A combined safety brake device for an elevator car

Abstract

This utility model discloses a composite safety braking device for elevator cars, comprising: an elevator control system, a first drive module, and a second drive module; the elevator control system is connected to the first drive module and the second drive module; the elevator control system is used to monitor the car's operating signals, upper leveling signals, and lower leveling signals to determine the car's operating status and position; the first drive module is used to brake the traction sheave to indirectly stop the car; the second drive module is used to directly stop the car at the target position on the elevator guide rail to achieve secondary protection; the first drive module brakes the traction sheave to achieve conventional stopping; while the second drive module can directly act on the elevator guide rail to firmly fix the car at the target position, effectively overcoming the safety hazards caused by traditional braking systems relying on mechanical transmission links such as steel wire ropes and traction sheaves.

Description

Technical Field

[0001] This application relates to the field of elevator braking technology, and in particular to a composite safety braking device for elevator cars. Background Technology

[0002] With the continuous advancement of urbanization in my country, the number of high-rise buildings and residential buildings has increased rapidly. As a core piece of vertical transportation equipment, the safety performance of elevators is directly related to the safety of people's lives and property.

[0003] Currently, most elevators use an indirect braking method, where the brake acts on the traction sheave, and the car decelerates or stops thanks to the friction between the steel cables and the sheave. This braking path is long and involves many steps; failure of any critical component can cause the entire braking system to malfunction, leading to serious accidents such as loss of car control, overshooting, or bottoming out. Specifically: Under long-term alternating loads, wire ropes are prone to fatigue fracture or derailment. Brakes may fail to brake due to wear, jamming, or control malfunctions. Slippage between the traction sheave and wire rope due to wear or contamination can also prevent the car from stopping effectively even when the brakes are engaged. Because traditional braking systems use a series indirect transmission structure of "brake—traction sheave—wire rope—car," failure in any link can lead to a complete loss of braking function. There is a lack of independent, direct emergency stopping mechanisms that act on the car itself, making it difficult to ensure passenger safety in the event of a sudden malfunction.

[0004] Therefore, there is an urgent need to propose a method that can achieve safe stopping of elevators through direct braking. Utility Model Content

[0005] This application aims to at least partially address one of the technical problems in the related art.

[0006] Therefore, the purpose of this application is to provide a composite safety braking device for elevator cars to solve at least one of the above-mentioned technical problems.

[0007] To achieve the above objectives, a first aspect of this application provides a composite safety braking device for an elevator car, comprising: an elevator control system, a first drive module, and a second drive module; the elevator control system is connected to the first drive module and the second drive module. The elevator control system is used to monitor the car's operating signals, upper leveling signals, and lower leveling signals to determine the car's operating status and position. The first drive module is used to brake the traction sheave to indirectly stop the car; The second drive module is used to stop the car directly at the target position on the elevator guide rail to achieve secondary protection; Specifically, when the elevator control system detects that the operating signal is 0, the upper leveling signal is 1, and the lower leveling signal is 1, it drives the first drive module and the second drive module to stop the car through a combination of direct and indirect methods; when the first drive module fails, the elevator control system controls the second drive module to stop the car directly at the target position on the elevator guide rail.

[0008] Furthermore, the first drive module is a brake.

[0009] Furthermore, the second drive module includes a drive unit and a mating unit. The drive unit is disposed on the car in a direction perpendicular to the elevator guide rail. The mating unit is disposed parallel to the elevator guide rail. The drive unit operates in conjunction with the mating unit to stop the car directly at the target position on the elevator guide rail.

[0010] Furthermore, the drive unit includes a telescopically movable drive rod, the mating part is a stop plate, the stop plate is provided with a stop hole in the longitudinal direction, and the drive rod is inserted into the stop hole in the transverse direction to stop the car at the target position.

[0011] Furthermore, the target location can be a level location or a non-level location.

[0012] Furthermore, the blocking hole is a 360mm elongated hole structure. When the first drive module is working normally, the drive rod moves to the middle of the blocking hole to stop the car. When the first drive module fails, the car moves along the lifting direction until the drive rod fits against the side wall of the blocking hole to stop the car.

[0013] Furthermore, the second driving module is an electromagnetic coil, and the driving rod is an electromagnet core.

[0014] Furthermore, the first drive module and the second drive module also include corresponding contactors. The elevator control system sends the monitored running signal, upper leveling signal and lower leveling signal to the contactors corresponding to the first drive module and the second drive module. The contactors drive the corresponding first drive module and the second drive module to act in order to stop the car.

[0015] Furthermore, when the elevator control system detects that the operating signal is 0, after the drive rod moves to the middle of the stop hole to complete the car stop, the first drive module is in a de-energized state.

[0016] Furthermore, the second drive module is provided in two sets, which are arranged opposite each other on the top of the car.

[0017] The embodiments of this application have the following technical effects: This application achieves a dual safety guarantee mechanism combining indirect and direct braking by setting up a first drive module and a second drive module. The first drive module brakes the traction sheave for conventional stopping; while the second drive module directly acts on the elevator guide rails, firmly fixing the car in the target position, effectively overcoming the safety hazards caused by traditional braking systems that rely on mechanical transmission links such as wire ropes and traction sheaves. Even in extreme situations such as wire rope breakage, derailment, or brake failure, the second drive module can still start independently, ensuring that the car is stopped in a timely and reliable manner, greatly improving the safety performance of the elevator system.

[0018] The second drive module employs a design where a drive rod engages with a stop hole. Combined with the elevator control system's precise judgment of operating signals, upper leveling signals, and lower leveling signals, it can simultaneously trigger dual-stage braking when the car reaches the leveling / non-leveling zone. Under normal circumstances, the drive rod extends into the middle of the stop hole for a smooth stop. When the first drive module fails, the car continues to move until the drive rod contacts the side wall of the stop hole, immediately achieving rigid limiting and preventing overshoot or undershoot accidents. This process is rapid and reliable. Attached Figure Description

[0019] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein: Figure 1 This is a schematic diagram of the overall structure of a composite safety braking device for an elevator car provided in Embodiment 1 of this application; Figure 2 This is a partial structural schematic diagram of a composite safety braking device for an elevator car provided in Embodiment 1 of this application; Figure 3 This is a schematic diagram of the braking state of a composite safety braking device for an elevator car in a non-leveling position, as provided in Embodiment 1 of this application. Figure 4 This is a schematic diagram of a composite safety braking device for an elevator car provided in Embodiment 2 of this application; Figure 5 This is a schematic diagram of the drive rod and housing of a composite safety braking device for an elevator car provided in Embodiment 2 of this application.

[0020] In the diagram: 1, traction machine; 2, traction sheave; 3, brake; 4, traction rope; 5, stop plate; 6, solenoid valve; 7, drive rod; 8, slider; 9, slide rail; 10, car; 11, counterweight; 12, energy-absorbing rod; 13, protrusion; 14, outer shell; 15, energy-absorbing layer. Detailed Implementation

[0021] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0022] Example 1

[0023] like Figure 1-2 As shown, this embodiment discloses a composite safety braking device for an elevator car, including: an elevator control system, a first drive module, and a second drive module; the elevator control system is connected to the first drive module and the second drive module; the elevator control system is used to monitor the operating signal, upper leveling signal, and lower leveling signal of the car 10 to determine the operating status and position of the car 10; the first drive module is used to brake the traction sheave 2 to indirectly stop the car 10; the second drive module is used to directly stop the car 10 at the target position on the elevator guide rail to achieve secondary protection. Specifically, when the elevator control system detects that the operating signal is 0, the upper leveling signal is 1, and the lower leveling signal is 1, it drives the first drive module and the second drive module to stop the car 10 through a combination of direct and indirect methods; when the first drive module fails, the elevator control system controls the second drive module to stop the car 10 directly at the target position on the elevator guide rail.

[0024] In another embodiment, the second drive module includes a drive unit and a mating unit. The drive unit is disposed on the car 10 in a direction perpendicular to the elevator guide rail. The mating unit is disposed parallel to the elevator guide rail. The drive unit operates in conjunction with the mating unit to stop the car 10 directly at the target position on the elevator guide rail.

[0025] In another embodiment, the drive unit includes a telescopically movable drive rod 7, the mating part is a stop plate 5, the stop plate 5 is provided with a stop hole in the longitudinal direction, and the drive rod 7 is inserted into the stop hole in the transverse direction to stop the car 10 at the target position.

[0026] In another embodiment, the blocking hole is a 360mm elongated hole structure. When the first drive module is working normally, the drive rod 7 moves to the middle (180mm) of the blocking hole to stop the car 10. When the first drive module fails, the car 10 moves along the lifting direction until the drive rod 7 fits against the side wall of the blocking hole to stop the car 10.

[0027] In this embodiment, the second drive module works in conjunction with the first drive module, and both participate in the braking process simultaneously regardless of whether the first drive module malfunctions. When the first drive module is functioning normally, the car 10 achieves a smooth stop primarily through indirect braking via the traction sheave 2. While the second drive module participates in braking, its role is relatively minor; even so, it still provides auxiliary braking force, enhancing braking reliability and response speed. Crucially, when the first drive module fails to brake due to a malfunction, the second drive module can immediately function independently, directly stopping the car 10 at the target position on the elevator guide rail via the drive rod 7, preventing dangerous accidents such as slippage, overshooting, or bottoming out, thus achieving seamless safety protection. Furthermore, the second drive module has a simple structure, reliable operation, and low manufacturing and maintenance costs, making it suitable for large-scale application.

[0028] In another implementation, the target location is a flat location and a non-flat location.

[0029] In another embodiment, the second drive module is a solenoid valve 6, wherein the main function of the second drive module is an electromagnetic coil, and the drive rod 7 is an electromagnet core.

[0030] In another embodiment, the second drive module may also be a cylinder.

[0031] In another embodiment, the first drive module and the second drive module further include corresponding contactors. The elevator control system sends the monitored operating signal, upper leveling signal, and lower leveling signal to the contactors corresponding to the first drive module and the second drive module. The contactors drive the corresponding first drive module and the second drive module to operate and stop the car 10. When the elevator control system detects that the operating signal is 0, after the drive rod moves to the middle of the stop hole to complete the car stop, the first drive module is de-energized.

[0032] In the braking system, the contactor is responsible for controlling the on / off state of the current. When the elevator operation signal is 1, meaning the elevator is in operation, the contactors of the first and second drive modules close, energizing the electromagnetic coils and putting the first and second drive modules in a non-braking state (brake shoes disengaged and drive rod 7 retracted). When the elevator operation signal is 0, meaning the elevator is not in operation, the contactors of the first and second drive modules open, cutting off the current and de-energizing the electromagnetic coils, putting the first and second drive modules in a braking state (brake shoes engaged and drive rod 7 extended), stopping the car 10. At this time, the first drive module is de-energized and in a de-energized state.

[0033] It is worth noting that when the elevator reaches the leveling position or the absolute leveling position, the second drive module can stop the car and allow the drive rod to insert into the stop hole. However, if the elevator control system malfunctions and cannot close the circuit, causing the elevator to be in a non-operating state and stop at a non-leveling position, and at the same time, the first drive module also malfunctions and cannot brake, the elevator control system detects a running signal of 0 and controls the drive rod to push outward through the contactor. Although it cannot insert into the stop hole when not at the leveling position, when the elevator reaches the vicinity of the stop plate at the leveling position, the drive rod is limited to the upper / lower side of the stop plate. Figure 3 As shown (the state on the lower side is not shown), this also enables elevator stopping at non-level positions.

[0034] In another embodiment, the second drive module is provided in two sets, which are arranged opposite to each other on the top of the car 10.

[0035] In another embodiment, the first drive module is a brake. The brake includes a traction machine 1, a traction sheave 2, a brake 3, and a traction rope 4. The brake 3 is mounted on the output shaft of the traction machine 1 and is used to lock the traction sheave 2 during emergency braking or stopping. The brake 3 is equipped with brake pads that act directly on the output shaft of the traction machine 1, pressing the brake pads against the output shaft and preventing its rotation, thus braking the traction sheave 2. The traction machine 1 converts its high-speed, low-torque motor output to a low-speed, high-torque output via a reducer, driving the traction sheave 2 to rotate. The traction sheave 2 is connected to the car 10 via the traction rope 4. When the traction machine 1 starts, its output shaft drives the traction sheave 2 to rotate, which in turn drives the car 10 to move up and down via the traction rope 4. The brake also includes a counterweight 11. One end of the traction rope 4 is fixed to the car 10, and the other end is connected to the counterweight 11 for balance. When the traction sheave 2 rotates, the traction rope 4 drives the car 10 and the counterweight 11 to move relative to each other, thereby raising and lowering the car 10.

[0036] Furthermore, the car 10 is raised and lowered by the guide control of the slide rail 9 and the slider 8.

[0037] Example 2

[0038] like Figure 4-5 As shown, in this embodiment, based on embodiment 1, energy-absorbing structures are added to the top and bottom of the stop hole. When the brake fails, the drive rod 7 effectively absorbs the vibration force generated during the up-and-down movement of the car 10 within the stop hole, following the direction of the car 10's movement. During the stop rod's trigger braking process, it absorbs some of the kinetic energy of the car 10, reducing rigid collisions.

[0039] The energy-absorbing structure includes a housing 14 that matches the bottom of the blocking hole, and the housing 14 is filled with an energy-absorbing layer 15. Energy-absorbing rods 12 are provided at the upper and lower ends of the drive rod 7, and protrusions 13 are provided on the energy-absorbing rods 12. When the drive rod 7 moves to the top / bottom of the blocking hole, the protrusions 13 are inserted into the housing 14 to gradually compress the energy-absorbing layer 15 to absorb the kinetic energy of the rigid impact between the drive rod 7 and the mating part.

[0040] Furthermore, the top of the outer shell 14 has a through hole, and the energy-absorbing layer 15 below the through hole has a tapered cavity with a gradually increasing diameter, and the tapered cavity is coaxially arranged with the through hole.

[0041] Furthermore, the energy-absorbing layer 15 adopts an aluminum honeycomb panel structure, with a high-strength aluminum plate covering the outer side and a regularly arranged aluminum honeycomb core material forming a composite sandwich structure. The protrusion 13 is made of soft rubber material, and the overall diameter of the energy-absorbing rod 12 and the protrusion 13 is larger than the maximum diameter of the conical cavity, thus forming an interference fit during operation. When the elevator needs to be stopped, the drive rod 7 drives the protrusion 13 to move at high speed towards the conical cavity inside the outer shell 14, and enters the interior through the through-hole on the outer shell 14. In the initial stage, the protrusion 13 first contacts the edge of the through-hole under a huge impact force and begins to squeeze in. Because its material is soft rubber, it has good compression rebound and deformation capabilities, so it quickly becomes elastic under instantaneous impact, forming state A, that is, the front end of the protrusion 13 is significantly compressed and radially expanded, partially embedding into the area around the through-hole, while converting some of the kinetic energy into strain energy within the material.

[0042] Next, the deformed protrusion 13 enters the conical cavity. Although the cavity diameter gradually increases, because the original size of the protrusion 13 is larger than the diameter of any cross-section of the cavity, it is still under strong compression in the initial stage of entry, forming state B. The protrusion 13 continuously applies radial pressure to the surrounding aluminum honeycomb material, forcing the aluminum honeycomb to undergo local buckling, shearing, and folding. As the drive rod 7 continues to descend, the protrusion 13 gradually moves towards the bottom of the conical cavity, and the cross-sectional area of ​​the cavity continuously increases. The constraint on the protrusion 13 gradually decreases, but due to its own elastic recovery tendency and continuous axial propulsion, it still maintains a certain pressure on the aluminum honeycomb, causing the honeycomb structure to collapse layer by layer along the stroke direction, achieving continuous kinetic energy absorption.

[0043] The energy absorption mechanism of this process is mainly reflected in two aspects: first, the elastic deformation of the soft rubber protrusion 13 itself; second, the aluminum honeycomb will deform slightly when it is compressed, and then collapse evenly layer by layer to form a stable buffer force, continuously absorb the impact energy, and finally be completely compressed. The whole process is stable and controllable.

[0044] The diameter of the conical cavity gradually increases from top to bottom. When the protrusion 13 first enters the narrower upper part, the compression is intense, generating great resistance, which can quickly absorb the initial impact force. As it moves downward, the space gradually widens, the degree of compression decreases, and the resistance also gradually decreases, making the buffering process smoother. This prevents sudden jamming and extends the buffering distance, making it safer for the car 10 to stop.

Claims

1. A composite safety braking device for an elevator car, characterized in that, include: Elevator control system, first drive module and second drive module; The elevator control system is connected to the first drive module and the second drive module; The elevator control system is used to monitor the car's operating signals, upper leveling signals, and lower leveling signals to determine the car's operating status and position. The first drive module is used to brake the traction sheave to indirectly stop the car; The second drive module is used to stop the car directly at the target position on the elevator guide rail to achieve secondary protection; Specifically, when the elevator control system detects that the operating signal is 0, the upper leveling signal is 1, and the lower leveling signal is 1, it drives the first drive module and the second drive module to stop the car through a combination of direct and indirect methods; when the first drive module fails, the elevator control system controls the second drive module to stop the car directly at the target position on the elevator guide rail.

2. A composite safety braking device for an elevator car according to claim 1, characterized in that, The first drive module is a brake.

3. A composite safety braking device for an elevator car according to claim 1, characterized in that, The second drive module includes a drive unit and a mating unit. The drive unit is disposed on the car in a direction perpendicular to the elevator guide rail. The mating unit is disposed parallel to the elevator guide rail. The drive unit operates in conjunction with the mating unit to stop the car directly at the target position on the elevator guide rail.

4. A composite safety braking device for an elevator car according to claim 3, characterized in that, The drive unit includes a telescopic drive rod, and the mating part is a stop plate. The stop plate has a stop hole in the longitudinal direction, and the drive rod is inserted into the stop hole in the transverse direction to stop the car at the target position.

5. A composite safety braking device for an elevator car according to claim 4, characterized in that, The target location can be a level location or a non-level location.

6. A composite safety braking device for an elevator car according to claim 4, characterized in that, The blocking hole is a 360mm elongated hole structure. When the first drive module is working normally, the drive rod moves to the middle of the blocking hole to stop the car. When the first drive module fails, the car moves along the lifting direction until the drive rod fits against the side wall of the blocking hole to stop the car.

7. A composite safety braking device for an elevator car according to claim 4, characterized in that, The second driving module is an electromagnetic coil, and the driving rod is an electromagnet core.

8. A composite safety braking device for an elevator car according to claim 1, characterized in that, The first drive module and the second drive module also include corresponding contactors. The elevator control system sends the monitored running signals, upper leveling signals and lower leveling signals to the contactors corresponding to the first drive module and the second drive module. The contactors drive the corresponding first drive module and the second drive module to act in order to stop the car.

9. A composite safety braking device for an elevator car according to claim 4, characterized in that, When the elevator control system detects that the operating signal is 0, the drive rod moves to the middle of the stop hole to complete the car stop, and the first drive module is in a de-energized state.

10. A composite safety braking device for an elevator car according to claim 1, characterized in that, The second drive module is provided in two sets, which are arranged opposite each other on the top of the car.

Images