WO2019210789A1

WO2019210789A1 - Safety braking system for car guide rail of dragging elevator

Info

Publication number: WO2019210789A1
Application number: PCT/CN2019/083659
Authority: WO
Inventors: 陈庆; 邓健; 李军
Original assignee: 陕西小溪机电科技有限公司
Priority date: 2018-05-02
Filing date: 2019-04-22
Publication date: 2019-11-07
Also published as: CN110436302A

Abstract

Provided is a safety braking system for a car guide rail of dragging an elevator. The safety braking system comprises: a speed governor, provided with a driving and a driven shaft (2, 3); and a safety gear, comprising a base (4), a gear body (5) and an elastic positioning device, wherein the speed governor is associated with the safety gear; a stopping block (51) is arranged on the gear body (5); left and right inner wedge blocks (6) are arranged in the gear body (5); outer wedge blocks (7) are arranged on outer sides of the inner wedge blocks (6); a limiting mechanism for limiting positions of the inner and outer wedge blocks (6, 7) is arranged on the base (4); the elastic positioning device enables larger ends of the inner and outer wedge blocks (6, 7) to be far away from each other in an up-down direction; and the limiting mechanism limits the inner and outer wedge blocks (6, 7) at an initial position in the up-down direction. When the rotation speed of the driving shaft (2) reaches a rated speed, the driving shaft (2) is connected to the driven shaft (3) via a centrifugal clutch structure, thus driving the movement of the gear body (5); and the stopping block (51) on the gear body (5) enables the larger ends of the inner and outer wedge blocks (6, 7) to get close to each other, thus the two inner wedge blocks (6) get close to each other to enter a brake state, so that bidirectional progressive brake can be realized for the car, thereby ensuring the car to have relatively high security.

Description

Safety brake system for traction elevator car guide rail

Technical field

The invention relates to the technical field of brake systems for traction elevators, and in particular to a safety brake system for traction elevator car guide rails.

Background technique

In a traction elevator, the safety brake system is a forced installation safety device, and the existing safety brake system includes a speed limiter for sensing the running speed of the car, and is used when the car is overspeeded. The brake implements a brake device for forced braking. The speed limiter usually includes a drive shaft. The drive shaft is provided with a pulley, and the wire rope for pulling the car is wound around the pulley. When the car is moving up and down, the wire rope drives the driving shaft to rotate by the pulley; when the car is over-speeding, the speed limiter senses the rotation speed of the driving shaft and acts to drive the braking device to brake the car, thereby ensuring the elevator. Safety. In the national safety standards for elevators, when the car running speed exceeds 115% of the rated speed, the speed limiter should be started to drive the brake device to brake the car or counterweight. The brake device is divided into two types: car brake and counterweight brake. It can be used alone or simultaneously according to different safety requirements. When the car moves over the guide rail, the brake device of the brake car passes through The friction generated by the clamping of the guide rails brakes the car. The brake-weighted brake device brakes the counterweight by the friction generated by the clamping of the wire rope connected to the counterweight, thereby achieving the braking of the car.

Due to the great impact of the car during emergency braking, the passengers in the car may be seriously injured. For this reason, some safety brake systems with cushioning effects have been invented. For example, a "progressive centrifugal brake" disclosed in the Chinese patent document, having the publication number CN107089610A, specifically includes a rotary shaft and a brake mechanism disposed on the rotary shaft, the brake mechanism including a cymbal block, a brake disc, and The guide tube is sleeved on the outer wall of the rotary shaft, and the front end of the rotary shaft is extended. The guide tube is correspondingly equipped with a block: the brake disc is a cylindrical body, and the rear end thereof is screwed on the outer wall of the guide tube, and the front end extends to the front of the rotary shaft The block is displaced to the inner wall of the brake disc by centrifugal action, and the inner wall of the brake disc is provided with ratchet teeth corresponding to the block, and the outer wall of the guide tube is provided with an elastic buffer member against the brake disc. The ramming block is pulled out by centrifugal force, and the smashed smashing block and the brake disc are engaged, and the brake disc is driven along the guide tube by the rotary shaft to displace and squeeze the buffer spring, thereby forming a progressive brake, reducing the instantaneous braking to the car and The influence and damage of the transmission part avoids the discomfort of the passengers in the elevator.

The above-mentioned brake sets the speed limiter and the brake device together, and has a buffering effect when braking. However, the brake has the following drawbacks: First, the brake can only activate the safety brake for overspeed rotation in one direction. In other words, we need to set at least two sets of brakes to play the role of safe braking for the car's overspeed rise (capping) and overspeed descent (bottom). Secondly, the brake does not directly clamp the rail supporting the car or the wire rope of the traction car, but brakes the drive shaft. Therefore, the final braking of the car is the friction between the wire rope and the pulley. The braking method is identical to the inherent braking of the elevator through the brake traction machine and the friction between the wire rope and the traction sheave. The braking method has the same braking force. After the emergency braking, the wire rope and the pulley may be seriously damaged.

In particular, since the existing elevator car brake system directly performs emergency braking with maximum braking friction, thereby forming an emergency braking effect, the car guide rail and the braking device may be used during braking. Excessive braking friction creates great damage. That is to say, the existing elevator braking system is difficult to effectively monitor and control its actual performance and state. People usually pass the test of the speed limiter simply. Whether the brake block in the safety gear can be lifted as the means and basis for judging whether the brake system is normal or not can not be judged by the actual brake data to judge the state of the brake system.

Summary of the invention

An object of the present invention is to solve the problem that the existing elevator safety brake system can realize the two-way deceleration braking for the car that moves away from the normal lifting speed, and provides a safety brake system for the traction elevator car guide rail. It can realize effective two-way brake braking for the car that deviates from the normal moving speed, thus ensuring high safety of the car and simplifying the structure of the braking system.

Another object of the present invention is to solve the problem that the existing elevator safety brake system can not perform the braking process test in the real scene and judge the reliability of the system, and provide a safety of the traction elevator car guide rail. The brake system simulates the real braking scene to simulate the brake system to ensure its safety and reliability. At the same time, the status and service life of the brake system are recorded, recorded and compared. Out of the assessment.

In order to achieve the above object, the present invention adopts the following technical solutions:

A safety brake system for traction elevator car guide rails, comprising an associated speed limiter and a safety gear, the speed limiter comprising a frame, a drive shaft coaxially disposed on the frame, a driven shaft, a damping spring that restricts rotation of the driven shaft, the wire rope of the traction car bypasses the pulley disposed on the driving shaft, and a centrifugal clutch structure is disposed between the driven shaft and the driving shaft; the safety gear includes a base a caliper body movably disposed on the base, and an elastic positioning device, wherein the caliper body is provided with at least two upper and lower stoppers, and two left and right inner wedges are movably disposed in the caliper body, the inner The opposite plane of the wedge is the braking surface for braking, and the outer side of the inner wedge is away from the inner driving inclined surface which is inclined outward, and the inner driving inclined surface of the two inner wedges is arranged in a figure-eight shape, and the inner wedge is arranged The outer side of the outer wedge is provided with a movable outer wedge, and the inner side of the outer wedge is an outer driving inclined surface matched with the inner driving inclined surface, and the base is provided with a limiting mechanism for defining the position of the inner wedge and the outer wedge. The elastic positioning device causes the inner wedge of the inner wedge and the outer wedge The driving slopes are close to each other, and the big end of the inner wedge and the big end of the outer wedge are away from each other in the up and down direction, and the limiting mechanism causes the inner and outer wedges to be at the upper limit in the up and down direction at the initial position, at this time, the two inner wedges The distance between the braking surfaces of the block is the largest; when the rotational speed of the driving shaft reaches the rated speed, the centrifugal clutch structure engages the driving shaft and the driven shaft, and the speed limiter drives the caliper body to move in the up and down direction through the associated mechanism, the tongs The stopper on the body causes the large ends of the inner and outer wedges to approach each other in the up and down direction, so that the two inner wedges approach each other and enter a braking state.

The safety brake system of the present invention is disposed at the rail of the car, and specifically includes a speed limiter for detecting the moving speed of the car, a safety gear for decelerating the car, wherein the safety gear includes two left and right inner The wedge and the two outer wedges are provided with braking surfaces for gripping the car guide rails on opposite sides of the two inner wedges. When the car is moving up and down, the wire rope can drive the pulley to rotate in the forward and reverse directions. When the braking surfaces of the left and right inner wedges grip the car guide rails, the braking of the car can be achieved. Since the large ends of the inner and outer wedges of the present invention are respectively located on the upper and lower sides, the elastic positioning device makes the inner driving inclined surface of the inner wedge and the outer driving inclined surface of the outer wedge close to each other, thereby driving the inclined surface inside and outside. Under the action, the inner and outer wedges move toward the respective big end sides and move away from each other in the up and down direction. At this time, the limit mechanism causes the inner and outer wedges to be at an upper limit from each other in the up and down direction. We know that since the inner and outer drive ramps fit together, when the inner wedge moves along the outer drive ramp of the outer wedge, there will be a vertical movement in the up and down direction, and a left and right direction on the other hand. The lateral movement. When the car is moving up and down at a normal speed, the drive shaft and the driven shaft in the speed limiter are separated, so the safety gear does not operate. When the elevator fails and the car rises and falls rapidly, the drive shaft rotates rapidly. At this time, the centrifugal clutch structure can connect the driven shaft and the drive shaft under the action of centrifugal force, thereby driving the driven shaft to rotate and speed limit. The caliper is moved up or down by an associated mechanism. In this way, the stopper on the caliper body can drive the inner wedge to move closer to the outer wedge, or drive the outer wedge to move closer to the inner wedge, and under the action of the inner and outer driving slopes which are mutually adhered, the two inner portions The wedges move laterally inwardly to close each other to clamp the rails of the car, thereby achieving two-way braking of the car, that is, the set of mechanisms of the present invention can simultaneously achieve two-way braking of the car. It is safe to avoid the safety failure of the car and the bottom of the car, which is beneficial to simplify the structure of the brake system. It should be noted that in the existing wedge brake device, since the driving force of the brake wedge is not continuous, that is, after the brake wedge is pulled up to start braking, the brake is applied. The wedge is held in the braking position by the self-locking action formed by its small inclination angle. Therefore, when the size of the car guide rail changes or the error occurs, the braking friction force changes accordingly, thereby affecting the system. Dynamic performance and effects, and the difficulty of resetting the brake wedge in a self-locking state during subsequent maintenance. However, in the whole braking process of the present invention, the wire rope always drives the caliper body to maintain the braking position through the associated mechanism, that is, the inner wedge or the outer wedge is always subjected to a pulling force during the entire braking process. Therefore, we can make the inner and outer wedges have a large inclination angle, so as to avoid the self-locking phenomenon of the inner and outer wedges during braking. In the subsequent maintenance, we only need to move the car backwards, that is, The unlocking reset of the brake device can be conveniently achieved. In particular, the damping spring causes the driving force output to the safety gear to gradually increase, and the friction braking force formed by the safety gear gradually increases, thereby effectively avoiding the sudden braking phenomenon and the car guide rail and braking during braking. The damage of the device can realize the simulation detection of the brake system under the simulated real braking scene, effectively improving the safety and reliability of the system.

Preferably, the centrifugal clutch structure comprises a speed governing spring, a hammer and a spring seat radially slidably disposed on the end face of the pulley, and a limiting block connected to the driven shaft, and is disposed between the hammer and the spring seat. The hinged connecting rod has the spring seat located at an initial position away from the driving shaft, and the spring seat is placed at an initial position close to the driving shaft by the hinge link, and the driving shaft and the driven shaft are separated at this time. When the rotation speed of the driving shaft reaches the rated speed, the centrifugal force moves the tamper radially outward to the end position away from the driving shaft, and the tamper moves the spring seat radially inward to the end position close to the driving shaft through the hinge link, the hammer The outer end abuts against the limit block, and the driven shaft is engaged with the drive shaft.

The drive shaft and the wire rope disposed around the pulley can be conveniently associated with the car so that the drive shaft can form a simple linear relationship with the car's lifting speed. It can be understood that we can provide a radial T-shaped groove or a dovetail groove on the end face of the pulley so that the tamper and the spring seat can move radially along the T-shaped groove or the dovetail groove. Since the articulated link is provided between the tamper and the spring seat, the tamper and the spring seat can form a linkage. When the hammer moves outward, the spring seat moves inward, whereas when the spring seat moves outward, the hammer moves inward. The speed regulating spring drives the spring seat to move outward, so that the spring seat is positioned at the outer initial position, and accordingly, the spring seat at this time positions the tamper in the initial position on the inner side through the hinge link, and the slave is at this time. The shaft is separated from the drive shaft. When the pulley rotates, the hammer of the end face of the pulley is moved outward by a centrifugal force. At this time, the tamper moves the spring seat to move inward against the elastic force of the speed regulating spring by the hinge link; when the pulley and the drive shaft When the rotational speed reaches the rated speed, the centrifugal force moves the tamper radially outward to the end position away from the drive shaft. At this time, the tamper moves the spring seat radially inward to the end position close to the drive shaft through the hinge link, and the rotary hammer The outer end of the driven shaft can be abutted against the upper limit block of the driven shaft. At this time, the driven shaft is engaged with the driving shaft, and the driven shaft rotates together with the driving shaft, and the driven shaft increases the resistance of the wire rope, correspondingly The wire rope is driven by the associated mechanism to increase the pulling force of the safety gear to realize the deceleration braking of the car. Understandably, we can easily adjust the rated speed of the drive shaft and the moving speed of the tamper by adjusting the elastic coefficient of the speed-regulating spring and the parameters such as the pre-tightening force, so as to adjust the deceleration braking performance of the car.

Preferably, the two sides of the outer end of the tamper from the driving shaft are a first inclined surface, so that the outer end of the tamper is formed with a small dovetail-shaped overlapping end, and the driven shaft is disposed near one end of the driving shaft. a splicing sleeve, the limiting block is disposed on an inner side wall of the lap sleeve, and two sides of the limiting block are a second inclined surface adapted to the first inclined surface, thereby limiting The block is dovetail shaped.

The outer end of the tamper of the present invention is provided with a dovetail-shaped overlapping section, and correspondingly, the limiting block is also in the shape of a dovetail. Thus, when the hammer is extended outward, the first slope of the dovetail-shaped overlapping section can abut the second slope of the limiting block to engage the driven shaft with the driving shaft. At this time, the overlapping section and the limiting block form a barb structure, so that the retraction of the tamper due to the decrease of the rotation speed can be avoided, and the car can be completely braked.

Preferably, a fixed sleeve is fixedly connected to the frame, and the driven shaft extends into the limiting sleeve, and the damping spring is a brake that is sleeved on the driven shaft and extends into the limiting sleeve portion. a coil spring, one end of the brake coil spring is fixedly connected to the frame, and the other end of the brake coil spring is fixedly connected with the driven shaft.

When the driving shaft drives the driven shaft to rotate in the forward direction, the brake coil spring is gradually tightened until the brake coil spring is tightly wound on the driven shaft, and the driven shaft stops rotating, and accordingly, the driving shaft and the pulley are stopped. Rotating, so that the pulling force of the wire rope wound around the pulley of the driving shaft is gradually increased until the pulley stops rotating, and the wire rope and the pulley form dynamic friction to generate the maximum pulling force. When the driving shaft drives the driven shaft to rotate in the reverse direction, the brake coil spring is gradually relaxed until the brake coil spring is in close contact with the inner side wall of the limiting sleeve, and the driven shaft stops rotating, and accordingly, the driving shaft and The pulley stops rotating, so that the pulling force of the wire rope wound around the pulley of the driving shaft is gradually increased until the pulley stops rotating, and the wire rope and the pulley form dynamic friction to generate the maximum pulling force. That is to say, the braking friction of the inner wedge generated by the pulling force of the wire rope is gradually increased from zero. It can be understood that compared with other types of springs, the brake coil spring has a large amount of rotation and zooming, on the one hand, the outer shape of the reducer can be significantly reduced, and the buffering effect during braking can be effectively improved, and avoidance. Destruction of the car guide rail, which can realize the detection of the simulated real scene of the brake system, ensuring the safety, effectiveness and reliability of the brake system.

Preferably, the associated mechanism includes a driving swing arm, a driving slider disposed on the caliper body, one end of the driving swing arm is hinged with the driving slider, and the other end of the driving swing arm is provided to rotate with the base The connected drive shaft, the pulling force of the wire rope drives the swing arm to swing by the drive shaft, and then drives the clamp body to move in the up and down direction by driving the slider.

The driving swing arm can easily drive the driving slider to move, thereby driving the tong body to move up and down.

Preferably, two vertical rectangular insertion holes are vertically disposed on the base, and a guide strip is fitted in the rectangular insertion hole, and a horizontal sliding bar is disposed at one end of the upper and lower guide bars. The upper and lower sliding bars respectively abut the upper and lower sides of the hinge shaft of the driving swing arm and the driving slider, and the guiding strip is sleeved with a caliper reset spring.

The sliding strip and the guiding strip intersect in a T-shape, and the guiding strip fits in the rectangular insertion hole, so that the rotation of the sliding strip and the guiding strip can be avoided, and the upper and lower caliper return springs can drive the swing arm and the driving through the sliding strip The hinge axis of the slider is positioned at an intermediate position, and the caliper body is elastically placed in an intermediate initial position by driving the slider. When the driven shaft drives the slider to move by the swing of the driving swing arm, and then drives the caliper body to move up and down, the hinge shaft for driving the swing arm and the driving slider can move laterally between the upper and lower sliding bars to avoid jamming. phenomenon.

Preferably, a square snap hole is respectively disposed on the upper and lower sides of the base, and a snap sleeve having the rectangular insertion hole is disposed in the snap hole, and the guide strip is adapted to the corresponding side snap sleeve In the rectangular insertion hole, the middle portion of the outer side surface of the snap sleeve is provided with a convex shoulder, and the outer side wall of the outer sleeve portion of the snap sleeve is a regular square prism surface which fits in the corresponding snap hole, and is engaged The outer side wall of the sleeve inner side portion is screwed with two adjusting nuts, one end of the caliper return spring is pressed against the sliding strip on the corresponding side, and the other end is sleeved on the corresponding side of the snap sleeve and pressed and adjusted The nut is provided with a transitional cylindrical surface at four corners of the regular quadrangular prism surface, and an external thread is provided on the transitional cylindrical surface, and the outer end of the snap sleeve extending from the engaging hole is screwed with a lock nut.

Since the outer side wall of the snap sleeve on the outer side of the shoulder is a regular quadrangular prism surface fitted in the corresponding snap hole, the rotation of the snap sleeve can be effectively prevented. In particular, the present invention is provided with a transitional cylindrical surface at four corners of the regular quadrangular prism surface. Accordingly, we can provide corresponding rounded corners at the corners of the square snap hole of the base, thereby facilitating the snap hole. The processing is convenient for the lock nut to be fixed on the base. By changing the position of the adjusting nut on the snap sleeve, we can easily adjust the pre-tensioning force of the caliper return spring, thus ensuring that the caliper body is accurately positioned in the intermediate initial position.

Preferably, the limiting mechanism comprises two upper and lower positioning card plates disposed on the left side of the front side of the base, and two upper and lower positioning card plates disposed on the right side of the front side of the base, and the upper and lower positioning card plates are formed. The sliding space of the inner and outer wedges is accommodated. When the inner and outer wedges are in the initial position in the up and down direction, the upper positioning card abuts against the end face of the outer end of the outer wedge of the corresponding side, and the lower positioning card is abutted. The end face of the large end of the inner wedge corresponding to one side.

The upper and lower positioning clips can conveniently define the initial positions of the inner and outer wedges in the up and down direction, and the lower positioning clips abut the end faces of the inner ends of the inner wedges on the corresponding side, so when the tongs are pushed down When the outer wedge is squeezed to move the inner wedge inward, the inner wedge can be prevented from separating from the positioning card.

Preferably, the upper portion of the caliper body is provided with two left and right stoppers, and the lower portion of the caliper body is provided with two left and right stoppers, and a sliding groove is arranged in the middle of the stopper, the positioning The card plate is slidingly located in the corresponding sliding slot. When the caliper body moves up, the lower block of the caliper body drives upward against the inner wedge of the positioning card at the lower part of the base, and the inner and outer wedges are mutually in the up and down direction. Closely, the two inner wedges approach each other to enter a braking state; when the caliper body moves down, the upper damper body lowers the outer wedge of the positioning card against the upper part of the base, the inner and outer wedges Approaching each other in the up and down direction, the two inner wedges approach each other and enter a braking state.

Since the positioning clip on the base slides in the corresponding sliding groove on the caliper body, the caliper body and the base form a reliable sliding connection, so that the caliper body can move up and down relative to the base. At the same time, the stopper is divided into left and right portions by the sliding groove and the positioning card fitted in the sliding groove, so that when the tong body moves up and down, it can ensure sufficient contact area with the inner wedge or the outer wedge. Further, the inner and outer wedges can be brought closer to each other in the up and down direction to clamp the car guide rail. It can be understood that we should make the lower side of the upper block flush with the lower side of the upper positioning card, and correspondingly, the upper side of the block is flush with the upper side of the lower positioning card. Thus, when the jaw body is moved, the inner and outer wedges can be brought closer to each other in the up and down direction, and the inner wedge can be moved inward to clamp the car guide rail.

Preferably, the frame is provided with an electromagnet at an end close to the driven shaft near the driving shaft, and a sliding jack is disposed in the driving shaft, and the sliding jack is internally driven by the electromagnet and has a reset An armature post of the spring, the end of the armature post extending into the sliding socket is provided with a conical extrusion head, and the driving shaft is provided with a radial pressing through hole, the hammer is close to the driving shaft The inner end is provided with a pressing section adapted to be pressed in the through hole, and the end of the pressing section is provided with a pressing inclined surface, and when the electromagnet drives the armature column to move to the braking position, the conical surface of the armature column extrusion head Abut against the extruded bevel so that the tamper is moved radially outward to the end position.

The electromagnet of the present invention is powered off. When the electromagnet is energized, the electromagnetic attraction overcomes the elastic force of the return spring to cause the caliper body to be in the intermediate initial position. When the control system of the elevator detects that the elevator has failed and quickly rises and falls, or detects that the speed limiter has a mechanical failure and cannot act to brake the car, the control system de-energizes the electromagnet, and the return spring drives the armature shaft axially. Moving, the extrusion head at the end of the armature column can squeeze the rams arranged opposite each other in the radial direction, so that the overlapping end of the outer end of the tamper is overlapped with the limiting block on the driven shaft, thereby making the driven shaft Engaged with the drive shaft to achieve buffer deceleration and braking of the car, thereby further improving the safety of the elevator. That is to say, when the elevator has a power failure, the return spring of the electromagnet can also drive the armature column to move, thereby achieving the buffer braking of the car, and avoiding the car to rise and fall by itself.

Therefore, the present invention has the following beneficial effects: an effective two-way brake can be realized for a car deviating from the normal moving speed, thereby ensuring a high safety of the car, and simplifying the structure of the brake system, and simulating the real The braking scene simulates the braking system to ensure its safety and reliability, while assessing the status and service life of the braking system by recording, comparing and analyzing the detected data.

DRAWINGS

BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is a schematic view showing the structure of the present invention.

2 is a schematic structural view of a safety gear.

Figure 3 is a schematic view of the structure of the back of the safety gear.

Fig. 4 is a schematic view showing the mounting structure of the caliper reset spring.

Fig. 5 is a schematic structural view of a speed limiter.

Figure 6 is a partial cross-sectional view of the first speed governor.

Figure 7 is a partial cross-sectional view of a second speed limiter.

In the figure: 1, frame 11, limit sleeve 2, drive shaft 21, pulley 211, slip groove 22, tamper 221, lap end 222, first slope 223, extrusion section 23, spring seat 24, hinge Connecting rod 25, sliding jack 3, driven shaft 31, limiting block 311, second inclined surface 32, speed regulating spring 33, overlapping sleeve 34, driving swing arm 4, base 41, snap sleeve 411, shaft Shoulder 42, lock nut 43, adjusting nut 44, positioning plate 45, outer wedge return spring 46, shaped tension spring 5, caliper body 51, stopper 511, sliding groove 52, limit stop 53, drive slider 54. Guide bar 541, slide bar 55, caliper return spring 56, drive shaft 6, inner wedge 61, braking surface 62, inner drive ramp 7, outer wedge 71, outer drive ramp 8, brake coil spring 9 , electromagnet, 91, armature column 911, extrusion head.

detailed description

The present invention will be further described below in conjunction with the drawings and specific embodiments.

Embodiment 1: As shown in Fig. 1, a traction car cage rail safety brake system is suitable for emergency braking when a car of a traction type elevator is rapidly moved up and down to ensure safe use of the elevator. Specifically, the speed limiter and the safety gear include a frame 1, a driving shaft disposed on the frame, a driven shaft 3 coaxially arranged with the driving shaft, and a pulley 21 connected to the driving shaft. The wire rope of the traction car is wound around the pulley. When the car normally rises and falls, the wire rope rotates the pulley, thereby driving the driving shaft to rotate, and the rotation of the driving shaft is linear with the lifting speed of the car.

In addition, we can install a centrifugal clutch structure between the driven shaft and the drive shaft. When the drive shaft rotates at normal speed, the centrifugal clutch structure does not move, and the drive shaft and the driven shaft are separated. Close to zero, there is static friction between the wire rope and the pulley, and accordingly, the tension formed by the wire rope is extremely small. When the car is quickly raised and lowered so that the rotational speed of the drive shaft reaches or exceeds a rated value, the centrifugal clutch structure can engage the drive shaft and the driven shaft under the action of centrifugal force, and the drive shaft can drive the driven shaft to rotate.

In addition, as shown in FIG. 1 , FIG. 2 and FIG. 3 , the safety gear includes a base 4 , a caliper body 5 movably disposed on the front surface of the base body, and an elastic positioning device, and the speed governor and the safety gear are passed between The associated mechanism for pulling the force of the wire rope of the car is associated. When the car is rapidly moving up and down, the tension of the wire rope can be driven up and down by the associated mechanism. In addition, at least two upper and lower stoppers 51 are disposed on the front surface of the caliper body, and two inner and inner wedges 6 are movably arranged side by side in the moving region formed by the upper and lower stoppers on the caliper body, and the inner wedges are oppositely disposed. The inner plane is a braking surface 61 for braking the car guide rails, and the outer side surfaces of the inner wedges are away from each other, and the inner driving slopes 62 are inclined from the top to the bottom, so that the inner driving slopes of the two inner wedges It is arranged in a positive figure. That is to say, the inner wedge is a wedge having a small upper end and a large lower end. In addition, a movable outer wedge 7 is disposed on an outer side of the inner wedge, and an inner side surface of the outer wedge adjacent to the inner wedge is an outer driving inclined surface 71 matched with the inner driving inclined surface, so that the outer wedge is upper and lower Short wedges. Also, we need to provide a limiting mechanism for defining the position of the inner wedge and the outer wedge in the up and down direction on the base, and the elastic positioning device on the one hand makes the big end of the inner wedge and the outer wedge larger. The ends are away from each other in the up and down direction, and on the other hand, the inner driving slope of the inner wedge and the outer driving slope of the outer wedge are close to each other, and the limiting mechanism at this time causes the big end of the inner wedge to be at the lowermost initial position, The large end of the outer wedge is located at the uppermost initial position. Accordingly, the distance between the braking surfaces of the two inner wedges is the largest, and the elevator car can freely move up and down. When the rotational speed of the drive shaft reaches or exceeds the rated rotational speed, the centrifugal clutch structure engages the drive shaft with the driven shaft, and the speed limiter drives the caliper body to move upward or downward through the associated mechanism. If the caliper body moves upward, the lower damper pushes the inner wedge upward, so that the inner and outer wedges move closer to each other in the up and down direction, and the inner wedge moves laterally to the inner side. The blocks approach each other and enter a braking state that clamps the car guide rails. If the caliper body moves downward, the upper damper pushes the outer wedge downward, so that the inner and outer wedges move closer to each other in the up and down direction, and the inner wedge moves laterally inward. The inner wedges approach each other and enter a braking state that clamps the car guide rails. It can be understood that we can set the limit stop 52 of the outer wedge on the corresponding side on the left and right sides of the caliper body, so that the outer wedge can be restricted from moving to the outside. In addition, we can set the needle row between the outer wedge and the limit stop and between the inner and outer drive ramps of the inner and outer wedges, so as to reduce the frictional resistance between each other and avoid the inner and outer wedges. The self-locking phenomenon of jamming between them is beneficial to the reset of the safety gear after the elevator fault is removed.

In order to achieve a good cushioning effect when the safety gear is braked, the speed limiter can be provided with a damping spring for limiting the rotation of the driven shaft. Specifically, as shown in FIG. 5 and FIG. 6, we can fix a limit sleeve 11 to the frame, and the end of the driven shaft away from the drive shaft extends into the limit sleeve, and the driven shaft and the limit sleeve A gap is formed between the driven shaft and the retaining sleeve, and a brake coil spring 8 is disposed. One end of the brake coil spring is fixedly connected with the frame, and the other end of the brake coil spring is fixedly connected with the driven shaft. The brake coil spring constitutes a damping spring that restricts the rotation of the driven shaft. When the driving shaft drives the driven shaft to rotate in the forward direction, the brake coil spring is gradually tightened. Accordingly, the pulling force of the wire rope on the pulley gradually increases, and static friction is formed between the pulley and the wire rope. When the brake coil spring finally wraps around the driven shaft, the driven shaft stops rotating. Accordingly, the drive shaft and the pulley stop rotating, and dynamic friction is formed between the wire rope and the pulley, and the pulling force of the wire rope is maximized. We can use the pulling force of the wire rope to drive the caliper action of the safety tongs, so that the safety tongs form a small to large braking friction. Similarly, when the driving shaft drives the driven shaft to rotate in the reverse direction, the brake coil spring gradually relaxes, and accordingly, the pulling force of the wire rope on the pulley gradually increases, and static friction is formed between the pulley and the wire rope. When the brake coil spring finally abuts against the inner side wall of the limiting sleeve, the driven shaft stops rotating, and accordingly, the driving shaft and the pulley stop rotating, and dynamic friction is formed between the steel wire rope and the pulley, and the pulling force of the steel wire rope reaches the maximum. Thereby the safety gear is formed with a gradually increasing reverse braking friction. That is to say, during the braking process of the car, the brake coil spring causes the pulling force outputted by the wire rope to gradually increase from zero, so that the safety gear forms a gradually increasing friction braking force on the car guide rail. Compared with other types of springs, the brake coil spring has a large amount of rotation and scaling, on the one hand, it can significantly reduce the outer dimensions of the reducer, and at the same time can effectively improve the buffering effect during braking and avoid the formation of the car guide rail. Destruction, in turn, can detect the simulated real scene of the brake system, ensuring the safety, effectiveness and reliability of the brake system.

It should be noted that, because the power of the safety gear in the solution comes from the pulling force of the wire rope when the car is moving up and down, during the car braking process, the wire rope will always provide power to the safety gear to keep the caliper body in the braking position. That is to say, during the whole braking process, the inner wedge or the outer wedge will always be subjected to a pulling force. Therefore, we can make the inner and outer wedges have a larger inclination angle, thereby avoiding the inner and outer wedges. The block appears to be self-locking while braking. For subsequent maintenance, we only need to move the car in reverse to easily unlock and reset the brakes.

Further, the centrifugal clutch structure of the present invention comprises a speed regulating spring 32, a tamper 22 and a spring seat 23 radially disposed on the end face of the pulley, and a limiting block 31 connected to the driven shaft, wherein the tamper and the spring The seat is fitted in a sliding groove 211 radially arranged on the end face of the pulley, which may be a T-shaped groove or a dovetail groove, so that the tamper and the spring seat are radially movable at the end face of the pulley. In addition, a hinge link 24 is provided between the tamper and the spring seat, the hinge link is hinged at one end to the hammer and the other end is hinged to the spring seat. The speed regulating spring is located in the sliding groove of the spring seat on the pulley, the inner end of the speed regulating spring presses against the driving shaft, and the outer end abuts against the spring seat, so that the spring seat is located at an initial position away from the driving shaft, and the spring seat is hinged The connecting rod places the tamper in an initial position close to the driving shaft. At this time, the driving shaft and the driven shaft are separated, and the driving shaft can idle with respect to the driven shaft. When the driving shaft rotates, the centrifugal force causes the tamper to move radially outward along the sliding groove, and the tamper moves the spring seat radially inward through the hinge link, and the speed regulating spring is compressed; when the speed of the driving shaft reaches When the rated speed is exceeded, the centrifugal force moves the tamper radially outward along the slip groove to the end position away from the drive shaft, and the tamper moves the spring seat radially inward to the end position close to the drive shaft through the hinge link. The outer end of the hammer abuts against the limiting block. At this time, the driving shaft and the driven shaft are engaged, and the driven shaft rotates together with the driving shaft.

As a preferred solution, we can provide vertically intersecting cross-shaped sliding grooves on the end faces of the pulleys, and correspondingly, two of the hammers are arranged in one of the sliding grooves, and the two hammers are symmetrically arranged. On the two sides of the driving shaft; similarly, two spring seats are arranged in the other sliding groove, and two spring seats are symmetrically arranged on both sides of the driving shaft, so that the tamper and the spring seat are around the driving shaft. Cross distribution. Of course, we need to set the articulated link between each tamper and the two spring seats. The four articulated links are hinged into a diamond shape, and the speed regulation is respectively set between the spring seat and the drive shaft. spring. In order to ensure the reliable positioning of the speed regulating spring, we can respectively set the positioning groove on the inner side of the spring seat near the driving shaft and the outer side of the spring shaft near the spring seat. The outer end of the speed regulating spring is located in the positioning groove made by the spring and is pressed. The spring seat and the inner end of the speed regulating spring are located in the positioning groove of the driving shaft to press against the driving shaft.

Further, the tamper is disposed away from the inner side of the outer end of the driving shaft by a first inclined surface 222 which is inclined outwardly from the inside to the outside, so that the outer end of the tamper is formed with a small dovetail-shaped overlapping end 221. The driven shaft is fixedly disposed at one end of the driving shaft, and four of the limiting blocks are disposed on the inner side wall of the overlapping sleeve, and the four limiting blocks are evenly distributed in the circumferential direction. Both sides of the limiting block are a second inclined surface 311 adapted to the first inclined surface, so that the limiting block has a dovetail shape. When the tamper protrudes outward from the sliding groove by the centrifugal force, the first inclined surface of the dovetail-shaped overlapping section can abut against the second inclined surface of the limiting block, so that the driven shaft is engaged with the driving shaft. At this time, the overlapping section and the limiting block form an inverted hook structure, so that the retraction of the tamper can be avoided due to the decrease of the rotational speed, and the car can be completely braked.

The associated mechanism of the present invention comprises a driving swing arm 34, a driving slider 53 disposed on the caliper body, one end of the driving swing arm is hinged with the driving slider, and the other end of the driving swing arm is provided with a driving shaft rotatably connected with the base 56. The drive shaft is associated with a wire rope. When the car is over-lifting, the pulling force of the wire rope on the pulley is gradually increased, so that the swing arm is driven up and down by the driving shaft, and then the caliper body is driven to move in the up-and-down direction by driving the slider. Since the driving swing arm swings up and down to form a lateral displacement of the driving slider, we can provide a lateral sliding groove on the back of the caliper body to drive the slider into the sliding groove. When the driving swing arm swings up and down, the caliper body can be moved up and down by the driving slider hinged thereto. At the same time, the drive slider forms a lateral movement in the left and right of the chute on the back of the caliper body.

In order to enable the caliper body to be reliably positioned in the middle initial position, we can coaxially set up two vertical rectangular insertion holes on the base, and fit the guide strips 54 in the rectangular insertion holes, upper and lower. The inner ends of the guiding strips are disposed at the inner ends of the guiding strips, and the horizontal sliding strips 541 are arranged. The guiding strips are connected with the sliding strips into a T-shape, and the upper and lower sliding strips respectively abut the upper and lower sides of the hinge shaft of the driving swing arm and the driving slider, and the guiding strips The sleeve is provided with a caliper return spring 55, and the inner end of the caliper return spring presses against the slide bar. The upper and lower caliper return springs are used to position the hinge arm of the drive swing arm and the drive slider in an intermediate position by the slide bar, and the caliper body is elastically placed in the intermediate initial position by driving the slider. When the driven shaft drives the slider to move by the swing of the driving swing arm, and then drives the caliper body to move up and down, the hinge shaft for driving the swing arm and the driving slider can move laterally between the upper and lower sliding bars to avoid jamming. phenomenon.

For the convenience of installation, we can respectively set a square snap hole on the upper and lower sides of the base, and a snap sleeve 41 is arranged in the snap hole, and the inner hole of the snap sleeve is a rectangle which is slidably connected with the guide strip on the corresponding side. Insert hole. As shown in FIG. 5, the central portion of the outer side of the snap sleeve is provided with a convex shoulder 411 to facilitate the axial positioning of the snap-fit assembly. The outer side wall of the snap sleeve on the outer side of the shoulder is a regular quadrangular prism surface fitted in the corresponding snap hole, and a transitional cylindrical surface is arranged at four corners of the regular quadrangular cylinder surface, and the transition cylindrical surface is provided outside. Threaded, the outer end of the snap sleeve extending from the snap hole is screwed to a lock nut 42 to fix the snap sleeve to the base. During processing, we can make the card sleeve on the outer side of the shoulder to make an externally threaded column, then cut four flat potentials on the externally threaded column, and the four flat potentials are evenly distributed in the circumferential direction. In addition, the snap sleeve is located on the inner side of the shoulder and is an externally threaded post, and two adjusting nuts 43 are screwed. When we turn the adjusting nut against the caliper return spring, the pre-tensioning force of the caliper return spring can be adjusted, thereby ensuring that the caliper body is accurately positioned in the intermediate initial position. Then tighten the other adjusting nut so that the two adjusting nuts are tightly pressed together to form a self-locking, so as to avoid loosening of the adjusting nut.

In order to determine the initial position of the inner and outer wedges, the limiting mechanism of the present invention comprises two upper and lower vertically arranged positioning cards 44 disposed on the left side of the front side of the base, and two upper and lower sides disposed on the right side of the front side of the base. The vertical positioning positioning card forms a sliding space between the lower side of the upper positioning card and the upper side of the lower positioning card to accommodate the inner and outer wedges. Of course, the lower side of the positioning card on the upper and lower sides is equal, and the upper side of the positioning card at the lower left and right sides is equal, so that the initial position of the inner and outer wedges on the left side and the inner side of the right side The initial positions of the outer wedges are the same. When the inner and outer wedges are in the initial position in the up and down direction, the lower side of the upper positioning card abuts against the end face of the outer end of the outer wedge of the corresponding side, and the side of the lower positioning card abuts the corresponding side The end of the large end of the inner wedge.

In addition, the upper part of the caliper body is provided with two left and right stoppers, and the lower part of the caliper body is provided with two left and right stoppers, and a sliding groove 511 corresponding to the width of the positioning card is disposed in the middle of the stopper, left The positioning card on the upper side is slidingly located in the sliding groove on the upper left side, and the positioning card on the lower left side is slidingly located in the sliding groove on the lower left side, and correspondingly, the positioning card on the upper right side is slidingly located on the right side. In the upper sliding groove, the positioning plate on the lower right side is slidably located in the sliding groove on the lower right side. When the caliper body moves up, the lower block of the caliper body drives upward against the inner wedge of the positioning card at the lower part of the base, and the inner and outer wedges are close to each other in the up and down direction, and the two inner wedges approach each other to enter Braking state; when the caliper body moves down, the upper block of the caliper body drives down to the outer wedge of the positioning card on the upper part of the base, and the inner and outer wedges are close to each other in the up and down direction, and the two inner wedges The blocks approach each other and enter a braking state. It should be noted that we should make the lower side of the upper stop flush with the lower side of the upper positioning clamp.

Since the positioning clip on the base slides in the corresponding sliding groove on the caliper body, the caliper body and the base form a reliable sliding connection, so that the caliper body can move up and down relative to the base. At the same time, the stopper is divided into left and right portions by the sliding groove and the positioning card fitted in the sliding groove, so that when the tong body moves up and down, it can ensure sufficient contact area with the inner wedge or the outer wedge. Further, the inner and outer wedges can be brought closer to each other in the up and down direction to clamp the car guide rail. It can be understood that we should make the lower side of the upper block flush with the lower side of the upper positioning card, and correspondingly, the upper side of the block is flush with the upper side of the lower positioning card. That is to say, when the moving area defined by the limiting mechanism composed of the upper and lower positioning cards and the moving area formed by the upper and lower stoppers are aligned in the up and down direction, the large end of the inner wedge simultaneously abuts. The lower end of the lower block and the positioning card, the large end of the outer wedge simultaneously abuts the upper stop and the lower side of the positioning card. In this way, when the jaw body is moved, the inner and outer wedges can be brought close to each other in the up and down direction, and the inner wedge can be moved inward to clamp the car guide rail to avoid the idle motion of the caliper body.

In order to enable the inner and outer wedges to be reliably positioned in the initial position, the elastic positioning device of the present invention comprises two left and right outer wedge return springs 45, and a plurality of shaped tension springs 46 disposed between the inner and outer wedges, of which The wedge return spring can adopt a cylindrical compression spring, the lower end of the outer wedge return spring abuts against the base, and the upper end presses the small end of the lower part of the outer wedge corresponding to one side, so that the big end of the outer wedge abuts the corresponding side Upper positioning card. In addition, the special-shaped tension spring is formed into a serpentine shape by a spring steel wire reciprocating back and forth in the same plane, and is bent at both ends of the special-shaped tension spring to form a plug-in section perpendicular to the plane of the shaped-shaped tension spring. Correspondingly, the front and back sides of the inner wedge and the front and back sides of the outer wedge are respectively provided with insertion holes, and the insertion section of one end of the special-shaped tension spring is inserted into the insertion hole of the inner wedge, and the special-shaped tension spring is additionally The insertion section at one end is inserted into the insertion hole of the corresponding outer wedge, so that a pulling force is formed between the inner and outer wedges, so that the inner wedge is located at an initial position of the positioning card against the lower portion. Of course, at this time, the insertion hole on the inner wedge should be higher than the corresponding insertion hole on the outer wedge, so that the pulling force of the inner wedge formed by the special-shaped tension spring can generate a downward component to ensure the inner wedge. The block is positioned against the initial position of the lower positioning card.

In order to ensure the reliability of the car brake, we can also provide an electromagnet 9 on the frame near the end of the drive shaft away from the driven shaft, and the slide shaft 25 is coaxially disposed on the end face of the drive shaft away from the driven shaft. An armature rod 91 driven by an electromagnet is inserted into the sliding jack, and the armature post is connected with a return spring (not shown), and the end of the armature post extending into the sliding jack is provided with a conical squeeze. Indenter 911. Accordingly, a rectangular pressing through hole is radially provided on the driving shaft, and the tamper is provided with a reduced pressing section 223 near the inner end of the driving shaft, thereby forming a step between the pressing section and the hammer. When the tamper is in the initial position, the squeezing section fits within the squeezing through hole. Further, the end portion of the pressing section is provided with a pressing inclined surface whose inclination direction coincides with the inclination direction of the conical surface of the extrusion head of the armature column.

When the elevator is in normal operation, the electromagnet is energized to generate magnetic attraction, so that the armature column is located at the initial position of the outer end of the sliding jack against the elastic force of the return spring; when the elevator control system detects that the elevator is faulty, the car is out of control with low The control system energizes the electromagnet when the set maximum speed is raised or lowered, or when the mechanical condition of the speed limiter is detected to be inoperable, and the electromagnet drives the armature column to move inwardly to the braking position in the sliding jack, the armature column The conical surface of the extrusion head abuts against the extrusion bevel of the tamper, so that the tamper is pushed radially outward to the end position, and the lap end of the outer end of the tamper overlaps with the limiting block on the driven shaft, the driven shaft By engaging with the drive shaft, the buffer deceleration and braking of the car can be realized, so as to further improve the safety of the elevator.

It should be noted that, in this embodiment, the side on which the caliper body and the inner and outer wedges are disposed on the pedestal is referred to as the front side, and the other side is referred to as the back side, and for the inner wedge block, it is adjacent to the corresponding outer wedge block. One side is the outer side, and the side where the two inner wedges are close to each other is the inner side.

Embodiment 2: In order to achieve a good cushioning effect when the safety clamp is braked, as shown in FIG. 7, we can make a rotational connection between the driven shaft and the overlapping sleeve, and a limit sleeve 11 is fixedly connected to the frame, and the driven One end of the shaft away from the driving shaft extends into the limiting sleeve, and a gap is formed between the driven shaft and the limiting sleeve, and a portion of the driven shaft extending into the limiting sleeve is sleeved with a brake coil spring 8 and a brake coil spring One end of the brake coil is fixedly connected to the overlapping sleeve, and the other end of the brake coil spring is fixedly connected with the driven shaft, and the brake coil spring constitutes a damping spring, so that elastic engagement can be formed between the driving shaft and the driven shaft. In addition, one end of the driven shaft extending into the limit sleeve is coaxially connected with the drive shaft on the safety gear. The rest of the structure is the same as that of Embodiment 1, and will not be described here.

When the car is over-lifting, the pulley is engaged with the overlapping sleeve, thereby driving the overlapping sleeve to rotate. At this time, the overlapping sleeve drives the driven shaft through the brake coil spring, and the driven shaft drives the clamp through the driving shaft. In the body movement, the two inner wedges grip the car guide rails and start to brake the car guide rails. When the pulley continues to rotate, since the driven shaft cannot rotate at this time, the relative rotation between the pulley and the driven shaft is formed, and the brake coil spring is gradually tightened or gradually relaxed, and accordingly, the pulley is transmitted through the brake coil spring. The torque to the driven shaft is gradually increased, and the force transmitted from the driven shaft to the caliper body through the drive shaft is gradually increased, and the braking friction force formed by the inner wedge is gradually increased. At this time, the pulley and the wire rope are gradually increased. Static friction is formed between them. When the brake coil spring is finally wound on the driven shaft or is in close contact with the inner side wall of the limiting sleeve, the pulley cannot continue to rotate relative to the driven shaft, and dynamic friction is formed between the wire rope and the pulley, and the pulley passes through at this time. The dynamic axial drive shaft outputs the maximum torque, and the safety clamp has the maximum braking friction against the car guide rail.

Claims

A safety brake system for traction elevator car guide rails, comprising an associated speed limiter and a safety gear, wherein the speed limiter comprises a frame, a drive shaft coaxially disposed on the frame, and a slave a moving shaft, a damping spring for restricting rotation of the driven shaft, a wire rope for dragging the car bypassing the pulley disposed on the driving shaft, and a centrifugal clutch structure between the driven shaft and the driving shaft; the safety gear The utility model comprises a base, a caliper body movably disposed on the base, and an elastic positioning device, wherein the caliper body is provided with at least two upper and lower stoppers, and the left and right inner wedges are movably provided in the caliper body Block, the opposite plane of the inner wedge is a braking surface for braking, the outer side of the inner wedge is away from each other is an outwardly inclined inner driving inclined surface, and the inner driving inclined surfaces of the two inner wedges are arranged in a figure-eight shape a movable outer wedge is disposed on an outer side of the inner wedge, and an inner side surface of the outer wedge is an outer driving inclined surface matched with the inner driving inclined surface, and the base is provided with a position for defining the inner wedge and the outer wedge Restriction mechanism, the elastic positioning device makes the inner wedge of the inner wedge And the outer driving slope of the outer wedge is close to each other, and the big end of the inner wedge and the big end of the outer wedge are away from each other in the up and down direction, and the limiting mechanism causes the inner and outer wedges to be in the initial position in the upper and lower directions. At this time, the distance between the braking surfaces of the two inner wedges is the largest; when the rotational speed of the driving shaft reaches the rated rotational speed, the centrifugal clutch structure engages the driving shaft and the driven shaft, and the speed limiter drives the caliper body through the associated mechanism. Moving in the up and down direction, the stopper on the caliper body causes the large ends of the inner and outer wedges to approach each other in the up and down direction, so that the two inner wedges approach each other and enter a braking state.
A traction brake car guide rail safety brake system according to claim 1, wherein said centrifugal clutch structure comprises a speed governing spring, a hammer and a spring seat radially slidably disposed on the end face of the pulley. a limiting block connected to the driven shaft, and an articulated link is arranged between the tamper and the spring seat, the spring regulating spring is located at an initial position away from the driving shaft, and the spring seat is made by the hinge link The hammer is in the initial position close to the driving shaft, and the driving shaft and the driven shaft are in a separated state at this time; when the driving speed of the driving shaft reaches the rated speed, the centrifugal force causes the hammer to move radially outward to the end position away from the driving shaft, and the hammer The spring seat is moved radially inwardly to the end position near the drive shaft by the hinge link, the outer end of the hammer is abutted against the limit block, and the driven shaft is engaged with the drive shaft.
The traction brake car guide rail safety brake system according to claim 2, wherein the tamper is away from the outer end of the drive shaft on both sides of the first inclined surface, so that the outer end of the tamper is formed outside. a small dovetail-shaped overlapping end, the driven shaft is provided with an overlapping sleeve near one end of the driving shaft, and the limiting block is disposed on the inner side wall of the overlapping sleeve, the limit Both sides of the block are a second inclined surface adapted to the first inclined surface, so that the limiting block has a dovetail shape.
A safety brake system for a traction elevator car guide rail according to claim 2, wherein a fixed position sleeve is fixedly connected to the frame, and the driven shaft extends into the limit sleeve. The damper spring is a brake coil spring that is sleeved on the driven shaft and extends into the limiting sleeve portion. One end of the brake coil spring is fixedly connected with the frame, and the other end of the brake coil spring is fixed to the driven shaft. connection.
The traction brake car guide rail safety brake system according to claim 1, wherein the associated mechanism comprises a driving swing arm, a driving slider disposed on the caliper body, and the driving swing arm One end of the wire is hinged to the driving slider, and the pulling force of the wire rope drives the swing arm to swing, and then drives the slider body to move the upper and lower direction by driving the slider.
A safety brake system for a traction elevator car guide rail according to claim 1, wherein two vertical rectangular insertion holes are coaxially arranged on the base, and are arranged in the rectangular insertion holes. The guide strip is adapted, and one end of the upper and lower guide strips is provided with a lateral sliding strip, and the upper and lower slide strips respectively abut the upper and lower sides of the hinge shaft of the driving swing arm and the driving slider, and the upper sleeve of the guiding strip A caliper return spring is provided.
A safety brake system for a traction elevator car guide rail according to claim 6, wherein a square snap hole is provided on each of the upper and lower sides of the base, and the rectangular hole is provided in the snap hole. a snap sleeve of the insertion hole, the guide strip is fit in a rectangular insertion hole of the corresponding one of the snap sleeves, and a central shoulder is provided on the outer side of the snap sleeve, and the snap sleeve is located outside the shoulder The outer side wall of the part is a positive quadrangular prism surface fitted in the corresponding snap hole, and the outer side wall of the inner side of the shoulder sleeve of the snap sleeve is screwed with two adjusting nuts, and one end of the reset spring of the caliper body is pressed against the corresponding side. The sliding strip is sleeved on the corresponding side of the snap sleeve and presses the adjusting nut, and has a transitional cylindrical surface at four corners of the regular quadrangular prism surface, and an external thread on the transitional cylindrical surface. The outer end of the snap sleeve extending from the snap hole is screwed with a lock nut.
The traction brake car guide rail safety brake system according to claim 1, wherein the limiting mechanism comprises two upper and lower positioning cards disposed on the left side of the front side of the base, and is disposed on the front side of the base. The upper and lower positioning cards on the right side form a sliding space between the upper and lower positioning cards to accommodate the inner and outer wedges. When the inner and outer wedges are in the initial position in the up and down direction, the upper positioning The card plate abuts the end surface of the large end of the outer wedge of the corresponding side, and the lower positioning card abuts the end surface of the large end of the inner wedge of the corresponding side.
The traction brake car guide rail safety brake system according to claim 8, wherein the upper portion of the caliper body is provided with two left and right stoppers, and the lower portion of the caliper body is provided with left and right sides. The two stoppers are provided with a sliding groove in the middle of the stopper, and the positioning card is slidably located in the corresponding sliding groove. When the caliper body moves up, the stopper of the lower part of the caliper body drives upward against the base. The inner wedge of the positioning card at the lower part of the seat, the inner and outer wedges are close to each other in the up and down direction, and the two inner wedges are close to each other to enter the braking state; when the caliper body moves down, the upper block of the caliper body is oriented toward The outer wedges are driven to abut against the positioning clips on the upper portion of the base, and the inner and outer wedges are adjacent to each other in the up and down direction, and the two inner wedges are brought close to each other to enter a braking state.
A safety brake system for a traction elevator car guide rail according to claim 9, wherein the frame is provided with an electromagnet at an end close to the driven shaft near the drive shaft, and the drive shaft is provided a sliding jack, wherein the sliding jack is provided with an armature column driven by the electromagnet, and an end of the armature post extending into the sliding jack is provided with a conical extrusion head, and the driving shaft is provided There is a radial pressing through hole, and the inner end of the tamper near the driving shaft is provided with a pressing section adapted to be pressed in the through hole, and the end of the pressing section is provided with a pressing inclined surface when the electromagnet is driven When the armature column is moved to the braking position, the conical surface of the armature column extrusion head abuts against the extrusion bevel, thereby moving the tamper radially outward to the end position.