Rack and pinion lift system

Abstract

The utility model relates to the technical field of lifting system, provide a gear and rack lifting system, apply to the fan tower drum of sectional installation, be equipped with operation platform in the fan tower drum, the guide structure in it sets up along the height direction of fan tower drum, and the guide structure is equipped with the rack along the height direction of itself, the backpack frame subassembly is engaged with the rack, and is guided with the guide structure cooperation, the car is installed on the backpack frame subassembly, the height of car is greater than the height of backpack frame subassembly, and the height of backpack frame subassembly is less than the distance between the upper surface of the uppermost operation platform and the top flange surface of tower drum. Guarantee the elevator operation to the topmost operation platform, backpack frame subassembly is not higher than the top flange surface of tower drum, eliminate the physical interference of the hoisting butt joint of last section tower drum. In the whole tower drum in sectional installation process can use the elevator, and the installer does not need to climb again in danger, to avoid relevant safety risk, reduce the labor intensity simultaneously, improve the installation efficiency.

Description

Technical Field

[0001] This utility model relates to the field of lifting system technology, and more specifically, to a gear and rack lifting system that is particularly suitable for use in the installation phase of wind turbine towers. Background Technology

[0002] Wind turbines are key equipment for utilizing wind energy, and their towers are typically over 100 meters high. During the construction and installation of wind turbines, the towers are generally installed in sections, hoisted and connected one section at a time. After each tower section is installed, installers need to reach the working platform at the top of that section to perform a series of high-altitude operations such as flange connection and bolt tightening.

[0003] Currently, conventional rack and pinion jacks are used during the installation phase. When the jack reaches the top working platform, its height exceeds the top flange face of the currently installed tower section. The protruding part physically interferes with the tower section to be hoisted, making hoisting impossible. Therefore, before the entire tower installation is completed, installers need to climb the top of the tower by hand using ladders, making completely climb-free operation a long-standing technical problem in the industry. Utility Model Content

[0004] This utility model provides a gear and rack lifting system to solve the above-mentioned technical defects in the prior art. The lifting system can be used throughout the segmented installation process of the entire tower, eliminating the need for installers to climb dangerously by hand, thus avoiding related safety risks. At the same time, it reduces labor intensity and improves installation efficiency.

[0005] This utility model provides a gear and rack lifting system for use in segmented wind turbine towers, wherein a working platform is provided inside the wind turbine tower, including: A guide structure is provided along the height direction of the wind turbine tower, and the guide structure is provided with a rack along its own height direction; The backpack frame assembly meshes with the rack and is guided by the guide structure. The car is mounted on the backpack frame assembly; The height of the car is greater than the height of the backpack frame assembly, and the height of the backpack frame assembly is less than the distance between the upper surface of the uppermost working platform and the top flange surface of the tower.

[0006] The gear and rack lifting system provided by this utility model ensures that when the lift, consisting of the backpack frame assembly and the car, reaches the top working platform, the backpack frame assembly will not be higher than the top flange surface of the tower. This completely eliminates physical interference with the hoisting and docking of the upper tower section. The system allows the lift to be used throughout the segmented installation of the tower, eliminating the need for dangerous manual climbing by installers and reducing labor intensity while improving installation efficiency.

[0007] When wind turbine towers are installed in sections, the structure of traditional hoists (such as backpack frames or drive units) often exceeds the top flange of the currently installed tower section, physically hindering the hoisting and connection of the next tower section. In this situation, installers must climb the top working platform by hand, which poses significant safety risks and results in low installation efficiency.

[0008] The gear and rack lifting system provided in this embodiment is not simply a "smaller" version of the lift, but rather a novel structural design with a clear technical objective: by controlling the height H1 of the lift's drive system (the drive device mounted on the backpack frame) relative to the car floor, making it smaller than the height H2 from the platform within the tower section to the top flange. This addresses a specific technical challenge in a particular industrial scenario, enabling the lift to serve the topmost work platform without affecting tower hoisting, thus achieving climb-free installation. Attached Figure Description

[0009] To more clearly illustrate the technical solutions in this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this utility model. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0010] Figure 1 This is a schematic diagram of the gear and rack lifting system provided in this embodiment of the utility model.

[0011] Figure 2 yes Figure 1 Enlarged view of part A in the middle.

[0012] Figure 3 This is a schematic diagram of the backpack frame assembly and the car in the gear and rack lifting system provided in this embodiment of the utility model.

[0013] Figure 4This is a schematic diagram of the backpack frame assembly in the gear and rack lifting system provided in this embodiment of the utility model.

[0014] Figure 5 This is a front view of the backpack frame assembly in the gear and rack lifting system provided in this embodiment of the utility model.

[0015] Figure 6 yes Figure 5 A cross-sectional view along the CC line.

[0016] Figure 7 This is a top view of the backpack frame assembly in the gear and rack lifting system provided in this embodiment of the utility model.

[0017] Figure 8 This is an installation diagram of the rack and pinion lifting system, including the frame body, the first guide mechanism, and the second guide mechanism, provided in this embodiment of the utility model.

[0018] Figure 9 This is one of the installation diagrams of the backpack frame assembly in the gear and rack lifting system provided in this utility model embodiment.

[0019] Figure 10 This is the second schematic diagram of the installation of the backpack frame assembly in the gear and rack lifting system provided in this embodiment of the utility model.

[0020] Figure 11 This is a perspective view of the braking device in the gear and rack lifting system provided in this embodiment of the utility model.

[0021] Figure 12 yes Figure 11 The diagram shows an exploded view of the unlocking component.

[0022] Figure 13 yes Figure 11 One of the structural diagrams of the unlocking component shown (the unlocking handle is in the first position).

[0023] Figure 14 Figure 11 The side view of the unlock component shown.

[0024] Figure 15 Figure 14 A cross-sectional view along the FF line.

[0025] Figure 16 yes Figure 11 The second schematic diagram of the unlocking component shown (the unlocking handle is in the second position).

[0026] Figure 17 Figure 11 The side view of the unlock component shown.

[0027] Figure 18 Figure 17 A cross-sectional view along the EE line.

[0028] Figure 19 This is a schematic diagram of the car structure in the gear and rack lifting system provided in this embodiment of the utility model.

[0029] Figure 20 This is a partial structural diagram of the car in the gear and rack lifting system provided in this embodiment of the utility model.

[0030] Figure 21 This is a cross-sectional view of the car in the gear and rack lifting system provided in this embodiment of the utility model.

[0031] Figure 22 yes Figure 21 Enlarged view of section F in the middle.

[0032] Figure 23 This is a schematic diagram of the guide structure in the gear and rack lifting system provided in this embodiment of the utility model.

[0033] Figure label: 100. Guide structure; 110. Column; 120. Connecting pedal; 121. First connecting part; 122. Mounting part; 123. Second connecting part; 130. Rack; 200. Backpack frame assembly; 10. Frame body; 11. Support body; 12. Bearing body; 20. First drive device; 21. Drive bracket; 22. Drive component; 23. Drive gear; 24. Back pressure wheel assembly; 30. Second drive device; 40. First guide mechanism; 41. First adjustable guide wheel assembly; 411. First support; 412. First guide wheel body; 413. First adjustment mechanism; 42. Upper side guide wheel; 43. Upper fixed guide wheel; 44. Upper anti-slip limiting component; 50. Second guide mechanism; 51. Second... Adjustable guide wheel assembly; 511, second support; 512, second guide wheel body; 513, second adjustment mechanism; 52, lower side guide wheel; 53, lower fixed guide wheel; 54, lower anti-detachment limiting component; 61, brake; 611, release handle; 62, unlocking assembly; 621, mounting carrier; 6211, receiving cavity; 6212, wiring groove; 6213, mounting groove; 622, unlocking handle; 6221, force application section; 6222, hinge section; 6223, hinge hole; 623, detection element; 624, protective cover; 300. Car; 310. Car body; 311. Side panel; 312. Reinforcing plate; 313. Reinforcing groove; 320. Sliding door; 330. Door lock assembly; 331. Door lock body; 332. Door lock bolt; 340. Upper contour limit assembly; 350. Lower contour limit assembly; 360. Power supply assembly; 400. Wind turbine tower; 410. Working platform; 420. Flange; 430. Support frame. Detailed Implementation

[0034] To make the objectives, technical solutions, and advantages of this utility model clearer, the technical solutions of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

[0035] Figure 1 This is a schematic diagram of the gear and rack lifting system provided in this embodiment of the utility model. Figure 2 yes Figure 1 Enlarged view of part A in the middle. Figure 3 This is a schematic diagram of the backpack frame assembly and the car in the gear and rack lifting system provided in this embodiment of the utility model.

[0036] See Figures 1 to 3 This utility model embodiment provides a gear and rack lifting system, which is applied to a segmented wind turbine tower 400. The wind turbine tower 400 is equipped with a working platform 410. That is, when the wind turbine tower 400 is constructed in segments, a ring-shaped working platform 410 is set at the top of each segment.

[0037] The rack and pinion lifting system includes a guide structure 100 and a lift. The guide structure 100 is set along the height direction of the wind turbine tower 400. The guide structure 100 can be fixed to the inner wall of the tower or tower frame by a support frame 430. A rack 130 is installed on the guide structure 100 along its own height direction. The lift can move up and down along the guide structure 100.

[0038] The elevator includes a backpack frame assembly 200 and a car 300. The backpack frame assembly 200 meshes with a rack and pinion 130 and is guided by a guide structure 100. The car 300 is mounted on the backpack frame assembly 200, and the bottom of the car 300 is flush with the bottom of the backpack frame assembly 200. The backpack frame assembly 200 is a drive system consisting of a frame body 10, a drive device (including a motor, a reducer, and a drive gear 23) mounted on the frame body 10, and a guide mechanism.

[0039] Wherein, the height of the car 300 is greater than the height of the counterweight carriage assembly 200, and the height of the counterweight carriage assembly 200 is less than the distance between the upper surface of the uppermost working platform 410 and the surface of the top flange 420 of the tower cylinder. That is, the embodiment of the present utility model performs an optimized design on the overall height of the drive system. Specifically, counting from the bottom plate of the car 300 to the highest point of the drive system, the highest point of the drive system being the top cover of the uppermost drive device or the vertical distance of the bracket of the guide mechanism is defined as H1. Meanwhile, counting from the upper surface of the working platform 410 inside the wind turbine tower cylinder 400 to the vertical distance along the upper flange 420 at the topmost end of the section of the wind turbine tower cylinder 400 is defined as H2, and H1 is controlled to be less than H2.

[0040] Since the condition of H1<H2 is satisfied, when the elevator runs to the topmost floor and the bottom plate of the car 300 is flush with the working platform 410, the entire drive system is hidden in the space between the working platform 410 and the top flange 420, and no component of the drive system will protrude beyond the edge of the flange 420. With this arrangement, when the upper section of tower cylinder is hoisted and butted, the flange 420 at the bottom thereof can be aligned and positioned without obstruction with the flange 420 at the top of the current section. After this section is installed and fixed, the guide structure 100 is extended upward, and the elevator can serve the new higher platform. This cycle repeats until the entire tower cylinder is installed, and operators do not need to climb throughout the whole process.

[0041] It can be understood that, in the gear-rack lifting system provided by the embodiment of the present utility model, by arranging that the height of the car 300 is greater than the height of the counterweight carriage assembly 200, and the height of the counterweight carriage assembly 200 is less than the distance between the upper surface of the uppermost working platform 410 and the surface of the top flange 420 of the tower cylinder, it is ensured that when the elevator composed of the counterweight carriage assembly 200 and the car 300 runs to the uppermost working platform 410, the counterweight carriage assembly 200 is not higher than the surface of the top flange 420 of the tower cylinder, thereby completely eliminating the physical interference to the hoisting and butt joint of the upper section of tower cylinder. This allows the elevator to be used throughout the segmented installation process of the entire tower cylinder, and installers do not need to climb manually dangerously, so as to avoid relevant safety risks, reduce labor intensity and improve installation efficiency.

[0042] When the wind turbine tower cylinder 400 is installed in sections, since the structure of traditional elevators (such as the counterweight carriage or the drive device) will protrude beyond the top flange 420 of the currently installed tower section, it physically hinders the hoisting and butt joint of the upper section of tower cylinder. In this case, installers need to climb the top working platform 410 manually to perform operations, which has great safety risks and low installation efficiency.

[0043] The gear and rack lifting system provided in this embodiment of the invention is not simply a "smaller" version of the elevator, but rather a completely new structural design with a clear technical objective: by controlling the height H1 of the elevator's drive system (i.e., the drive device mounted on the backpack frame) relative to the bottom plate of the car 300, making it smaller than the height H2 from the working platform 410 to the top flange 420 within the wind turbine tower section. This addresses a specific technical challenge in a particular industrial scenario, enabling the elevator to serve the topmost working platform 410 without affecting tower hoisting, thus achieving climb-free installation.

[0044] Figure 4 This is a schematic diagram of the backpack frame assembly in the gear and rack lifting system provided in this embodiment of the utility model. Figure 5 This is a front view of the backpack frame assembly in the gear and rack lifting system provided in this embodiment of the utility model. Figure 6 yes Figure 5 A cross-sectional view along line AA. Figure 7 This is a top view of the backpack frame assembly in the gear and rack lifting system provided in this embodiment of the utility model. Figure 8 This is an installation diagram of the rack and pinion lifting system, including the frame body, the first guide mechanism, and the second guide mechanism, provided in this embodiment of the utility model.

[0045] See Figures 4 to 8 In some embodiments of this utility model, the backpack frame assembly 200 includes a frame body 10, a first driving device 20, a second driving device 30, a first guide mechanism 40, and a second guide mechanism 50.

[0046] The frame body 10 serves as a load-bearing structure for mounting the first drive device 20, the second drive device 30, the first guide mechanism 40, and the second guide mechanism 50. The frame body 10 has a support body 11 and a load-bearing body 12, which are perpendicular to each other so that the frame body 10 is in an "L" shape.

[0047] The first driving device 20 and the second driving device 30 are spaced apart along the height direction of the support 11.

[0048] The first guide mechanism 40 includes at least two first adjustable guide wheel sets 41, that is, the first guide mechanism 40 includes at least two first adjustable guide wheel sets 41, and may also include four or more first adjustable guide wheel sets 41. Every two first adjustable guide wheel sets 41 are symmetrically arranged on the support body 11, that is, the first adjustable guide wheel sets 41 are arranged in pairs, and the first adjustable guide wheel sets 41 are arranged adjacent to the first drive device 20.

[0049] The second guide mechanism 50 includes at least two second adjustable guide wheel sets 51, that is, the second guide mechanism 50 includes at least two second adjustable guide wheel sets 51, and may also include four or more second adjustable guide wheel sets 51. Every two second adjustable guide wheel sets 51 are symmetrically arranged on the support body 11, that is, the second adjustable guide wheel sets 51 are arranged in pairs, and the second adjustable guide wheel sets 51 are arranged adjacent to the second drive device 30.

[0050] The first adjustable guide wheel group 41 and the second adjustable guide wheel group 51 together define a guide channel through which the guide structure 100 passes. The first adjustable guide wheel group 41 and the second adjustable guide wheel group 51 are adapted to be adjusted along the width direction of the frame body 10 so that the width of the guide channel matches the width of the guide structure 100.

[0051] It should be noted that the term "adjustable" in the first adjustable guide wheel assembly 41 and the second adjustable guide wheel assembly 51 should not be understood as a broad and uncertain concept. Rather, it should be understood in connection with the technical problem this invention aims to solve: the presence of steps on the guide structure 100 causing pressure on one side of the guide wheel assembly and easy disengagement of the opposite side. Therefore, the adjustable guide wheel assembly provided in this embodiment of the invention has a clear technical meaning: it allows the guide wheel assembly to be adjusted in position perpendicular to the side of the guide structure 100 (i.e., in the width direction of the frame body 10) to eliminate the initial gap between the guide wheel assembly and the guide structure 100.

[0052] This embodiment of the invention arranges two sets of drive devices at intervals along the height direction of the support body 11, and sets adjustable guide wheel sets at adjacent positions of the two sets of drive devices to form a long guide base distance. This arrangement enhances the ability to resist the overturning moment caused by the eccentric loading of the load-bearing component (carriage 300), which is the basis for ensuring the stable operation of the system.

[0053] The first adjustable guide wheel set 41 and the second adjustable guide wheel set 51 act on opposite sides of the guide structure 100 to form a clamp-like layout, creating a bidirectional constraint on the guide structure 100. The first adjustable guide wheel set 41 and the second adjustable guide wheel set 51 together define the guide channel. By adjusting the position of the adjustable guide wheel sets, the width of the guide channel is made approximately equal to the actual width of the guide structure 100, ensuring that all guide wheel sets on both sides maintain a constant and tight contact with the surface of the guide structure 100 in the initial state.

[0054] When the backpack frame assembly 200 is in operation and encounters a step on the guide structure 100: Because of the guide wheel assembly in the existing technology, when one guide wheel hits the step, the entire backpack frame will violently move laterally until the gap on the other side is completely eliminated, and then the guide wheel on the opposite side will come into contact with the guide rail. This process is the source of the shaking.

[0055] Regarding the backpack frame assembly 200 provided by this utility model: when one guide wheel encounters a protrusion of a step, the backpack frame cannot undergo violent lateral movement because the guide wheel on the opposite side always remains in contact. The impact force of the step is absorbed by the guide wheel assemblies on both sides, and buffered by the displacement change of the guide wheel assemblies themselves, so as to fundamentally avoid the phenomenon of one side being pressed and the other side being unsupported, and ensure that the guide wheel assemblies on both sides play an effective guiding role at all times.

[0056] It is understood that the backpack frame assembly 200 provided in this embodiment of the present invention comprises at least two first adjustable guide wheel sets 41 arranged symmetrically on the support body 11 near the first drive device 20; and at least two second adjustable guide wheel sets 51 arranged symmetrically on the support body 11 near the second drive device 30. The first adjustable guide wheel sets 41 and the second adjustable guide wheel sets 51 together define a guide channel for the guide structure 100 to pass through. The first adjustable guide wheel sets 41 and the second adjustable guide wheel sets 51 are adapted to be adjusted along the width direction of the frame body 10 so that the width of the guide channel matches the width of the guide structure 100.

[0057] This configuration, with adjustable guide wheel sets installed at both ends of the backpack frame support 11 and on opposite sides of the guide structure 100, creates a stable constraint structure for the guide structure 100. Furthermore, the adjustable guide wheel sets allow for width adjustment of the guide channel, enabling on-site adjustments based on the actual dimensions of the guide structure 100 until all guide wheel sets achieve a seamless, tight fit with the guide structure 100. This design completely eliminates guide clearances caused by joint steps, manufacturing or installation tolerances, or long-term wear of the guide structure 100, effectively preventing swaying, uneven loading, and impacts of the car 300 during operation.

[0058] Meanwhile, due to the adjustable characteristics of the adjustable guide wheel assembly, the backpack frame assembly 200 provided by this utility model can adapt to the dimensional deviations that may exist in the guide structure 100 in different projects, exhibiting strong versatility and on-site adaptability. More importantly, after long-term operation of the lift, when the guide wheel assembly or guide structure 100 experiences natural wear, maintenance personnel can easily readjust the guide wheel assembly to restore its fit with the guide structure 100. This compensatory design effectively offsets the negative impact of wear, extends the effective service life of the guide system and even the entire drive system, and reduces the total life-cycle maintenance cost.

[0059] Continue reading Figures 4 to 6 And see also Figure 8 In some embodiments of this utility model, the first adjustable guide wheel assembly 41 includes a first support 411, a first guide wheel body 412, and a first adjustment mechanism 413.

[0060] The first support 411 serves as the mounting base for the entire first adjustable guide wheel assembly 41. One end of the first support 411 is fixed to the side wall of the support body 11, while the other end is suspended. That is, the fixed end of the first support 411 is securely mounted on the support body 11 of the backpack frame assembly 200 via bolts, welding, or integral molding, while the suspended end of the first support 411 extends outward from the support body 11 towards the guide structure 100, providing a cantilevered working platform for the installation of the first guide wheel body 412. It can be understood that the first support 411 can be a cantilever support or a cantilever beam.

[0061] The first guide wheel body 412 is located at the suspended end of the first support 411 and can move relative to the first support 411 under the action of the first adjustment mechanism 413. The first guide wheel body 412 does not refer to a single wheel, but rather to a functional assembly. The first guide wheel body 412 typically includes the guide wheel itself, a bearing for supporting the rotation of the guide wheel, and a wheel seat or support block for accommodating and fixing the bearing.

[0062] The first adjustment mechanism 413 is connected to the first guide wheel body 412 and the first support 411 respectively, and is used to adjust the position of the first guide wheel body 412 relative to the first support 411.

[0063] Specifically, the first adjusting mechanism 413 can be a threaded adjusting mechanism, an eccentric shaft adjusting mechanism, or a wedge adjusting mechanism. In this embodiment, the most common and preferred method is to use a threaded adjusting mechanism.

[0064] Taking the threaded adjustment mechanism as an example: a threaded hole can be opened on the first support 411, and an adjusting bolt passes through the threaded hole, with its end pressing against the first guide wheel body 412. At the same time, a return spring or tension bolt is provided so that the first guide wheel body 412 is always pre-pressed against the end of the adjusting bolt.

[0065] The adjustment process of the first adjustable guide wheel assembly 41 provided in this embodiment of the utility model is as follows: During initial installation or subsequent maintenance, the installer can operate the first adjustment mechanism 413. For example, when the adjusting bolt is turned, the bolt moves forward or backward in the threaded hole of the first support 411. Since the end of the adjusting bolt contacts the first guide wheel body 412, the axial movement of the bolt will push or allow the first guide wheel body 412 to undergo controlled translation along the width direction of the frame body 10 (i.e., the direction perpendicular to the side of the guide structure 100).

[0066] By performing this operation, the installer can adjust the width of the guide channel formed by the guide wheel on the first adjustable guide wheel body 412 and the guide wheel on the opposite side of the second adjustable guide wheel group 51 to perfectly match the actual width of the guide structure 100, until both guide wheels are tightly fitted to the guide structure 100, achieving a state of zero gap or slight pre-tightening.

[0067] After adjustment, a lock nut can usually be used to lock the adjusting bolt to prevent position changes due to vibration or other reasons, ensuring the long-term effectiveness of the adjustment.

[0068] Continue reading Figures 4 to 6 And see also Figure 8 In some embodiments of this utility model, the second adjustable guide wheel group 51 includes a second support 511, a second guide wheel body 512, and a second adjustment mechanism 513. The second support 511, the second guide wheel body 512, and the second adjustment mechanism 513 are completely identical to the corresponding structures in the first adjustable guide wheel group 41 described above. The specific configuration is described in the above embodiments and will not be repeated here.

[0069] The second support 511 is embedded in the support body 11, the second guide wheel body 512 is located on the second support 511, and together with the first guide wheel body 412, it restricts the guide channel; the second adjustment mechanism 513 is connected to the second guide wheel body 512 and the second support 511 respectively, and is used to adjust the position of the second guide wheel body 512 relative to the second support 511.

[0070] It should be noted that the first adjustable guide wheel assembly 41 (i.e., the upper adjustable guide wheel assembly) and the second adjustable guide wheel assembly 51 (i.e., the lower adjustable guide wheel assembly) adopt an asymmetrical installation method. Specifically, the second support 511 of the lower adjustable guide wheel assembly is embedded in the support body 11, while the first support 411 of the upper adjustable guide wheel assembly is cantilevered. This structural difference is not arbitrary, but an optimized design based on the judgment of the stress model of the backpack frame assembly 200 under actual load-bearing conditions.

[0071] Since the center of gravity of the car 300 and its load, which is carried on the backpack frame assembly 200, is typically located on one side of the support body 11, when the car 300 is under load, this weight (G) will generate a huge overturning moment (M=G×L) around the contact point between the support body 11 and the guide structure 100, with its center of gravity being the distance (L) from the support body 11. This moment is the main cause of the elevator's swaying and instability.

[0072] To counteract this overturning moment and maintain system balance, the backpack frame's guiding system must provide a counteracting moment through the guide structure 100 (guide ladder). This counteracting moment is formed by the force couple generated by the combined action of the upper and lower guide mechanisms on the guide structure 100.

[0073] As the primary stress point, the lower guide wheel assembly is subject to overturning moment, causing the entire backpack frame to rotate around it. Therefore, the support body 11 exerts a direct compressive force on the lower end of the guide structure 100 via the second adjustable guide wheel assembly (lower guide wheel assembly). This force is the main supporting force resisting the overturning moment and is the point of greatest and most concentrated stress in the entire system.

[0074] The upper guide wheel assembly is a secondary force-bearing point, mainly used to balance the torque. The support body 11 exerts a compressive force on the upper end of the guide structure 100 through the first adjustable guide wheel assembly (upper guide wheel assembly), which is opposite in direction to the lower end. This force, together with the force of the lower guide wheel assembly, forms a torque couple, the resulting torque being equal in magnitude and opposite in direction to the overturning torque, thus maintaining system stability.

[0075] Based on the differences in the nature, magnitude, and direction of the forces at the primary and secondary stress points, this utility model has designed an asymmetrical installation structure: the second adjustable guide wheel group 51 (the lower guide wheel group is embedded in the support body 11, and the second support 511 is firmly integrated into the main structure of the support body 11, and even becomes part of the main structure, to provide the strongest rigidity and the most direct force transmission path to withstand the greatest pressure.

[0076] When the immense compressive force is transmitted from the guide structure 100 to the second guide wheel body 512, this force can be transferred by the second support 511 to the solid frame of the entire support body 11. The force is effectively distributed throughout the main structure, rather than being borne by a weak connector. This avoids any bending deformation or vibration that might occur in a cantilever beam structure. The force transmission path is the shortest and most direct, thereby minimizing displacement caused by structural elastic deformation and ensuring the absolute stability of the lower guide point.

[0077] Since the balancing force borne by the upper guide wheel assembly is usually less than the main supporting force of the lower guide wheel assembly, a cantilever structure is sufficient to provide adequate strength and rigidity, eliminating the need for a more complex embedded structure, thus optimizing cost and weight. Furthermore, the upper guide wheel assembly is typically located near the drive unit, and the cantilever design allows the guide wheels to be positioned ideally without spatial interference with other components such as the drive motor and gearbox.

[0078] It should also be noted that the specific structure and adjustment principle of the first adjustment mechanism 413 and the second adjustment mechanism 513 can be referred to the applicant's earlier patent application with publication number CN118992767A. Since the adjustment mechanism has been described in detail in its application to the back wheel assembly, it will not be repeated here.

[0079] Continue reading Figures 4 to 8 In some embodiments of this utility model, the first driving device 20 and the second driving device 30 have the same structure. The first driving device 20 and the second driving device 30 each include a driving bracket 21, a driving member 22, a driving gear 23 and a back pressure wheel group 24.

[0080] The drive bracket 21 is fixedly mounted on the support body 11. The drive bracket 21 is the load-bearing foundation of the drive device and can be an aluminum alloy or steel structural component. The drive bracket 21 is fixed to the support body 11 of the backpack frame assembly 200 by high-strength bolts or welding. The drive bracket 21 can be a mounting plate, a motor base, or a frame.

[0081] The drive unit 22 is fixedly mounted on the drive bracket 21. The drive unit 22 is an integrated power unit, mainly consisting of a motor and a reducer. The motor provides the original power and can be an AC variable frequency motor or a servo motor. The reducer is responsible for converting the high speed and low torque of the motor into the low speed and high torque required for the operation of the elevator. The reducer can be a planetary gear reducer directly connected to the output shaft of the motor.

[0082] The drive gear 23 is rotatably mounted on the drive bracket 21 via bearings and other components, and is rigidly connected to the output shaft of the drive component 22 via a key, spline, or flange to transmit torque. Its position is precisely designed so that its teeth can properly mesh with the rack 130 mounted on the guide structure 100 (such as the column 110 of the guide ladder).

[0083] The back pressure roller assembly 24 is also mounted on the drive bracket 21. The back pressure roller assembly 24 and the drive gear 23 are spaced apart on both sides of the guide structure 100, forming a relative layout. The back pressure roller assembly 24 is arranged to contact another surface of the guide structure 100 that is completely opposite to the surface where the rack 130 is located (e.g., the back of the guide ladder column 110) to ensure the meshing of the drive gear 23 and the rack 130.

[0084] The drive gear 23 and the back pressure wheel assembly 24 together form a pliers-like structure that firmly clamps the guide structure 100 in the middle. The continuous back pressure provided by the back pressure wheel assembly 24 perfectly counteracts the radial separation force generated by the drive gear 23, thereby forcibly ensuring that the drive gear 23 is always pressed stably against the rack 130 at the designed meshing depth.

[0085] Because the meshing state remains stable, impact contact and abnormal stress between the tooth surfaces are avoided, resulting in more even and slower wear of the gears and rack 130. This effectively extends the service life of the transmission components and reduces maintenance costs.

[0086] Figure 9 This is one of the installation diagrams of the backpack frame assembly in the gear and rack lifting system provided in this utility model embodiment. Figure 10 This is the second schematic diagram of the installation of the backpack frame assembly in the gear and rack lifting system provided in this embodiment of the utility model.

[0087] See Figure 9 and Figure 10 In some embodiments of this utility model, the meshing line between the drive gear 23 and the rack 130 coincides with the center line of the support body 11.

[0088] In traditional design schemes, the arrangement of drive gear 23 only considers spatial convenience. Its meshing line with rack 130 (i.e. the line of action of driving force) is usually deviated from the structural center line of support body 11, and there is an eccentricity (e) between the two.

[0089] When the drive gear 23 outputs a large driving force (F) to lift the load-bearing body 12, this off-center force generates an additional bending moment (M=F×e) on the support body 11. This additional bending moment causes the main structure of the entire support body 11 to tend to bend and deform. To resist this bending moment, the upper and lower guide wheel sets must generate unbalanced reaction forces, resulting in excessive compression of one guide wheel and reduced pressure on the other side, thus forcing the support body 11 to bend and generating unnecessary internal stress, which will accelerate structural fatigue over long-term operation. Furthermore, the force imbalance and elastic deformation of the structure are the main sources of severe vibration and harsh noise during equipment operation. At the same time, a considerable portion of the energy output by the drive system is consumed in overcoming structural deformation and unbalanced friction, rather than being used purely for lifting the load, resulting in low system efficiency.

[0090] In this embodiment of the invention, the meshing line of the drive gear 23 and the rack 130 coincides with the center line of the support 11, making the eccentricity (e) zero. That is, the line of action of the driving force completely coincides with the stiffness center line of the support 11. The driving force (F) is a pure axial load for the support 11, and no additional bending moment is generated (M=F×0=0).

[0091] Because the additional bending moment generated by the driving force itself is eliminated, the support 11 does not tend to bend or deform under stress. The entire backpack frame assembly 200 remains absolutely upright and stable under the driving force. This eliminates a major source of vibration, making the lift more stable and smooth during start-up, operation, and shutdown, and minimizing noise.

[0092] Furthermore, the driving force is transmitted directly along the centerline of the structure, resulting in the shortest and most direct path. All energy is efficiently used to overcome gravity and friction, with no energy wasted on causing unnecessary structural deformation. This maximizes the energy utilization of the entire system and achieves theoretically optimal transmission efficiency.

[0093] Meanwhile, without additional bending moment, the pressure on each symmetrically arranged guide wheel assembly, including the adjustable guide wheel assembly and the back pressure wheel assembly 24, remains balanced. This avoids accelerated wear caused by excessive pressure on one side of the wheel assembly, ensuring uniform and slow wear on all guide wheels and bearings, thereby significantly extending the maintenance cycle and service life of the entire guidance and drive system.

[0094] Continue reading Figure 4In some embodiments of this utility model, the first driving device 20 and the second driving device 30 are arranged opposite to each other; wherein, the first adjustable guide wheel group 41 is arranged adjacent to the driving gear 23 and the back pressure wheel group 24 in the first driving device 20; the second adjustable guide wheel group 51 is arranged adjacent to the driving gear 23 and the back pressure wheel group 24 in the second driving device 30, so as to suppress the local deformation and vibration of the driving device to the greatest extent and ensure the meshing posture of the driving gear 23 and the rack 130 under dynamic loading.

[0095] When the drive gear 23 and the back pressure wheel assembly 24 apply clamping force to the guide structure 100, these forces are balanced locally and instantaneously due to the solid lateral support provided by the adjacent guide wheel assembly, preventing the formation of an effective lever arm to twist or bend the drive bracket 21. This fundamentally eliminates the vibration source of the drive device itself, ensuring its high degree of attitude stability during operation.

[0096] Furthermore, due to the mass of the gear and rack 130 transmission, the precision requirements for meshing depth and meshing angle are extremely high. Any slight positional deviation will lead to poor meshing, impact, and uneven wear. In this embodiment of the invention, the guiding system and the drive system are no longer two independent modules, but rather form a functionally deeply coupled and mutually supportive organic whole. The stable drive device (thanks to the back pressure wheel set 24) provides a stable platform for the guiding system; the tightly fitted adjustable guide wheel set provides a positioning reference for the drive device. This ensures that even under conditions such as elevator start-up, braking, or sudden load changes, the drive gear 23 can still mesh with the rack 130 in an ideal posture to achieve smooth transmission and extend gear life.

[0097] Continue reading Figure 4 , Figure 6 and Figure 8 In some embodiments of this utility model, at least one of the first guide mechanism 40 and the second guide mechanism 50 further includes at least one side guide wheel. That is, at least one side guide wheel can be provided on either the first guide mechanism 40 or the second guide mechanism 50, or at least one side guide wheel can be provided on both the first guide mechanism 40 and the second guide mechanism 50. The side guide wheel provided on the first guide mechanism 40 is the upper side guide wheel 42, and the side guide wheel provided on the second guide mechanism 50 is the lower side guide wheel 52.

[0098] The side guide wheels in the first guide mechanism 40 are located on the first adjustable guide wheel group 41, and the side guide wheels in the second guide mechanism 50 are located on the carrier 12; wherein each side guide wheel is used to contact the side of the guide structure 100 to constrain the backpack frame assembly 200 to move along the length direction of the frame body 10.

[0099] The axle direction of each side guide wheel is perpendicular to the axle direction of the aforementioned first and second adjustable guide wheel sets 51. The working surface of the side guide wheel is its rim, which is used to contact the guide structure 100 (such as the side of the square tube or I-beam of the guide ladder) to constrain the movement of the backpack frame assembly 200 in the third dimension, that is, to constrain the movement of the backpack frame assembly 200 along the length direction of the frame body 10.

[0100] The upper side guide wheel 42 is located on the first adjustable guide wheel group 41, which means that the upper side guide wheel 42 and the upper forward guide wheel (first adjustable guide wheel group 41) are integrated in the top area of ​​the support body 11, together forming a high-rigidity upper constraint point.

[0101] The lower side guide wheel 52 is located on the carrier 12. That is, the lower side guide wheel 52 is not installed on the lower part of the support 11, but directly on the carrier 12 used for loading goods or personnel. This is equivalent to setting a constraint point at the source of the torsional moment. When the carrier 12 has a torsional tendency due to off-center loading, this tendency will be instantly and directly converted into pressure on the side of the guide structure 100 through the lower side guide wheel 52, and immediately obtain a reaction force.

[0102] Continue reading Figure 4 , Figure 6 and Figure 8 In some embodiments of this utility model, at least one of the first guide mechanism 40 and the second guide mechanism 50 further includes at least one fixed guide wheel; that is, at least one fixed guide wheel can be provided on either the first guide mechanism 40 or the second guide mechanism 50, or at least one fixed guide wheel can be provided on both the first guide mechanism 40 and the second guide mechanism 50. The fixed guide wheel provided on the first guide mechanism 40 is the upper fixed guide wheel 43, and the fixed guide wheel provided on the second guide mechanism 50 is the lower fixed guide wheel 53.

[0103] The fixed guide wheel in the first guide mechanism 40 is located on the support body 11 and opposite the first adjustable guide wheel group 41. The fixed guide wheel in the second guide mechanism 50 is located on the carrier body 12 and opposite the second adjustable guide wheel group 51. Each fixed guide wheel is used to contact the side of the guide structure 100 to constrain the backpack frame assembly 200 to move along the width direction of the frame body 10.

[0104] Essentially, each fixed guide wheel is positioned opposite to its corresponding adjustable guide wheel assembly, forming a fixed guide wheel that provides a stable and reliable reference surface for the adjustment process of the adjustable guide wheel assembly. The fixed guide wheel and its corresponding adjustable guide wheel assembly are located on opposite sides of the guide structure 100 (e.g., a guide ladder).

[0105] For example, the adjustable guide wheel assembly is located on the front of the guide structure 100, while the fixed guide wheel is located on the back of the guide structure 100, forming a pair with the adjustable guide wheel assembly. Together, they constitute a clamp-like constraint structure, which is a precision clamping system that can eliminate front and rear gaps and achieve zero backlash guidance. This system is used to constrain the movement of the backpack frame assembly 200 along the width direction of the frame body 10, i.e., to prevent it from swaying back and forth.

[0106] The upper fixed guide wheel 43 is located on the support body 11 and is opposite to the upper adjustable guide wheel group, together constraining the upper part of the guide structure 100. The lower fixed guide wheel 53 is located on the bearing body 12 and is opposite to the lower adjustable guide wheel group, together constraining the lower part of the guide structure 100.

[0107] During adjustment, the installer operates the adjustable guide wheel assembly to move it toward the fixed guide wheel until the wheel assemblies on both sides tightly clamp the guide structure 100 in the middle, completely eliminating the gap in the front and rear directions.

[0108] When the load-bearing body 12 tends to tilt backward or forward due to its own weight, this tendency acts directly on the lower fixed guide wheel mounted on it. The guide wheel immediately transmits this force to the guide structure 100, obtaining a reaction force, thereby suppressing the overturning tendency at the source of the force. This avoids the overturning force needing to be transmitted through the connection structure between the load-bearing body 12 and the support body 11, greatly improving the response speed and rigidity of the constraint.

[0109] The upper fixed guide wheel is located on the support body 11, serving as the upper fulcrum to resist the overturning moment. It is connected to the main frame of the sturdy support body 11, providing a stable and reliable point of application for balancing forces.

[0110] The aforementioned fixed guide wheels form a multi-point positioning constraint system in space, locking the backpack frame assembly 200 onto the guide structure 100 from the front-back, left-right, and torsional dimensions of the frame body 10, allowing it to move freely only in the vertical direction. This all-round rigid constraint enables ultra-high operational stability, safety, and reliability.

[0111] For situations where the car is 300mm wide or the center of gravity of the load is high, the torsional moment generated by the off-center loading will be even greater. This embodiment of the invention can extremely effectively suppress this huge torsional moment, ensuring smooth operation and safety under such extreme conditions.

[0112] Continue reading Figure 4 , Figure 6 and Figure 8In some embodiments of this utility model, at least one of the first guide mechanism 40 and the second guide mechanism 50 further includes an anti-detachment limiting member; that is, an anti-detachment limiting member can be provided on either the first guide mechanism 40 or the second guide mechanism 50, or simultaneously on both. In other words, the anti-detachment limiting member can be provided only in the upper first guide mechanism 40, only in the lower second guide mechanism 50, or simultaneously in both locations. In preferred embodiments, it is usually provided simultaneously in both locations to provide the most comprehensive protection. That is, the anti-detachment limiting member provided on the first guide mechanism 40 is called the upper anti-detachment limiting member 44, and the anti-detachment limiting member provided on the second guide mechanism 50 is called the lower anti-detachment limiting member 54.

[0113] Both the upper anti-slip limiting member 44 and the lower anti-slip limiting member 54 have gaps reserved between them and the guide structure 100, which are used to prevent the backpack frame assembly 200 from separating from the guide structure 100 when the adjustable guide wheel group and the fixed guide wheel fail to constrain the guide structure 100.

[0114] The anti-detachment limiting component is a passive, redundant mechanical safety part that, in the event of extreme failure, physically prevents the backpack frame assembly 200 from completely detaching or separating from the guide structure 100 (such as a guide ladder). Structurally, it can be a high-strength L-shaped stop, hook-like structure, or other form of protrusion installed on the support 11 or the load-bearing body 12.

[0115] Under normal operating conditions, the various anti-detachment limiting components do not contact any surface of the guide structure 100 and do not participate in the daily guiding operation of the backpack frame assembly 200. During normal operation, the backpack frame assembly 200 is constrained and runs smoothly on the guide structure 100 by the coordinated action of the adjustable guide wheel group, fixed guide wheel, and side guide wheel. A preset gap (e.g., a few millimeters) exists between the anti-detachment limiting components and the guide structure 100, and the anti-detachment limiting components have no impact on the system operation.

[0116] In an extreme failure state, the triggering condition is the failure of the adjustable guide wheel assembly and the fixed guide wheel to constrain the guide structure 100. Under the influence of its own weight or running inertia, the backpack frame assembly 200 will tilt or sway significantly. When its displacement exceeds the width of the reserved gap, the anti-slip limiting component will instantly make rigid contact with the side or back of the guide structure 100.

[0117] This rigid contact forms an insurmountable mechanical barrier, firmly hooking or blocking the backpack frame assembly 200 onto the guide structure 100, thereby effectively preventing catastrophic accidents such as overturning or falling from a height and ensuring the ultimate safety of the equipment and personnel.

[0118] It is understood that by introducing an anti-detachment limiting component, this embodiment of the invention adds an independent, purely mechanical, and highly reliable fault protection mechanism. This ensures that the safety of the entire system no longer depends solely on the integrity of the main steering component.

[0119] By reserving clearances, smooth, quiet, and low-wear operation is ensured in daily operation, while providing protection in critical moments, thus achieving a balance between high-performance operation and extreme safety assurance.

[0120] Figure 11 This is a perspective view of the braking device in the gear and rack lifting system provided in this embodiment of the utility model. Figure 12 yes Figure 11 The diagram shows an exploded view of the unlocking component. Figure 13 yes Figure 11 One of the structural diagrams of the unlocking component shown (the unlocking handle is in the first position). Figure 14 Figure 11 The side view of the unlock component shown. Figure 15 Figure 14 A cross-sectional view along the FF line. Figure 16 yes Figure 11 The second schematic diagram of the unlocking component shown (the unlocking handle is in the second position). Figure 17 Figure 11 The side view of the unlock component shown. Figure 18 Figure 17 A cross-sectional view along the EE line.

[0121] See Figures 11 to 18 In some embodiments of this utility model, at least one of the first drive device 20 and the second drive device 30 is provided with a braking device, which includes a brake 61 and an unlocking component 62. The brake 61 has a release handle 611, which is used to realize the unpowered descent of the elevator in the event of a power failure.

[0122] The unlocking assembly 62 includes a mounting carrier 621 and an unlocking handle 622. The mounting carrier 621 is fixed together with the release handle 611 of the brake 61 by fasteners such as bolts. The mounting carrier 621 serves as the base and force transmission component of the entire unlocking assembly 62.

[0123] The unlocking handle 622 is pivotally connected to the mounting carrier 621 and can rotate relative to the mounting carrier 621 to switch between a first position and a second position. In the first position, the unlocking handle 622 hangs down naturally under its own weight and is in a vertical state. In the second position, the unlocking handle 622 overcomes its own weight and drives the release handle 611 through the mounting carrier 621 to open the brake 61.

[0124] like Figures 13 to 15 As shown, under normal operating conditions, the unlocking handle 622 remains vertical by its own weight or by the limiting structure, without occupying extra space inside the car 300, thus avoiding the risk of accidental snagging.

[0125] like Figures 16 to 18 As shown, when an emergency unpowered descent is required, the operator needs to operate the unlocking handle 622, pulling it outward from its vertical position to a horizontal position of approximately 90°. Then, the operator continues to pull the unlocking handle 622 beyond the 90° position. At this point, the unlocking handle 622 transmits a lever force to the mounting carrier 621, which in turn drives the release handle 611, which is fixedly connected to it, to move together, ultimately releasing the brake 61. After the brake 61 is released, the elevator car 300 will achieve a controllable unpowered descent under its own weight.

[0126] It is understood that the braking device provided in this embodiment of the present invention, by fixing a mounting carrier 621 on the release handle 611 of the brake 61, and pivotally connecting an unlocking handle 622 to the mounting carrier 621, allows the unlocking handle 622 to rotate relative to the mounting carrier 621, switching between a first position and a second position. In the first position, the unlocking handle 622 hangs naturally under its own weight, remaining in a vertical state; in the second position, the unlocking handle 622 overcomes its own weight, and through the mounting carrier 621, drives the release handle 611 to open the brake 61. This improves operational safety and avoids the risk of accidental activation.

[0127] Because the unlocking handle 622 of this utility model embodiment adopts a pivotal folding design, when the elevator is in normal use, the unlocking handle 622 is in a vertical state and will not penetrate into the car 300, fundamentally eliminating the safety hazard of the brake 61 being accidentally opened due to accidental hooking by people or objects.

[0128] Continue reading Figure 12 In some embodiments of this utility model, the unlocking handle 622 includes a force-applying section 6221 and a hinge section 6222. The length of the force-applying section 6221 is greater than the length of the hinge section 6222, and the hinge section 6222 is pivotally connected to the mounting carrier 621.

[0129] The hinge segment 6222 is provided with multiple limiting planes, each of which extends along the axial direction of the hinge segment 6222. Two oppositely arranged limiting planes are provided with hinge holes 6223 for the hinge shaft to pass through. The mounting carrier 621 is provided with mounting holes at positions corresponding to the hinge holes 6223. The hinge segment 6222 is pivotally connected to the hinge holes 6223 and the mounting holes via the hinge shaft.

[0130] Because the unlocking handle 622 can remain vertical during normal operation of the elevator, and can be operated when the elevator needs to descend without power, its core lies in the hinge shaft and the center of gravity design of the unlocking handle 622 itself. Specifically, the unlocking handle 622 is connected to the mounting carrier 621 via a hinge, and the unlocking handle 622 is designed as an unbalanced body with its center of gravity biased to one side. Gravity allows it to naturally droop to a vertical position, and a mechanical limit block prevents it from tipping backward. Simultaneously, the force-applying section 6221 can be cylindrical, while the hinge section 6222 is prismatic with multiple limiting planes. The hinge section 6222 can cooperate with the mounting carrier 621 to limit movement, thereby improving the stability of the unlocking handle 622 when switching between the two positions.

[0131] The hinge shaft, similar to a pin, passes through corresponding mounting holes on the unlocking handle 622 and the mounting carrier 621, allowing the unlocking handle 622 to rotate freely around its axis. In designing the unlocking handle 622, most of its weight is intentionally distributed below the hinge shaft. Under the influence of gravity, the heavier end naturally droops, ensuring the entire unlocking handle 622 maintains a stable vertical position.

[0132] To ensure that the unlocking handle 622 does not tip backward (towards the drive unit), a mechanical stop can be provided on the mounting carrier 621. When the unlocking handle 622 is in the vertical position, the back of the unlocking handle 622 rests against the mechanical stop and cannot rotate backward. Through the combined action of the mechanical stop and gravity, the unlocking handle 622 can be securely locked in a vertical, ready-to-go state.

[0133] When the elevator needs to perform a non-powered descent, the operator needs to apply a force outward and downward by hand to turn the unlocking handle 622. This action actually overcomes the weight of the unlocking handle 622 itself (i.e., the restoring force), lifting the unlocking handle 622 from a stable vertical position and rotating it to a horizontal position.

[0134] Continue to pull down, and the unlocking handle 622 will, through leverage and with the hinge shaft as the fulcrum, push the mounting carrier 621, thereby causing the release handle 611 of the brake 61 to move and open the brake 61.

[0135] In environments with extremely high stability requirements (such as high-frequency vibration), to prevent the unlocking handle 622 from wobbling due to bumps, a torsion spring can be added at the hinge shaft. The torsion spring will always provide a restoring force to push the unlocking handle 622 back to the vertical position. With this configuration, even without gravity or during severe vibration, the unlocking handle 622 can be reliably returned to the vertical position by the spring force, further improving the safety of the braking device.

[0136] It is understandable that this utility model, through mechanical structure improvement, makes the cooperation between the unlocking handle 622 and the mounting carrier 621 simple and reliable, achieving the dual purpose of automatic storage when not in use and avoiding accidental touch, and easy operation when needed, with the fewest parts.

[0137] Because the entire process of the elevator being lowered without power by the operator using the unlocking handle 622 is mechanical, the elevator's control system cannot detect its status. This means that people inside and around the elevator shaft cannot perceive that the elevator is descending. If anyone is working or standing in the shaft at this time, collisions, crushing, or other safety accidents are highly likely. Therefore, this embodiment of the invention adds a feedback mechanism to the above embodiment.

[0138] Continue reading Figure 12 , Figure 15 and Figure 18 In some embodiments of this utility model, the unlocking component 62 further includes a detection element 623. The detection element 623 is disposed on the mounting carrier 621 and is suitable for electrical connection with the warning device of the elevator. The detection element 623 can be a micro switch, and the trigger end of the micro switch is located on the rotation path of the unlocking handle 622. During the switching process of the unlocking handle 622 from the first position to the second position, the detection element 623 is triggered to generate a detection signal. This provides advance notice to personnel in and around the elevator shaft, effectively avoiding potential safety accidents caused by silent descent.

[0139] It is understood that the braking device provided in this embodiment of the present invention, by fixing a mounting carrier 621 on the release handle 611 of the brake 61, pivotally connecting an unlocking handle 622 to the mounting carrier 621, and setting a detection element 623 on the mounting carrier 621, allows the unlocking handle 622 to trigger the detection element 623 (such as a microswitch) first during rotation, and only after continued rotation can the brake 61 be opened through the mounting carrier 621. This setting not only improves operational safety and avoids the risk of accidental activation, but also adds a warning function for unpowered descent.

[0140] Because the unlocking handle 622 of this utility model embodiment adopts a pivotal folding design, when the elevator is in normal use, the unlocking handle 622 is in a vertical state and will not penetrate into the car 300, fundamentally eliminating the safety hazard of the brake 61 being accidentally opened due to accidental hooking by people or objects.

[0141] Furthermore, when the elevator is performing a silent descent, pulling the unlocking handle 622 will first trigger the detection element 623 (such as a micro switch). The detection element 623 can output an electrical signal to the elevator's control system to activate warning devices such as audible and visual alarms, thereby notifying personnel in and around the elevator shaft in advance and effectively avoiding potential safety accidents caused by silent descent.

[0142] Meanwhile, this utility model integrates mechanical unlocking and electrical signal detection functions into a compact installation carrier 621. The design is ingenious and easy to install and modify. While improving security, it does not significantly increase the complexity of the structure.

[0143] Continue reading Figure 12 In some embodiments of this utility model, the mounting carrier 621 is constructed with a receiving cavity 6211 and a wiring groove 6212, and the wiring groove 6212 is connected to the receiving cavity 6211; the detection element 623 is embedded in the receiving cavity 6211, and the connecting line between the detection element 623 and the warning device is located in the wiring groove 6212, which makes the overall structure more compact.

[0144] Continue reading Figure 12 In some embodiments of this utility model, the mounting carrier 621 is also constructed with a mounting groove 6213, which is connected to the receiving cavity 6211. The unlocking handle 622 is pivotally connected to the mounting groove 6213 via a hinge shaft. The trigger end of the detection element 623 extends into the mounting groove 6213. Therefore, the width of the mounting carrier 621 at the location where the mounting groove 6213 is set is greater than the width of other locations on the mounting carrier 621.

[0145] In the first position, the trigger ends of the unlocking handle 622 and the detection element 623 are arranged side by side in the mounting slot 6213, and the two do not interfere with each other. When the elevator is performing a powerless descent operation, that is, in the second position, when the unlocking handle 622 is moved from the vertical state to the horizontal state, the unlocking handle 622 first triggers the trigger end of the detection element 623.

[0146] Continue reading Figures 12 to 18 In some embodiments of this utility model, the unlocking component 62 further includes a protective cover 624, which is detachably connected to the mounting carrier 621 by fasteners such as bolts. The protective cover 624 is used to close the receiving cavity 6211. The protective cover 624 provides effective physical protection for the delicate and relatively fragile micro switch, preventing it from being damaged by collisions or dust.

[0147] It is understood that the braking device provided in this embodiment of the present invention is used as follows: When the elevator is in normal use, the unlocking handle 622 remains vertical by its own weight or by the limiting structure, without occupying extra space inside the car 300, thus avoiding the risk of accidental snagging.

[0148] When the elevator needs to perform an emergency, powerless descent, the operator must operate the unlocking handle 622, pulling it outward from its vertical position to a horizontal position of approximately 90°. During this process, the unlocking handle 622 contacts and presses down the trigger terminal of the microswitch, triggering it. The microswitch then generates an electrical signal, which is sent to the elevator's control system. Upon receiving the signal, the control system immediately activates the connected audible and visual alarm, alerting the outside world that the elevator is about to descend.

[0149] If you continue to pull it down, the unlocking handle 622 will use leverage, with the hinge shaft as the fulcrum, to push the mounting carrier 621, which in turn will cause the unlocking handle 622 of the brake 61 to move and open the brake 61.

[0150] The braking device provided in this embodiment not only solves the safety hazard of accidental activation in the prior art, but also adds a warning function when manually lowering, which can improve the safety of the gear and rack lifting system in emergency situations.

[0151] To ensure personnel safety, anchor points are required to be installed on the top of the car 300. Workers attach double hooks fixed to the seat belts to these anchor points to prevent accidental falls. However, there were instances where workers forgot to remove the double hooks when leaving the car 300, leading to further safety risks.

[0152] Figure 19 This is a schematic diagram of the car structure in the gear and rack lifting system provided in this embodiment of the utility model. Figure 20 This is a partial structural diagram of the car in the gear and rack lifting system provided in this embodiment of the utility model.

[0153] See Figure 19 and Figure 20 In some embodiments of this utility model, the car 300 is a component that directly carries people or goods. The car 300 is mounted on the support body 11 and the load-bearing body 12 of the backpack frame assembly 200, which means that the entire weight of the car 300 and the various loads generated therefrom will be transferred to the guide structure 100 through the backpack frame assembly 200 provided by this utility model.

[0154] The backpack frame assembly 200 serves as a bridge connecting the guide structure 100 and the car 300, integrating guidance, drive, and load-bearing functions, and is the fundamental source of the high performance of the entire lifting equipment. When the drive device on the backpack frame assembly 200 is working, the drive gear 23 rotates, pushing the entire backpack frame assembly 200 and the car 300 mounted on it to achieve smooth vertical lifting and lowering movement along the rack 130 on the guide structure 100.

[0155] Specifically, the car 300 includes a car body 310, a sliding door 320, and a door lock assembly 330. The car body 310 is composed of multiple enclosure panels 311, which are a top panel, a bottom panel, a side panel, and a U-shaped mounting panel. The U-shaped mounting panel has a groove along its height direction. The top panel, bottom panel, side panel, and U-shaped mounting panel are connected to each other to enclose a cavity. The backpack frame assembly 200 is embedded in the groove of the U-shaped mounting panel.

[0156] The car body 310 is provided with a door frame, and the sliding door 320 is provided on the door frame. A reinforcing plate 312 is fixed on the side panel of one side of the door frame by screws or welding. The cross-sectional shape of the reinforcing plate 312 is "S" shaped, and a reinforcing groove 313 is formed on the reinforcing plate 312.

[0157] The door lock assembly 330 includes a door lock body 331 and a door lock pin 332. The door lock body 331 is fixedly mounted on one of the reinforcing plate 312 and the sliding door 320, and the door lock pin 332 is fixedly mounted on the other of the reinforcing plate 312 and the sliding door 320.

[0158] In this embodiment of the invention, the door lock body 331 is fixed at the location of the reinforcing groove 313, and the door lock pin 332 is disposed on the sliding door 320 and at a corresponding position to the door lock body 331. When the sliding door 320 is closed, the door lock pin 332 passes through the reinforcing groove 313 and is inserted into the door lock body 331 to generate the control condition that allows the car 300 to operate; when there is an obstacle in the closing path of the sliding door 320, the door lock pin 332 cannot be inserted into the door lock body 331, thereby preventing the generation of the control condition.

[0159] Specifically, under normal circumstances, when the sliding door 320 is fully closed, the door lock bolt 332 will accurately pass through the reinforcing groove, i.e., the reinforcing groove 313, and be fully inserted into the lock cylinder inside the door lock body 331. At this time, the electrical switch (e.g., a micro switch) inside the door lock body 331 is triggered, sending a signal to the elevator control system that the door is locked, and the elevator can then operate.

[0160] When an obstacle exists between the sliding door 320 and the door frame, such as when the safety hooks of the staff are stuck between the sliding door 320 and the door frame, the sliding door 320 cannot move to the fully closed position, that is, the sliding door 320 is fully embedded in the reinforcing groove 313. At this time, the door lock pin 332 is misaligned with the reinforcing groove 313 and cannot pass through the reinforcing groove 313, let alone be inserted into the door lock body 331. Therefore, the electrical switch in the door lock body 331 will not be triggered, the control system will not receive the signal that the door is locked, thereby preventing the elevator from starting. This setting relies on the physical positional relationship of mechanical components to achieve interlocking control of the elevator, providing the safety of the elevator.

[0161] It is understood that the elevator car 300 provided in this embodiment of the present invention enhances the operational safety of the elevator by adding a mechanical door lock safety mechanism between the sliding door 320 and the door frame. The ability of the door lock bolt 332 to physically insert into the door lock body 331 is used as the criterion for judgment.

[0162] When there are obstacles such as safety hooks on the door frame, the sliding door 320 cannot be fully closed, causing the door lock bolt 332 to misalign with the lock hole of the door lock body 331 and thus preventing it from being inserted. Consequently, the elevator cannot obtain permission to operate. This embodiment of the invention does not rely on additional sensors; instead, it uses the physical insertion of the door lock bolt 332 into the lock hole as a necessary condition for the elevator's operation. This purely mechanical, foolproof design is simple in structure, reliable in operation, and provides a guarantee for the safe operation of the elevator.

[0163] Figure 21 This is a cross-sectional view of the car in the gear and rack lifting system provided in this embodiment of the utility model. Figure 22 yes Figure 21 Enlarged view of section F in the middle.

[0164] See Figure 21 and Figure 22 In some embodiments of this utility model, the sliding door 320 is slidably engaged with the guide rail provided at the door frame of the car body 310 via rollers. To improve the stability of the sliding door 320, a buffer mechanism composed of elastic components is also provided on the rollers.

[0165] Continue reading Figure 2 In some embodiments of this utility model, an upper contour limiting component 340 is also provided at the top of the car 300. The upper contour limiting component 340 is used to limit the car 300's highest position during ascent to prevent overshooting. A lower contour limiting component 350 is also provided at the bottom of the car 300. The lower contour limiting component 350 is used to limit the car 300's lowest position during descent. The lower contour limiting component 350 functions symmetrically with the upper contour limiting component 340 to limit the car 300's lowest position during descent to prevent bottoming out.

[0166] In addition, the car 300 is also equipped with a power supply component 360 and a control system. The power supply component 360 is used to supply power to the aforementioned drive devices and other electrical components. The power supply system includes a main power interface, a power distribution module, and a backup power supply. The main power interface is connected to the power distribution module via an air switch and a protector. The power distribution module distributes the main power to the motor, control system, and charging interface, etc. The backup power supply consists of a lithium battery pack and an inverter, which automatically switches when the main power is lost, ensuring continuous power supply to the control system and braking system.

[0167] The control system is used to control the entire elevator operation. As the core hub of the elevator, the control system adopts a distributed architecture and includes a main controller, a human-machine interface (HMI), and an alarm module. The main controller can be an industrial-grade PLC, integrating a CPU module, digital input / output modules, analog input modules, and a CAN bus communication module. The HMI uses an industrial touchscreen to display real-time operating parameters (speed, position, motor temperature), alarm information, and operating commands. The alarm module includes a buzzer and LED warning lights.

[0168] Figure 23 This is a schematic diagram of the guide structure in the gear and rack lifting system provided in this embodiment of the utility model.

[0169] See Figure 23 In some embodiments of this utility model, the guide structure 100 includes two columns 110 and multiple connecting pedals 120. The two columns 110 are spaced apart and arranged opposite to each other, and the columns 110 are arranged along the height direction of the wind turbine tower 400. The multiple connecting pedals 120 are spaced apart along the height direction of the columns 110. Each connecting pedal 120 has a first connecting part 121, a mounting part 122 and a second connecting part 123. The first connecting part 121 and the second connecting part 123 are connected to the two ends of the mounting part 122 and are arranged perpendicular to the mounting part 122, so that the connecting pedal 120 forms a "U" shape to match the groove on the mounting plate. The rack 130 is fixedly connected to each connecting pedal 120.

[0170] Essentially, the guide structure 100 is a standard section of a certain length, which includes symmetrically arranged columns 110 on both sides. Several connecting pedals 120 are connected between the two columns 110 by bolts or welding to form a rigid frame. The rack 130 is fixed to the middle position of the guide structure 100 by bolts or other fasteners.

[0171] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model, and not to limit it. Although this utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this utility model.

Claims

1. A rack and pinion lifting system, applied to a segmented wind turbine tower, wherein a working platform is provided inside the wind turbine tower, characterized in that, include: A guide structure is provided along the height direction of the wind turbine tower, and the guide structure is provided with a rack along its own height direction; The backpack frame assembly meshes with the rack and is guided by the guide structure. The car is mounted on the backpack frame assembly; The height of the car is greater than the height of the backpack frame assembly, and the height of the backpack frame assembly is less than the distance between the upper surface of the uppermost working platform and the flange surface at the top of the tower.

2. The gear and rack lifting system according to claim 1, characterized in that, The backpack frame assembly includes: The frame itself has a support structure and a load-bearing structure; The first driving device and the second driving device are spaced apart along the height direction of the support body. The first guide mechanism includes at least two first adjustable guide wheel sets, each pair of first adjustable guide wheel sets being symmetrically arranged on the support body, and the first adjustable guide wheel sets being arranged adjacent to the first drive device; The second guide mechanism includes at least two second adjustable guide wheel sets, each pair of second adjustable guide wheel sets being symmetrically arranged on the support body, and the second adjustable guide wheel sets being arranged adjacent to the second drive device; The first adjustable guide wheel set and the second adjustable guide wheel set together define a guide channel for the guide structure to pass through. The first adjustable guide wheel set and the second adjustable guide wheel set are adapted to be adjusted along the width direction of the frame body so that the width of the guide channel matches the width of the guide structure. The height of the backpack rack assembly is the distance between the highest point of the first drive device or the first guide mechanism and the floor of the car.

3. The gear and rack lifting system according to claim 2, characterized in that, The first adjustable guide wheel assembly includes: The first support has one end fixed to the support body and the other end suspended in the air; The main body of the first guide wheel is located at one of the suspended ends of the first support; The first adjustment mechanism is connected to the first guide wheel body and the first support respectively, and is used to adjust the position of the first guide wheel body relative to the first support.

4. The gear and rack lifting system according to claim 2, characterized in that, The second adjustable guide wheel assembly includes: The second support is embedded in the support body; The second guide wheel body is located on the second support and together with the first adjustable guide wheel group, it restricts the guide channel. The second adjustment mechanism is connected to the second guide wheel body and the second support respectively, and is used to adjust the position of the second guide wheel body relative to the second support.

5. The gear and rack lifting system according to claim 2, characterized in that, The first driving device and the second driving device have the same structure, both including: A drive bracket is fixedly mounted on the support body; The driving component is fixedly mounted on the driving bracket; A drive gear, rotatably mounted on the drive bracket and connected to the output shaft of the drive member, is used to mesh with a rack on the guide structure; and A back pressure roller assembly is provided, which is spaced apart from the drive gear and is used to contact the side of the guide structure opposite to the rack, so as to ensure the meshing of the drive gear and the rack.

6. The gear and rack lifting system according to claim 5, characterized in that, The meshing line between the drive gear and the rack coincides with the center line of the support. Furthermore, the driving components in the first driving device and the second driving device are arranged symmetrically.

7. The gear and rack lifting system according to claim 2, characterized in that, At least one of the first drive device and the second drive device is provided with a braking device, the braking device comprising: A brake, which is equipped with a release handle; Unlock components, including: The mounting carrier is fixedly connected to the release handle; The unlocking handle is pivotally connected to the mounting carrier and can rotate relative to the mounting carrier to switch between a first position and a second position. In the first position, the unlocking handle hangs down naturally under its own weight to be in a vertical state. In the second position, the unlocking handle overcomes its own weight and drives the release handle to open the brake through the mounting carrier.

8. The gear and rack lifting system according to any one of claims 1 to 7, characterized in that, The car includes: The main body of the car is equipped with door frames; A sliding door is provided on the door frame; A door lock assembly includes a door lock body and a door lock bolt, wherein the door lock body is fixedly disposed on one of the door frame and the sliding door, and the door lock bolt is fixedly disposed on the other of the door frame and the sliding door; The door frame is provided with a reinforcing groove through which the door lock pin passes. When the sliding door is closed, the door lock pin passes through the reinforcing groove and is inserted into the door lock body to generate control conditions that allow the car to run. When there is an obstacle in the closing path of the sliding door, the door lock pin cannot be inserted into the door lock body to prevent the generation of the control conditions.

9. The gear and rack lifting system according to claim 8, characterized in that, The main body of the car includes a top plate, a bottom plate, side panels, and mounting panels. The top plate, the bottom plate, the side panels, and the mounting panels are connected to each other to enclose a cavity. The mounting plate has a groove along its height, and the backpack frame assembly is embedded in the groove.

10. The gear and rack lifting system according to any one of claims 1 to 7, characterized in that, The guiding structure includes: Two columns are arranged at intervals and opposite to each other, and the columns are arranged along the height direction of the wind turbine tower; Multiple connecting pedals are spaced apart along the height direction of the column. Each connecting pedal has a first connecting part, a mounting part, and a second connecting part. The first connecting part and the second connecting part are connected to the two ends of the mounting part and are arranged perpendicular to the mounting part. The rack is fixedly connected to each of the connecting pedals.

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