-segment rail splicing in existing technologies, reducing the installation difficulty of the rail components and the reliance on the debugging skills of construction personnel. Existing anti-fall sliders can directly adapt to the guide rail surface of the rail components without additional modification. The steering component achieves direction switching of the intermediate rail section through manual rotation. A single rotatable component replaces the bending transition structure of traditional multi-segment spliced ​​rails. The intermediate rail section and the guide rail surface of the rail component form a continuous connection during turning. The pulley group of the anti-fall slider does not need to pass through complex bending contours, eliminating the risk of anti-fall device jamming or derailment caused by multi-segment rail connection deviations, thus improving the safety of system operation. The design of the intermediate rail section having the same cross-sectional shape as the rail component and directly connecting ensures that the pulley group of the anti-fall slider maintains a continuous and smooth rolling trajectory when passing through the turning area, reducing the running resistance caused by the complex rail contour, thereby reducing component wear and extending the overall service life of the equipment. When maintenance or component replacement is required, only the steering component needs to be rotated or disassembled individually, without dismantling multiple sections of surrounding rails and auxiliary fixing devices. This significantly simplifies the maintenance process, shortens repair time, and reduces labor costs. The standardized structure of existing fall arrestor sliders and the rail components and steering components of this steering device form a modular fit, further improving maintenance efficiency. The symmetrical pairing of horizontal and vertical mounting slots allows this steering device to adapt to rail combinations in different directions and is compatible with the universal pulley block structure of existing fall arrestor sliders, improving the device's versatility and installation flexibility, and meeting the steering requirements of various tower operation scenarios. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of this utility model, the accompanying drawings used in the description of the embodiments of this utility model will be briefly introduced below. Obviously, the drawings described below are merely some exemplary embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the content of the exemplary embodiments of this utility model and these drawings without any creative effort.

[0016] Figure 1 This is a schematic diagram of the structure of a tower anti-fall track steering device in one embodiment of the present invention; Figure 2 for Figure 1 Another structural schematic diagram in the embodiment; Figure 3 for Figure 1 A schematic diagram of the internal structure of the mounting base in the embodiment; Figure 4 for Figure 3 A schematic diagram of the steering component in the embodiment; Figure 5 for Figure 1 Another perspective structural diagram of the mounting base in the embodiment; Figure 6 for Figure 5 A partially enlarged structural diagram of section A in the middle; Figure 7 for Figure 1 A schematic diagram of the track component in the embodiment.

[0017] In the diagram: Mounting base-1, Horizontal mounting groove-101, Vertical mounting groove-102, Columnar recessed groove-103, Through hole-104, Sliding protrusion-105, Stop-106, External connecting hole-107, Rail component-2, Internal connecting hole-201, Steering component-3, Intermediate rail section-301, Rotating disk part-302, Arc-shaped guide groove-303, Receiving hole-304, Mounting hole-305, Bolt connector-4, Nut-410, Bolt-420, Snap-fit ​​piece-430, Rotating chuck-5, Mounting ring-6, Elastic clip-7, Elastic protrusion-701. Detailed Implementation

[0018] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present invention and not intended to limit its scope.

[0019] To keep the drawings concise, only the parts relevant to the utility model are shown schematically in each drawing; these do not represent the actual structure of the product. Furthermore, for ease of understanding, in some drawings, only one of the components with the same structure or function is schematically shown, or only one is labeled. In this document, "a" not only means "only one," but can also mean "more than one," and "several" includes "two" and "more than two."

[0020] In this document, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to mechanical connections or electrical connections; they can refer to direct connections or indirect connections through an intermediate medium; and they can refer to the internal connection between 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.

[0021] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0022] In the description of this embodiment, terms such as "upper," "lower," "left," and "right" are based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of description and simplification of operation, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0023] Furthermore, in the description of this application, the terms "first," "second," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0024] like Figures 1-7 As shown, this invention illustrates a tower fall arrestor track swivel device according to one embodiment of the present invention, used to provide directional guidance for fall arrestor sliding components. The mounting base 1 of the tower fall arrestor track swivel device has a flat plate structure, with horizontal mounting grooves 101 extending horizontally and vertical mounting grooves 102 extending vertically on its front side. The two sets of horizontal mounting grooves 101 are symmetrically distributed on both sides of the horizontal centerline of the mounting base 1, and the two sets of vertical mounting grooves 102 are symmetrically distributed on both sides of the vertical centerline of the mounting base 1. The horizontal mounting grooves 101 and vertical mounting grooves 102 are perpendicularly intersecting in the central area of ​​the mounting base 1. Each set of horizontal mounting grooves 101 and vertical mounting grooves 102 is a through groove, and its groove width is adapted to the cross-sectional width of the rail component 2, allowing the rail component 2 to be inserted and fixed along the length of the groove. The rail component 2 is a long strip-shaped component with a rectangular cross section. Its two side walls are provided with guide rail surfaces that cooperate with the anti-fall sliding component pulley group. The anti-fall sliding component adopts the anti-fall slider in the prior art. Its bottom is provided with at least two sets of symmetrically distributed pulleys. The outer edge of the pulley contacts the guide rail surfaces on both sides of the rail component 2 to form a rolling fit structure, so that the anti-fall slider can slide along the length direction of the rail component 2.

[0025] The steering component 3 is rotatably connected to the center of the mounting base 1 via a central rotating shaft 302. This shaft 302 is perpendicular to the surface of the mounting base 1 and passes through the intersection area of ​​the transverse mounting groove 101 and the vertical mounting groove 102. The middle rail section 301 of the steering component 3 is a track structure with the same cross-sectional shape as the rail component 2, and its length covers the intersection area of ​​the transverse mounting groove 101 and the vertical mounting groove 102. When the anti-fall slider moves along the transverse rail component 2, its bottom pulley rolls along the guide rail surfaces on both sides of the rail component 2. When it reaches the area of ​​the mounting base 1, the steering component 3 is in an initial horizontal state, and the middle rail section 301 is completely aligned with the transverse mounting groove 101 in the length direction. Its two ends are respectively connected to the ends of the left and right transverse rail components 2 to form a continuous horizontal guide rail. The pulley group of the anti-fall slider can continuously roll along the middle rail section 301 to achieve uninterrupted movement in the transverse direction. When a change to vertical movement is required, the steering component 3 is rotated 90 degrees clockwise or counterclockwise around the pivot 302. The intermediate rail section 301 rotates synchronously with the steering component 3 and coincides with the length direction of the vertical mounting groove 102. At this time, the two ends of the intermediate rail section 301 are connected to the ends of the upper and lower vertical rail components 2. The guide rail surface of the intermediate rail section 301 and the guide rail surface of the vertical rail component 2 form a continuous curved surface. When the pulley block of the anti-fall slider reaches the turning area, it turns along the guide rail surface of the intermediate rail section 301 and cuts into the guide rail surface of the vertical rail component 2, realizing the change of direction guidance from horizontal movement to vertical movement. At the same time, the docking end of the intermediate rail section 301 and the horizontal rail component 2 are disengaged, cutting off the horizontal connecting path and preventing the anti-fall slider from accidentally cutting into the horizontal rail.

[0026] Mounting base 1 employs a structure with alternating horizontal mounting grooves 101 and vertical mounting grooves 102, allowing rail component 2 to connect to mounting base 1 via simple insertion. This avoids the complex angle calibration and precision fitting requirements of multi-segment rail splicing in existing technologies, reducing the installation difficulty of rail component 2 and the reliance on the debugging skills of construction personnel. The existing anti-fall slider can directly adapt to the guide rail surface of rail component 2 without additional modification. The steering component 3 achieves direction switching of the intermediate rail segment 301 through rotation of the central rotating shaft 302. Utilizing a single rotatable component to replace the bending transition structure of traditional multi-segment spliced ​​rails, the intermediate rail segment 301 and the guide rail surface of rail component 2 form a continuous connection during steering. The pulley group of the anti-fall slider does not need to undergo complex bending contours, eliminating the risk of anti-fall device jamming or derailment caused by multi-segment rail connection deviations, and improving the safety of system operation. The design of the intermediate rail section 301, with its identical cross-sectional shape and direct connection to rail component 2, ensures that the pulley block of the anti-fall slider maintains a continuous and smooth rolling trajectory when passing through the turning area. This reduces the running resistance caused by the complex track profile, thereby reducing component wear and extending the overall service life of the equipment. When maintenance or component replacement is required, only the turning component 3 needs to be rotated or disassembled individually, without disassembling multiple sections of the surrounding track and auxiliary fixing devices. This significantly simplifies the maintenance process, shortens repair time, and reduces labor costs. The standardized structure of the existing anti-fall slider forms a modular fit with the rail component 2 and turning component 3 of this steering device, further improving maintenance efficiency. The symmetrical pairing of the horizontal and vertical mounting slots 102 allows the steering device to adapt to different combinations of rail components 2 and is compatible with the universal pulley block structure of the existing anti-fall slider, improving the versatility and installation flexibility of the device and meeting the turning requirements of various tower operation scenarios.

[0027] In some examples, a cylindrical recessed groove 103 is provided in the central area of ​​the mounting base 1. The bottom surface of the cylindrical recessed groove 103 is flush with the bottom surfaces of the horizontal mounting groove 101 and the vertical mounting groove 102, and its inner diameter is adapted to the outer diameter of the rotating disk portion 302 at the bottom of the steering component 3. The rotating disk portion 302 of the steering component 3 has a cylindrical structure, and its outer diameter is slightly smaller than the inner diameter of the cylindrical recessed groove 103, forming a clearance fit, allowing the rotating disk portion 302 to rotate freely around the vertical axis within the cylindrical recessed groove 103. The bottom surface of the rotating disk portion 302 contacts the bottom surface of the cylindrical recessed groove 103, forming a rotation support surface. Its top surface is higher than the front plane of the mounting base 1. The intermediate rail section 301 is integrally formed on the top surface of the rotating disk portion 302 and extends along the diameter direction of the rotating disk portion 302. Its two ends extend out of the edge of the cylindrical recessed groove 103 and respectively mate with the rail component 2 in the horizontal mounting groove 101 or the vertical mounting groove 102. When the steering component 3 rotates, the rotating disk 302 rotates synchronously within the cylindrical recess 103, causing the intermediate rail section 301 to switch directions and connect with rail components 2 in different directions. When the anti-fall slider passes through the turning area, its pulley system transitions from the guide rail surface of rail component 2 to the guide rail surface of the intermediate rail section 301, and then cuts into the guide rail surface of the rail component 2 in another direction from the intermediate rail section 301. Throughout the entire process, the pulley system always maintains contact with the rail surface.

[0028] The mating structure between the cylindrical recessed groove 103 and the rotating disk 302 provides stable rotational support for the steering component 3, ensuring axial stability during direction switching and preventing swaying or offset due to external forces. This ensures the docking accuracy between the intermediate rail section 301 and the rail component 2. The bottom surface of the rotating disk 302 forms a large-area contact support with the bottom surface of the cylindrical recessed groove 103, effectively dispersing the vertical load generated when the anti-fall slider passes through, reducing local stress concentration, and improving the structural strength and deformation resistance of the steering device. The design of the intermediate rail section 301 extending out of the cylindrical recessed groove 103 allows for a smooth transition between the intermediate rail section 301 and the rail component 2, eliminating track height differences. The pulley system of the anti-fall slider does not need to overcome height changes when passing through the docking area, further reducing running resistance and impact vibration, and improving the smoothness of the anti-fall slider's operation.

[0029] In some examples, a circular through hole 104 is provided through the central region of the bottom wall of the cylindrical sink 103, and the axis of the through hole 104 coincides with the axis of the cylindrical sink 103. A mounting hole 305, coaxial with the through hole 104, is provided at the center of the rotating disk portion 302 of the steering component 3. The mounting hole 305 has a stepped hole structure, with the upper diameter larger than the lower diameter, forming a stepped surface. The bolted connector 4 includes a screw, a nut, and a washer. The screw passes through the mounting hole 305 and the through hole 104 in sequence. The washer is placed on the stepped surface of the mounting hole 305 and contacts the head of the screw. The nut is screwed into the screw from the back of the mounting base 1. By tightening the nut, the washer is pressed against the stepped surface of the rotating disk portion 302, fixing the steering component 3 to the mounting base 1 while allowing the steering component 3 to rotate freely around the screw axis. When the direction of the steering component 3 needs to be adjusted, loosen the nut to an appropriate degree, leaving a certain rotational clearance between the rotating disk 302 and the bottom surface of the cylindrical sinker 103. The operator can then manually rotate the steering component 3 to the target position, and then tighten the nut again to lock the steering component 3 in the current position. At this time, the intermediate rail section 301 remains connected to the rail component 2 in the corresponding direction. When the anti-fall slider passes through the turning area, the bolted connector 4 bears part of the vertical load and lateral force generated by the anti-fall slider, ensuring that the steering component 3 remains stable under stress.

[0030] The coaxial arrangement of the through hole 104 and the mounting hole 305, along with the cooperation of the bolt connector 4, provides a precise rotation axis for the steering component 3, ensuring that the steering component 3 remains centered during rotation. This guarantees the alignment accuracy of the intermediate rail section 301 with the rail component 2 during reversal, preventing track misalignment caused by axis deviation. The tightening effect of the bolt connector 4 allows adjustment of the rotational resistance of the steering component 3 as needed, providing sufficient locking force under normal operating conditions to prevent displacement of the steering component 3 due to vibration or accidental collisions, ensuring the stability of the steering gear during the operation of the anti-fall slider. When direction adjustment is required, the steering operation can be easily achieved by loosening the nut, improving the operational flexibility of the steering gear. The stepped hole structure of the mounting hole 305, in cooperation with the washer, increases the contact area between the bolt head and the rotating disk 302, dispersing the tightening force and preventing component damage caused by local stress concentration. It also protects the surface of the rotating disk 302 from scratches by the bolt head, extending the service life of the steering component 3. Bolt connector 4 is fastened from the back of mounting base 1, keeping the front structure of the steering gear flat, reducing the risk of collision between operators and protruding parts such as bolt heads, and improving operational safety.

[0031] In some examples, the bottom surface of the rotating disk 302 is provided with an arc-shaped guide groove 303 along the circumferential direction. This arc-shaped guide groove 303 forms a semi-circular annular structure with the central axis of the rotating disk 302 as the center. A sliding protrusion 105 is provided on the bottom wall of the cylindrical recess 103 corresponding to the position of the arc-shaped guide groove 303. The sliding protrusion 105 is an arc-shaped protrusion adapted to the arc-shaped guide groove 303, and its cross-sectional shape is complementary to that of the arc-shaped guide groove 303, forming a sliding fit pair. Both ends of the sliding protrusion 105 extend to the edge area of ​​the bottom wall of the cylindrical recess 103, and its curvature covers the travel range of the steering component 3 from the lateral position to the vertical position. When the steering component 3 rotates around the central axis, the sliding protrusion 105 slides within the arc-shaped guide groove 303, restricting the radial displacement of the steering component 3 and providing rotational guidance to ensure that the intermediate rail section 301 is accurately aligned with the lateral mounting groove 101 or the vertical mounting groove 102 during rotation. The groove wall of the arc-shaped guide groove 303 maintains a clearance fit with the outer surface of the sliding protrusion 105, which allows for relative sliding while preventing dust and debris from entering the gap and affecting rotational performance. When the anti-fall slider passes through the turning area, the mating structure between the sliding protrusion 105 and the arc-shaped guide groove 303 bears the lateral force generated by the anti-fall slider, transferring the load to the mounting base 1 and reducing the lateral stress on the bolted connector 4.

[0032] The sliding engagement structure between the arc-shaped guide groove 303 and the sliding protrusion 105 provides a precise rotation trajectory for the steering component 3, ensuring that the intermediate rail section 301 rotates strictly along the preset path during the reversing process. This guarantees the alignment accuracy with the transverse or vertical rail component 2, preventing track misalignment or anti-fall slider jamming caused by rotational deviation. This structure effectively limits the radial displacement of the steering component 3, enhancing the stability of the steering gear under stress. When the anti-fall slider passes through the turning area at a certain speed, the engagement between the sliding protrusion 105 and the arc-shaped guide groove 303 resists lateral impact forces, maintaining the positional stability of the steering component 3 and improving the safety of the anti-fall slider operation. The large contact area between the arc-shaped guide groove 303 and the sliding protrusion 105 distributes the load generated by the anti-fall slider over a larger area, reducing local pressure, lowering the wear rate of components, and extending the service life of the steering gear. The two ends of the sliding protrusion 105 extend to the edge area of ​​the cylindrical sinker 103, forming a mechanical limit on the rotation angle of the steering component 3, preventing the steering component 3 from rotating excessively and causing the intermediate rail section 301 to disengage from the rail component 2, thus improving the reliability of the steering operation.

[0033] In some examples, the starting end of the arc-shaped guide groove 303 is located on the extension line of the horizontal mounting groove 101, and the ending end is located on the extension line of the vertical mounting groove 102, forming an arc structure with a central angle of 90 degrees. Limiting protrusions 106 are respectively provided at both ends of the sliding protrusion 105. The height of the limiting protrusion 106 is greater than the depth of the arc-shaped guide groove 303. When the steering component 3 rotates to the horizontal or vertical limit position, the limiting protrusion 106 forms a mechanical stop with the groove wall at the starting and ending ends of the arc-shaped guide groove 303. When the steering component 3 is in its initial horizontal state, the intermediate rail section 301 coincides with the direction of the transverse mounting groove 101. At this time, the limiting protrusion 106 of the sliding protrusion 105 contacts the starting end wall of the arc-shaped guide groove 303, restricting the steering component 3 from continuing to rotate counterclockwise. When it is necessary to switch to the vertical state, the operator rotates the steering component 3 clockwise, and the sliding protrusion 105 slides in the arc-shaped guide groove 303 until the other limiting protrusion 106 of the sliding protrusion 105 contacts the ending end wall of the arc-shaped guide groove 303. At this time, the steering component 3 stops rotating, and the intermediate rail section 301 coincides with the direction of the vertical mounting groove 102. The contact surfaces of the starting and ending end walls of the arc-shaped guide groove 303 and the limiting protrusion 106 are both planar structures, ensuring surface contact in the stop state and improving the limiting stability. When the anti-fall slider passes through the turning area, the limiting protrusion 106 and the stop structure of the arc-shaped guide groove 303 bear the inertial force generated by the anti-fall slider, preventing the steering component 3 from shifting.

[0034] The starting and ending point limiting fit structure of the arc-shaped guide groove 303 and the sliding protrusion 105 provides precise angular positioning for the steering component 3, ensuring that the intermediate rail section 301 is strictly aligned with the transverse or vertical rail component 2 at the end of rotation. This eliminates angular deviations that may occur during manual adjustment and improves the track docking accuracy. The surface contact stop design between the limiting protrusion 106 and the groove wall at the starting and ending ends of the arc-shaped guide groove 303 effectively disperses the impact force generated when the anti-fall slider passes through, reduces local stress concentration, lowers the risk of component damage, and extends the service life of the steering gear. This structural design forms a mechanical limiting mechanism, achieving accurate positioning of the steering component 3 without the need for additional positioning devices, simplifying the structure of the steering gear, and reducing manufacturing costs and assembly difficulty.

[0035] In some examples, a cross-shaped stop 106 is provided at the intersection of the transverse mounting groove 101 and the vertical mounting groove 102. This stop 106 is formed by the perpendicular intersection of a transverse baffle extending along the centerline of the transverse mounting groove 101 and a vertical baffle extending along the centerline of the vertical mounting groove 102, with its top surface flush with the bottom surface of the rail member 2. The transverse baffle of the stop 106 is located between the two sets of transverse mounting grooves 101, and the vertical baffle is located between the two sets of vertical mounting grooves 102, dividing the central area of ​​the mounting base 1 into four quadrants. During rotation, the two ends of the intermediate rail section 301 of the steering member 3 maintain a clearance fit with the edge of the stop 106. When the steering component 3 is in the lateral position, both ends of the intermediate rail section 301 are respectively connected to the rail component 2 in the lateral mounting groove 101. At this time, the vertical baffle of the stop 106 is located on both sides of the intermediate rail section 301, forming a lateral limit. When the steering component 3 rotates to the vertical position, both ends of the intermediate rail section 301 are connected to the rail component 2 in the vertical mounting groove 102, and the lateral baffle of the stop 106 is located on both sides of the intermediate rail section 301. During the steering process, when the intermediate rail section 301 disengages from the connection end of the rail component 2 in a certain direction, the corresponding baffle of the stop 106 immediately blocks the end of the intermediate rail section 301 to prevent the pulley group of the anti-fall slider from slipping off the end of the intermediate rail section 301. The edge of the baffle of the stop 106 has a smooth transition structure to avoid rigid collision with the pulley group of the anti-fall slider.

[0036] In some examples, a rotating locking head 5 is rotatably mounted on the bottom of the mounting base 1. This rotating locking head 5 is fixedly connected to the rotating disk portion 302 of the steering component 3 via bolt connectors 4, forming a rigid linkage structure—when the steering component 3 rotates around its central axis, the rotating locking head 5 rotates synchronously. A mounting ring 6 is fixedly mounted on the bottom of the mounting base 1, with elastic clips 7 arranged circumferentially on its inner wall. The starting and ending positions of the elastic clips 7 correspond to the lateral and vertical limit positions, respectively, and both ends are provided with elastic protrusions 701 protruding towards the axis of the mounting ring 6. The protrusion height of the elastic protrusions 701 is greater than the gap between the outer circumferential surface of the rotating locking head 5 and the inner wall of the mounting ring 6, forming a mechanical limiting structure. When the operator rotates the steering component 3, the rotating clamp 5 rotates synchronously, and its outer circumferential surface contacts and compresses the elastic protrusion 701, causing it to elastically deform. When rotated to the limit position in the lateral or vertical direction, the elastic restoring force of the elastic protrusion 701 clamps the rotating clamp 5 in the corresponding position. At this time, the intermediate rail section 301 is completely aligned with the lateral mounting groove 101 or the vertical mounting groove 102, realizing the switching of the track connection state. Throughout the rotation process, the limiting function of the elastic protrusion 701 ensures that the steering component 3 accurately stops at the preset limit position, avoiding manual calibration operations.

[0037] The rigid linkage structure between the rotating chuck 5 and the steering component 3 achieves synchronous rotation through a single bolt connection 4, simplifying the transmission mechanism design, reducing assembly steps, and lowering operational complexity. The cooperation between the elastic card 7 and the elastic protrusion 701 forms an automatic limit mechanism. The operator only needs to rotate the steering component 3 until they feel the engagement feedback of the elastic protrusion 701 to determine that the limit position has been reached, achieving precise steering in one step and significantly improving on-site operating efficiency. The elastic restoring force of the elastic protrusion 701 provides a stable limiting effect, effectively resisting external interference such as vibration and wind in high-altitude working environments, preventing unexpected rotation of the steering component 3, and ensuring the long-term stability of the docking state between the intermediate rail section 301 and the rail component 2. This limiting structure requires no additional drive components or complex control systems, relying solely on mechanical elasticity to achieve automatic positioning. It has the advantages of simple structure, high reliability, and low maintenance costs, making it particularly suitable for high-altitude working scenarios with stringent requirements for equipment safety and durability. By integrating the limiting function into the mating structure of the mounting base 1 and the rotating clamp 5, the problem of repeated calibration required for traditional multi-segment rail splicing is avoided, ensuring the accuracy and safety of the anti-fall slider's steering path from a mechanical structural perspective.

[0038] In some examples, the rotating disk portion 302 of the steering component 3 has a cylindrical receiving hole 304 extending radially through its side. This receiving hole 304 is perpendicularly connected to the central mounting hole 305, forming a T-shaped channel structure. The nut 410 of the bolt connector 4 has a square structure, and its external dimensions are adapted to the inner diameter of the receiving hole 304, allowing the nut 410 to slide radially into and be fixed therein. The bolt 420's thread passes upward from the through hole 104 at the bottom of the mounting base 1, and sequentially passes through the central hole of the shaft portion 501 of the rotating collet 5, the through hole 104 of the mounting base 1, and the mounting hole 305 of the steering component 3, and is threadedly connected to the nut 410 in the receiving hole 304. The snap-fit ​​piece 430 is an annular elastic piece with three claws 431 evenly distributed on its outer circumference. The inner diameter of the claw is adapted to the diameter of the bolt 420's thread, allowing the bolt 420 to pass freely. The outer circumferential surface of the shaft portion 501 of the rotating collet 5 has three circumferentially distributed slots 501a, and the claws 431 of the engaging piece 430 engage with the slots 501a. When the bolt 420 is tightened, the engaging piece 430 is pressed between the bottom surface of the mounting base 1 and the rotating collet 5, and the claws 431 engage with the slots 501a, thus forming a rigid connection between the rotating collet 5 and the bolt 420. Since the bolt 420 is threadedly connected to the nut 410, and the nut 410 is fixed in the receiving hole 304 of the steering component 3, when the steering component 3 rotates, the threaded pair between the nut 410 and the bolt 420 drives the bolt 420 to rotate synchronously, which in turn drives the rotating collet 5 to rotate synchronously through the engaging piece 430.

[0039] The mating structure between the receiving hole 304 and the nut 410 conceals the traditionally externally mounted nut within the steering component 3, avoiding the risk of loosening due to collisions or vibrations during high-altitude operations and improving connection reliability. The snap-fit ​​structure between the snap-fit ​​piece 430 and the rotating chuck 5 achieves reliable torque transmission through the mechanical engagement of the elastic claw 431 and the slot 501a, ensuring the synchronous rotation accuracy of the steering component 3 and the rotating chuck 5, eliminating the gaps and wear problems that may exist in traditional key or pin connections. This structural design allows the steering component 3, bolted connector 4, and rotating chuck 5 to form a modular assembly during assembly, secured together by the tightening force of the bolt 420, simplifying the on-site installation process and reducing the requirements for assembly tools. The mating of the square nut 410 and the cylindrical receiving hole 304 forms an anti-rotation structure, eliminating the need for additional tools to fix the nut 410 during bolt 420 tightening, thus improving assembly efficiency. The elastic design of the snap-fit ​​piece 430 allows it to absorb energy through elastic deformation when subjected to vibration loads, reducing the risk of loosening of the bolt 420 and extending the service life of the steering gear. By integrating the connection structure between the rotating snap-fit ​​head 5 and the steering component 3 onto the bolt connector 4, the number of parts is reduced, manufacturing costs are lowered, and the overall structural compactness of the steering gear is improved, making it suitable for scenarios with limited space for high-altitude operations.

[0040] In some examples, the two ends of the intermediate rail section 301 are designed as arc-shaped structures with radii consistent with the roller radius of the anti-fall slider pulley group, and the center of the arc is located on the rotation center axis of the steering component 3. When the steering component 3 rotates to the lateral or vertical limit position, the arc edges at both ends of the intermediate rail section 301 form a smooth transition mating surface with the end of the corresponding rail component 2, and the radius of curvature at the mating point remains consistent. Both sides of the horizontal mounting groove 101 and the vertical mounting groove 102 of the mounting base 1 are provided with through external connecting holes 107. The external connecting holes 107 are stepped holes, with a larger diameter near the outer side of the mounting base 1, forming a countersunk seat. The corresponding position of the rail component 2 is provided with an internal connecting hole 201, which is a smooth hole, and its diameter is adapted to the small diameter portion of the external connecting hole 107. The connector uses countersunk bolts 8 and nuts 9. The countersunk bolts 8 are inserted through the outer connecting hole 107 on the outside of the mounting base 1, passing through the outer connecting hole 107 and the inner connecting hole 201 in sequence, and are threadedly connected to the nuts 9 on the inside of the mounting base 1, thus securing the rail component 2 in the mounting groove. The head of the countersunk bolt 8 is completely recessed into the countersunk seat of the outer connecting hole 107, and its top surface is flush with the outer surface of the mounting base 1. The arc edge design at both ends of the intermediate rail section 301 allows the pulley block of the anti-fall slider to smoothly transition along a continuous radius of curvature when passing through the turning area, avoiding the impact and jamming phenomena caused by the traditional right-angle butt joint structure, reducing running resistance, reducing component wear, and extending the service life of the anti-fall slider and the track. The design that the center of the arc edge coincides with the turning center axis ensures that the mating surface between the intermediate rail section 301 and the rail component 2 always maintains a smooth transition during the turning process. No matter what angle the turning component 3 is at, the anti-fall slider can pass smoothly, improving the versatility and reliability of the steering system. The mating structure of the outer connecting hole 107 and the inner connecting hole 201, achieved by countersunk bolts 8, enables a detachable connection between the rail component 2 and the mounting base 1, facilitating on-site installation and subsequent maintenance. When the rail component 2 is worn or damaged, it can be disassembled and replaced individually without the need to remove the entire steering gear. The design of the head of the countersunk bolt 8 being recessed into the mounting base 1 prevents the bolt head from colliding with other objects during operation, reducing safety hazards and making the steering gear appear smoother, complying with safety regulations for aerial work platforms. The stepped hole structure of the outer connecting hole 107 provides accurate positioning and support for the countersunk bolt 8, ensuring uniform bolt stress and improving the stability and reliability of the connection. This connection method allows the rail component 2 to be fine-tuned within the mounting groove to compensate for machining and installation errors, ensuring the docking accuracy between the intermediate rail section 301 and the rail component 2.

[0041] It should be noted that the above embodiments are only used to illustrate the technical solution of this utility model and are not intended to limit it. Although this utility model has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solution of this utility model without departing from the spirit and scope of the technical solution of this utility model, and all such modifications or substitutions should be covered within the scope of the claims of this utility model.

Claims

1. A deflector for a steel tower fall arrestor track, used to provide reversing guidance for the fall arrestor sliding component, characterized in that, include: Mounting base (1), the mounting base (1) has two symmetrical horizontal mounting grooves (101) and two symmetrical vertical mounting grooves (102) on its side wall circumferentially. The horizontal mounting grooves (101) and the vertical mounting grooves (102) are respectively arranged in pairs on both sides of the mounting base (1). The four horizontal mounting grooves (101) and the vertical mounting grooves (102) are all used to insert a set of rails (2). The rails (2) are used to provide sliding guidance for the anti-fall sliding parts. A steering component (3) is rotatably mounted on the mounting base (1) at the intersection of the horizontal mounting groove (101) and the vertical mounting groove (102). The steering component (3) has an intermediate rail section (301). The steering component (3) is configured such that after the anti-fall slider rotates, the intermediate rail section (301) coincides with the length direction of the horizontal mounting groove (101) so that the intermediate rail section (301) is connected to the two sets of horizontal rails (2); or the intermediate rail section (301) coincides with the length direction of the vertical mounting groove (102) so that the intermediate rail section (301) is disconnected from the horizontal rails (2) and connected to the two sets of vertical rails (2) to realize the reversing movement of the anti-fall slider.

2. The tower anti-falling rail diverter according to claim 1, characterized in that, The mounting base (1) has a cylindrical recessed groove (103) at its center. The bottom of the steering component (3) has a rotating disk (302). The rotating disk (302) is rotatably disposed in the cylindrical recessed groove (103). The intermediate rail section (301) is disposed on the top surface of the rotating disk (302) and extends out of the cylindrical recessed groove (103).

3. The tower anti-falling rail diverter according to claim 2, characterized in that, The bottom wall of the cylindrical sinking trough (103) is provided with a through hole (104), and the rotating disk part (302) is provided with a mounting hole (305) coaxial with the through hole (104). The mounting hole (305) and the through hole (104) are used to pass through and fix the bolt connector (4).

4. The tower anti-falling rail diverter of claim 2, wherein, The bottom of the rotating disk (302) is provided with an arc-shaped guide groove (303), and the bottom wall of the cylindrical sink groove (103) is provided with a sliding protrusion (105). The sliding protrusion (105) and the arc-shaped guide groove (303) are slidably engaged to provide rotational guidance for the steering component (3).

5. The tower anti-falling rail diverter according to claim 4, characterized in that, The starting and ending ends of the arc-shaped guide groove (303) are located on the extension lines of the horizontal mounting groove (101) and the vertical mounting groove (102), respectively. The steering component (3) is configured such that, after rotation, the sliding protrusion (105) and the starting and ending points of the arc-shaped guide groove (303) limit the steering component (3) so that when the steering component (3) is at the end of rotation, the intermediate rail section (301) is along the direction of the horizontal mounting groove (101) or along the direction of the vertical mounting groove (102).

6. The tower anti-falling rail diverter of claim 1, wherein, A stop (106) is provided between the horizontal mounting groove (101) and the vertical mounting groove (102). The stop (106) is configured such that, during the process of the steering member (3) driving the anti-fall sliding member to turn, the stop (106) limits the anti-fall sliding member to prevent it from sliding off both ends of the intermediate rail section (301).

7. The tower anti-falling rail diverter according to claim 3, characterized in that, The bottom of the steering component (3) is provided with a rotating clamp (5). The steering component (3) and the rotating clamp (5) are fixed by the bolt connector (4) so ​​that they rotate synchronously. The bottom of the mounting base (1) is also provided with a mounting ring (6). An elastic card (7) is provided on the inner wall of the mounting ring (6). The starting and ending positions of the elastic card (7) are provided with elastic protrusions (701) protruding towards the axis of the mounting ring (6). The rotating clamp (5) is configured such that after being driven to rotate by the steering component (3), it abuts against and compresses the elastic protrusion (701). After the elastic protrusion (701) elastically resets, it limits the rotating clamp (5) to the limit position. At this time, the intermediate rail section (301) is connected to the horizontal mounting groove (101) or the vertical mounting groove (102).

8. The tower anti-falling rail diverter according to claim 7, characterized in that, The steering component (3) has a through-hole (304) on its side, which is connected to the mounting hole (305). The bolt connector (4) includes a nut (410), a bolt (420), and a snap-fit ​​piece (430). The through-hole (304) is used to accommodate the nut (410). The bolt (420) is used to thread into the nut (410) after passing through the snap-fit ​​piece (430), the through hole (104), and the mounting hole (305) in sequence. The snap-fit ​​piece (430) is located at the bottom of the mounting base (1) and snaps into the rotating head (5) so that the steering component (3) drives the rotating head (5) to rotate synchronously.

9. A tower anti-fall track deflector according to claim 1, characterized in that, The two ends of the intermediate track section (301) are curved.

10. The tower anti-falling rail diverter of claim 1, wherein, The mounting base (1) is also provided with a plurality of external connecting holes (107), which are used to penetrate the side walls of the vertical mounting groove (102) and the horizontal mounting groove (101). The rail (2) is also provided with corresponding internal connecting holes (201). The rail (2) is fixed in the vertical mounting groove (102) and the horizontal mounting groove (101) by means of a connector penetrating the external connecting holes (107) and the internal connecting holes (201).

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