CN212403069U

CN212403069U - Parking device for car

Info

Publication number: CN212403069U
Application number: CN202020939962.4U
Authority: CN
Inventors: 张林林
Original assignee: Hangzhou Xo Lift Co Ltd
Current assignee: Hangzhou Xo Lift Co Ltd
Priority date: 2020-05-28
Filing date: 2020-05-28
Publication date: 2021-01-26
Anticipated expiration: 2030-05-28

Abstract

The application provides a parking device of car, parking device includes: a locking mechanism acting on a traction rope pulley on the elevator car, wherein the locking mechanism has a locking state for limiting the rotation of the traction rope pulley and a releasing state for allowing the rotation of the traction rope pulley; and the transmission mechanism is linked between the car door and the locking mechanism, and when the car door is opened and closed, the locking mechanism correspondingly enters a locking state and a unlocking state. The application provides a parking device of car can follow the unexpected removal that prevents the car at the root, improves the security of elevator.

Description

Parking device for car

Technical Field

The application relates to the technical field of elevators, in particular to a parking device of a car.

Background

Accidental movement of the car has become a focus of attention in the elevator industry in recent years, and accidents caused by accidental movement of the car are frequently found in news reports. GB7588-2003 therefore adds a revision 1 sheet, which specifies that the elevator system should have a protection against accidental movement of the car. However, the mechanism of the accidental movement of the car is not clear, and the conventional method is to provide emergency braking protection for the accidental movement of the car monitored by the system at the tail end, so that the accidental movement of the car cannot be avoided from the design source.

The current mainstream solution is to use a brake or a rope clamp as a protection device, i.e. the car is used for emergency braking after moving unexpectedly, but the effectiveness of the protection device is to be verified. If the system signal error causes unexpected movement, the system judges that the system is normally operated, and the protection device can not act and cannot play a protection role.

The best treatment is prevention, and if the accidental movement of the car can be killed in a bud state or evasive measures are taken in design so that the car cannot move accidentally, the occurrence of the accidental movement of the car can be fundamentally avoided.

Summarizing the accidents caused by the accidental movement of the existing car, when the car door and the landing door of the elevator are opened, the car suddenly moves accidentally, and if passengers enter or exit the car at the moment, serious accidents can be caused. Therefore, what should be prevented from accidental movement of the car is the accidental movement of the car when the car door is opened.

SUMMERY OF THE UTILITY MODEL

The application provides a parking device of car can follow the unexpected removal that prevents the car at the root, improves the security of elevator.

The application provides a parking device of car includes:

a locking mechanism acting on a traction rope pulley on the elevator car, wherein the locking mechanism has a locking state for limiting the rotation of the traction rope pulley and a releasing state for allowing the rotation of the traction rope pulley;

and the transmission mechanism is linked between the car door and the locking mechanism, and when the car door is opened and closed, the locking mechanism correspondingly enters a locking state and a unlocking state.

Several alternatives are provided below, but not as an additional limitation to the above general solution, but merely as a further addition or preference, each alternative being combinable individually for the above general solution or among several alternatives without technical or logical contradictions.

Optionally, the transmission mechanism includes a proximal end assembly disposed adjacent to the gantry crane system, a distal end assembly disposed adjacent to the traction sheave, and a linkage component;

the proximal end assembly comprises a first input element and a first output element according to a motion transmission relationship, and the first output element is connected with the proximal end of the linkage part;

the distal assembly includes a trigger member that is linked with the distal end of the linkage member to urge the locking mechanism into the locked state, and a first reset member that acts on the trigger member to allow the locking mechanism to return to the unlocked state.

Optionally, the locking mechanism includes a limiting part fixedly mounted with the traction sheave and a locking part corresponding to the limiting part, and the limiting part and the locking part have a relative combination state and a relative separation state and respectively correspond to the locking state and the unlocking state of the locking mechanism; the locking piece and the triggering piece are in interaction linkage.

Optionally, an intermittent or variable speed fit is used between the first input member and the first output member.

Optionally, the proximal assembly comprises:

a rack fixed to the car door and serving as the first input member;

the gear is rotatably arranged on the lift car and meshed with the rack;

a rope winding disc serving as the first output member;

the sheave mechanism comprises a driving plate and a driven sheave, the driving plate and the gear are fixed and coaxially rotate, and the driven sheave and the rope winding disc are of split fixed or integrated structures and coaxially rotate.

Optionally, the linkage component comprises a sheath providing an axial supporting force, and a traction rope slidably threaded in the sheath.

Optionally, the distal assembly further comprises:

the first reset piece is a first spring and acts between the trigger piece and the base;

the guide rod penetrates through the base in a sliding mode, the guide rod is connected with the linkage component, and the trigger piece is sleeved on the guide rod in a sliding mode;

the second spring acts between the guide rod and the trigger piece, when the trigger piece is mistakenly clamped, the guide rod and the trigger piece move relatively, the second spring stores energy, and when the trigger piece releases the mistaken clamping, the second spring releases energy to drive the trigger piece, so that the locking mechanism is driven to enter a locking state.

Optionally, along the axial direction of the guide rod, the trigger includes:

a locking section having a first sliding surface extending axially along the guide rod;

an unlocking section having a second sliding surface extending axially along the guide rod;

a transition section connected between the locking section and the unlocking section and having a third sliding surface inclined axially with respect to the guide rod;

the locking mechanism is in a locked state, the locking element is engaged with the first sliding surface;

the locking mechanism is in an unlocked state, the locking element is engaged with the second sliding surface;

the locking mechanism engages the third sliding surface during state switching.

Optionally, the locking mechanism comprises:

the ratchet wheel is fixed with the traction rope pulley and coaxially rotates, and the limiting part is the ratchet wheel;

the pawl is installed in a swinging mode relative to the car and matched with the ratchet wheel, the pawl is matched with the trigger piece in an abutting mode, and the locking piece is the pawl;

and the second resetting piece is used for driving the pawl to be disengaged from the ratchet wheel.

Optionally, the traction rope pulley is a car top wheel or a car bottom wheel.

Drawings

FIG. 1 is a schematic structural diagram of an embodiment of the present application;

FIG. 2 is a schematic structural diagram of a proximal assembly according to an embodiment of the present application;

FIG. 3 is a schematic structural diagram of a distal assembly according to an embodiment of the present application;

fig. 4 is a schematic structural diagram of a traction sheave according to an embodiment of the present application;

fig. 5 is an enlarged view of region a in fig. 1.

The reference numerals in the figures are illustrated as follows:

1. a car; 2. dragging the rope pulley; 21. a ratchet wheel; 3. a car door; 31. a rack; 32. a gear; 33. a rope winding disc; 34. an active drive plate; 35. a driven sheave; 36. a cylindrical pin; 37. a radial slot; 4. a linkage member; 5. a trigger; 51. a locking section; 511. a first sliding surface; 52. an unlocking section; 521. a second sliding surface; 53. a transition section; 531. a third sliding surface; 6. a first spring; 7. a base; 71. a guide bar; 72. a second spring; 8. a pawl; 9. a second reset member.

Detailed Description

The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.

It will be understood that when an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. When a component is referred to as being "disposed on" another component, it can be directly on the other component or intervening components may also be present.

Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used in the description of the present application herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application.

In one embodiment, as shown in fig. 1, the car parking device includes a locking mechanism and a transmission mechanism. The locking mechanism acts on the traction sheave 2 on the car 1, and has a locked state in which rotation of the traction sheave 2 is restricted and an unlocked state in which rotation of the traction sheave 2 is allowed. The transmission mechanism is linked between the car door 3 and the locking mechanism, and when the car door 3 is opened and closed, the locking mechanism correspondingly enters a locking state and a unlocking state.

The conventional parking device fixes the car 1 to the hoistway by controlling the movement of the locking member by an electric signal after the car 1 is leveled. The parking device of this embodiment can adopt pure mechanical structure, and its action process does not rely on electronic components and control program, and the reliability is higher.

In order to further ensure that the car 1 can be reliably parked after the locking mechanism is operated, the locking mechanism of the present embodiment is attached to the car 1, and the car 1 is braked by locking the traction sheave 2, and the locking operation is an internal operation of the locking mechanism. When the parking device needs to be maintained, only the parking device on the car 1 needs to be ensured to be in a normal state, the state of guide rails at each position of a hoistway does not need to be checked along the way, the maintenance is convenient, and the reliability is high.

Normally, there is no relative sliding due to static friction between the traction sheave 2 and the hoisting rope suspending the car 1, and the car 1 cannot be raised or lowered when the traction sheave 2 stops rotating.

When the car 1 opens the door, the car door 3 enables the locking mechanism to enter a locking state through the transmission mechanism, the traction rope wheel 2 cannot rotate, and the car 1 is stopped. When the car 1 is closed, passengers leave the shearing position between the car door 3 and the landing door, the car door 3 triggers the locking mechanism through the transmission mechanism, the locking mechanism enters a lock releasing state, the traction rope pulley 2 can normally rotate, and the car 1 normally runs.

In one embodiment, as shown in fig. 1, the transmission mechanism includes a proximal assembly disposed adjacent to the gantry system, a distal assembly disposed adjacent to the traction sheave 2, and a linkage member 4. The proximal assembly includes in motion transmitting relationship a first input member and a first output member connected to the proximal end of the linkage member 4. The distal assembly comprises a trigger 5 and a first reset, wherein the trigger 5 is linked with the distal end of the linkage member 4 to actuate the locking mechanism into the locked state, and the first reset acts on the trigger 5 to allow the locking mechanism to return to the unlocked state.

The proximal end assembly in this embodiment is used to convert the movement of the car door 3 into the movement of the linkage member 4, and the distal end assembly is used to convert the movement of the linkage member 4 into the internal action of the locking mechanism. There is a distance between the proximal and distal assemblies and the linkage member 4 is used to transmit power or transmit motion relationships across the distance. The door machine system includes a power unit (e.g., a motor) mounted to the car 1 and a transmission member (e.g., a belt, a timing belt, etc.) connected between the power unit and the car door 3. It is clear that the first input member can be fixed either directly to the car door 3 or to other moving parts in the door machine system, such as the motor shaft, pulleys, belts, etc.

This embodiment provides a first reset member in the distal assembly that stores energy during door opening and utilizes the stored energy to drive the latching mechanism into the unlatched state during door closing. Therefore, in the process of locking the traction rope wheel 2, the embodiment can not rely on the power provided by a door machine system, thereby reducing the interference to the existing devices (such as a fan and an inspection box) on the top of the car 1 and saving the space on the top of the hoistway.

In one embodiment, the locking mechanism comprises a limiting part fixedly arranged with the traction rope wheel 2 and a locking part corresponding to the limiting part, wherein the limiting part and the locking part have opposite combined state and separated state and respectively correspond to the locking state and the unlocking state of the locking mechanism; the locking element interacts with the triggering element 5. The limiting component is fixed on the traction rope wheel 2 and rotates synchronously with the traction rope wheel 2. When the door is opened, the locking piece leans against the limiting part and interferes with the motion path of the limiting part, so that the traction rope wheel 2 stops rotating. When the door is closed, the locking piece leaves the limiting part and allows the traction rope wheel 2 to rotate freely.

In the process of opening and closing the door, the stroke of the car door 3 is large, and in order to save the top space of the car 1, the stroke of the locking piece in the process of combining and separating with the limiting part is small. In order to match the stroke of the car door 3 and the restricting member, in one embodiment, an intermittent engagement or a variable speed engagement is employed between the first input member and the first output member. With intermittent engagement, the closure member is only activated for a portion of the travel of the car door 3. With the gear shift engagement, the latch member acts throughout the stroke of the car door 3, but the speed of movement of the latch member is lower than the speed of movement of the car door 3.

In one embodiment, the traction sheave 2 is a ceiling wheel. In another embodiment, the traction sheave 2 is a bottom wheel. The linkage member 4 includes a sheath providing axial support force, and a pull cord slidably threaded within the sheath. The linkage member 4 may be of the prior art or may be an adjustable but non-retractable cable, the key feature of which is to be able to effectively transmit the motion of the portal crane system to the distal assembly without failure of the motion transmission due to compression or bending. In one embodiment, the linkage member 4 is a steel wire rope wrapped with a hard outer sleeve, the hard outer sleeve is not easy to bend after being fixed, and the steel wire rope can freely slide in the hard outer sleeve and can effectively transmit the near-end motion to the far-end motion.

The rope grooves of the traction sheave 2 can be used in prior art, for example, in the shape of a "V" or a semicircle in cross-section.

In one embodiment, as shown in fig. 2, the proximal end assembly includes a rack 31, a gear 32, a cable drum 33, and a Geneva gear. The rack 31 is fixed to the car door 3 and serves as a first input member. The gear 32 is rotatably mounted to the car 1 and engages with the rack 31. The rope reel 33 serves as a first output member. The sheave mechanism includes a driving dial 34 and a driven sheave 35. The driving dial 34 is fixed to the gear 32 and rotates coaxially therewith, and the driven sheave 35 and the rope reel 33 are of an integral structure and rotate coaxially therewith. In another embodiment, the driven sheave 35 is a separate structure from the rope reel 33 and rotates coaxially.

In this embodiment, the linear motion of the car door 3 is converted into a rotational motion by the gear 32 and rack 31 mechanism, and the wire is wound up by rotation by the rope reel 33. The sheave mechanism may be of the prior art for converting continuous motion of the gear 32 into intermittent motion about the rope disc 33. When the door is opened, the driven sheave 35 does not rotate along with the driving dial 34 until the cylindrical pin 36 rotating along with the driving dial 34 enters the radial groove 37 of the driven sheave 35, the driven sheave 35 starts to rotate reversely along with the driving dial 34 and drives the rope winding disc 33 to wind and take up the rope, and the linkage part 4 pulls the trigger part 5 to enable the locking mechanism to enter a locking state. When the door is closed, the car door 3 brings the near-end assembly back to the initial state, and the first restoring member drives the linkage member 4 which tensions the release of the rope reel 33.

Specifically, in one embodiment, the parking device of the car is braked and locked within the range of the door gap width being less than 30cm when the door is opened, and the parking device of the car is unlocked within the range of the door gap width being less than 10cm when the door is closed.

In one embodiment, as shown in FIG. 3, the distal assembly further comprises a base 7, a guide rod 71 and a second spring 72.

The base 7 is fixed to the car 1 and the first return member is a first spring 6 and acts between the triggering member 5 and the base 7. The guide rod 71 is slidably arranged through the base 7, the guide rod 71 is connected with the linkage component 4, and the trigger 5 is slidably sleeved on the guide rod 71. The second spring 72 acts between the guide rod 71 and the trigger 5, and when the trigger 5 is mistakenly clamped, the guide rod 71 and the trigger 5 move relatively and the second spring 72 stores energy. When the trigger 5 releases the wrong card, the second spring 72 releases the energy to drive the trigger 5, and then drives the locking mechanism into the locking state.

When the car 1 is leveled, the rotation position of the traction sheave 2 is random. Therefore, during opening of the door, the locking element may not be aligned with the stop member, so that both the locking element and the stop member cannot enter the engaged state, and the locking mechanism cannot enter the locked state.

The second spring 72 is provided in this embodiment, so that the locking member and the position limiting member can be combined when the door is opened. In the first case, the locking elements are aligned exactly with the stop elements after the lay-flat. In the door opening process, the locking piece and the limiting part immediately enter a combined state while the linkage part 4 acts.

In the second case, the locking element is misaligned with the stop member after the lay-flat. In the process of opening the door, when the linkage part 4 acts, the locking part and the limiting part cannot enter a combined state immediately, and the trigger part 5 cannot slide along the guide rod 71 due to interference of the locking part. A stopper is fixed on the guide rod 71, two ends of the second spring 72 respectively abut against the stopper and the trigger 5, and the stopper approaches the trigger 5 due to the action of the linkage part 4.

After opening the door, the second spring 72 has stored energy. If the car 1 moves accidentally, the rotation positions of the traction sheave 2 and the stopper member change, and when the stopper member rotates to be aligned with the position of the locking member, the second spring 72 releases energy to bring the locking mechanism into a locked state.

In one embodiment, as shown in fig. 3 and 5, the trigger includes a locking section 51, an unlocking section 52 and a transition section 53 along the axial direction of the guide rod 71. The locking segment 51 has a first sliding surface 511 extending in the axial direction (i.e., the X direction in fig. 3) of the guide bar 71. The unlocking section 52 has a second sliding surface 521 extending axially along the guide rod 71. The transition section 53 is connected between the locking section 51 and the unlocking section 52 and has a third sliding surface 531 which is axially inclined with respect to the guide rod 71.

In the locked state of the locking mechanism, the locking element is engaged with the first sliding surface 511. In the unlocked state of the locking mechanism, the latch engages the second sliding surface 521. The locking mechanism during state switching the locking element engages the third sliding surface 531.

If the locking piece is not aligned with the limiting part during the leveling process, after the guide rod 71 moves along the direction X in FIG. 3, the third sliding surface 531 of the trigger 5 is abutted and interfered with the locking piece, and the locking piece cannot move. If unexpected working conditions such as failure of the brake, slipping of the traction wheel and the like occur at the moment, the car top wheel and the limiting component start to rotate, the locking piece is aligned with the limiting component, and the locking piece can move freely. The latch moves relative to the trigger 5 and slides along the third sliding surface 531 towards the first sliding surface 511, eventually contacting the latch via the first sliding surface 511 and maintaining the locking mechanism in the locked state.

In one embodiment, as shown in fig. 3, 4 and 5, the locking mechanism comprises a ratchet 21, a pawl 8 and a second reset member 9. The ratchet 21 and the traction rope wheel 2 are fixed and rotate coaxially, and the limiting component is the ratchet 21. Pawl 8 swing installation and cooperate with ratchet 21 relative to car 1, pawl 8 and trigger 5 counterbalance cooperation, and the closure member is pawl 8. The second return member 9 may be a coil spring wound around the axis of rotation of the pawl 8 for driving the pawl 8 away from the ratchet wheel 21.

In one embodiment, the second restoring member 9 is the pawl 8 itself or a weight fixed to the pawl 8, and the pawl 8 is installed below the ratchet wheel 21. This embodiment may use gravity to reset the pawl 8.

If the car 1 is on the flat floor and the car door 3 is opened, the pawl 8 is engaged with the teeth of the ratchet wheel 21, and the pawl 8 is forced to stop, and the contact part of the pawl 8 and the trigger 5 is a transition section 53. However, the door opening operation of the car door 3 is continued, and after the transmission of the sheave mechanism and the linkage member 4, the guide rod 71 continues to move rightward to compress the first spring 6 until the outer circle of the driving dial 34 is engaged into the semicircular groove of the driven sheave 35, so that the driven sheave 35 is locked. If the unexpected working conditions such as brake failure, traction sheave slippage and the like occur, the traction sheave 2 and the ratchet wheel 21 start to rotate, the trigger piece 5 is pushed by the second spring 72, when the tooth space of the ratchet wheel 21 rotates to the position of the pawl 8, the forced stop of the pawl 8 is released, the trigger piece 5 moves rightwards under the pushing force of the second spring 72, the pawl 8 is ejected and clamped into the tooth space of the ratchet wheel 21, and the car top wheel is braked.

The pawl 8 is meshed with the teeth of the ratchet wheel 21, and if the car 1 suddenly moves accidentally, the pawl 8 can enter the next groove of the ratchet wheel 21 to be meshed with the ratchet wheel 21 instantly, so that the movement of the car 1 is stopped, and the car 1 is kept in a static state. In order to make the pawl 8 move flexibly, lubricating oil, grease, a sliding sleeve, a bearing and the like can be used as media for reciprocating motion.

The pawl mechanism is the mechanical structure that this application adopted, except ratchet pawl mechanism, also can adopt mechanical structure that chuck, flange, spline, clutch etc. have separation and reunion locking function, and its control mechanism also needs to make corresponding change simultaneously, does not need the detail here. The distal assembly of the present application may also employ other control structures such as plates, hydraulics, power-driven pusher devices, etc., and will not be described in detail herein. The sheave mechanism and the gantry crane system mechanism can adopt chain transmission, belt transmission, friction pair transmission and the like besides gear transmission, and the transmission part can also be connected with parts such as a gantry crane, a steel wire rope and a hall door which are related to the movement of the car door besides being connected with the car door.

The parking device of this application car can realize the braking and the release of car 1 through the action of car 1 switch door. The concept of protecting after moving is changed into the concept of protecting not moving before moving. When the car 1 brakes, the car 1 is not allowed to move unless the steel wire rope is broken, so that the car 1 can be effectively prevented from accidentally moving due to accidents such as slipping of a traction sheave, failure of a brake, accidental operation of a tractor and the like, and the car 1 can be prevented from being accidentally moved and accidents caused by the accidental movement of the car 1 can be fundamentally avoided.

The technical features of the embodiments described above may be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the embodiments described above are not described, but should be considered as being within the scope of the present specification as long as there is no contradiction between the combinations of the technical features. When technical features in different embodiments are represented in the same drawing, it can be seen that the drawing also discloses a combination of the embodiments concerned.

The above-mentioned embodiments only express several embodiments of the present application, and the description thereof is more specific and detailed, but not construed as limiting the claims. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the concept of the present application, which falls within the scope of protection of the present application. Therefore, the protection scope of the present patent shall be subject to the appended claims.

Claims

1. A parking device for a car, comprising:

2. The car park arrangement of claim 1, wherein the transmission includes a proximal assembly disposed adjacent the door machine system, a distal assembly disposed adjacent the traction sheave, and a linkage member;

3. The car parking device according to claim 2, wherein the locking mechanism includes a stopper member fixedly attached to the traction sheave, and a locking piece corresponding to the stopper member, the stopper member and the locking piece having a coupled state and a separated state opposite to each other and corresponding to a locked state and an unlocked state of the locking mechanism, respectively; the locking piece and the triggering piece are in interaction linkage.

4. A car parking apparatus according to claim 2, wherein the first input member and the first output member are engaged intermittently or in a variable speed manner.

5. The car park arrangement of claim 2, wherein the proximal end assembly comprises:

a rack fixed to the car door and serving as the first input member;

the gear is rotatably arranged on the lift car and meshed with the rack;

a rope winding disc serving as the first output member;

6. The car parking device of claim 2, wherein the linkage member includes a sheath providing an axial support force, and a traction rope slidably threaded within the sheath.

7. The car park arrangement of claim 3, wherein the distal assembly further comprises:

8. The car parking device of claim 7, wherein the trigger member includes, in a guide rod axial direction:

the locking mechanism engages the third sliding surface during state switching.

9. The car parking device of claim 3, wherein the locking mechanism comprises:

10. The car parking device according to claim 1, wherein the traction sheave is a ceiling wheel or a bottom wheel.