Pre-stretching ultra-deep heavy-load elevator thin car platform structure

Abstract

The invention relates to the related technical field of elevator design structures, and discloses a pre-stretching ultra-deep heavy-load elevator thin car bottom structure which comprises an elevator car bottom structure, and the elevator car bottom structure comprises a plurality of first car bottom parts and a plurality of second car bottom parts which are connected in sequence; an overall pre-stretching structure is arranged in the first car bottom part and the second car bottom part and comprises a pull rod erected in the first car bottom part. The overall rigidity and the local rigidity of the elevator car bottom are improved through the pre-stretching structure, the traditional mode of thickening materials is avoided, and therefore the cost and the requirement for construction conditions are reduced, the stability and the bearing capacity of the first car bottom part and the second car bottom part are enhanced through the mode of combining overall pre-stretching and local pre-stretching, and the service life of the elevator car bottom is prolonged. Correspondingly, the thickness of materials does not need to be increased, such as a strong bracket, so that the manufacturing cost is saved, the dead weight of the elevator is reduced, and the energy consumption is further reduced.

Description

Technical Field

[0001] The invention relates to the technical field related to elevator design structures, in particular to a pre-stretched ultra-deep and heavy-load elevator thin car bottom structure. Background Art

[0002] The core challenges faced by heavy-duty freight elevators, especially those carrying extra-long loads, can be summarized into three aspects: "increased cost", "increased volume, higher requirements for pit depth" and "affecting operational stability". First, insufficient rigidity of the car bottom is one of the key issues. Due to the uneven load distribution caused by the extra-long load, local stress is easily concentrated, causing deformation of the car bottom, especially when carrying high-density cargo. This not only affects the elevator's operational safety, but may also shorten its service life. In order to address this problem, it is usually necessary to increase the thickness or type of the car bottom material. Although this can enhance rigidity, it also greatly increases costs, while increasing the elevator's own weight, further increasing energy consumption and requirements for the lifting system.

[0003] When the elevator guide rail system faces extra-long loads, the deep strip structure may cause greater lateral deformation due to lateral force or torque, which in turn affects the smoothness and safety of operation; the uneven load generated by the extra-long load increases the difficulty of guide rail selection, and stronger guide rails may be required to cope with these additional forces.

[0004] The huge impact force generated by the safety clamp at the moment of action places extremely high demands on the rigidity of the elevator car and guide rail system; especially for heavy-duty freight elevators, the car itself is large and heavily loaded. When the safety clamp is activated, the instantaneous impact force may cause the car structure and guide rails to deform, and it is very likely to affect the subsequent normal use of the elevator; even in the case of insufficient rigidity of the elevator frame, it cannot withstand such impact force, the elevator may not brake completely, or even a dangerous situation may occur; therefore, in order to ensure that the safety clamp can work effectively, the elevator frame rigidity must be enhanced, especially the parts related to the impact of the safety clamp.

[0005] The design of the buffer is also limited by its insufficient stiffness during impact. The deadweight of the extra-long structure and the greater weight brought by the load will produce stronger impact force and torque in an emergency. The stiffness and damping of the standard buffer are often unable to disperse and fully absorb this energy in time, resulting in safety hazards to the elevator during impact. For this reason, (the buffers are mainly divided into rubber buffers, hydraulic buffers, and spring buffers. Their stiffness is generally assumed to be fixed and difficult to adjust) or the impact energy is dispersed by increasing the number.

[0006] The problem of insufficient rigidity of the elevator is mainly reflected in the bottom of the car, the guide rail system and the buffer (which acts indirectly on these devices); in order to solve these problems, it is usually necessary to increase the rigidity of the elevator by increasing the material thickness or model, which will not only greatly increase the manufacturing cost, but also increase the volume and weight of the elevator, and even require higher requirements on the layout and depth of the pit structure, and to a certain extent affect the operation stability and energy consumption of the elevator. In order to solve the above problems, a pre-stretched ultra-deep and heavy-load elevator thin car bottom structure is proposed. Summary of the invention

[0007] The present invention provides a pre-stretched ultra-deep and heavy-load elevator thin car bottom structure, which solves the problems in the above-mentioned background technology.

[0008] The present invention solves the technical problem by adopting the following technical solutions:

[0009] A pre-stretched ultra-deep and heavy-load elevator thin car bottom structure, comprising an elevator car bottom structure, the elevator car bottom structure comprising a plurality of first car bottoms and a plurality of second car bottoms connected in sequence, the first car bottoms and the second car bottoms are provided with an integral pre-stretched structure, the integral pre-stretched structure comprises a pull rod erected in the first car bottom, one end of the pull rod passes through a side wall of the first car bottom, and a tightening nut for locking is provided between the pull rod and the side wall of the first car bottom, and the other end of the pull rod extends inwardly into the second car bottom and is connected to the side wall of the second car bottom;

[0010] A local pre-stretching structure is also provided in the second car bottom, and the local pre-stretching structure includes a plurality of first reinforcing ribs, a stretching beam, a pad, a rubber pad, a fastening bolt, and a clamping bolt;

[0011] A plurality of the first reinforcing ribs are spaced apart in sequence along the long side of the second car bottom, and the tensile beam is vertically connected to the first reinforcing ribs, one end of the tensile beam is fastened by fastening bolts, rubber pads and pads in sequence, and the other end is clamped by clamping bolts, rubber pads and pads in sequence.

[0012] Preferably, the first car bottom also includes a rectangular frame composed of two first side frames and two second side frames connected in sequence, an end plate is provided on the inner wall of the first side away from the tightening nut, the end plate is arranged on the outer periphery of the pull rod, and clamping nuts for clamping the end plate are respectively provided on both sides of the end plate.

[0013] Preferably, the first frame is located on one side of the tightening nut and on a side wall opposite to the tightening nut and is fixed by a limiting nut.

[0014] Preferably, a plurality of second reinforcing ribs are sequentially distributed on the first car bottom along the setting direction of the second frame.

[0015] Preferably, the second car bottom portion further comprises a rectangular frame formed by two short side frames and two long side frames connected in sequence, and a car bottom plate is arranged on the top of the first car bottom portion and the second car bottom portion.

[0016] Preferably, a threaded hole for the fastening bolt or the clamping bolt to pass through is opened in the middle of the first reinforcing rib.

[0017] Preferably, the tightening nut is located on the outer side of the pull rod and is provided with an anti-jump nut for preventing the tightening nut from falling off.

[0018] The advantages and positive effects of the present invention are: the overall and local stiffness of the elevator car bottom is improved through the pre-stretching structure, avoiding the traditional method of thickening materials, thereby reducing costs and requirements for construction conditions, and by combining overall pre-stretching with local pre-stretching, the stability and bearing capacity of the first car bottom and the second car bottom are enhanced. Accordingly, since there is no need to increase the material thickness or model, such as adding a strong bracket, the manufacturing cost is saved, and the elevator's own weight is reduced, thereby reducing energy consumption.

[0019] By improving the overall rigidity of the car bottom, there is no need to increase the depth of the shaft pit, which reduces the requirements for civil construction. When facing the uneven load of extra-long goods, the pre-stretched structure can disperse the stress, reduce the lateral deformation of the guide rail system, and ensure the smooth operation of the elevator. It is suitable for industrial scenarios that dock with large trucks, such as steel mills, logistics centers, etc., reducing intermediate handling links and greatly improving logistics efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The present invention is further described below in conjunction with the accompanying drawings and embodiments.

[0021] Figure 1 It is a schematic diagram of the overall structure of the elevator car bottom structure in the present invention;

[0022] Figure 2 yes Figure 1 A schematic diagram of the structure of the bottom of the first car;

[0023] Figure 3 yes Figure 2 Rear view of the bottom of the first sedan;

[0024] Figure 4 yes Figure 1 A is a schematic diagram of the enlarged structure of the middle part;

[0025] Figure 5 yes Figure 1 The structural diagram of the bottom of the second car;

[0026] Figure 6 yes Figure 5Schematic diagram of the explosion of local tensile structure.

[0027] The symbols in the accompanying drawings are described as follows:

[0028] 1. Elevator car bottom structure; 11. First car bottom; 111. First frame; 112. Second frame; 113. Second reinforcing rib; 12. Second car bottom; 121. Short frame; 122. Long frame; 123. First reinforcing rib; 1231. Threaded hole; 13. Car bottom plate;

[0029] 2. Overall pre-stretching structure; 21. Pull rod; 22. Limiting nut; 23. Tightening nut; 24. Anti-jump nut; 25. End plate; 26. Clamping nut;

[0030] 3. Local pre-stretching structure; 31. Stretching beam; 32. Rubber pad; 33. Fastening bolts; 34. Backing plate; 35. Compression bolts. DETAILED DESCRIPTION

[0031] The present invention will now be described in further detail with reference to the accompanying drawings. These drawings are simplified schematic diagrams, which only illustrate the basic structure of the present invention in a schematic manner, and therefore only show the components related to the present invention.

[0032] The embodiments of the present invention are further described in detail below with reference to the accompanying drawings:

[0033] Reference Figures 1 to 6 As shown in the figure, the core challenges faced by the structural design of heavy-duty freight elevators, especially those carrying extra-long loads, can be summarized into three aspects: "increased cost", "increased volume, higher requirements for pit depth" and "affecting operational stability"; first, insufficient rigidity of the bottom of the car is one of the key issues; due to the uneven load distribution caused by the extra-long load, local stress is easily concentrated, resulting in deformation of the bottom of the car, especially when carrying high-density cargo, which not only affects the operational safety of the elevator, but may also shorten its service life; in order to address this problem, it is usually necessary to increase the thickness or type of the car bottom material, which can enhance rigidity but also greatly increases the cost, while increasing the elevator's own weight, further increasing energy consumption and requirements for the lifting system.

[0034] When the elevator guide rail system faces extra-long loads, the deep strip structure may cause greater lateral deformation due to lateral force or torque, which in turn affects the smoothness and safety of operation; the uneven load generated by the extra-long load increases the difficulty of guide rail selection, and stronger guide rails may be required to cope with these additional forces.

[0035] The huge impact force generated by the safety clamp at the moment of action places extremely high demands on the rigidity of the elevator car and guide rail system; especially for heavy-duty freight elevators, the car itself is large and heavily loaded. When the safety clamp is activated, the instantaneous impact force may cause the car structure and guide rails to deform, and it is very likely to affect the subsequent normal use of the elevator; even in the case of insufficient rigidity of the elevator frame, it cannot withstand such impact force, the elevator may not brake completely, or even a dangerous situation may occur; therefore, in order to ensure that the safety clamp can work effectively, the elevator frame rigidity must be enhanced, especially the parts related to the impact of the safety clamp.

[0036] The design of the buffer is also limited by its insufficient stiffness during impact. The deadweight of the extra-long structure and the greater weight brought by the load will produce stronger impact force and torque in an emergency. The stiffness and damping of the standard buffer are often unable to disperse and fully absorb this energy in time, resulting in safety hazards to the elevator during impact. For this reason, (the buffers are mainly divided into rubber buffers, hydraulic buffers, and spring buffers. Their stiffness is generally assumed to be fixed and difficult to adjust) or the impact energy is dispersed by increasing the number.

[0037] The problem of insufficient rigidity of the elevator is mainly reflected in the bottom of the car, the guide rail system and the buffer (which indirectly acts on these devices); in order to solve these problems, it is usually necessary to increase the rigidity of the elevator by increasing the material thickness or model, which will not only greatly increase the manufacturing cost, but also increase the volume and weight of the elevator, and even require higher requirements for the layout and depth of the pit structure, and to a certain extent affect the operation stability and energy consumption of the elevator. In order to solve the above problems, a pre-stretched ultra-deep and heavy-load elevator thin car bottom structure is proposed; it includes an elevator car bottom structure 1, the elevator car bottom structure 1 includes a plurality of first car bottoms 11 and a plurality of second car bottoms 12 connected in sequence, the first car bottom 11 and the second car bottom 12 are provided with an integral pre-stretching structure 2, the integral pre-stretching structure 2 includes a pull rod 21 erected in the first car bottom 11, one end of the pull rod 21 passes through the side wall of the first car bottom 11, and a tightening nut 23 for locking is provided between the side wall of the first car bottom 11, and the other end of the pull rod 21 extends inwardly into the second car bottom 12 and is connected to the side wall of the second car bottom 12;

[0038] A local pre-stretching structure 3 is also provided in the second car bottom 12, and the local pre-stretching structure 3 includes a plurality of first reinforcing ribs 123, a stretching beam 31, a pad 34, a rubber pad 32, a fastening bolt 33, and a clamping bolt 35;

[0039] A plurality of the first reinforcing ribs 123 are spaced apart in sequence along the long side of the second car bottom 12, and the tensile beam 31 is vertically connected to the first reinforcing ribs 123, one end of the tensile beam 31 is fastened by a fastening bolt 33, a rubber pad 32 and a pad 34 in sequence, and the other end is clamped by a clamping bolt 35, a rubber pad 32 and a pad 34 in sequence; the overall and local stiffness of the elevator car bottom is improved by a pre-stretching structure, and the traditional method of thickening materials is avoided, thereby reducing costs and requirements for construction conditions, and the stability and bearing capacity of the first car bottom 11 and the second car bottom 12 are enhanced by combining overall pre-stretching with local pre-stretching. Accordingly, since there is no need to increase the material thickness, such as adding a strong bracket, the manufacturing cost is saved, and the elevator's own weight is reduced, thereby reducing energy consumption.

[0040] By improving the overall rigidity of the car bottom, there is no need to increase the depth of the shaft pit, which reduces the requirements for civil construction. When facing the uneven load of extra-long goods, the pre-stretched structure can disperse the stress, reduce the lateral deformation of the guide rail system, and ensure the smooth operation of the elevator. It is suitable for industrial scenarios that dock with large trucks, such as steel mills, logistics centers, etc., reducing intermediate handling links and greatly improving logistics efficiency.

[0041] It should be noted that most of the existing structures use a car bottom frame + bracket structure to enhance the overall rigidity in the depth direction. The overall thickness of the structure (considering that safety clamps, guide shoes, and buffer hedging components need to be installed under the car bottom structure, a deeper shaft pit may be required, increasing the amount of civil construction) and material costs will not only increase significantly, but also for a single car bottom structure component with a longer length in the depth direction of the spliced ​​car bottom, in the category of ultra-deep and heavy-load car bottoms, the span is still very long, and the rigidity of a single car bottom structure component is still not strong under the condition of locally bearing a large load; therefore, it is proposed to improve the structure in this case. Specifically, this structure consists of two types of car bottom plates 13, one is the first car bottom 11, and the other is the second car bottom 12, wherein the first car bottom 11 is the first car bottom 11, and the second car bottom 12 is the second car bottom. Part 12; All of the above structures adopt pre-stretching structure, wherein the former includes an overall pre-stretching structure 2, and the latter includes an overall pre-stretching structure 2 and a local pre-stretching structure 3. Since the former is shorter than the latter, the stiffness gain brought by the local pre-stretching is not obvious, so only the overall pre-stretching structure 2 is set; compared with the traditional super-deep car bottom structure, this structure does not need to set a car bottom supporting structure to enhance its stiffness strength, saving material, manufacturing and installation costs, and under the existing conditions, there is no need to make major changes to the traditional assembled car bottom structure; this structure is suitable for working scenarios where the car depth is >10m and a transport vehicle or vehicle with a large entry and exit length is required. It has a simple structure, simple implementation and good comprehensive benefits.

[0042] Furthermore, the specific structural considerations of the above-mentioned first car bottom 11 are as follows: considering that there is at least one inlet and outlet at the front and rear ends of the car bottom, this end of the overall pre-stretching structure 2 is fastened to the end plate 25 fixed on the second frame 112 by clamping bolts as the front fixed end, and the other end of the car bottom is connected to the second car bottom 12. The pull rod 21 in the overall pre-stretching structure 2 passes through the web of the first frame 111 / short frame 121 of the first car bottom 11 and the second car bottom 12 to form a tensioning end of the pre-stretching structure, which is pre-tightened and tightened with bolts.

[0043] Working principle: After the car bottom structure is in place on the car frame, the overall pre-stretching structure 2 is used for global pre-tightening, and the car bottom structure is slightly raised, which can greatly improve the rigidity and strength capacity of the first car bottom 11.

[0044] It should be noted that the through position of the pull rod 21 is below the midline of the web of the first frame 111. This arrangement is to ensure that there is sufficient force arm and bending moment to properly preload the car floor structure after preloading.

[0045] It should also be noted that, because of its long length, the second car bottom 12 is not only globally pre-tightened by the overall pre-tightening structure 2 (same as the overall pre-tightening structure of the first car bottom 11), but also its local stiffness capacity should be considered, so a local pre-tightening structure 3 is added;

[0046] The local pre-stretching structure 3 includes a plurality of first reinforcing ribs 123, a stretching beam 31, a pad 34, a rubber pad 32, a fastening bolt 33, and a clamping bolt 35;

[0047] Working principle: After the car bottom structure is in place on the car frame, the overall pre-stretching structure 2 is used for global pre-tightening, and the car bottom structure is slightly raised. Then the local pre-stretching structure 3 is operated. First, the pad 34, the stretching beam 31, the first reinforcing rib 123 and the fastening bolts 33 at the corresponding parts are fixed, and the stretching beam 31 is fitted with the rubber pad 32. Then, the clamping bolts 35 are used to press down the two ends of the stretching beam 31 to a certain deflection, and the local pre-tightening of the second car bottom 12 is completed;

[0048] In the design of the tension beam 31 of the second car bottom 2, the rubber pad 32 located in the middle position is an ordinary elastic support pad, and even a steel pad can be used as an alternative; in contrast, located on both sides of the tension beam 31 are rubber or other types of elastic support pads that are adjusted and compressed by bolts and nuts; when a pre-tightening force is applied to the support pads on both sides by bolts and nuts, the tension beam 31 will produce reverse bending (i.e., forming a slightly upward arched state) due to lateral pressure; this reverse bending state helps to further increase the pre-tightening degree between the entire second car bottom 2 and the car bottom plate 13 above it, thereby improving the stability and bearing capacity of the overall structure.

[0049] Furthermore, the above-mentioned rubber pads 32 can be subtly differentiated into rubber pads 32 and perforated rubber pads 32; wherein the rubber pads 32 and the perforated rubber pads 32 are in an approximately linear elastic range, and the former is usually smaller than the latter in equivalent stiffness, so that the local pre-stretching structure 3 forms a controllable linear micro-deflection, thereby providing a suitable size of pre-tightening force for the second car bottom 12.

[0050] In addition, the elevator car bottom structure 1 refers to Figure 1 As shown, it is composed of four first car bottoms 11 and four second car bottoms 12. The sequential connection mainly refers to that the first car bottom 11 and the second car bottom 12 are connected in order, the first car bottom 11 is at the outer end, and the second car bottom 12 is at the inner middle.

[0051] It is worth mentioning that the tightening nut 23 is located on the outside of the pull rod 21 and is provided with an anti-jump nut 24 for preventing the tightening nut 23 from falling off; the setting of the anti-jump nut 24 can ensure the stability of the tightening nut 23 after setting, and ensure the stability of the overall pre-stretching structure 2.

[0052] Furthermore, the first car bottom 11 has a plurality of second reinforcing ribs 113 distributed in sequence along the setting direction of the second frame 112; the setting of the second reinforcing ribs 113 can ensure the stability of the setting between the first frame 111 and the second frame 112 in the first car bottom 11, and ensure the stability of the setting of the first car bottom 11.

[0053] In addition, the first car bottom 11 also includes a rectangular frame composed of two first side frames 111 and two second side frames 112 connected in sequence. An end plate 25 is provided on the inner wall of the first side frame 111 away from the tightening nut 23. The end plate 25 is arranged on the outer periphery of the pull rod 21, and clamping nuts 26 for clamping the end plates 25 are respectively provided on both sides of the end plate 25. The arrangement of the clamping nuts 26 and the end plates 25 can ensure that the pull rod 21 is more stable in the overall pre-stretching structure 2.

[0054] It should be emphasized that the embodiments described in the present invention are illustrative rather than restrictive, and therefore the present invention is not limited to the embodiments described in the specific implementation manners. Any other implementation manners derived by those skilled in the art based on the technical solutions of the present invention also fall within the scope of protection of the present invention.

Claims

1. A pre-stretched ultra-deep and heavy-load elevator thin car bottom structure, comprising an elevator car bottom structure (1), characterized in that: The elevator car bottom structure (1) comprises a plurality of first car bottoms (11) and a plurality of second car bottoms (12) connected in sequence, wherein the first car bottom (11) and the second car bottom (12) are provided with an integral pre-stretching structure (2), wherein the integral pre-stretching structure (2) comprises a pull rod (21) erected in the first car bottom (11), wherein one end of the pull rod (21) passes through the side wall of the first car bottom (11), and a tightening nut (23) for locking is provided between the pull rod and the side wall of the first car bottom (11), and the other end of the pull rod (21) extends inwardly into the second car bottom (12) and is connected to the side wall of the second car bottom (12); A local pre-stretching structure (3) is also provided in the second car bottom (12), and the local pre-stretching structure (3) comprises a plurality of first reinforcing ribs (123), a stretching beam (31), a pad (34), a rubber pad (32), a fastening bolt (33), and a clamping bolt (35); A plurality of the first reinforcing ribs (123) are distributed in sequence along the long side of the second car bottom (12), and the tensile beam (31) is vertically connected to the first reinforcing ribs (123). One end of the tensile beam (31) is fastened by a fastening bolt (33), a rubber pad (32), and a pad (34) in sequence, and the other end is clamped by a clamping bolt (35), a rubber pad (32), and a pad (34) in sequence.

2. The pre-stretched ultra-deep and heavy-load elevator thin car floor structure according to claim 1 is characterized in that: The first car bottom (11) also includes a rectangular frame composed of two first side frames (111) and two second side frames (112) connected in sequence, and an end plate (25) is provided on the inner wall of the first side frame (111) away from the tightening nut (23), and the end plate (25) is arranged on the outer periphery of the pull rod (21), and clamping nuts (26) for clamping the end plate (25) are respectively provided on both sides of the end plate (25).

3. The pre-stretched ultra-deep and heavy-load elevator thin car floor structure according to claim 2 is characterized in that: The first frame (111) is located on one side of the tightening nut (23) and on a side wall opposite to the tightening nut (23) and is fixed by a limiting nut (22).

4. The pre-stretched ultra-deep and heavy-load elevator thin car floor structure according to claim 2 is characterized in that: The first car bottom portion (11) is provided with a plurality of second reinforcing ribs (113) distributed in sequence along the direction in which the second frame (112) is arranged.

5. The pre-stretched ultra-deep and heavy-load elevator thin car floor structure according to claim 1 is characterized in that: The second car bottom portion (12) further comprises a rectangular frame formed by two short side frames (121) and two long side frames (122) connected in sequence, and a car bottom plate (13) is arranged on the top of the first car bottom portion (11) and the second car bottom portion (12).

6. The pre-stretched ultra-deep and heavy-load elevator thin car floor structure according to claim 1 is characterized in that: A threaded hole (1231) is provided in the middle of the first reinforcing rib (123) for the fastening bolt (33) or the clamping bolt (35) to pass through.

7. The pre-stretched ultra-deep and heavy-load elevator thin car floor structure according to claim 1 is characterized in that: The tightening nut (23) is located on the outside of the pull rod (21) and is provided with an anti-jump nut (24) for preventing the tightening nut (23) from falling off.

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