Bounce suppression device for an elevator

Abstract

The utility model relates to a bounce suppression device of elevator. The bounce suppression device of elevator includes control panel, power, contactor and rail clamp, and the rail clamp includes frame and two clamp pincers and trigger element arranged on the frame, the frame is connected on the car roof surface, the two clamp pincers are oppositely arranged and stretch out from the car roof surface to form the space for the car guide rail to pass through, and the two clamp pincers have the clamping state of clamping the car guide rail and the release state of being away from the car guide rail through the linkage with the trigger element, the control panel is electrically connected with the power, the contactor and the trigger element of the rail clamp respectively, the power is electrically connected with the contactor, and the contactor is electrically connected with the trigger element of the rail clamp. The utility model can improve the stability of elevator in the operation process, reduce the unstable swing caused by mechanical factors, thereby reduce the passenger accident risk.

Description

TECHNICAL FIELD

[0001] The utility model relates to the technical field of elevator safe operation especially relates to elevator's bounce suppression device. BACKGROUND

[0002] Under the background of current elevator transportation efficiency requirement increasing, part model elevator exists when passenger enters and exits car, car up and down trembles big problem, this greatly reduces the comfort of passenger riding elevator, and leads to elevator equipment wear and tear, increases maintenance cost and difficulty. Therefore, it is necessary to provide a kind of elevator's bounce suppression device.

[0003] The above statement of background art is only for the convenience of the in-depth understanding of the technical scheme (the technical means used, the technical problems solved and the technical effects generated) of the utility model, and should not be regarded as acknowledging or implying in any form that the message constitutes the prior art known to those skilled in the art. CONTENT OF UTILITY MODEL

[0004] The utility model aims at providing a kind of elevator's bounce suppression device, it can improve the stability of elevator in the process of operation, reduce the unstable shaking caused by mechanical factors, reduce the mechanical wear and failure rate of components such as steel wire rope caused by unstable elevator operation, reduce passenger accident risk.

[0005] According to one embodiment of the utility model, a kind of elevator's bounce suppression device is provided, including control panel, power supply, contactor and rail clamp;Rail clamp includes the frame installed in car and the trigger element, inductive element and clamp jaw arranged on the frame, clamp jaw forms the clamping surface for the car guide rail to pass through by relative arrangement, the linkage connection of clamp jaw and trigger element makes the distance between clamping surface can change, so that clamp jaw has the clamping state of clamping car guide rail and the release state of far from car guide rail, inductive element is used to sense the clamping state or release state of clamp jaw by the linkage between clamp jaw and trigger element;Control panel is electrically connected with power supply, contactor and the inductive element of rail clamp respectively;Power supply is electrically connected with contactor, and contactor is electrically connected with the trigger element of rail clamp.

[0006] Control panel can send power-on signal to power supply, and can send contactor-closing signal to contactor, and the power of power supply is supplied to the trigger element of rail clamp via closed contactor, so that clamp jaw is in clamping state.

[0007] Control panel can send power-off signal to power supply, and can send contactor-opening signal to contactor, and the power of power supply cannot be supplied to the trigger element of rail clamp or the power of power supply cannot be supplied to the trigger element of rail clamp due to the opening of contactor, so that clamp jaw is in release state.

[0008] The control board may include a clock circuit, and the control board is configured to send a contactor disconnect signal to the contactor after a reference time period following when the control board sends a power-off signal to the power supply.

[0009] The contactor can send status feedback signals to the control panel indicating whether the device is closed or open.

[0010] The clamp may include a swing arm pivot, a first swing arm, a second swing arm, a drive linkage, and clamping components. The swing arm pivot passes vertically through the frame. The projections of the first and second swing arms in the vertical direction intersect each other and are respectively hinged to the swing arm pivot at the intersection. The drive linkage passes longitudinally through the frame. The ends of the first and second swing arms near the car guide rail are respectively connected to clamping components for forming clamping surfaces, and the ends away from the car guide rail are hinged to different ends of the drive linkage. A trigger element may be located at the end of the frame away from the car guide rail and connected to the middle of the drive linkage. When the trigger element receives power, the trigger element drives the drive linkage to move in the lateral direction, thereby causing the first and second swing arms to rotate in a direction closer to each other, so that the distance between the clamping surfaces is shortened and the clamp is in a clamping state.

[0011] The triggering element may include an electromagnet, with a spindle at its center that can move depending on whether the electromagnet receives power. The spindle may be connected to the middle of a drive linkage.

[0012] The drive linkage may include a first transverse rod, a longitudinal rod, and a second transverse rod connected in sequence; the end of the first swing arm away from the car guide rail is hinged to the first transverse rod, and the end of the second swing arm away from the car guide rail is hinged to the second transverse rod; a spindle may be connected to the middle of the longitudinal rod. When the electromagnet receives power, the spindle moves laterally towards the end away from the car guide rail; when the electromagnet no longer receives power, the spindle returns to its previous position. A triggering element may be connected to the middle of the longitudinal rod via at least one third transverse rod. The sensing element may include a magnet and a magnetic induction switch; the magnet is disposed on one of the third transverse rods, and the magnetic induction switch is disposed at the end of the frame away from the car guide rail corresponding to the position of the magnet; the magnetic induction switch is electrically connected to the control board to send a status feedback signal of clamping or releasing state to the control board based on the sensed distance from the magnet.

[0013] Each clamping component may include a friction plate base and a friction plate disposed on the friction plate base; the friction plate base is hinged to the end of each of the first swing arm and the second swing arm near the car guide rail, and the friction plates on the two friction plate bases are disposed opposite each other to form a clamping surface through which the car guide rail passes; a guide pin is provided on the friction plate base, and a guide hole is provided on the frame for the guide pin to slide. Through the mutual cooperation between the guide pin and the guide hole, the friction plates on the two friction plate bases always remain relatively parallel when the first swing arm and the second swing arm rotate.

[0014] The present invention adopts the above technical solution and has the following beneficial effects: the present invention can improve the stability of the elevator during operation, reduce the unstable shaking caused by mechanical factors, reduce the mechanical wear and failure rate of components such as steel wire ropes caused by the unstable operation of the elevator, and reduce the risk of passenger accidents. Attached Figure Description

[0015] The exemplary embodiments of this utility model will be described in more detail below with reference to the accompanying drawings. For clarity, the same components in different drawings are shown with the same reference numerals. It should be noted that the drawings are for illustrative purposes only and are not necessarily drawn to scale. In these drawings:

[0016] Figure 1 This is a block diagram of an elevator bounce suppression device according to an embodiment of the present invention.

[0017] Figure 2 This is a three-dimensional structural diagram of the rail clamp in an exemplary embodiment of the bounce suppression device according to the present utility model.

[0018] Figure 3 This is a schematic diagram showing the rail clamp in the released state of the bouncing suppression device according to an exemplary embodiment of the present invention.

[0019] Figure 4 This is a schematic diagram showing the clamping state of the rail clamp in the bouncing suppression device according to an exemplary embodiment of the present invention.

[0020] Figure 5 This is a partial structural schematic diagram of the rail clamp in an exemplary embodiment of the bounce suppression device according to the present utility model. Detailed Implementation

[0021] The following provides a detailed description of the implementation scheme of this utility model. This implementation scheme is carried out based on the technical solution of this utility model and provides detailed implementation methods and specific operation processes. However, the protection scope of this utility model is not limited to the following implementation scheme.

[0022] Figure 1 This is a block diagram of an elevator bounce suppression device according to an embodiment of the present invention. Figure 1 As shown, the elevator bounce suppression device of the embodiment of this utility model includes a control board 10, a power supply 20, a contactor 30, and a rail clamp 40.

[0023] Figure 2 This is a three-dimensional structural diagram of the rail clamp in an exemplary embodiment of the bounce suppression device according to the present utility model. Figure 2As shown, the rail clamp 40 includes a frame 41 mounted on the car, and a trigger element 42, a sensing element 43, and a clamp 44 disposed on the frame 41. The clamp 44 has clamping surfaces 44a arranged opposite each other for the car guide rail to pass through. The linkage between the clamp 44 and the trigger element 42 allows the distance between the clamping surfaces 44a to be changed, thus the clamp 44 has a clamped state that clamps the car guide rail and a released state that moves away from the car guide rail. The sensing element 43 is used to sense the clamping or released state of the clamp 44 through the linkage between the clamp and the trigger element.

[0024] The control board 10 is electrically connected to the main board 50 outside the bounce suppression device, so that the main board 50 can supply 24V DC power to the control board 10, and the control board 10 and the main board 50 can communicate with each other through the Controller Area Network (CAN).

[0025] Furthermore, inside the bounce suppression device, the control board 10 is electrically connected to the power supply 20, the contactor 30, and the rail clamp 40 (specifically, the sensing element 43 of the rail clamp 40). The power supply 20 is electrically connected to the contactor 30. The contactor 30 is electrically connected to the rail clamp 40 (specifically, the triggering element 42 of the rail clamp 40).

[0026] The control board 10 is electrically connected to the power supply 20, allowing the control board 10 to send a power-on signal or a power-off signal to the power supply 20. On one hand, the power supply 20 can receive the power-on signal or power-off signal from the control board 10; on the other hand, the power supply 20 can receive 220V AC power from an external source. When the power supply 20 receives the power-on signal from the control board 10, it can supply power; when the power supply 20 receives the power-off signal from the control board 10, it cannot supply power.

[0027] The control board 10 is electrically connected to the contactor 30, so that the control board 10 can send control signals to the contactor 30. Specifically, the control signals include contactor closing signals and contactor opening signals. Accordingly, the contactor 30 can perform closing or opening according to the received contactor closing signal or contactor opening signal, and can also send a status feedback signal of closed or open state to the control board 10.

[0028] The control board 10 is electrically connected to the sensing element 43 of the rail clamp 40, so that the sensing element 43 can send the state feedback signal of the sensed clamping state or release state to the control board 10.

[0029] Power supply 20 is electrically connected to contactor 30, and contactor 30 is electrically connected to trigger element 42 of rail clamp 40. When power supply 20 supplies power and contactor 30 is closed, trigger element 42 of rail clamp 40 receives power, causing clamp 44 to be in a clamping state. When power supply 20 does not supply power, or when power supply 20 supplies power but contactor 30 is open, trigger element 42 of rail clamp 40 does not receive power, causing clamp 44 to be in a released state.

[0030] Figure 3 This is a schematic diagram showing the rail clamp in the released state of the bouncing suppression device according to an exemplary embodiment of the present invention. Figure 4 This is a schematic diagram showing the clamping state of the rail clamp in the bouncing suppression device according to an exemplary embodiment of the present invention. Figure 5 This is a partial structural schematic diagram of the rail clamp in an exemplary embodiment of the bounce suppression device according to the present invention. In the following, in conjunction with... Figures 2 to 5 The specific structure of the rail clamp according to an exemplary embodiment of the present invention will be described in detail.

[0031] The clamp 44 includes a swing arm pivot 443, a first swing arm 441, a second swing arm 442, a drive linkage 444, and a clamping member 445. The swing arm pivot 443 passes through the frame 41 in a vertical direction (i.e., the z-direction in the figure). The projections of the first swing arm 441 and the second swing arm 442 in the vertical direction intersect each other and are respectively hinged to the swing arm pivot 443 at the intersection. The swing arm pivot 443 can be a single piece or multiple segments separated by the first swing arm 441 and the second swing arm 442.

[0032] The drive link 444 extends longitudinally through the frame 41 (i.e., the y-direction in the figure). The ends of the first swing arm 441 and the second swing arm 442 closest to the car guide rail 60 are respectively connected to clamping members 445 for forming clamping surfaces, and the ends furthest from the car guide rail 60 are hinged to different ends of the drive link 444. Specifically, the drive link 444 includes a first transverse link 444a, a longitudinal link 444b, and a second transverse link 444c connected in sequence. The end of the first swing arm 441 furthest from the car guide rail 60 is hinged to the first transverse link 444a, and the end of the second swing arm furthest from the car guide rail 60 is hinged to the second transverse link 444c.

[0033] The trigger element 42 is located at the end of the frame 41 away from the car guide rail 60 and connected to the middle of the drive linkage 444. When the trigger element 42 receives power, it drives the drive linkage 444 to move laterally (i.e., in the x direction shown in the figure), causing the first swing arm 441 and the second swing arm 442 to rotate towards each other, thus shortening the distance between the clamping surfaces 44a and putting the clamp 44 in a clamping state. Conversely, when the trigger element 42 no longer receives power, it drives the drive linkage 444 back to its previous position, causing the first swing arm 441 and the second swing arm 442 to rotate away from each other, thus lengthening the distance between the clamping surfaces 44a and putting the clamp 44 in a released state.

[0034] As a specific example, the trigger element 42 may include an electromagnet 421, with a spindle 422 at its center that can move depending on whether the electromagnet 421 receives power. The spindle 422 is connected to the middle of a drive link 444 (specifically, longitudinal link 444b). When the electromagnet 421 receives power, the spindle 422 moves laterally away from the car guide rail 60. When the electromagnet 421 no longer receives power, the spindle 422 returns to its previous position. Preferably, a compression spring 423 may be fitted onto the spindle 422. One end of the compression spring 423 abuts against a flange (not shown) of the spindle 422, and the other end abuts against the inner wall of the frame 41 at the end away from the car guide rail 60. Thus, the compression spring 423 helps the spindle 422 return to its previous position.

[0035] Each clamping member 445 includes a friction plate base 445a and a friction plate 445b disposed on the friction plate base 445a. The friction plate base 445a is hinged to one end of each of the first swing arm 441 and the second swing arm 442 near the car guide rail 60. The friction plates 445b on the two friction plate bases 445a are arranged opposite each other to form a clamping surface through which the car guide rail 60 passes. A guide pin 445c is provided on the friction plate base 445a, and a guide hole 411 is provided on the frame 41 for the guide pin 445c to slide. Through the mutual cooperation between the guide pin 445c and the guide hole 411, the friction plates 445b on the two friction plate bases 445a always remain relatively parallel when the first swing arm 441 and the second swing arm 442 rotate.

[0036] Furthermore, the sensing element 43 includes a magnet 431 and a magnetic induction switch 432. The trigger element 42 is connected to the middle of the drive link 444 (specifically, the longitudinal link 444b) via at least one (e.g., two) third transverse rods 424. The magnet 431 may be disposed on one of the third transverse rods 424, and the magnetic induction switch 432 is disposed at the end of the frame 41 away from the car guide rail 60 corresponding to the position of the magnet 431. That is, the position of the magnetic induction switch 432 is fixed, while the position of the magnet 431 changes with the movement of the spindle 422, thereby allowing the magnetic induction switch 432 to sense the distance between itself and the magnet 431. The magnetic induction switch 432 is electrically connected to the control board 10, thereby sending a status feedback signal of clamping or releasing state to the control board 10 based on the sensed distance to the magnet.

[0037] Return to reference Figure 1 In one scenario, the control board 10 sends a power start signal to the power supply 20 and a contactor closing signal to the contactor 30. Power from the power supply 20 is supplied to the trigger element 42 of the rail clamp 40 via the closed contactor 30, causing the clamp 44 to be in a clamping state.

[0038] In another scenario, the control board 10 sends a power-off signal to the power supply 20 and a contactor-open signal to the contactor 30. The power supply 20 cannot supply power to the trigger element 42 of the rail clamp 40, or power from the power supply 20 cannot be supplied to the trigger element 42 of the rail clamp 40 due to the open contactor 30, thus releasing the clamp 44. Preferably, the control board 10 may include a clock circuit, configured to send a contactor-open signal to the contactor 30 after a reference time period (e.g., 20 seconds) after the control board 10 sends the power-off signal to the power supply 20. Thus, the clamp 44 is released because the power supply 20 cannot supply power to the trigger element 42 of the rail clamp 40.

[0039] The specific operation of the elevator bounce suppression device according to an exemplary embodiment of the present invention will be described in detail below.

[0040] After the elevator reaches its destination floor, its speed drops to zero, and the brake contactor releases. The control board 10 then detects the status feedback signal received from the rail clamp 40. If the status feedback signal is normal, indicating that the rail clamp 40 is in the released state, the control board 10 sends a contactor closing signal to the contactor 30. Once the control board 10 determines that the contactor is closed based on the status feedback signal received from the contactor 30, it then sends a power start signal to the power supply 20. Power from the power supply 20 is then supplied to the rail clamp 40 via the closed contactor 30, causing the rail clamp 40 to clamp the car guide rails. Otherwise, if any of the aforementioned conditions are not met, the rail clamp 40 remains in the released state.

[0041] During the releveling process at the door zone, if the rail clamp 40 is already clamped, it will not release and releveling will be performed while the rail clamp 40 is clamped. If the rail clamp 40 is not clamped, it will not clamp actively. When the elevator stops at a location other than the door zone, the bounce suppression device is inactive, and the rail clamp 40 will not clamp even if other conditions are met except at the door zone. During door opening and door opening to the desired position (except for early door opening), the rail clamp 40 clamps the car guide rail 60.

[0042] After the control board 10 sends a power-on signal, it begins timing. Under normal circumstances, after the rail clamp 40 clamps the car guide rail 60, it sends a clamping status feedback signal to the control board 10. In abnormal circumstances, if the control board 10 receives a release status feedback signal within 5 seconds after sending the power-on signal, it sends a power-off signal and a contactor disconnect signal in sequence. If the elevator does not have a running command, the control board 10 sends a power-on signal and a contactor close signal again after 5 seconds to attempt to clamp the rail clamp 40 onto the car guide rail 60. The control board 10 may attempt this a maximum of two more times. During the repeated clamping attempts, the door remains open; opening and closing actions are unaffected, and running commands can be registered. If both attempts fail, the elevator system reports the corresponding fault, the control board 10 sends a power-off signal and a contactor disconnect signal in sequence, the elevator doors open to the correct position and it does not start running again until the fault is manually reset. If both attempts are successful and no event is recorded, the attempt count is reset to zero, and the elevator proceeds to the next floor. If the elevator receives a run command, control panel 10 can respond to the run command by trying again, and no event is logged.

[0043] After the rail clamp 40 successfully activates, if the elevator does not issue a running command, it will remain in standby mode after the doors are closed, with the rail clamp 40 maintaining its grip on the car guide rail 60. If there is still no running command 20 seconds after the doors are closed, the control board 10 first sends a power-off signal, then delays for 1 second (parameter adjustable) before sending a contactor disconnect signal. The rail clamp 40 releases the car guide rail 60 and sends a status feedback signal indicating the release status. The release logic is the same for all operating conditions. If the elevator subsequently issues a running command, it will start running directly. If the doors open again on the same floor, the rail clamp 40 can clamp the car guide rail 60 again.

[0044] After the rail clamp 40 successfully activates, and the elevator receives a running command, the elevator doors close to the designated position, the main contactor closes, and the control board 10 first sends a power-off signal, followed by a contactor disconnect signal after a 150ms delay. The rail clamp 40 then releases the car guide rail 60. Once the control board 10 determines that the rail clamp 40 is in the released state based on the status feedback signal received from the rail clamp 40, the main board 50 sends a speed command. During the release process of the rail clamp 40, the brake can be released, and the elevator begins to run.

[0045] After the control board 10 sends a power-off signal, it begins timing. Under normal circumstances, after the rail clamp 40 releases the car guide rail 60, it sends a release status feedback signal to the control board 10. In abnormal circumstances, if the control board 10 determines within 5 seconds, based on the status feedback signal received from the rail clamp 40, that the rail clamp 40 is still in a clamped state, the main board 50 stops the elevator according to the normal timing sequence, and the control board 10 attempts to release the rail clamp 40 again. This is done three times in the door zone and three times in non-door zones, with all starting sequences repeated during each attempt, including those for the main contactor, inverter, and brake. If the rail clamp 40 still fails to release successfully after multiple attempts, the elevator system reports the corresponding fault, the elevator doors open to the correct position, and it stops running until the fault is manually reset. If the rail clamp 40 releases successfully during multiple attempts, the elevator returns to normal, the attempt count is reset to zero, and it proceeds to the next floor.

[0046] If control board 10 sends a contactor closing signal to contactor 30, but does not receive a status feedback signal from contactor 30 within 3 seconds, and if the elevator has no running command, control board 10 will attempt to send the contactor closing signal four more times. During these attempts, the door opening and closing actions are unaffected. If the elevator has a running command, it can respond to the running command. If all four attempts fail, the elevator will not start running after the doors are fully open until the fault is manually reset. If all four attempts are successful, the elevator returns to normal, the attempt count is reset to zero, and it proceeds to the next floor. If the elevator has a running command, it can respond to the running command.

[0047] If the control board 10 sends a contactor disconnect signal to the contactor 30, but no status feedback signal is received from the contactor 30 within 3 seconds, the main board 50 stops the elevator according to the normal timing, and the rail clamp 40 actuates. If the elevator has no running command, the control board 10 attempts to send the contactor disconnect signal four more times. During the attempts, the door opening and closing actions are unaffected. If the elevator has a running command, it can respond to the running command. If all four attempts fail to release the contactor, the elevator will not start running after the door is in position, until the fault is manually reset. If all four attempts are successful, the elevator returns to normal, the attempt count is reset to zero, and it proceeds to the next floor. If the elevator has a running command, it can respond to the running command.

[0048] When the elevator is running or stopped at zero speed, the control board 10 does not send any signals, but receives a status feedback signal indicating the clamping status of the rail clamp 40. In this case, the main board 50 records the fault information, the elevator stops at the nearest floor, and the rail clamp 40 clamps the car guide rail 60. If all feedback signals are correct, it returns to normal. When the elevator receives a running command 20 seconds after the door is closed, or within 20 seconds after the door is closed, the rail clamp 40 releases. If the status feedback signal of the rail clamp 40 is still in the clamped state within 5 seconds, the main board 50 stops the elevator according to the normal timing, and the control board 10 releases the rail clamp 40. If the release is still unsuccessful after several attempts, the elevator will not start running again until the fault is manually reset.

[0049] The specific electrical control logic and the number of retry attempts when an abnormal feedback signal is detected can be adjusted according to user needs.

[0050] The elevator bounce suppression device according to the embodiment of this utility model can improve the stability of the elevator during operation, reduce unstable shaking caused by mechanical factors, reduce mechanical wear and failure rate of components such as wire ropes caused by unstable elevator operation, thereby reducing the risk of passenger accidents.

[0051] The elevator bounce suppression device according to the embodiment of this utility model includes an electrical control device consisting of a control board, a power supply, and contactors. By monitoring and processing the relevant signals of the bounce suppression device, it ensures that the rail clamps can correctly clamp or release the car guide rails in a preset sequence. This electrical control device can ensure the reliable operation of the bounce suppression device, thereby effectively avoiding potential risks and improving safety.

[0052] The various embodiments of this utility model are not an exhaustive list of all possible combinations, but are intended to describe representative aspects of the utility model, and the contents described in the various embodiments can be applied independently or in two or more combinations.

[0053] The description of the exemplary embodiments presented above is merely illustrative of the technical solutions of this utility model and is not intended to be exhaustive or to limit the utility model to the precise forms described. Obviously, those skilled in the art can make many changes and variations based on the above teachings. The exemplary embodiments were chosen and described to explain the specific principles of this utility model and its practical applications, thereby enabling others skilled in the art to understand, implement, and utilize the various exemplary embodiments of this utility model and their various alternatives and modifications. The scope of protection of this utility model is intended to be defined by the appended claims and their equivalents.

Claims

1. A bounce suppression device for an elevator, characterized in that, Includes control board, power supply, contactor, and rail clamp; The rail clamp includes a frame mounted on the car and a triggering element, a sensing element and a clamp disposed on the frame. The clamp forms a clamping surface that is relatively disposed for the car guide rail to pass through. The linkage between the clamp and the triggering element allows the distance between the clamping surfaces to be changed, so that the clamp has a clamping state that clamps the car guide rail and a releasing state that moves away from the car guide rail. The sensing element is used to sense the clamping state or the releasing state of the clamp through the linkage between the clamp and the triggering element. The control board is electrically connected to the power supply, contactor, and sensing element of the rail clamp, respectively. The power supply is electrically connected to the contactor, and the contactor is electrically connected to the triggering element of the rail clamp.

2. The elevator bounce suppression device according to claim 1, characterized in that, The control board sends a power start signal to the power supply and a contactor closing signal to the contactor. The power from the power supply is supplied to the trigger element of the rail clamp via the closed contactor, so that the clamp is in the clamping state.

3. The elevator bounce suppression device according to claim 2, characterized in that, The control board sends a power off signal to the power supply and a contactor open signal to the contactor. The power supply cannot supply power to the trigger element of the rail clamp, or the power supply cannot supply power to the trigger element of the rail clamp due to the open contactor, causing the clamp to be in the released state.

4. The elevator bounce suppression device according to claim 3, characterized in that, The control board includes a clock circuit and is configured to send a contactor disconnect signal to the contactor after a reference time period following when the control board sends a power-off signal to the power supply.

5. The elevator bounce suppression device according to claim 1, characterized in that, The contactor sends a status feedback signal to the control panel indicating whether the contactor is closed or open.

6. The elevator bounce suppression device according to claim 1, characterized in that, The clamp includes a swing arm pivot, a first swing arm, a second swing arm, a drive link, and clamping components. The swing arm pivot passes through the frame in a vertical direction. The projections of the first and second swing arms in the vertical direction intersect each other and are respectively hinged to the swing arm pivot at the intersection. The drive link passes through the frame in a longitudinal direction. The ends of the first and second swing arms near the car guide rail are respectively connected to clamping components for forming clamping surfaces, and the ends away from the car guide rail are hinged to different ends of the drive link. The trigger element is located at the end of the frame away from the car guide rail and connected to the middle of the drive linkage. When the trigger element receives power, it drives the drive linkage to move in the lateral direction, thereby causing the first swing arm and the second swing arm to rotate in a direction closer to each other, so that the distance between the clamping surfaces is shortened and the clamp is in a clamping state.

7. The elevator bounce suppression device according to claim 6, characterized in that, The triggering element includes an electromagnet, and a spindle is located at the center of the electromagnet, which can move according to whether the electromagnet receives power. The spindle is connected to the middle of the drive linkage.

8. The elevator bounce suppression device according to claim 7, characterized in that, The drive linkage includes a first transverse link, a longitudinal link, and a second transverse link connected in sequence. The end of the first swing arm away from the car guide rail is hinged to the first transverse bar, and the end of the second swing arm away from the car guide rail is hinged to the second transverse bar. The spindle is connected to the middle of the longitudinal rod. When the electromagnet receives power, the spindle moves laterally away from the end of the car guide rail. When the electromagnet no longer receives power, the spindle returns to its previous position.

9. The elevator bounce suppression device according to claim 8, characterized in that, The triggering element is connected to the middle of the longitudinal rod via at least one third transverse rod, and the sensing element includes a magnet and a magnetic induction switch; A magnet is mounted on one of the third transverse bars, and a magnetic induction switch is positioned at the end of the frame away from the car guide rail, corresponding to the position of the magnet. The magnetic induction switch is electrically connected to the control board to send a status feedback signal of clamping or releasing state to the control board based on the sensed distance between it and the magnet.

10. The elevator bounce suppression device according to claim 9, characterized in that, Each of the clamping components includes a friction plate base and a friction plate disposed on the friction plate base; The friction plate base is hinged to one end of each of the first and second swing arms near the car guide rail, and the friction plates on the two friction plate bases are arranged opposite each other to form a clamping surface through which the car guide rail passes. The friction plate base is provided with a guide pin, and the frame is provided with a guide hole for the guide pin to slide. Through the cooperation between the guide pin and the guide hole, the friction plates on the two friction plate bases always remain relatively parallel when the first swing arm and the second swing arm rotate.

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