CN115716618A - A car anti-collision method for a multi-car intelligent elevator - Google Patents

Abstract

The invention discloses a car anti-collision method for a multi-car intelligent elevator. The elevator has no traction structure. The elevator includes a plurality of cars. The cars are installed on a suspension device, and the suspension device is also installed There is a driving device and a guide and limit device. An anti-collision unit is provided on the car or on the suspension device or on the guide and limit device. The anti-collision unit includes a detection part and a trigger part. When the distance between the cars is close to when the anti-collision units on the two cars touch, the detection part and the trigger part on one car touch the trigger part and the detection part on the other car respectively, and the detection parts on the two cars The detection part is triggered, and the elevator control system controls the two cars to stop after receiving the information that the two detection parts are triggered, or controls the two cars to run at variable speeds to prevent the two cars from colliding. The triggering part and detecting part of the adjacent car of the present invention are mechanical contact and triggering, the action is stable and reliable, and it is suitable for straight rails and arc rails.

Description

A car anti-collision method for a multi-car intelligent elevator

technical field

The invention belongs to the technical field of elevators, in particular to a car anti-collision method for a multi-car intelligent elevator.

Background technique

In modern social and economic activities, elevators have become an indispensable means of vertical transportation for people or goods. Since the invention of the elevator in 1854, the elevator car has been driven by wire rope pulleys. By setting up the machine room, traction motor and deceleration device on the top floor of the building, the wire rope is driven to pull the car and the counterweight on the track in the hoistway. run. This driving method makes it possible to run only one car in a single well, and the elevator in the single-car operation mode can still meet the use requirements in low-rise buildings and floors with small passenger flow. With the rapid development of modern cities, high-rise buildings and super high-rise buildings with large population density have sprung up, and the shortcomings of single-car operation mode elevators, such as long waiting time and low transportation efficiency, have been continuously magnified. The operation mode of the car elevator has been difficult to meet the needs of the rapid development of modern urban buildings.

In order to improve the utilization rate of building space and the efficiency of elevator transportation, and reduce the cost of construction and elevators, with the continuous development of engineering technology, a multi-car parallel elevator is being developed and applied. The multi-car parallel elevator adopts the non-traction wire rope direct drive technology, which realizes the simultaneous operation of multiple elevator cars in the same shaft, and the elevators between each shaft can switch to each other for shaft operation to achieve overtaking operation. The tracks of different shafts are connected by switching tracks. In order to connect smoothly, the connection between the track and the switching track is an arc track, or the switching track itself is an arc track.

In order to ensure the safe operation of the cars and prevent collisions between adjacent cars during operation, a certain safety distance must be ensured between adjacent cars during operation, that is, the distance between adjacent cars must be greater than the set value . The existing anti-collision method between the cars of the multi-car elevator system mainly uses the position detection system to detect the position of the adjacent cars, and the control system compares and analyzes whether the real-time distance between the adjacent cars meets the safety distance requirements. The start, stop and movement of the car to prevent the car from colliding. The reliability of this method is entirely dependent on the reliability of the monitoring and control systems such as the control system and the position detection system. When the position control system or the position detection system fails, it may cause the car to collide. Sometimes in order to ensure the reliability of the system, it is necessary to increase the safety and reliability level of the system as much as possible, which will lead to complex systems and increased costs.

Contents of the invention

In view of the above-mentioned problems existing in the prior art, the purpose of the present invention is to provide a car anti-collision method for a multi-car intelligent elevator, by setting safety anti-collision detection on the car or on the suspension device or on the guide limit device. When the distance between adjacent cars is equal to the set distance, the trigger will directly contact and trigger the detection part, so that two adjacent cars stop at the same time or run at variable speeds to prevent collisions , the trigger and detection parts of the adjacent car are mechanical contact and trigger, the action is stable and reliable, suitable for straight rails and arc rails, the anti-collision unit adapts to the track of the track through the guide wheel, so that the angle between the anti-collision unit and the track remains unchanged , so that the anti-collision units of two adjacent cars can be accurately aligned and triggered when the car passes the arc track.

In order to achieve the above object, the technical solution adopted in the present invention is:

A car anti-collision method for a multi-car intelligent elevator, the elevator has no traction structure, the elevator includes a plurality of cars, the cars are installed on a suspension device, and the suspension device is also equipped with a drive device and The guiding and limiting device is used to guide and limit the suspension device. The driving device drives the suspension device and the car to run along the track. An anti-collision unit is arranged on the car or the suspension device or on the guiding and limiting device. The anti-collision unit includes a detection part and a trigger part. The distance between two adjacent cars running on the same track is close to when the anti-collision units on the two cars touch, the detection part and the trigger part on one car The parts contact the triggering part and the detecting part on the other car respectively, the detecting parts on the two cars are triggered, and the elevator control system controls the two cars to stop after receiving the information that the two detecting parts are triggered, or controls The two cars run at variable speeds to prevent the two cars from colliding.

As a further improvement of the above technical solution:

For the case where the elevator control system controls the two cars to stop after receiving the information that the two detection parts are triggered, the detection part is a normally closed switch connected to the elevator safety circuit, and the detection part on one car is controlled by the other car. After the trigger piece on the car is contacted and triggered, the trigger piece as a normally closed switch is disconnected, and when the elevator safety circuit is disconnected, the car is stopped.

For the situation that the elevator control system controls the speed change of the two cars after receiving the information that the two detection parts are triggered, the detection part is electrically connected with the elevator control system, and the control system can receive the signal of the detection part.

After the control system receives the signal that the detection part is triggered: when the two adjacent cars run in opposite directions, the control system controls the two adjacent cars to run at the same speed; when the two adjacent cars run in the same direction, The control system controls the deceleration of the rear car among the two cars running in the same direction, or the acceleration of the front car, so that the minimum running distance between two adjacent cars is greater than or equal to the safety distance.

There are two sets of anti-collision units on each car, namely the upper anti-collision unit and the lower anti-collision unit. The upper anti-collision unit on one car is located above the lower anti-collision unit, and the upper anti-collision unit on one car The unit is used to cooperate with the lower anti-collision unit on the car above it, and the lower anti-collision unit on one car is used to cooperate with the upper anti-collision unit on the car below it.

The anti-collision unit can also be equipped with a plurality of guide wheels with the function of guiding and limiting. The plurality of guide wheels roll symmetrically on both sides of the track, and guide the anti-collision unit along the track, that is, guide the anti-collision unit along the length of the track. Running to ensure that the two anti-collision units of two adjacent cars can be aligned and contacted.

The detection part is a self-recovery element or a non-self-recovery element.

The mounting bases of the two anti-collision units that trigger each other are staggered and arranged until the two anti-collision units interact without interfering with the operation of the respective cars.

The beneficial effects of the present invention are: on the car or on the suspension device or on the guide limit device, by setting the safety anti-collision detection part and the safety anti-collision trigger part, when the distance between adjacent cars is equal to the set distance , the trigger part will directly contact and trigger the detection part, so that two adjacent cars can be stopped at the same time or run at variable speeds to prevent collisions. Straight track and arc track, the anti-collision unit adapts to the trajectory of the track through the guide wheel, so that the angle between the anti-collision unit and the track remains unchanged, so that the anti-collision units of the two adjacent cars can be accurate when the car passes the arc track Align the contacts and trigger.

Description of drawings

FIG. 1 is a schematic diagram of the application of Embodiment 1 of the present invention;

Figure 2 is an enlarged schematic view of A in Figure 1;

Fig. 3 is a schematic diagram of the application of Embodiment 2 of the present invention;

Fig. 4 is an enlarged schematic view at B of Fig. 3;

Fig. 5 is an enlarged schematic diagram at C of Fig. 3;

Fig. 6 is a schematic diagram of the A-A perspective of Fig. 4;

Fig. 7 is a schematic diagram of the B-B perspective of Fig. 5;

Fig. 8 is a schematic diagram of the C-C perspective of Fig. 3 .

Detailed ways

Specific embodiments of the present invention will be described in detail below in conjunction with the accompanying drawings. It should be understood that the specific embodiments described here are only used to illustrate and explain the present invention, and are not intended to limit the present invention.

For the convenience of description, spatially relative terms may be used here, such as "on ...", "over ...", "on the surface of ...", "above", etc., to describe the The spatial positional relationship between one device or feature shown and other devices or features. It will be understood that the spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is turned over, devices described as "above" or "above" other devices or configurations would then be oriented "beneath" or "above" the other devices or configurations. under other devices or configurations”. Thus, the exemplary term "above" can encompass both an orientation of "above" and "beneath". The device may be otherwise oriented (rotated 90 degrees or at other orientations) and the spatially relative descriptions used herein interpreted accordingly.

A car anti-collision method for a multi-car intelligent elevator, the elevator has no traction structure, the elevator includes a plurality of cars 3, the cars 3 are installed on a suspension device, and a guide is also installed on the suspension device Limiting device and driving device, the driving device is the driving force for the operation of the car 3, the driving device drives the suspension device and the car 3 to run along the track 2, and the guiding and limiting device is used to guide and limit the suspension device, so that The suspension device and the car 3 run along the length of the track 2 .

The guide limiting device includes a guide seat 51 and a plurality of guide wheels 52, the guide wheels 52 are rotatably mounted on the guide seat 51, and the plurality of guide wheels 52 roll symmetrically on both sides of the track 2, the suspension device and the guide seat 51 hinged. During operation, the guide seat 51 will rotate when passing the arc track to adapt the guide wheel 52 to fit the track 2 . In this way, the angle between the guide seat 51 and the track 2 remains unchanged. If the guide seat 51 is perpendicular to the straight rail, then after it enters the arc track, the guide seat 51 still remains perpendicular to the arc track. In this way, it can be ensured that the guiding and limiting device guides the suspension device and the car 3 to run along the length direction of the rail 2 all the time during operation, and the car 3 can maintain a vertical state when passing the arc rail simultaneously, thereby ensuring the comfort of passengers. The suspension device, the driving device and the guiding and limiting device have been described in detail in other patent applications of the applicant, and will not be repeated here.

The car 3 is provided with an anti-collision unit, and the anti-collision unit includes a detection part and a trigger part. The distance between two adjacent cars 3 running on the same track 2 is close to the anti-collision unit on the two cars 3. When the units are in contact, the detection piece and the trigger piece on one car 3 contact the trigger piece and the detection piece on the other car 3 respectively, the detection pieces on the two cars 3 are triggered, and the detection piece transmits the triggered information For the control system, the elevator control system controls the two cars 3 to stop after receiving the information that the two detection parts are triggered, or controls the two cars 3 to run at variable speeds to prevent the two cars 3 from colliding.

Preferably, each car 3 is provided with two groups of anti-collision units, which are installed on the upper end and the lower end of the car 3 respectively, and are respectively an upper anti-collision unit and a lower anti-collision unit. The upper anti-collision unit on one car 3 The unit is used to trigger in cooperation with the lower anti-collision unit on the car 3 above it, and the lower anti-collision unit on one car 3 is used to cooperate with the upper anti-collision unit on the car 3 below it.

It should be noted that, if in an elevator system, a car 3 is always at the top of all cars 3 during operation, only the lower anti-collision unit needs to be installed on this car 3; if in an elevator system, a car Car 3 is always located at the bottom of all cars 3 during operation, so only the anti-collision unit needs to be installed on this car 3 .

The triggering of the detection element by the trigger means that the detection element is triggered by a physical force. The trigger part is a mechanical object body, and the detection part is a self-recovery type detection element or a non-self-recovery type detection element. In the non-triggered state, the detection part is in the normally closed state.

When the detection part is a non-self-recovery element, the detection part is in a normally closed state when it is not triggered, and when the trigger part triggers the detection part, the detection part turns from a normally closed state to an open state. When the trigger part leaves the detection part, the detection part is still in the disconnected state, and an external mechanism (such as a manual or an external signal) is required to drive it to close. Non-self-recovery components are electrical devices such as non-self-recovery switches.

When the detection part is a self-recovery element, the detection part is in the normally closed state when it is not triggered. When the trigger part triggers the detection part, the detection part turns from the normally closed state to the disconnected state. When the trigger part leaves the detection part , the detection part returns to the closed state, and no external mechanism (such as manual or external signal) is required to drive it to close. Self-recovery components are self-resetting switches and the like.

For the case where the elevator control system controls the two cars 3 to stop after receiving the information that the two detection parts on two adjacent cars 3 are triggered, the detection part is a normally closed switch and connected to the elevator safety circuit . When the car 3 runs normally, the detection part as the normally closed switch is not triggered by external force or when it is in a non-triggered state, the detection part is in the closed state. When the detection part on one car 3 is contacted and mechanically triggered by the trigger part on another car 3, the trigger part as a normally closed switch is disconnected, causing the elevator safety circuit of the car 3 where the detection part is located to be disconnected, This car 3 is stopped. At this time, the triggering of the triggering member is equivalent to the triggering of the limit switch by the triggering plate. The detection part as a normally closed switch is a non-self-resetting switch or a self-resetting switch. After the brake is stopped, the two cars 3 are restarted to run simultaneously or sequentially, so that the running distance of the two cars 3 is greater than the set safety distance. . The technical solution that the car 3 is stopped due to the disconnection of the elevator safety circuit can adopt the solution in the prior art, and will not be repeated here.

It should be noted that the elevator control system controls the two cars 3 to stop after receiving the information that the two detection parts are triggered. Contact until the car 3 stops.

For the case where the elevator control system controls the speed change of the two cars 3 after receiving the information that the two detection parts are triggered, the detection part is electrically connected to the elevator control system, and the detection part is a self-recovery element or a non-self-recovery type. element. The detection part can send the received information to the control system, and the control system can receive the signal of the detection part and control the actions of other parts of the elevator according to the internal setting program. The control system receives the signal that the detection part is triggered and controls the two cars 3 to change speed, so that the minimum running distance between two adjacent cars 3 is greater than or equal to the set safety distance. At this time, the control system can control the speed of the car 3 in a variety of ways: when two adjacent cars 3 run in opposite directions, the control system controls the two adjacent cars 3 to slow down at the same time, until the two cars 3 stops, the control system controls the two cars 3 to run again until the distance between the two cars 3 is not less than the set safety distance, then the control system controls the car 3 to resume normal operation; when two adjacent cars 3. When running in the same direction, the control system controls the rear car 3 to decelerate among the two cars 3 running in the same direction, or the front car 3 to speed up. When the distance between the two cars 3 reaches a safe distance, the control system Control car 3 to resume normal operation again.

It should be noted that the elevator system is equipped with position and speed sensors, and the elevator control system can judge whether a safe distance has been reached between the two cars 3 through the current speed and distance. For specific technical solutions, please refer to other patent applications of the applicant. text or other prior art solutions.

It can be seen from the above that the detection parts and trigger parts of the safety anti-collision units of two adjacent cars 3 on the same running track 2 correspond to each other, that is, the trigger part of the first car triggers the detection of the second car adjacent to it. The trigger part of the second car triggers the detection part of the first car. The mutual corresponding action of the detecting element and the triggering element between adjacent cars occurs simultaneously or nearly simultaneously (occurs within a set time), so that two cars 3 can respond to the detected signals at the same time.

The anti-collision device based on the above-mentioned anti-collision method can be realized in various ways, which will be described through two embodiments.

Embodiment one

A plurality of cars 3 only run on straight tracks. As shown in Figures 1 and 2, a track 2 is installed in the hoistway 1, and a plurality of cars 3 run on the track 2, and the track 2 is a straight track. Wherein, the two adjacent cars are an upper car 31 and a lower car 32 respectively, and the upper car 31 is located above the lower car 32 . Both the upper car 31 and the lower car 32 are equipped with two anti-collision units, which are respectively an upper anti-collision unit 41 and a lower anti-collision unit 42, and the upper anti-collision unit 41 on each car 3 is located at the lower anti-collision unit. Hit the top of unit 42.

The upper anti-collision unit 41 and the lower anti-collision unit 42 are rigid and fixedly installed on the car 3, so that on the one hand the installation of the upper anti-collision unit 41 and the lower anti-collision unit 42 is simplified, and on the other hand rigidity and fixed installation can The upper anti-collision unit 41 and the lower anti-collision unit 42 of the adjacent car 3 are accurately aligned and contacted to ensure the reliability of triggering.

The structure of the upper anti-collision unit 41 and the lower anti-collision unit 42 is the same. The anti-collision unit includes a trigger part 4-1 and a detection part 4-2. When the distance between the upper car 31 and the lower car 32 is equal to the set value D, the lower anti-collision unit 42 of the upper car 31 contacts the upper anti-collision unit 41 of the lower car 32 . Specifically, the trigger part 4-1 of the lower anti-collision unit 42 of the upper car 31 contacts the detection part 4-2 of the upper anti-collision unit 41 of the lower car 32, and the detection part 4-2 of the lower anti-collision unit 42 of the upper car 31 4-2 contacts the trigger 4-1 of the upper anti-collision unit 41 of the lower car 32 .

The trigger 4-1 is a mechanical part. The detection part 4-2 can choose different components and parts according to the different loops connected in series.

When the detection part 4-2 is connected into the safety circuit of the elevator, the detection part 4-2 can be selected as a limit switch, and the trigger part 4-1 is a trigger plate. The limit switch is a normally closed switch, and when the car 3 runs normally, it is in a normally closed state, and the safety circuit is connected. When the trigger 4-1 and the detection part 4-2 are in contact, the trigger 4-1 as the trigger plate triggers the detection part 4-2 as the normally closed switch, and the detection part 4-2 is disconnected, causing the safety circuit to be disconnected, Car 3 stops.

When the detection part 4-2 was connected into the elevator control circuit, the detection part 4-2 could select a signal switch, such as a self-recovery signal switch, and now the trigger part 4-1 was a trigger plate. When the trigger 4-1 contacts with the detection part 4-2, the detection part 4-2 sends the received information to the control system, and the control system controls the upper car 31 and the lower car 32 to change speed, specifically the speed change The method has been described above.

In this implementation, the detection parts 4-2 on all the cars are limit switches or induction switches, travel switches, etc. at the same time.

Embodiment two

As shown in Figures 3 to 8, in this embodiment, the elevator includes a plurality of cars 3, at least two main tracks and a plurality of switching tracks, and the switching tracks are used to connect two different main tracks, defined The main track or switch track is track 2, and the switch track includes at least one section of arc track. In other words, in this embodiment, the track 2 includes a straight track and an arc track, that is, the car 3 turns. In order to ensure that the anti-collision device can still accurately perform anti-collision processing when the car 3 passes the arc track, The anti-collision device on the car 3 needs to keep running along the track 2, so that the two interacting anti-collision devices of the adjacent car 3 can be accurately aligned and triggered.

In the present embodiment, two adjacent cars 3 are selected, which are respectively the second car 31 ' and the second car 32 ', and the second car 31 ' is located above the second car 32 '. Two described anti-collision units are installed on the upper car two 31' and the lower car two 32', are respectively the upper anti-collision unit two 41' and the lower anti-collision unit two 42', and the two anti-collision units on each car 3 The upper anti-collision unit 2 41' is located above the lower anti-collision unit 2 42'.

In this embodiment, both the upper anti-collision unit 2 41' and the lower anti-collision unit 2 42' include a trigger 4-1 and a detection part 4-2, which is different from the trigger 4-1 and the detection part 4-2 of the first embodiment. 2 have the same structural principle.

Different from Embodiment 1, the upper anti-collision unit 2 41' is fixedly installed on the guide seat 51, that is, the upper anti-collision unit 2 41' follows the guide seat 51 to adapt to the track change of the track 2, so that the upper anti-collision unit 2 41' The triggering part 4-1 and the detecting part 4-2 can run along the length direction of the track 2. Now guide wheel 52 is used as the guide spacer wheel of upper anti-collision unit two 41 ' simultaneously, is guiding and spacing for upper anti-collision unit two 41 '.

The lower anti-collision unit 2 42' also includes a lower anti-collision seat 421' and a plurality of lower anti-collision guide wheels 422'. The guide wheels 422 ′ are arranged symmetrically on both sides of the track 2 and roll along the track 2 . The trigger part 4-1 and the detection part 4-2 of the lower anti-collision unit 2 42' are fixedly installed on the lower anti-collision seat 421'.

It should be noted that the upper anti-collision unit 2 41' may not be installed on the guide seat 51, but, like the lower anti-collision unit 2 42', an independent upper anti-collision seat and a plurality of upper anti-collision guide wheels are set. The anti-collision guide wheels are rotatably installed on the upper anti-collision seat, and a plurality of upper anti-collision guide wheels are symmetrically arranged on both sides of the track 2 and roll along the track 2, and the upper anti-collision seat and the suspension device are hinged. The trigger part 4-1 and the detection part 4-2 of the upper anti-collision unit two 41' are fixedly installed on the upper anti-collision seat. This can also ensure that the upper anti-collision unit 2 41' adapts to changes in the track 2, and ensures that the trigger 4-1 and the detection part 4-2 of the upper anti-collision unit 41' can run along the track 2 lengthwise.

The following anti-collision unit two 42 ' is connected with the guiding and limiting device of car 3 by a flexible rope.

Based on the above structure, when the car 3 goes down, the lower anti-collision unit 2 42 ′ can go down along the holding rail 2 under its own weight, and due to the restriction of the flexible rope, the lower anti-collision unit 2 42 ′ can keep in touch with the car. The cabins 3 run synchronously, and the flexible rope can maintain the unfolded state. When car 3 went up, car 3 pulled lower anti-collision unit two 42' by flexible rope to go up.

During operation, the lower anti-collision unit 2 42' can ensure that the triggering part 4-1 and the detecting part 4-2 pass through the straight track and arc track due to the guiding and limiting effect of its own lower anti-collision guide wheel 422'. Always run along the length direction of the track 2 to ensure that the lower anti-collision unit 2 42' of the upper car 2 31' and the upper anti-collision unit 2 41' of the lower car 2 32' are aligned and contacted to ensure the lower anti-collision The triggering part 4-1 and the detecting part 4-2 of the unit two 42' are respectively aligned with and contacted with the detecting part 4-2 and the triggering part 4-1 of the upper anti-collision unit two 41'.

The length of the flexible rope should satisfy: when the anti-collision devices on two adjacent cars 3 trigger each other and the control system performs anti-collision processing, the minimum distance between two adjacent cars 3 is greater than the set value. When the detection parts 4-2 of the two cars 3 are connected in series to the safety circuit, the lower anti-collision unit 2 42 ′ of the upper car 2 31 ′ and the upper anti-collision unit 2 41 ′ of the lower car 2 32 ′ contact and trigger Afterwards, the upper car two 31' and the lower car two 32' are braked, and there is a period of time from when the detection part 4-2 is triggered to when the car 3 stops completely, so there is a braking distance, and finally the upper car The distance between the second car 31' and the lower car second 32' needs to be no less than the set value when they stop. The above braking distance can be calculated and set according to the specific application and design.

To sum up, when the upper car 2 31' and the lower car 2 32' run on the track 2, the multiple guide wheels of the anti-collision unit roll symmetrically on both sides of the track 2, guiding the anti-collision unit to travel along the track 2 , that is, guide the anti-collision unit to run along the length direction of the track 2 to ensure that the lower anti-collision unit 2 42 ′ of the upper car 2 31 ′ and the upper anti-collision unit 2 41 ′ of the lower car 2 32 ′ can be aligned and contacted, Ensure that the triggering part 4-1 and the detecting part 4-2 of the lower anti-collision unit 2 42' are respectively aligned with and contact the detecting part 4-2 and the triggering part 4-1 of the upper anti-collision unit 2 41'. When the straight-line distance between the upper car two 31' and the lower car two 32' was equal to the set value, the lower anti-collision unit two 42' of the upper car two 31' would meet the upper anti-collision unit two 32' of the lower car two 32'. Collision unit two 41' contacts and triggers. Therefore, the above-mentioned arrangement of the upper anti-collision unit two 41' and the lower anti-collision unit two 42' on the car 3 ensures reliable contact and trigger, and the setting of the flexible rope has guaranteed that the anti-collision device does not interfere with the variable speed operation of the follow-up car 3 at the same time.

It should be noted that the installation accessories of the two anti-collision units that trigger each other are staggered to ensure that the two anti-collision units do not interfere with the operation of their respective cars after they interact, because the two anti-collision units will continue to follow their respective The car 3 continues to run for a section of braking distance and then stops or changes the running direction, as shown in Figure 3 and Figures 6-8. Shown at D place among Fig. 3 is the following anti-collision unit two 42 ' of adjacent two cars 3 and upper anti-collision unit two 41 ' contact schematic diagram.

Figure 6 is a schematic diagram of the perspective of the lower anti-collision unit 2 42' in the length direction of the track 2, and Figure 7 is a schematic diagram of the perspective of the upper anti-collision unit 2 41' in the length direction of the track 2, and Figure 8 is a schematic diagram of the upper car 2 31' The schematic diagram of the second anti-collision unit 42' of the lower car and the second anti-collision unit 41' of the lower car two 32' in the perspective view of the length direction of the track 2.

It can be seen from the accompanying drawings that the lower anti-collision unit 2 42' includes a trigger 4-1 and two detection parts 4-2, and a trigger 4-1 and two detection parts 4-2 are arranged in a zigzag shape. The detection part 4-2 is located between the lower anti-collision guide wheel 422' and the trigger part 4-1, that is, the distance between the detection part 4-2 and the lower anti-collision guide wheel 422' is smaller than the distance between the trigger part 4-1 and the lower anti-collision guide wheel 422' of distance.

The upper anti-collision unit 2 41' includes a trigger 4-1 and two detection parts 4-2. The distance between the guide wheel 52 and the two detection parts 4 - 2 , that is, the distance between the trigger part 4 - 1 and the guide wheel 52 is smaller than the distance between the detection part 4 - 2 and the guide wheel 52 .

The diameter and the thickness of the guide wheel 52 of the guide limiter are respectively greater than the diameter and thickness of the lower anti-collision guide wheel 422'. During installation, the distance between the trigger 4-1 of the upper anti-collision unit 2 41' and the guide wheel 52 Greater than the thickness of the lower anti-collision guide wheel 422', the distance of each component is set as follows: when the upper anti-collision unit 2 41' and the lower anti-collision unit 2 42' contact, the lower anti-collision guide wheel 422' can pass through the upper anti-collision unit The space between the trigger 4-1 of the second 41' and the guide wheel 52, and the trigger 4-1 of the lower anti-collision unit 2 42' can contact the two detection parts 4-2 of the upper anti-collision unit 41', The trigger part 4-1 of the upper anti-collision unit 2 41' can contact the two detection parts 4-2 of the lower anti-collision unit 2 42'. The trigger 4-1 of the current anti-collision unit 2 42' contacts and triggers the two detection parts 4-2 of the upper anti-collision unit 2 41', and the trigger 4-1 of the upper anti-collision unit 2 41' contacts and triggers the lower After the detection part 4-2 of the anti-collision unit two 42', the lower anti-collision unit two 42' and the upper anti-collision unit two 41' can continue to run along the track 2 for a certain distance.

Each anti-collision unit adopts two detection parts 4-2, which improves the accuracy and reliability of triggering.

Finally, it is necessary to explain here that: the above examples are only used to further describe the technical solutions of the present invention in detail, and cannot be interpreted as limiting the protection scope of the present invention. Non-essential improvements and adjustments all belong to the protection scope of the present invention.

Claims (8)

1. A car anti-collision method of a multi-car intelligent elevator, the elevator has no traction structure, and the elevator includes a plurality of cars (3), and the car (3) is installed on a suspension device, and the suspension The device is also equipped with a driving device and a guiding and limiting device for guiding and limiting the suspension device. The driving device drives the suspension device and the car (3) to run along the track (2). It is characterized in that the car (3) An anti-collision unit is provided on or on the suspension device or on the guide limit device. The anti-collision unit includes a detection part and a trigger part. Two adjacent cars (3) running on the same track (2) When the distance between the two cars (3) is close to the anti-collision unit on the two cars (3), the detection piece and the trigger piece on one car (3) contact the trigger piece and the detection piece on the other car (3) respectively , the detection parts on the two cars (3) are triggered, and the elevator control system controls the two cars (3) to stop after receiving the information that the two detection parts are triggered, or controls the two cars (3) to change speed Runs to prevent two cars (3) from colliding. 2. The anti-collision method according to claim 1, characterized in that: when the elevator control system receives the information that the two detection parts are triggered and controls the two cars (3) to stop, the detection part is an access To the normally closed switch of the elevator safety circuit, after the detection part on one car (3) is contacted and triggered by the trigger part on the other car (3), the trigger part as the normally closed switch is disconnected, and the elevator safety When the circuit was disconnected, the car (3) was braked and stopped. 3. The anti-collision method according to claim 1, characterized in that: when the elevator control system receives the information that the two detection parts are triggered and controls the speed change of the two cars (3), the detection part and the elevator The control system is electrically connected, and the control system can receive the signal of the detection part. 4. The anti-collision method according to claim 3, characterized in that: after the control system receives the signal that the detection part is triggered: when two adjacent cars (3) run in opposite directions, the control system controls the adjacent The two cars (3) decelerate at the same time; when two adjacent cars (3) run in the same direction, the control system controls the rear car (3) in the two cars (3) running in the same direction to decelerate, Or the front car (3) accelerates to run, so that the minimum running distance between two adjacent cars (3) is greater than or equal to the set safety distance. 5. The anti-collision method according to claim 1, characterized in that: each car (3) is provided with two groups of anti-collision units, which are respectively an upper anti-collision unit and a lower anti-collision unit, and one car (3) The upper anti-collision unit on the ) is located above the lower anti-collision unit, and the upper anti-collision unit on one car (3) is used to cooperate with the lower anti-collision unit on the car (3) above it to trigger, and one car (3) the upper anti-collision unit is used to cooperate with the upper anti-collision unit on the car (3) below it to trigger. 6. The anti-collision method according to claim 1 or 5, characterized in that: the anti-collision unit can also be provided with a plurality of guide wheels with guiding and limiting functions, and the plurality of guide wheels are symmetrically attached to the two sides of the track (2). Roll sideways to guide the anti-collision unit to travel along the track (2). 7. The anti-collision method according to any one of claims 1 to 5, characterized in that the detection element is a self-restoring element or a non-self-restoring element. 8. The anti-collision method according to any one of claims 1 to 5, characterized in that: the mounting seats of the two anti-collision units triggered by each other are staggered and arranged so that the two anti-collision units do not interfere with each other's respective cars after they interact. running.

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