WO2019029314A1 - 一种恒定制动减速度安全钳 - Google Patents

一种恒定制动减速度安全钳 Download PDF

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Publication number
WO2019029314A1
WO2019029314A1 PCT/CN2018/095558 CN2018095558W WO2019029314A1 WO 2019029314 A1 WO2019029314 A1 WO 2019029314A1 CN 2018095558 W CN2018095558 W CN 2018095558W WO 2019029314 A1 WO2019029314 A1 WO 2019029314A1
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WO
WIPO (PCT)
Prior art keywords
elevator
guide rail
cam lever
safety gear
elevator guide
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Application number
PCT/CN2018/095558
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English (en)
French (fr)
Inventor
盛嘉勋
盛哲
Original Assignee
无锡市一品电梯配件有限公司
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Publication of WO2019029314A1 publication Critical patent/WO2019029314A1/zh

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B5/00—Applications of checking, fault-correcting, or safety devices in elevators
    • B66B5/02—Applications of checking, fault-correcting, or safety devices in elevators responsive to abnormal operating conditions
    • B66B5/16—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well
    • B66B5/18—Braking or catch devices operating between cars, cages, or skips and fixed guide elements or surfaces in hoistway or well and applying frictional retarding forces
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66D—CAPSTANS; WINCHES; TACKLES, e.g. PULLEY BLOCKS; HOISTS
    • B66D5/00—Braking or detent devices characterised by application to lifting or hoisting gear, e.g. for controlling the lowering of loads
    • B66D5/02—Crane, lift hoist, or winch brakes operating on drums, barrels, or ropes
    • B66D5/06—Crane, lift hoist, or winch brakes operating on drums, barrels, or ropes with radial effect
    • B66D5/08—Crane, lift hoist, or winch brakes operating on drums, barrels, or ropes with radial effect embodying blocks or shoes
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02B—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO BUILDINGS, e.g. HOUSING, HOUSE APPLIANCES OR RELATED END-USER APPLICATIONS
    • Y02B50/00—Energy efficient technologies in elevators, escalators and moving walkways, e.g. energy saving or recuperation technologies

Definitions

  • the invention relates to an elevator safety gear, and more particularly to a constant brake deceleration safety gear.
  • the safety gear is one of the elevator anti-drop devices, and it is in a non-clamped state (relaxed state) when the elevator is in normal operation. Only when the elevator runs down at a speed of ⁇ 115% of the rated speed (including when the suspension is broken in extreme cases), the safety gear is driven by the speed limiter, and the friction mechanism is used to bring the friction into the "wedge" state. The force brakes the elevator and eventually remains stationary.
  • the safety gear is mainly composed of a base and a brake element.
  • the base is installed at the bottom or the top of the car near the guide rail.
  • the base has a groove space on one side of the elevator guide rail.
  • the guide rail is placed in the middle of the groove, and the groove is partitioned into In two parts, the braking elements are arranged on both sides of the rail, and the rails are clamped.
  • the safety tongs currently used in the industry are divided into two categories: “instantaneous brake safety tongs” (“transient safety tongs”) and “progressive brake safety tongs” (referred to as “progressive safety tongs”).
  • transient safety tongs temporary brake safety tongs
  • progressive brake safety tongs referred to as “progressive safety tongs”.
  • the common feature of their structure is that the grooves on the base are trapezoidal and their sides are beveled; their brake elements are usually wedge-shaped, hereinafter referred to as "wedges”, which have the same slope as the trapezoidal groove bevel. When the wedge slides along the groove slope, the state transition from “relaxation” to "wedge” can be realized, thereby achieving the stoppage of the elevator car.
  • the "transient safety gear” base is usually made of a thick metal body (also known as a clamp body) that directly produces a "trapezoidal groove” with a bevel that is relatively rigid.
  • the slipping stroke of the wedge is not limited.
  • the lifting force of the clamp body is sharply increased, and the clamping force on the guide rail is sharply increased.
  • a large brake deceleration, resulting in the elevator "instant” is stopped, so called “instantaneous safety pliers.”
  • the working characteristics of the "instantaneous safety gear” are summarized as follows: it "brakes with unrestricted clamping force", the braking deceleration is very large, about several g (g is the gravitational acceleration) value).
  • the braking process is the process of absorbing energy by the deformation of the clamp body. Because the instantaneous safety gear brake deceleration is very large, and the impact force is very large, it is only suitable for low-speed elevators. According to the relevant standards of the elevator, the speed of the elevator for the “instantaneous safety gear” is not more than 0.63m/s.
  • the current mainstream elevator safety clamp type is a "progressive safety clamp", which is more complex than a transient safety clamp.
  • the base is usually composed of multiple parts, including a load-bearing frame, a force-applying spring, and a guide slider. It is composed of a guide slider, and one side of the guide slider has a certain inclination.
  • the progressive safety gear also uses a wedge as the brake element. The angle of the slope of the wedge is the same as the slope of the guide slider. When the wedge slides along the slope of the guide block, the "relaxation" to the "wedge” can be realized. The state transition realizes the stoppage of the elevator car.
  • the acceleration/deceleration value produced by a moving object subjected to an external force is proportional to the magnitude of the external force and inversely proportional to the mass of the object.
  • the “gradual safety gear” of a rated specification will brake the elevator in actual working conditions. Deceleration is not a certain value.
  • the deceleration of the elevator during emergency braking is allowed to fluctuate between 0.2g and 1.0g.
  • the brake deceleration is allowed to take the lower limit of 0.2g of the specified range; when the elevator is unloaded, the brake deceleration is allowed to take the upper limit of 1.0g of the specified range, and the intermediate value of 0.6g is regarded as the most Good value.
  • the corresponding braking force should be
  • each safety gear For each safety gear, the spring force of the biasing spring, the amount of spring deformation caused by the slip of the wedge during braking, and the resulting spring deformation force (clamping force) are specific. The product is put into use and the clamping force is no longer changed. Therefore, each safety gear can only be used for elevators of a specific quality. In other words, each type of rated load elevator needs to be equipped with a safety clamp of the corresponding specification.
  • the working characteristics of the "progressive safety gear” are summarized as follows: “It responds to different loads with a fixed clamping force, and its braking deceleration fluctuates within a range.”
  • the “progressive safety gear” has a better ride comfort than the “instantaneous safety gear”, but the comfort is not stable and changes with the load.
  • the fluctuation of the brake deceleration will bring other negative effects:
  • First, the brake slip distance of the car is long when the brake deceleration is small, and the pit of the elevator shaft must be considered to maintain a large depth;
  • Another elevator safety protection component - the shock resistance parameter of the damper, because the smaller brake deceleration will cause the cock to have greater kinetic energy once it hits the damper.
  • the adoption of the above two measures will increase the manufacturing and installation costs of the elevator.
  • the structure of “progressive safety gear” is more complicated and costly.
  • the structure of the safety forceps can be different because the force spring can be selected in different structural forms.
  • Each progressive safety gear can only be applied to specific ones. Elevator loads have resulted in a variety of specifications.
  • Different structural types also affect the different installation methods, the intersection of two “diversifications” of structure and specification, and the different installation methods constitute various safety clamps with different structural forms and different specifications.
  • the variety of structural forms and specifications directly affects the design, manufacture and selection of products. According to the relevant standards of elevators, each type of safety tongs of structural form and specification is regarded as a “different” safety tong. It must be type tested separately, which is both a management trouble and an economic burden to the production enterprise.
  • a constant brake deceleration safety gear comprises a base and a brake element, the base is mounted on the elevator car, and the base is provided with a groove on one side of the elevator guide rail, so that the elevator guide rail is placed in the middle of the groove
  • the moving element is disposed on both sides of the elevator rail in the groove, one end of which is connected to the speed limiter rod, the base is a jaw plate, the groove on the jaw plate has a vertical side, and the braking element is a cam
  • the lever has three main force receiving parts on the cam lever, wherein the A part is opposite to the vertical side of the groove, the B part is opposite to the elevator guide rail, the C part is opposite to the lower bottom surface of the clamp plate, and the other end of the cam lever is passed through the spring.
  • the clamp plate is connected.
  • the elevator rail is placed on one side of the recessed space and a cam lever is placed on the other side of the elevator rail.
  • the constant brake deceleration safety gear adopts a part with cam and lever characteristics - "cam lever” as the brake element, with input force point, output force point and fulcrum, and bears the weight of the elevator at the "input force point” in the form of lever Enlarged and applied to the guide rail at the "output force point", the clamping force changes with the load, resulting in a constant brake deceleration; different lever ratios can be obtained by changing the relative positions of the three force points.
  • the traditional safety clamp it needs to be divided into different specifications, simplified, widely used, and convenient for production, testing and use. It is a major breakthrough for the traditional safety gear.
  • 1 is a schematic structural view of a constant brake deceleration safety gear according to the first embodiment.
  • FIG. 3 is a schematic diagram of the force of the constant brake deceleration safety gear according to the first embodiment.
  • FIG. 4 is a schematic structural view of a constant brake deceleration safety gear according to the second embodiment.
  • Figure 5 is a front elevational view of the constant brake deceleration safety gear of the second embodiment.
  • Figure 6 is a modification of the constant brake deceleration safety gear cam lever of the present invention.
  • the constant brake deceleration safety gear of the present embodiment mainly includes a clamp plate 1 as a base and a cam lever 2 as a brake element, and the clamp plate 1 is fixedly mounted on the elevator car.
  • the jaw plate 1 defines a groove 11 toward the side of the elevator rail 3, the groove 11 has a bottom surface, two vertical sides, the elevator rail 3 is disposed in the middle of the groove 11, and the groove 11 is divided into two Space, two cam levers 2 are respectively disposed on the two sides of the space elevator guide rail 3 of the groove 11.
  • the plate 1 is connected, the other end of the cam lever 2 is connected to the speed limiter rod 5, and the spring 4 and the speed limiter rod 5 position the cam lever 2, and when necessary, the speed limiter rod 5 lifts the cam lever 2 to drive
  • the safety gear of the invention enters the braking state; the A portion 21, the B portion 22 and the C portion 23 of the cam lever 2 have a curved contour at three places, and the cam lever 2 can be changed by rotating and translation to change the clamp plate 1 and the elevator guide rail.
  • the relative position of 3 makes the invention from “relaxation” to “clamping”
  • the guide rail presents a cam feature, but unlike the conventional cam, its center of rotation is not fixed, that is, it is also translated in rotation; the cam lever 2 also has a lever feature, and its A portion 21 and the side of the groove 11 are vertical.
  • the C portion 23 abuts against the lower bottom surface of the jaw plate 1, and the B portion 22 can abut against the elevator guide rail 3, which serves as a fulcrum, an input force point and an output force point, respectively, wherein the car portion 23 bears the weight of the car, the car After the gravity is enlarged, the clamping force is outputted to the guide rail 3 at the B portion 22, and the clamping force can be changed proportionally with the change of the weight of the elevator car, thereby achieving the purpose of the invention--the safety clamp has a constant Brake deceleration; the clamp body 1 is provided with a pallet 12 for assisting the positioning of the cam lever 2.
  • the entire safety gear moves with the car; when the car needs emergency braking, the pulling force q from the speed limiter rod 5 and the cam lever 2 are received from the car at the C portion 23.
  • the gravity P forms a force couple, so that the cam lever 2 on the left side of FIG. 3 rotates counterclockwise, and the B portion 22 abuts against the elevator guide rail 3 until the elevator guide rail 3 is pressed, the cam lever 2 no longer rotates; when the B portion 22 presses the elevator guide rail At the surface of 3, the brake of the elevator actually begins, at which time the cam lever 2 will withstand a horizontal to right force K from the jaw plate 1 at the A portion 21, and the cam lever 2 will bear a lift guide from the B portion 22.
  • the vertical distance between the A portion 21 and the B portion 22 be h; the horizontal distance between the C portion 23 and the B portion 22 is L0, the friction coefficient between the B portion 22 and the surface of the elevator guide 3 is ⁇ , and the friction force is f0;
  • the weight of the elevator car is P, the horizontal force to the right of the A portion 21 is K, and the horizontal force to the left of the B portion 22 is N.
  • n is the total mass of the car.
  • the constant brake deceleration safety gear of the second embodiment is a "reduced" version of the first embodiment, specifically, the width of the groove 11 is reduced, and the guide rail 3 is placed in the groove 11 On the side, the groove 11 is placed with only one cam lever 2 on the other side space, and the product has a similar braking effect, but the size of the jaw plate 1 is reduced and the number of cam levers 2 is reduced for the desired occasion.
  • the structure of the movable head 24 may be disposed at one, two or three of the positions of the cam lever 2 and Corresponding parts are offset; in order to enhance the abrasion resistance of the B portion 22, a wear-resistant insert 25 may be provided on the B portion 22; the insert 25 may also be disposed on the movable head 24 of the B portion 22; in order to increase the B portion 22
  • the coefficient of friction may also be provided with a tooth pattern 26 at the B portion 22, or the flap of the B portion 22, or the insert 25 of the B portion 22.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Maintenance And Inspection Apparatuses For Elevators (AREA)

Abstract

一种恒定制动减速度安全钳，由钳座板（1）和凸轮杠杆（2）组成，所述钳座板（1）固定安装在电梯轿厢上，且钳座板（1）靠电梯导轨（3）一侧开设具有竖直边的凹槽（11），电梯导轨（3）位于其中部，所述凸轮杠杆（2）设置在凹槽（11）内电梯导轨（3）两侧，且凸轮杠杆（2）一端通过弹簧（4）与钳座板（1）连接，凸轮杠杆（2）另一端连接限速器拉杆（5），凸轮杠杆（2）上有三个主要受力部位，其中A部位与凹槽（11）的侧竖直面相抵，B部位可与电梯导轨（3）相抵，C部位与钳座板（1）下底面相抵，凸轮杠杆（2）既具有凸轮特征又具有杠杆特征，将电梯轿厢的重量按比例放大并传递到电梯导轨上作为夹持力，使得夹持力随载荷而变，实现恒定的制动减速度。

Description

一种恒定制动减速度安全钳 技术领域
本发明涉及电梯安全钳，尤其涉及恒定制动减速度安全钳。
 背景技术
安全钳是电梯防坠装置之一，在电梯正常运行时，它处于非夹持状态（松弛状态）。只有当电梯向下运行速度≥115%额定速度时（包括极端情况悬挂装置断裂时），安全钳才会被限速器驱动，通过提拉机构使其进入“楔紧”状态夹持导轨产生摩擦力对电梯紧急制动并最终保持静止状态。
安全钳主要由基座和制动元件组成，基座安装在轿厢底部或顶部接近导轨的位置，基座靠向电梯导轨一面有凹槽空间，导轨置于凹槽中间，凹槽被隔为两部分，制动元件分列于导轨两侧，对导轨呈夹持势态，。
现在行业中在用的安全钳从性能上分“瞬时式制动安全钳”（简称“瞬时式安全钳”）和“渐进式制动安全钳”（简称“渐进式安全钳”）两大类。它们结构的共同特点是基座上的凹槽呈梯形，其两侧表面为斜面；它们的制动元件通常采用楔形块，下称“楔块”，它具有和梯形凹槽斜面相同的斜度，当楔块沿凹槽斜面相对滑移，就可实现从“松弛”到“楔紧”的状态转换，从而实现对电梯轿厢的制停。
“瞬时式安全钳”基座通常是在一个厚大的金属实体（又称钳座体）上，直接加工出具有斜面的“梯形凹槽”，它具有较大刚性。
“瞬时式安全钳”制动时，楔块的滑移行程不受限制，随着楔块的滑移，钳座体受到的涨开力急剧增大，对导轨的夹持力也就急剧增大，产生很大的制动减速度，致使电梯“瞬间”被制停，故称“瞬时式安全钳”。用一句话来概括“瞬时式安全钳”的工作特性，就是：它“以不受限制的夹紧力实施制动”，制动减速度很大，大约在数个g以上（g是重力加速度值）。
对于瞬时式安全钳的钳座体而言，制动的过程就是钳座体变形吸收能量的过程。由于瞬时式安全钳制动减速度很大，带来的冲击力很大，所以它只适用于低速电梯，按电梯相关标准规定，“瞬时式安全钳”适用的电梯速度不大于0.63m/s。
当前主流的电梯安全钳型式是“渐进式安全钳”，它比瞬时式安全钳结构复杂，其基座通常由多个零件组成，包括承载框架、施力弹簧和导向滑块等，其凹槽由导向滑块构成，导向滑块的一个侧面具有一定斜度。渐进式安全钳也采用楔块作制动元件，楔块的斜面角度与导向滑块的斜度相同，当楔块沿导向块斜面相对滑移，就可实现从“松弛”到“楔紧”的状态转换，实现对电梯轿厢的制停。
不同于“瞬时式安全钳”的是，“渐进式安全钳”制动时，楔块的滑移行程被受到限定，使施力弹簧只能产生特定值变形量，获得特定值变形力（夹持力）。根据牛顿定律，运动物体受外力作用后所产生的加/减速度值，与所受外力的大小成正比，与物体的质量成反比。对于某一额定载荷的电梯，在实际工况中，因其载荷总是在空载和满载之间改变，因此某额定规格的“渐进式安全钳”在实际工况中对电梯产生的制动减速度并不是一个确定的值。有关电梯标准认可这一现实，规定电梯紧急制动时减速度允许在0.2g～1.0g之间波动。在电梯满载时，制动减速度允许取规定范围的下限值0.2g；在电梯空载时，制动减速度允许取规定范围的上限值1.0g ，而中间值0.6g被视为最佳值。此时对应的制动力应是
        F=M(g+0.6g)=1.6Mg        ，M是电梯总质量。
对于每只安全钳来说，其施力弹簧的弹性系数、制动过程中由楔块滑移引起的弹簧变形量及由此产生的产生的弹簧变形力（夹持力）都是特定的，产品投入安装使用，这个夹持力不再改变。所以每只安全钳只能适用于特定质量的电梯。换言之，每种额定载重的电梯，需要配用相应规格的安全钳。用一句话来概括“渐进式安全钳”的工作特性，就是：“它以固定的夹紧力应对不同的载荷，其制动减速度在一个范围内波动”。
 技术问题
“渐进式安全钳”的乘坐舒适感好于“瞬时式安全钳”，但舒适感并不稳定，随载荷改变而改变。同时这种制动减速度的波动又会带来其它负面影响：一是制动减速度较小时轿厢制动滑移距离较长，必须考虑电梯井道底坑保持较大深度；二是必须提高另一个电梯安全保护部件-缓冲器的抗冲击参数，因为较小的制动减速度将使轿厢一旦撞击到缓冲器时剩余较大的动能。以上两项措施的采用都将增加电梯的制造、安装成本。
“渐进式安全钳”的结构较复杂，成本较高，因施力弹簧可选择不同结构形式，造成了安全钳的结构型式也各不相同；每只渐进式安全钳又只能适用于特定的电梯载荷，造成了多种规格。结构型式不同还影响到安装方式的不同，结构和规格两个“多样化”的交集，加上不同的安装方式就构成了现实当中结构形式各异、规格不同的各种安全钳。结构形式及规格的多样化直接影响到产品的设计、制造、选用。依据电梯有关标准规定，每一种结构形式及规格的安全钳都被视作为“不同”的安全钳，必须单独做型式试验，对生产企业既是管理上的麻烦也是经济上的负担。
 技术解决方案
一种恒定制动减速度安全钳，包括基座和制动元件，基座安装于电梯轿厢上，且基座朝向电梯导轨一侧设有凹槽，使电梯导轨置于凹槽中部，制动元件设置在凹槽内电梯导轨两侧，其一端连接限速器拉杆，所述的基座为钳座板，钳座板上的凹槽具有竖直侧面，所述的制动元件为凸轮杠杆，凸轮杠杆上有三个主要受力部位，其中A部位与凹槽的竖直侧面相抵，B部位可与电梯导轨相抵， C部位与钳座板下底面相抵，凸轮杠杆的另一端通过弹簧与钳座板连接。
作为上述技术方案的进一步改进：
将电梯导轨置于凹槽空间的一侧，一个凸轮杠杆置于电梯导轨的另一侧。
 有益效果
恒定制动减速度安全钳，采用了兼具凸轮和杠杆特征的零件—“凸轮杠杆”作为制动元件，具有输入力点、输出力点和支点，以杠杆的形式在“输入力点”承受电梯的重量，经放大并于“输出力点”把力作用于导轨上，该夹持力随载荷不同而改变，从而产生恒定的制动减速度；通过三个力点相对位置的改变，可获得不同的杠杆比例，获取所需的制动减速度；相比于传统安全钳，所述恒定制动减速度安全钳不必借助于形形色色不同结构形式的弹簧来产生夹持力，其结构简单划一；对于不同的载荷，其可产生恒定的制动减速度，相比于传统安全钳需划分出不同规格，得到简化，适用范围广泛，对生产、检测、使用都带来方便，是对传统安全钳的重大突破。
 附图说明
图1为实施例一所述的恒定制动减速度安全钳的结构示意图。
图2为实施例一所述的恒定制动减速度安全钳的正视图。
图3为实施例一所述的恒定制动减速度安全钳的受力示意图。
图4为实施例二所述的恒定制动减速度安全钳的结构示意图。
图5为实施例二所述的恒定制动减速度安全钳的正视图。
图6为本发明所述的恒定制动减速度安全钳凸轮杠杆的改进部件。
图中：1、钳座板；11、凹槽；12、托板；2、凸轮杠杆；21、A部位；22、B部位；23、C部位；24、活络头；25、耐磨镶块；26、齿纹；3、电梯导轨；31、间隙；4、弹簧；5、限速器拉杆。
 本发明的实施方式
实施例一
如图1、图2所示，本实施例的恒定制动减速度安全钳，主要包括作为基座的钳座板1和作为制动元件的凸轮杠杆2，钳座板1固定安装在电梯轿厢上，且钳座板1朝向电梯导轨3一侧开设凹槽11，凹槽11具有一个底面，两个竖直侧面，电梯导轨3设置在凹槽11中部，将凹槽11分隔为两个空间，两个凸轮杠杆2分别设置于凹槽11空间电梯导轨3两侧，在松弛状态下，凸轮杠杆2 的B22部位与导轨3 之间有间隙31，凸轮杠杆2一端通过弹簧4与钳座板1连接，凸轮杠杆2另一端连接限速器拉杆5，弹簧4和限速器拉杆5对凸轮杠杆2起定位作用，在必要的时候限速器拉杆5对凸轮杠杆2进行提拉，驱使本发明安全钳进入制动状态；凸轮杠杆2上A部位21、B部位22、C部位23三处具有曲面轮廓，凸轮杠杆2可通过旋转及平动，改变它与钳座板1和电梯导轨3的相对位置，使本发明从“松弛”到“夹紧导轨”，呈现凸轮特征，但与传统凸轮不同的是它的旋转中心不固定，也即旋转中还作平动；凸轮杠杆2还具有杠杆特征，它的A部位21与凹槽11的侧竖直面相抵，C部位23与钳座板1下底面相抵，B部位22可与电梯导轨3相抵，该三部位分别作为支点、输入力点和输出力点，其中在C部位23承受轿厢重量，轿厢重力经放大后在B部位22形成夹持力输出给导轨3，该夹持力能随着电梯轿厢重量的变化而成正比例的改变，实现发明的目的---使安全钳具有恒定的制动减速度；所述钳座体1上装有托板12，对凸轮杠杆2起辅助定位作用。
电梯轿厢在下落过程中，整个安全钳随轿厢一起运动；当轿厢需要紧急制动时，来自限速器拉杆5相对向上的提拉力q和凸轮杠杆2在C部位23所受来自轿厢重力P形成力偶，使图3左侧的凸轮杠杆2逆时针旋转，B部位22靠向电梯导轨3，直至压紧电梯导轨3，凸轮杠杆2不再转动；当B部位22压紧电梯导轨3表面时，电梯的制动真正开始，此时凸轮杠杆2在A部位21将承受一个来自钳座板1的水平向右的作用力K，凸轮杠杆2在B部位22将承受一个来自电梯导轨3的水平向左的作用力N，同时B部位22和电梯导轨3之间在相抵部位产生摩擦力，对于凸轮杠杆2来说，该摩擦力竖直向上；此时在凸轮杠杆2的C部位23继续受到轿厢重力作用。本发明安全钳一旦进入夹持电梯导轨的状态，轿厢重力P和电梯导轨3在B部位22产生的向上摩擦力将成为一个新的、更强大的逆时针方向的力偶，凸轮杠杆2不再需要依靠限速器的提拉力q维持其状态；随着电梯轿厢的继续下落，电梯导轨3对凸轮杠杆2的摩擦力持续对电梯轿厢实施制动作用，使电梯速度最终变为零。
以上制动的过程中凸轮杠杆2经历了一个“转动+平动”的复合运动过程，运动的结果实现了由“松弛”到“楔紧”的状态转换，达到制动的目的。
本发明安全钳的核心零件凸轮杠杆2的制动原理动力学分析，如图3所示：
设A部位21和B部位22两点垂直距离为h；C部位23和B部位22两点水平距离为L0，B部位22与电梯导轨3表面之间的摩擦系数为μ，摩擦力为f0；电梯轿厢重量为P，A部位21受到的向右水平力为K，B部位 22受到的向左水平力为N，
当凸轮杠杆2处于力学平衡状态时：K=N，P=f0=Nμ，PL0=Kh，（忽略零件自重）
可解得：h/L0=μ
可见凸轮杠杆2的动力学状态只取决于其结构尺寸，与所受作用力大小无关。
将此凸轮杠杆2的L0尺寸放大为L=1.6L0，维持其它尺寸不变，遂使B部位 22对电梯导轨3的正压力增大1.6倍，所以在相抵部位的最大摩擦力f也增至f=1.6f0 。
当F=1.6 f0=1.6 P时，轿厢的制动减速度为：   a=F/M=（f-mg）/m=0.6g，
其中m为轿厢的总质量。
在完成一次制动动作之后，当电梯轿厢重新被曳引机向上提升时，凸轮杠杆2在A部位 21和B部位 22分别受到一个向上和向下的摩擦力构成的力偶的作用，使凸轮杠杆2顺时针方向转动，凸轮杠杆2将松动并退出“楔紧”状态，在自身重力及限速器拉杆5的作用下回落，同时受弹簧4 牵拉，被托板12托接，恢复到初始状态（松弛状态）。
实施例二
如图4、图5所示，本实施例二的恒定制动减速度安全钳是实施例一的“缩减”版，具体是将凹槽11宽度减小，将导轨3置于凹槽11一侧，凹槽11仅另一侧空间放置一个凸轮杠杆2，产品具有相似制动效果，但缩小了钳座板1的尺寸并减少凸轮杠杆2的数量，用于所需场合。
如图6所述，为了改善凸轮杠杆2的A部位21、B部位22、C部位23受力状况，可在其中的一个、两个或三个部位设置活络头24结构并以“平面”与相关零件相抵；为了增强B部位22的耐磨擦性，可在B部位22设置加耐磨镶块25；镶块25还可以设置在B部位22的活络头24上；为了增加B部位22的摩擦系数，还可在B部位22，或B部位22的活络头，或B部位22的镶块25设置齿纹26。

Claims (2)

  1. 一种恒定制动减速度安全钳，包括基座和制动元件，基座安装于电梯轿厢上，且基座朝向电梯导轨（3）一侧设有凹槽（11），使电梯导轨（3）置于凹槽（11）中部，制动元件设置在凹槽（11）内电梯导轨（3）两侧，其一端连接限速器拉杆（5），其特征在于：所述的基座为钳座板（1），钳座板（1）上的凹槽（11）具有竖直侧面，所述的制动元件为凸轮杠杆（2），凸轮杠杆（2）上有三个主要受力部位，其中A部位（21）与凹槽（11）的竖直侧面相抵，B部位（22）可与电梯导轨（3）相抵， C部位（23）与钳座板（1）下底面相抵，凸轮杠杆（2）的另一端通过弹簧（4）与钳座板（1）连接。
  2. 根据权力要求1所述的恒定制动减速度安全钳，其特征在于：将电梯导轨（3）置于凹槽空间（11）的一侧，一个凸轮杠杆（2）置于电梯导轨（3）的另一侧。
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