An elevator safety clamp connection structure and safety clamp

Abstract

This utility model provides an elevator safety clamp connection structure and safety clamp, belonging to the technical field of elevator safety devices. It includes a safety clamp body, and a horizontal sliding assembly is provided between the safety clamp body and the elevator car frame. The horizontal sliding assembly includes a first component and a second component. The first component is fixedly connected to the safety clamp body; the second component is fixedly connected to the car frame. The first component and the second component slide together, so that the safety clamp body and the elevator car form a sliding connection structure that allows for bidirectional horizontal movement. This utility model provides an elevator safety clamp connection structure that overcomes various safety hazards caused by the inability of existing rigid connections to adapt to horizontal displacement.

Description

Technical Field

[0001] This utility model belongs to the field of elevator safety device technology, and more specifically, it relates to an elevator safety clamp connection structure and safety clamp. Background Technology

[0002] As a core safety protection device in elevators, the stability of the connection between the safety clamp and the elevator car directly determines the safety and reliability of the elevator during emergency braking. In existing technologies, the connection between the safety clamp and the elevator car is mostly rigidly fixed, that is, the safety clamp is directly fastened to the bottom beam of the car frame with bolts. This connection structure has many drawbacks: First, the impact is severe during emergency braking. When the safety brake is triggered, it generates an instantaneous clamping force. The rigid connection causes this impact force to be directly transmitted to the elevator car and guide shoes, resulting in violent shaking of the car. This affects the comfort and safety of passengers and accelerates the wear of the guide shoes, shortening their service life.

[0003] Secondly, the risk of malfunction is relatively high. Slight bumps or guide rail deviations are unavoidable during elevator operation. Rigid connections lack buffer margins, and these abnormal conditions can easily cause the safety brake to malfunction due to sudden abnormal forces, affecting the normal operation of the elevator.

[0004] Finally, its applicability is limited. This rigid connection structure can only be used in elevators where the car and safety brake share the same guiding system. For special elevator structures where the car guidance and safety brake guidance are independent (such as some special elevators and modified elevators), it is impossible to achieve stable installation and reliable operation of the safety brake, resulting in poor adaptability.

[0005] Therefore, there is an urgent need for a safety clamp connection structure that can alleviate braking shock, prevent malfunctions, and has a wider range of applications to address the shortcomings of existing technologies. Utility Model Content

[0006] The purpose of this utility model is to provide an elevator safety clamp connection structure and safety clamp, aiming to overcome the defects of the prior art involved in the background art.

[0007] To achieve the above objectives, the technical solution adopted by this utility model is: to provide an elevator safety clamp connection structure, including a safety clamp body, wherein a horizontal sliding assembly is provided between the safety clamp body and the elevator car frame, the horizontal sliding assembly comprising: The first component is fixedly connected to the safety clamp body; The second component is fixedly connected to the car frame; The first component and the second component slide together to form a sliding connection structure between the safety clamp body and the elevator car that allows for bidirectional horizontal movement.

[0008] In one possible implementation, the first component is provided with a plurality of guide rods arranged parallel to each other, and the second component slides through the plurality of guide rods.

[0009] In one possible implementation, the first component includes: A horizontal plate is fixed to the top of the safety clamp body; There are two longitudinal plates, which are respectively fixed to both ends of the transverse plate, and multiple guide rods are connected between the two longitudinal plates.

[0010] In one possible implementation, the two ends of the guide rod are respectively inserted through the longitudinal plate on the same side thereon, and a limiting component is provided on it to restrict the axial movement of the guide rod.

[0011] In one possible implementation, the cross-sectional shape of the guide rod is circular, elliptical, or polygonal.

[0012] In one possible implementation, the second component is provided with a lubricating sleeve, which is fitted onto the guide rod and slidably engaged with it. The inner wall of the lubricating sleeve has an annular lubrication groove filled with lubricant.

[0013] In one possible implementation, a receiving structure is provided on the longitudinal plate corresponding to the end of the guide rod, and the end of the guide rod is movably disposed within the receiving structure. When the second component moves toward the transverse plate and abuts against the transverse plate, a first preset gap exists between the end of the guide rod and the lower end of the receiving structure.

[0014] In one possible implementation, at least one of the end face of the transverse plate facing the second component and the end face of the second component facing the transverse plate is provided with a friction-reducing structure, which is used to reduce the relative friction force after the transverse plate comes into contact with the second component.

[0015] In one possible implementation, a traction component is fixedly connected above the transverse plate, and there is a movable gap between the traction component and the transverse plate. The second component is movably disposed within the movable gap. When the second component moves toward the traction component and abuts against the traction component, there is a second preset gap between the end of the guide rod and the upper end of the receiving structure.

[0016] The beneficial effects of the elevator safety clamp connection structure provided by this utility model are as follows: Compared with the prior art, the elevator safety clamp connection structure of this utility model realizes the bidirectional horizontal movement function of the safety clamp body and the car frame through the sliding cooperation of the first component and the second component. When the elevator is running and horizontal displacement occurs due to guide rail installation deviation, car vibration or load change, the safety clamp body can adaptively adjust its position through the sliding component. This not only avoids the stress concentration caused by displacement under rigid connection that damages the connection structure and the safety clamp itself, but also ensures that the braking component of the safety clamp always maintains precise alignment with the guide rail. This effectively prevents problems such as safety clamp jamming, abnormal braking gap or delayed braking response caused by horizontal offset, thereby significantly improving the reliability and safety of the elevator during emergency braking. From a structural perspective, this overcomes the various safety hazards caused by the inability of existing rigid connections to adapt to horizontal displacement.

[0017] This utility model also provides a safety clamp, including the elevator safety clamp connection structure described above.

[0018] The beneficial effect of the safety clamp provided by this utility model is that, compared with the prior art, the safety clamp of this utility model, by adopting the above-mentioned elevator safety clamp connection structure, realizes bidirectional horizontal adaptive movement between the safety clamp body and the car frame by means of the horizontal sliding component between the first component and the second component, ensuring that when the elevator is in operation and horizontal displacement occurs due to guide rail deviation, vibration or load change, the safety clamp can still maintain precise alignment with the guide rail.

[0019] Meanwhile, through the up-and-down movable assembly of the guide rod end, the design of the first and second preset gaps under the braking conditions, and the coordinated cooperation between the traction component and the friction reduction structure, comprehensive protection of the guide rod is achieved under all working conditions, preventing it from deforming due to braking impact force and ensuring guiding accuracy and structural integrity.

[0020] Combined with the robust load-bearing structure of the frame, the smooth sliding of the lubricated sleeve and polished guide rod with low friction, and the optimized design of the force transmission path, this not only effectively eliminates problems such as jamming, deviation, or response lag during braking, improving the reliability and sensitivity of emergency braking, but also reduces component wear, extends service life, and lowers maintenance costs. Ultimately, this safety clamp possesses the core advantages of strong adaptability to all working conditions, stable and reliable braking, and high durability, providing a solid guarantee for the safe operation of elevators in all scenarios of upward and downward movement. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in the embodiments of this utility model, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0022] Figure 1 A three-dimensional structural diagram of an elevator safety clamp connection structure provided for an embodiment of this utility model; Figure 2 A front view schematic diagram of an elevator safety clamp connection structure provided in an embodiment of this utility model; Figure 3 A top view of an elevator safety clamp connection structure provided in this embodiment of the utility model; Figure 4 For along Figure 3 Cross-sectional view of line AA in the middle.

[0023] Explanation of reference numerals in the attached figures: 1. Safety clamp body; 2. First component; 21. Horizontal plate; 22. Longitudinal plate; 221. Accommodation structure; 3. Second component; 301. U-shaped groove; 31. Top plate; 32. Bottom plate; 33. Support plate; 331. Assembly through hole; 4. Guide rod; 41. Positioning ring; 42. Lubrication sleeve; 5. Ball bearing; 6. Traction plate; 61. Connecting column. Detailed Implementation

[0024] To make the technical problems, technical solutions, and beneficial effects of this utility model clearer, the present utility model will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present utility model and are not intended to limit the present utility model.

[0025] It should be noted that when a component is referred to as being "fixed to" or "set on" another component, it can be directly on or indirectly on that other component. When a component is referred to as being "connected to" another component, it can be directly connected to or indirectly connected to that other component.

[0026] It should be understood that the terms "length", "width", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", and "outer" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0027] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, "a plurality of" means two or more, unless otherwise explicitly specified.

[0028] Please see Figures 1 to 4 The present invention provides a description of an elevator safety clamp connection structure. The elevator safety clamp connection structure includes a safety clamp body 1. A horizontal sliding assembly is disposed between the safety clamp body 1 and the elevator car frame. The horizontal sliding assembly includes a first component 2 and a second component 3. The first component 2 is fixedly connected to the safety clamp body 1; the second component 3 is fixedly connected to the car frame. The first component 2 and the second component 3 are slidably engaged, so that the safety clamp body 1 and the elevator car form a sliding connection structure that allows for bidirectional horizontal movement.

[0029] The elevator safety clamp connection structure provided by this utility model, compared with the prior art, achieves bidirectional horizontal movement between the safety clamp body 1 and the car frame through the sliding cooperation of the first component 2 and the second component 3. When the elevator experiences horizontal displacement due to guide rail installation deviation, car vibration, or load changes during operation, the safety clamp body 1 can adaptively adjust its position through the sliding component. This avoids stress concentration caused by displacement under rigid connection, which can damage the connection structure and the safety clamp itself. It also ensures that the braking component of the safety clamp always maintains precise alignment with the guide rail, effectively preventing problems such as safety clamp jamming, abnormal braking gap, or delayed braking response caused by horizontal offset. This significantly improves the reliability and safety of the elevator during emergency braking, overcoming various safety hazards caused by the inability of existing rigid connections to adapt to horizontal displacement from a structural perspective.

[0030] In some embodiments, please refer to Figures 1 to 4The first component 2 mentioned above is a frame structure consisting of a transverse plate 21 and two longitudinal plates 22. The transverse plate 21 is fixed to the top of the safety clamp body 1 by high-strength bolts; the two longitudinal plates 22 are respectively welded vertically to or integrally formed on the left and right ends of the transverse plate 21 by bending process, forming a symmetrical "U"-shaped support structure.

[0031] Between the two longitudinal plates 22, two horizontal guide rods 4 are arranged in parallel. The two guide rods 4 are at the same height, and their arrangement direction is perpendicular to the running direction of the elevator car, forming a bidirectional horizontal sliding guide base. The two guide rods 4 are symmetrically arranged at both ends of the longitudinal plates 22 along the transverse extension direction to ensure that the second component 3 is evenly stressed after assembly, avoiding tilting or jamming caused by unilateral stress. At the same time, the surface of the guide rods 4 is treated with mirror polishing to remove surface burrs, oxide layers and impurities, greatly reducing surface roughness, thereby reducing the sliding friction coefficient with mating components and providing structural guarantee for smooth sliding.

[0032] In this embodiment, the second component 3 is provided with an assembly through hole 331 that precisely matches the number and size of the guide rods 4.

[0033] The assembly through hole 331 and the guide rod 4 can be fitted with either a clearance fit or a transition fit depending on the actual application scenario: a clearance fit can reduce sliding resistance, improve sliding flexibility, and is suitable for high-frequency horizontal adjustment scenarios; a transition fit can ensure the coaxiality of the two and avoid radial movement, and is suitable for scenarios with high guiding accuracy requirements.

[0034] The second component 3 is slidably mounted on the two guide rods 4 through these assembly through holes 331. The two parallel guide rods 4 form a stable guiding constraint structure, which strictly limits the sliding trajectory of the second component 3 and ensures that it can only move along the axial direction (i.e., the horizontal direction) of the guide rods 4. This structurally eliminates problems such as offset, tilting or jamming during the sliding process.

[0035] In some embodiments, please refer to Figures 1 to 4 On the aforementioned longitudinal plate 22, a receiving structure 221 is provided corresponding to the end of the guide rod 4. In application, this receiving structure 221 can be a groove formed on the inner wall of the longitudinal plate 22, or it can be a through hole penetrating the longitudinal plate 22. When the receiving structure 221 is a groove, the end of the guide rod 4 is inserted into the groove, and the bottom of the groove is machined into a flat blocking surface. When the end of the guide rod 4 is inserted to the bottom of the groove, the blocking surface will form a direct physical limit, effectively restricting the axial movement of the guide rod 4 and ensuring assembly stability.

[0036] When the receiving structure 221 is a through hole, the end of the guide rod 4 is inserted into the through hole, and a limiting component is fixed to the guide rod 4 by thread or welding. In application, the limiting component is preferably a positioning ring 41 sleeved on the guide rod 4 (a limiting nut, baffle, etc. can also be selected according to the force requirements). The outer diameter of the positioning ring 41 is larger than the diameter of the through hole, and it can be flexibly set inside or outside the longitudinal plate 22 on the same side. After installation, the positioning ring 41 is in close contact with the surface of the longitudinal plate 22, and the contact between the positioning ring 41 and the longitudinal plate 22 forms a physical barrier, thereby stably limiting the axial movement of the guide rod 4.

[0037] This embodiment provides two selectable receiving structures 221, namely grooves and perforations, along with corresponding limiting designs. This not only achieves precise restriction on the axial movement of the guide rod 4, preventing the guide rod 4 from damaging the fit accuracy with other components due to axial movement, but also provides a flexible installation solution for different application scenarios. The appropriate type of receiving structure 221 can be selected according to actual needs.

[0038] In some embodiments, please refer to Figures 1 to 4 The guide rod 4 adopts a three-section integrated structure design, which is divided into a connecting section at both ends and a sliding section in the middle. The two sections have clear functions and are suitable for different assembly scenarios, ensuring structural rationality and usability.

[0039] The connecting sections at both ends are specifically designed for precise assembly with the pre-set receiving structures 221 (such as grooves or perforations) on the longitudinal plate 22. To adapt to different types of receiving structures 221 and installation requirements, the cross-sectional shape of the connecting sections can be flexibly designed as circles, ellipses, or common regular polygons such as triangles, rectangles, and regular hexagons, improving the compatibility between components. The sliding section in the middle is mainly used for assembly with the second component 3. Its cross-sectional shape can be selected as circles, ellipses, or polygons such as squares and regular hexagons, depending on the actual sliding requirements, stress conditions, and structural design of the second component 3. Furthermore, the assembly through holes 331 on the second component 3 corresponding to the sliding sections not only perfectly match the cross-sectional shape of the sliding sections but also strictly control dimensional accuracy to ensure no radial clearance after assembly, meeting the requirements for assembly stability and providing a good foundation for subsequent sliding fit.

[0040] In this embodiment, the guide rod 4 adopts a three-section design with separate connecting and sliding sections, allowing each section to perform its specific function and precisely match the needs of different assembly scenarios. The connecting section offers a variety of cross-sectional shapes to flexibly adapt to different types of accommodating structures 221 on the longitudinal plate 22, reducing the difficulty of component adaptation and improving the compatibility of installation scenarios. The sliding section precisely matches the shape of the assembly through hole 331 of the second component 3, ensuring the fit and smooth sliding after assembly, avoiding problems such as sliding jamming and offset, and ensuring the stable operation of the horizontal sliding assembly.

[0041] In some embodiments, please refer to Figures 1 to 4 The aforementioned second component 3 is assembled between two longitudinal plates 22, and the overall structure adopts a frame design, including a top plate 31 and a bottom plate 32 arranged parallel to each other. The top plate 31 is used to fix the elevator car frame, and a support plate 33 is fixedly connected between the top plate 31 and the bottom plate 32. There are two support plates 33, which are symmetrically distributed at both ends of the top plate 31 and the bottom plate 32 near the longitudinal plates 22, forming a stable double-sided support structure.

[0042] Each support plate 33 has a mounting through hole 331 corresponding to the guide rod 4. The shape of the mounting through hole 331 is precisely matched with the cross-sectional shape of the sliding section of the guide rod 4, and is used for the sliding section of the guide rod 4 to pass through and slide. It should be noted that a U-shaped groove 301 is provided on the side of the top plate 31 and the bottom plate 32 facing the elevator car track to avoid the elevator track. The width of the U-shaped groove 301 is greater than the stroke of the second component 3 sliding horizontally along the guide rod 4.

[0043] In this embodiment, to optimize sliding performance and reduce wear, a lubricating sleeve 42 is fixed on the support plate 33 at the position corresponding to the mounting through hole 331 (this fixing can be achieved through interference fit, snap connection, or bolt positioning). The lubricating sleeve 42 is coaxially sleeved on the sliding section of the guide rod 4, and its inner wall is tightly fitted with the outer wall of the sliding section of the guide rod 4 and can slide relative to it. At the same time, the inner wall of the lubricating sleeve 42 is uniformly provided with annular lubrication grooves along the circumference. The grooves are pre-filled with lubricants such as grease and lubricating oil, and the design of the annular lubrication grooves can realize the storage and continuous supply of lubricant.

[0044] In some embodiments, please refer to Figures 1 to 4 The end of the guide rod 4 is installed in the housing structure 221 of the longitudinal plate 22 in a vertically movable manner, so that the second component 3 has the freedom to move in the vertical direction relative to the first component 2. In application, when the second component 3 moves downward relative to the first component 2 under its own weight or external force until its bottom plate 32 is completely abutted and attached to the transverse plate 21 of the first component 2, a first preset gap is still maintained between the end of the guide rod 4 and the lower end of the housing structure 221.

[0045] The purpose of this embodiment is as follows: During normal elevator car operation, the guide rod 4 achieves horizontal guidance through its cooperation with the assembly through hole 331 of the second component 3, ensuring smooth bidirectional horizontal movement. When the safety clamp triggers the braking action during elevator car descent, the impact force generated by braking is directly transmitted through a rigid contact path formed by the transverse plate 21 of the first component 2 and the bottom plate 32 of the second component 3. At this time, due to the existence of the first preset gap, the end of the guide rod 4 does not contact the lower end of the receiving structure 221, and the guide rod 4 is completely in a stress-free idle state. This effectively avoids structural damage such as bending and deformation of the guide rod 4 due to the braking impact force, ensuring the horizontal guiding accuracy and structural integrity of the guide rod 4, extending the service life of the component, reducing maintenance costs, and ensuring the stability and reliability of braking force transmission. This, in turn, ensures the long-term stable operation of the entire elevator safety clamp connection structure and the reliable performance of the safety clamp during braking.

[0046] In practical applications, the accommodating structure 221 on the longitudinal plate 22 is designed as a vertical elongated perforation. A metal sliding bushing is fixedly embedded in the elongated perforation. The inner wall of the sliding bushing is provided with a lubrication groove (filled with solid lubricant). The end of the guide rod 4 passes through the sliding bushing, and the sliding bushing and the end of the guide rod 4 are fitted together. During assembly, the sliding bushing is fixed in the elongated perforation by an interference fit. Its inner and outer ends are flush with the inner and outer surfaces of the longitudinal plate 22 to avoid interfering with the movement of the second component 3. The end of the guide rod 4 is machined into a smooth cylindrical surface. After passing through the sliding bushing, both its upper and lower ends are reserved for movement. When the elevator is running normally, the second component 3 can drive the guide rod 4 to slide up and down slightly along the sliding bushing to adapt to the slight vibration of the car. When the safety brake is applied, the second component 3 moves down quickly and abuts against the transverse plate 21 of the first component 2. The end of the guide rod 4 then moves down to the lower part of the sliding bushing. Due to the long perforated design, the end of the guide rod 4 maintains a first preset gap with the lower end of the sliding bushing. The braking load is transmitted through the contact surface between the first component 2 and the second component 3, and the guide rod 4 avoids bearing impact stress.

[0047] In some embodiments, please refer to Figures 1 to 4 To optimize the contact performance between the transverse plate 21 and the base plate 32 of the second component 3 during safety clamp braking, a friction-reducing structure is provided on the contact end face. Specifically, it can be provided separately on the end face of the transverse plate 21 facing the base plate 32, separately on the end face of the base plate 32 facing the transverse plate 21, or simultaneously on both end faces to adapt to different friction optimization requirements. This friction-reducing structure does not affect the force transmission efficiency of the rigid contact between the transverse plate 21 and the base plate 32, and significantly reduces the frictional resistance caused by small relative displacements (such as vibration offset during braking, slight sliding caused by force deformation) after contact, avoiding problems such as contact surface wear, jamming, or adhesion.

[0048] In application, the aforementioned friction-reducing structure can be multiple balls 5 embedded in the transverse plate 21 and / or the base plate 32. Specifically, several evenly distributed spherical grooves are formed on the end face of the transverse plate facing the base plate 32 and / or the end face of the base plate 32 facing the transverse plate. The diameter of the spherical grooves is slightly larger than the diameter of the balls 5, and a hard alloy ball 5 is embedded in each spherical groove. An annular limiting platform (the inner diameter of the limiting platform is less than 1 / 2 of the diameter of the ball 5) is provided at the opening of the spherical groove to prevent the balls 5 from falling out.

[0049] After the ball bearing 5 is embedded, its exposed height is 1 / 3 to 1 / 2 of its own diameter, ensuring that only the ball bearing 5 contacts the corresponding contact surface when the base plate 32 and the transverse plate 21 abut. In this way, the sliding friction between the base plate 32 and the transverse plate 21 is converted into the rolling friction of the ball bearing 5, which can greatly reduce the coefficient of friction between the base plate 32 and the transverse plate 21.

[0050] This embodiment incorporates a suitable friction-reducing structure at the contact surfaces of the transverse plate 21 and the base plate 32. This structure does not affect the efficiency of the braking force transmission during rigid contact, while significantly reducing the relative frictional resistance after contact. This effectively avoids wear, jamming, or adhesion of the contact surfaces caused by excessive friction during braking, reducing wear on contact components, extending service life, and lowering maintenance costs. Simultaneously, the low-friction environment ensures smooth contact during braking, preventing jamming from affecting braking response accuracy. This guarantees the stability of force transmission and the reliability of the action during safety brake braking, further enhancing the safety of elevator descent braking and the durability of the structure during operation.

[0051] In some embodiments, please refer to Figures 1 to 4 To adapt to the force transmission of the safety clamp and the protection requirements of the guide rod 4 under the upward working condition of the elevator car, a traction component is fixedly connected above the horizontal plate 21 of the first component 2. The traction component is specifically a traction plate 6 arranged parallel to the horizontal plate 21. The traction plate 6 is located between two support plates 33. The traction plate 6 and the horizontal plate 21 are rigidly fixedly connected by multiple evenly distributed connecting columns 61. A preset height of movable gap is reserved between the traction plate 6 and the horizontal plate 21.

[0052] The base plate 32 of the second component 3 is fitted into the movable gap and can move up and down in the vertical direction. At the same time, in order to avoid interference with the connecting column 61 when the base plate 32 moves up and down and slides horizontally, avoidance holes are provided on the base plate 32 at the positions corresponding to each connecting column 61. The avoidance hole is designed as an elongated oval hole extending along the length of the guide rod 4. Its length is adapted to the horizontal sliding stroke of the second component 3 along the guide rod 4, and its width matches the outer diameter of the connecting column 61. It does not affect the horizontal sliding and can effectively avoid the connecting column 61.

[0053] When the elevator car moves upward and triggers the safety brake, or when the second component 3 is moved towards the traction plate 6 by external force until the bottom plate 32 and the lower surface of the traction plate 6 are completely in contact, a preset second preset gap will be maintained between the end of the guide rod 4 and the upper end of the accommodating structure 221 of the longitudinal plate 22.

[0054] The purpose of this design is that when the elevator car is moving upward or braking, the force is transmitted to the traction plate 6 through the bottom plate 32 of the second component 3, and then to the transverse plate 21 and the safety clamp body 1 through the connecting column 61, which drives the safety clamp body 1 to move synchronously. Due to the existence of the second preset gap, the end of the guide rod 4 does not come into contact with the upper end of the housing structure 221 and is always in an unloaded state, thereby avoiding the effect of the braking impact force on the guide rod 4 under the upward working condition.

[0055] In this embodiment, a friction-reducing structure is also provided at one end of the base plate 32 facing the traction plate 6 and / or at one end of the traction plate 6 facing the base plate 32. This friction-reducing structure is the same as the friction-reducing structure between the base plate 32 and the transverse plate 21, and will not be described again here.

[0056] This utility model also provides a safety clamp that uses the above-mentioned elevator safety clamp connection structure.

[0057] Compared with the prior art, the safety clamp provided by this utility model adopts the above-mentioned elevator safety clamp connection structure and realizes bidirectional horizontal adaptive movement between the safety clamp body 1 and the car frame by means of the horizontal sliding component between the first component 2 and the second component 3. This ensures that when the elevator is in operation and horizontal displacement occurs due to guide rail deviation, vibration or load change, the safety clamp can still maintain precise alignment with the guide rail.

[0058] Meanwhile, through the vertically movable assembly of the guide rod 4 at its ends, the design of the first and second preset gaps under the braking conditions, and the coordinated cooperation of the traction structure and the friction reduction structure, comprehensive protection of the guide rod 4 is achieved under all working conditions, preventing it from deforming due to braking impact force and ensuring guiding accuracy and structural integrity.

[0059] Combined with the robust load-bearing structure of the frame, the smooth sliding of the lubricating sleeve 42 and the polished guide rod 4 with low friction, and the optimized design of the force transmission path, this not only effectively eliminates the problems of jamming, deviation, or response lag during braking, improving the reliability and sensitivity of emergency braking, but also reduces component wear, extends service life, and lowers maintenance costs. Ultimately, this safety clamp possesses the core advantages of strong adaptability to all working conditions, stable and reliable braking, and high durability, providing a solid guarantee for the safe operation of elevators in all scenarios of upward and downward movement.

[0060] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. An elevator safety gear connection structure comprising a safety gear main body (1), characterized in that, A horizontal sliding assembly is provided between the safety clamp body (1) and the elevator car frame, the horizontal sliding assembly comprising: The first component (2) is fixedly connected to the safety clamp body (1); The second component (3) is fixedly connected to the car frame; The first component (2) and the second component (3) are slidably engaged so that the safety clamp body (1) and the elevator car form a sliding connection structure that can move horizontally in both directions.

2. An elevator safety gear connection as defined in claim 1, wherein, The first component (2) is provided with a plurality of guide rods (4) arranged in parallel to each other, and the second component (3) slides through the plurality of guide rods (4).

3. An elevator safety gear connection as defined in claim 2, wherein, The first component (2) includes: A transverse plate (21) is fixed to the top of the safety clamp body (1); There are two longitudinal plates (22), which are respectively fixed to the two ends of the transverse plate (21), and multiple guide rods (4) are connected between the two longitudinal plates (22).

4. The elevator safety clamp connection structure as described in claim 3, characterized in that, The two ends of the guide rod (4) are respectively inserted into the longitudinal plate (22) on the same side, and a limiting component is provided on it to restrict the axial movement of the guide rod (4).

5. An elevator safety gear coupling structure as defined in claim 3 wherein, The cross-sectional shape of the guide rod (4) is circular, elliptical, or polygonal.

6. The elevator safety clamp connection structure as described in claim 2, characterized in that, The second component (3) is provided with a lubricating sleeve (42), which is sleeved on the guide rod (4) and slides in contact with the guide rod (4). The inner wall of the lubricating sleeve (42) is provided with an annular lubrication groove, which is filled with lubricant.

7. The elevator safety clamp connection structure as described in claim 3, characterized in that, The longitudinal plate (22) is provided with a receiving structure (221) corresponding to the end of the guide rod (4). The end of the guide rod (4) is movably disposed in the receiving structure (221). When the second component (3) moves toward the transverse plate (21) and abuts against the transverse plate (21), there is a first preset gap between the end of the guide rod (4) and the lower end of the receiving structure (221).

8. The elevator safety clamp connection structure as described in claim 7, characterized in that, At least one of the end face of the transverse plate (21) facing the second component (3) and the end face of the second component (3) facing the transverse plate (21) is provided with a friction-reducing structure, which is used to reduce the relative friction force after the transverse plate (21) and the second component (3) come into contact.

9. The elevator safety clamp connection structure as described in claim 7, characterized in that, A traction component is fixedly connected above the transverse plate (21). There is a movable gap between the traction component and the transverse plate (21). The second component (3) is movably disposed within the movable gap. When the second component (3) moves toward the traction component and abuts against the traction component, there is a second preset gap between the end of the guide rod (4) and the upper end of the accommodating structure (221).

10. A safety clamp, characterized in that, Includes the elevator safety clamp connection structure as described in any one of claims 1-9.

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