Car and elevator

Abstract

The application provides a car and an elevator. The car provided by the application comprises a car bottom structure and a first support assembly. The car bottom structure comprises a plurality of car bottom units spliced together along a first extension direction, and a first splicing joint is formed between two adjacent car bottom units. The first support assembly is connected to the bottom end of the car bottom structure, and comprises a plurality of support units arranged at intervals along a third extension direction. Each support unit comprises a plurality of first support pieces spliced together along the first extension direction, and a second splicing joint is formed between two adjacent first support pieces. The first splicing joint and the second splicing joint are staggered in the first extension direction, and the second splicing joints of two adjacent support units are staggered in the first extension direction. The car provided by the application is convenient to transport and has high assembly efficiency.

Description

Technical Field

[0001] This application relates to the field of elevator technology, and in particular to a car and an elevator. Background Technology

[0002] Heavy-duty freight elevators are key equipment used in industrial settings for handling heavy goods. Their car dimensions are typically much larger than conventional elevators to accommodate large cargo. During loading and unloading operations, their pits must withstand enormous impacts, making conventional structures unsuitable for these requirements.

[0003] In related technologies, the car bottom structure of heavy-duty freight elevators is mostly based on the design concept of conventional elevator car bottoms, and is formed by bending sheet metal or welding profiles. Because the car size exceeds the size of the raw materials, some structures need to be spliced ​​and welded on-site to achieve overall forming.

[0004] However, the aforementioned car bottom structure requires on-site welding and splicing in some parts, which increases the complexity and time cost of on-site installation and reduces assembly efficiency. Moreover, some components are too large after molding, exceeding the load-bearing capacity of conventional transportation vehicles, which increases the difficulty of transportation. Summary of the Invention

[0005] This application provides a car and elevator that are not only easy to transport, but also have high assembly efficiency.

[0006] On one hand, this application provides a car, which has a first extending direction, a second extending direction, and a third extending direction that are perpendicular to each other. The size of the car in the first extending direction is larger than the size of the car in the second extending direction, and the size of the car in the second extending direction is larger than the size of the car in the third extending direction. The car includes a car bottom structure and a first support assembly. The car bottom structure includes a plurality of car bottom units spliced ​​together along the first extending direction, and a first splicing seam is formed between two adjacent car bottom units. The first support assembly is connected to the bottom end of the car bottom structure and includes a plurality of support units arranged at intervals along the third extending direction. Each support unit includes a plurality of first support members spliced ​​together along the first extending direction, and a second splicing seam is formed between two adjacent first support members. The first splicing seam and the second splicing seam are staggered in the first extending direction, and the second splicing seams of two adjacent support units are staggered in the first extending direction.

[0007] As an optional implementation, the car provided in this application further includes multiple crossbeam units, two second support assemblies, and two reinforcing assemblies; the multiple crossbeam units are connected to the bottom ends of the multiple support units, the multiple crossbeam units are arranged at intervals along a first extending direction, the multiple crossbeam units include two end crossbeam units located at the ends, each crossbeam unit includes two crossbeams arranged at intervals along the first extending direction, the two crossbeams are arranged opposite to each other; the two second support assemblies are arranged one-to-one with the two end crossbeam units, the second support assemblies are arranged at the bottom ends of the first support assemblies, each second support assembly is connected between the two crossbeams of the corresponding end crossbeam unit, each second support assembly includes multiple second support members arranged at intervals along a third extending direction; the two reinforcing assemblies are arranged one-to-one with the two second support assemblies, each reinforcing assembly includes multiple reinforcing members arranged at intervals along the third extending direction, the multiple reinforcing members are arranged one-to-one with the multiple second support members, the reinforcing members are connected between the corresponding first support members and the corresponding second support members, and the reinforcing members extend at an angle.

[0008] As an optional implementation, the car provided in this application further includes two foot guards, which are respectively connected to opposite ends of the first support assembly along the first extension direction; the reinforcing member has a first end and a second end, the first end is located above the second end, the first end is connected to the first support member and is disposed close to the foot guard, and the second end is connected to the second support member and is disposed away from the foot guard.

[0009] As an optional implementation, the car provided in this application further includes two sill assemblies, which are connected to the top of the first support assembly and to both ends of the car floor structure along the first extension direction.

[0010] As an alternative implementation, the sill assembly includes a bracket and a sill connected together; a first support and a car floor structure are both connected to the bracket, and the sill is connected to the top of the bracket.

[0011] As an optional implementation, the car bottom unit includes a top plate and a plurality of support beams connected to the bottom end of the top plate. The plurality of support beams are arranged at intervals along a first extending direction. The support beams are connected to a first support member. Two adjacent car bottom units are connected by two support beams arranged in opposite directions. The two support beams are detachably connected by fasteners.

[0012] As an optional implementation, the car provided in this application further includes multiple column units, multiple first guide rails, multiple second guide rails, multiple first safety clamps, and multiple second safety clamps; the multiple column units are arranged at intervals along a first extending direction, and the multiple column units are correspondingly arranged with multiple crossbeam units. Each column unit includes a first column and a second column, which are respectively located on both sides of the car bottom structure along a third extending direction. The first column is connected between one end of the two crossbeams of the corresponding crossbeam unit, and the second column is connected between the other ends of the two crossbeams of the corresponding crossbeam unit; the multiple first guide rails and multiple second guide rails are respectively located on both sides of the car bottom structure along the third extending direction, and the multiple first guide rails and multiple second guide rails are arranged at intervals along the first extending direction. Multiple first uprights and multiple second guide rails are respectively configured to correspond one-to-one with each other. The first guide rails are connected to the corresponding first uprights, and the second guide rails are connected to the corresponding second uprights. Multiple first safety clamps and multiple second safety clamps are respectively located on both sides of the car bottom structure along the third extension direction. The multiple first safety clamps and multiple second safety clamps are respectively configured one-to-one with each other. The first safety clamps are connected to the bottom end of the corresponding first uprights, and the second safety clamps are connected to the bottom end of the corresponding second uprights. The first safety clamps are used to lock the corresponding first guide rails, and the second safety clamps are used to lock the corresponding second guide rails. The multiple first safety clamps and multiple second safety clamps can lock the corresponding first guide rails and the corresponding second guide rails simultaneously.

[0013] As an optional implementation, the car provided in this application further includes a lifting assembly and a linkage assembly, with the linkage assembly connected to the lifting assembly; the linkage assembly is connected to each first safety clamp and each second safety clamp, so that the multiple first safety clamps and multiple second safety clamps can simultaneously lock the corresponding first guide rail and the corresponding second guide rail.

[0014] As an optional implementation, the first safety clamp has two first lifting rods, and the second safety clamp has two second lifting rods; the linkage assembly includes a linkage shaft and multiple linkage structures, the linkage shaft is connected to the lifting assembly, and each linkage structure is connected between the oppositely arranged first and second safety clamps; wherein, the lifting assembly can drive the linkage shaft to rotate, and then drive the first and second lifting rods to move upward through the linkage structures.

[0015] As an optional implementation, the linkage structure includes two first linkage components, a linkage rod, a lifting shaft, and two second linkage components; the two first linkage components are connected to the linkage shaft, and the two first linkage components are correspondingly arranged with the two first lifting rods, with the end of the first linkage component engaging with the corresponding first lifting rod; one end of the linkage rod is connected to the linkage shaft; the other end of the linkage rod is connected to the lifting shaft; the two second linkage components are connected to the lifting shaft, and the two second linkage components are correspondingly arranged with the second lifting rods, with the end of the second linkage component engaging with the corresponding second lifting rod.

[0016] As an optional implementation, the first linkage has a first through hole through which the first lifting rod passes, and the second linkage has a second through hole through which the second lifting rod passes; the first through hole is clearance-fitted with the first lifting rod, and the second through hole is clearance-fitted with the second lifting rod.

[0017] As an optional implementation, both the first and second safety clamps include two safety clamp units stacked together in a vertical direction; each safety clamp unit includes a fixed base, two guide members, and a braking structure; the fixed bases of the two safety clamp units are connected together, and the upper fixed base is connected to the corresponding first or second column; the two guide members are connected to the inner side of the fixed base, each guide member has a guide surface facing the other guide member, the guide surface extends obliquely in a vertical direction, and the tops of the two guide surfaces are close to each other; the braking structure includes two sliding blocks, each sliding block is correspondingly arranged with one of the two guide members, the sliding blocks slide in cooperation with the corresponding guide surfaces, and the sliding blocks have a braking part facing the other sliding block; wherein, the braking structures of the two safety clamp units can move upward together to lock the corresponding first or second guide rail.

[0018] As an optional implementation, the first safety clamp and the second safety clamp also include a connecting plate, a brake lever, and two connecting members; the connecting plate is located above the two fixed seats and is connected to the two first lifting rods or the two second lifting rods; the brake lever is connected to the connecting plate and extends from the top of the connecting plate to between the two sliding blocks of the safety clamp unit located at the lower end; the two connecting members are arranged one-to-one with the two safety clamp units, and the two sliding blocks are connected to both sides of the corresponding connecting members.

[0019] As an optional implementation, the braking part has two braking regions spaced apart in the vertical direction, and the braking regions are positioned facing another sliding block; wherein, the braking regions have a plurality of closely arranged serrated structures.

[0020] As an optional implementation, the fixed base includes a base body, two support blocks, and two limiting plates; a guide space is formed inside the base body, the guide space has two oppositely arranged fixed walls, and two guide members are located between the two fixed walls; the two support blocks are arranged one-to-one with the two guide members, the support blocks are connected to the fixed walls, and the side walls of the support blocks abut against the corresponding guide members; the two limiting plates are located below the two support blocks, the two limiting plates are arranged one-to-one with the two guide members, the limiting plates are connected to the fixed walls, and the guide members have limiting cavities that cooperate with the limiting plates, with the limiting plates extending into the corresponding limiting cavities.

[0021] As an optional implementation, the lifting assembly includes a steel wire rope and a lifting member, with the end of the steel wire rope fixed to the lifting member, which is connected to the linkage assembly.

[0022] As an optional implementation, the car provided in this application also includes a car body and a guardrail assembly; the car body is connected to the top of the car bottom structure; the guardrail assembly includes two guardrail units, which are connected to both ends of the car body along a third extending direction, and each guardrail unit includes multiple guardrails spliced ​​together along a first extending direction.

[0023] On the other hand, this application provides an elevator, including the aforementioned car.

[0024] In the car and elevator provided in this application, the car bottom structure is divided into multiple car bottom units along a first extending direction. The first support component at the bottom of the car bottom structure is first divided into multiple support units spaced apart along a third extending direction. Each support unit is further divided into first support members spliced ​​along the first extending direction. This multi-level division allows the dimensions of a single car bottom unit and the first support member to be adapted to conventional transportation vehicles, which to some extent solves the transportation problem caused by oversized molded components in related technologies. At the same time, modular splicing replaces complex on-site welding, simplifies the installation process, shortens the installation cycle, and improves assembly efficiency.

[0025] Furthermore, not only do the first and second splicing seams intersect in the first extension direction, but the second splicing seams of adjacent support units also intersect in the same direction. This avoids the stress concentration problem associated with splicing at the same seam, and by using multi-level staggered joints, the enormous impact load from loading and unloading goods is distributed layer by layer to different seams and support units, preventing damage to a single part due to load concentration and improving the overall structural strength and stability. Attached Figure Description

[0026] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0027] Figure 1 A three-dimensional structural diagram of a partial structure of an elevator provided in an embodiment of this application;

[0028] Figure 2 for Figure 1 A schematic diagram of the planar structure shown.

[0029] Figure 3 A schematic diagram illustrating the splicing scheme between the car bottom structure and the first support component in the elevator provided in this application embodiment;

[0030] Figure 4 for Figure 1 Enlarged schematic diagram of the local structure at point A;

[0031] Figure 5 for Figure 2 An enlarged schematic diagram of the first partial structure of the structure shown;

[0032] Figure 6 for Figure 2 A schematic diagram of the second partial structure shown;

[0033] Figure 7 for Figure 6 Enlarged schematic diagram of the local structure at point B;

[0034] Figure 8 for Figure 1 A schematic diagram of a partial structure of the structure shown;

[0035] Figure 9 for Figure 8 A schematic diagram of a partial structure of the structure shown;

[0036] Figure 10 for Figure 9 Enlarged schematic diagram of the local structure at point C;

[0037] Figure 11 for Figure 10 Enlarged schematic diagram of the local structure at point D;

[0038] Figure 12 for Figure 10 A magnified view of the local structure at point E in the middle;

[0039] Figure 13A schematic plan view of a partial structure of the first safety clamp or the second safety clamp in an elevator provided in an embodiment of this application;

[0040] Figure 14 for Figure 13 A three-dimensional structural diagram of the structure shown.

[0041] Explanation of reference numerals in the attached figures:

[0042] 1. Car floor structure; 2. First support assembly; 3. Crossbeam unit; 4. Second support assembly; 5. Reinforcing assembly; 6. Foot guard plate; 7. Sill assembly; 8. Car body; 9. Fasteners;

[0043] 11. Car floor unit; 12. First splice seam; 21. Support unit; 31. End crossbeam unit; 32. Crossbeam; 41. Second support member; 51. Reinforcing member; 71. Bracket; 72. Sill; 10. Column unit; 20. First safety clamp; 30. Second safety clamp; 40. Lifting assembly; 50. Linkage assembly; 60. Limit nut; 70. First connecting seat; 80. Second connecting seat; 90. Safety clamp unit; 91. Fixing seat; 92. Guide member; 93. Braking structure;

[0044] 111. Top plate; 112. Support beam; 121. First joint segment; 122. Second joint segment; 211. First support member; 212. Second splice joint; 511. First end; 512. Second end; 101. First column; 102. Second column; 201. First lifting rod; 301. Second lifting rod; 401. Lifting component; 501. Linkage shaft; 502. Linkage structure; 510. Linkage plate; 520. First reinforcing plate; 530, Second reinforcing plate; 540, Guide block; 550, Guide cavity; 560, Mating hole; 701, Connecting body; 702, Connecting rod; 911, Seat body; 912, Support block; 913, Limiting plate; 921, Guide surface; 922, Limiting cavity; 931, Sliding block; 100, Connecting plate; 110, Brake rod; 120, Connecting piece; 130, Guardrail assembly; 131, Guardrail unit;

[0045] 5021, First linkage component; 5022, Linkage rod; 5023, Lifting shaft; 5024, Second linkage component; 5025, First through hole; 5026, Second through hole; 7021, Protruding post; 9111, Guide space; 9112, Fixed wall; 9113, Upper support plate; 9114, Lower support plate; 9115, Support connector; 9311, Braking part; 9312, Braking area; 9313, Serrated structure; 1311, Guardrail.

[0046] The realization of the purpose, functional features and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0047] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0048] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0049] In related technologies, the car bottom structure of heavy-duty freight elevators is mostly based on the design concept of conventional elevator car bottoms, and is formed by bending sheet metal or welding profiles. Because the car size exceeds the dimensions of the raw materials, some structures need to be spliced ​​and welded on-site to achieve overall forming. However, the on-site welding and splicing of these car bottom structures increases the complexity and time cost of on-site installation, reduces assembly efficiency, and, moreover, the excessive size of some components after forming exceeds the load-bearing capacity of conventional transportation vehicles, leading to increased transportation difficulties.

[0050] Based on this, the present application provides a car and elevator, wherein the car floor structure is set as a splice type, which not only facilitates transportation but also has high assembly efficiency.

[0051] It should be noted that the elevators provided in this application embodiment include, but are not limited to, heavy-duty freight elevators. The specific type of elevator provided in this application embodiment is not limited herein.

[0052] The embodiments of this application will be described in detail below with reference to the accompanying drawings and specific implementation details.

[0053] Please combine Figures 1 to 3 , Figure 1 This is a three-dimensional structural diagram of a partial structure of the elevator provided in an embodiment of this application. Figure 2 for Figure 1 A schematic diagram of the planar structure shown. Figure 3 This is a schematic diagram illustrating the splicing scheme between the car bottom structure and the first support component in an elevator provided in an embodiment of this application.

[0054] As shown in the figure, this embodiment provides a car with three mutually perpendicular extending directions: a first extending direction, a second extending direction, and a third extending direction. The dimension of the car in the first extending direction is larger than the dimension of the car in the second extending direction, and the dimension of the car in the second extending direction is larger than the dimension of the car in the third extending direction. The first extending direction can be understood as the length direction of the car. Figures 1 to 3 In the XX axis direction, the second extension direction can be understood as the height direction of the car, that is... Figure 1 and Figure 2 In the ZZ axis direction, the third extension direction can be understood as the width direction of the car, that is... Figure 1 and Figure 3 The YY axis direction in the diagram.

[0055] Specifically, the car provided in this embodiment includes a car bottom structure 1 and a first support assembly 2; the car bottom structure 1 includes a plurality of car bottom units 11 spliced ​​together along a first extending direction, and a first splicing seam 12 is formed between two adjacent car bottom units 11; the first support assembly 2 is connected to the bottom end of the car bottom structure 1, and the first support assembly 2 includes a plurality of support units 21 arranged at intervals along a third extending direction, each support unit 21 including a plurality of first support members 211 spliced ​​together along the first extending direction, and a second splicing seam 212 is formed between two adjacent first support members 211; wherein, the first splicing seam 12 and the second splicing seam 212 are staggered in the first extending direction, and the second splicing seams 212 of two adjacent support units 21 are staggered in the first extending direction.

[0056] In this way, the dimensions of the individual car bottom unit 11 and the first support member 211 are adapted to conventional transportation vehicles, which to some extent solves the transportation problem caused by the oversized molded components in related technologies; at the same time, modular splicing replaces complex on-site welding, simplifies the installation process, shortens the installation cycle, and improves assembly efficiency.

[0057] Furthermore, by defining the positions of the first splice seam 12 and the second splice seam 212, the defect of stress concentration when splicing with the same seam is avoided. Moreover, the huge impact load of loading and unloading goods is distributed layer by layer to different seams and support units 21 through multi-level staggered joints, avoiding damage to a single part due to load concentration, and improving the overall load-bearing strength and stability of the structure.

[0058] It should be noted that, in the specific implementation of this embodiment, the first support member 211 described above may be an I-beam extending along the first extending direction. Here, the type of the first support member 211 is not specifically limited.

[0059] Please continue to combine Figure 4 and Figure 5 , Figure 4 for Figure 1A magnified view of the local structure at point A. Figure 5 for Figure 2 An enlarged schematic diagram of the first partial structure of the structure shown. To further improve the impact resistance of the car bottom structure 1, in some embodiments, the car provided in this embodiment also includes multiple crossbeam units 3, two second support components 4, and two reinforcing components 5; the multiple crossbeam units 3 are connected to the bottom ends of multiple support units 21, the multiple crossbeam units 3 are arranged at intervals along the first extending direction, the multiple crossbeam units 3 include two end crossbeam units 31 located at the ends, each crossbeam unit 3 includes two crossbeams 32 arranged at intervals along the first extending direction, the two crossbeams 32 are arranged back to back; the two second support components 4 are arranged one-to-one with the two end crossbeam units 31, the second support components 4 is disposed at the bottom end of the first support component 2. Each second support component 4 is connected between the two beams 32 of the corresponding end beam unit 31. Each second support component 4 includes a plurality of second support members 41 spaced apart along the third extension direction. Two reinforcing components 5 are disposed one-to-one with the two second support components 4. Each reinforcing component 5 includes a plurality of reinforcing members 51 spaced apart along the third extension direction. The plurality of reinforcing members 51 are disposed one-to-one with the plurality of second support members 41. The reinforcing members 51 are connected between the corresponding first support member 211 and the corresponding second support member 41, and the reinforcing members 51 extend at an angle.

[0060] Among them, the crossbeam unit 3 can quickly spread the heavy load transmitted by the first support component 2 to a larger force-bearing surface, avoiding excessive local pressure; the two second support components 4 can strengthen the load-bearing weakness at the ends that is prone to stress concentration.

[0061] The reinforcing component 5, which corresponds one-to-one with the second support component 4, has multiple reinforcing members 51 that correspond one-to-one with the second support component 41 and are connected between the first support component 211 and the second support component 41 in an inclined state. This inclined structure naturally forms a stable triangular support force-bearing shape, which improves the force transmission efficiency between the first support component 2 and the second support component 4, effectively buffers and eliminates local force abrupt changes during load transmission, thereby making the impact resistance of the entire car bottom structure 1 more suitable for the loading and unloading of heavy cargo.

[0062] It should be noted that in some specific embodiments, the second support member 41 extends along the first extending direction, and both the second support member 41 and the reinforcing member 51 can be channel steel. Here, there are no specific limitations on the types of the second support member 41 and the reinforcing member 51.

[0063] like Figure 5As shown, the car provided in this embodiment also includes two foot guards 6, which are respectively connected to the opposite ends of the first support assembly 2 along the first extension direction; the reinforcing member 51 has a first end 511 and a second end 512, the first end 511 is located above the second end 512, the first end 511 is connected to the first support member 211 and is disposed close to the foot guards 6, and the second end 512 is connected to the second support member 41 and is disposed away from the foot guards 6.

[0064] Among them, the two foot guards 6 can not only provide physical protection for the end structure of the first support component 2, avoiding collision damage to the end component during cargo loading and unloading, but also enhance the overall structural stability of the first support component 2 by sealing the end, reducing the risk of deformation caused by load on the end.

[0065] The inclined arrangement of the reinforcing member 51, with its first end 511 close to the foot guard plate 6 and connected to the first support member 211, and its second end 512 far from the foot guard plate 6 and connected to the second support member 41, forms an inclined support path extending from the end of the first support assembly 2 towards the internal support structure. This arrangement allows external impacts or concentrated loads at the end of the foot guard plate 6 to be quickly transferred through the reinforcing member 51 to the base frame formed by the second support assembly 4 and the crossbeam unit 3, preventing load accumulation at the end. At the same time, this inclined support enhances the connection strength between the end of the first support assembly 2 and the bottom support structure, further improving the impact resistance of the end structure and the overall load-bearing reliability.

[0066] In some specific embodiments, the first end 511 of the reinforcing member 51 is a first end plate connected to the first support member 211, and the second end 512 of the reinforcing member 51 is a second end plate connected to the second support member 41. The first end plate extends horizontally, and the second end plate extends vertically. The first end plate is connected to the first support member 211 by screws or other threaded fasteners, and the second end plate is connected to the second support member 41 by screws or other threaded fasteners. Here, no specific limitations are placed on the connection method between the reinforcing member 51 and the second support member 41.

[0067] Furthermore, the car provided in this embodiment also includes two sill assemblies 7, which are connected to the top of the first support assembly 2 and to both ends of the car floor structure 1 along the first extending direction. Specifically, the upper end of the foot guard 6 extends above the first support assembly 2 and connects to the sill assembly 7, and the lower end of the foot guard 6 extends below the first support assembly 2.

[0068] Among them, the sill assembly 7, as the core connecting component between the car body 8 and the landing, has an end installation method that can create a smooth transition surface, avoiding the problems of goods getting stuck or tipping over due to connection gaps or height differences during loading and unloading, thus improving operational safety and efficiency. The car body 8 is connected to the top of the car bottom structure 1.

[0069] In addition, the connection between the sill assembly 7 and the first support assembly 2 forms an additional end force-bearing node, which allows the end load to be directly transferred to the support system, optimizes the load transfer path and complements the end reinforcement structure, and at the same time realizes the end positioning and reinforcement of the car bottom structure 1, reducing the risk of deformation under heavy load.

[0070] The specific structure of the sill assembly 7 can be as follows: the sill assembly 7 includes a bracket 71 and a sill 72 connected together. Specifically, the bracket 71 and the sill 72 are welded together. The top ends of the first support member 211, the car bottom structure 1, and the foot guard plate 6 are all connected to the bracket 71, and the sill 72 is connected to the top end of the bracket 71. In this way, the bracket 71 and the sill 72 are connected as a whole, which not only provides stable support for the sill 72, preventing it from deforming and shifting during cargo loading and unloading and elevator operation, but also simplifies the assembly process of the sill assembly 7.

[0071] In a specific embodiment of this invention, the bracket 71 is welded to the first support member 211, and the bracket 71 is connected to the car bottom structure 1 and to the top of the foot guard plate 6 by screws or other threaded fasteners. Here, the connection method between the sill assembly 7 and other structures is not specifically limited.

[0072] Please continue to combine Figure 6 and Figure 7 , Figure 6 for Figure 2 A schematic diagram of the second partial structure of the structure shown. Figure 7 for Figure 6 A magnified view of the partial structure at point B. The structure of the car bottom unit 11 can be as follows: the car bottom unit 11 includes a top plate 111 and multiple support beams 112 connected to the bottom end of the top plate 111. The multiple support beams 112 are arranged at intervals along a first extending direction; the support beams 112 are connected to the first support member 211; two adjacent car bottom units 11 are connected by two back-to-back support beams 112, and the two support beams 112 are detachably connected by fasteners 9.

[0073] In this way, the load-bearing strength of the car bottom unit 11 is guaranteed, and the connection between the support beam 112 and the first support member 211 is achieved, thus realizing a stable connection between the car bottom structure 1 and the first support component 2. Moreover, adjacent car bottom units 11 are connected by two back-to-back support beams 112 and can be detachably connected by fasteners 9. This not only eliminates the cumbersome process of on-site welding and improves assembly efficiency, but also allows for flexible adaptation to different size requirements. At the same time, the detachable design also provides convenience for subsequent maintenance and replacement of parts, taking into account both structural stability and usage flexibility.

[0074] Specifically, the first splice joint 12 includes a first joint segment 121 and a second joint segment 122. The first joint segment 121 is formed between two adjacent top plates 111, and the second joint segment 122 is formed between two support beams 112 that are connected together and arranged opposite each other.

[0075] The top plate 111 is welded to the support beam 112, and the support beam 112 is detachably connected to the first support member 211 by screws or other threaded fasteners. The connection method between the top plate 111 and the support beam 112, and between the support beam 112 and the first support member 211, is not specifically limited here.

[0076] Understandably, when an elevator experiences abnormal conditions such as overspeeding, it is necessary to brake the car body 8 onto the guide rails to bring it to a stop. Therefore, please continue to combine... Figures 8 to 10 , Figure 8 for Figure 1 A schematic diagram of a partial structure of the structure shown. Figure 9 for Figure 8 A schematic diagram of a partial structure of the structure shown. Figure 10 for Figure 9 A magnified schematic diagram of the local structure at point C.

[0077] The car provided in this embodiment also includes multiple column units 10, multiple first guide rails (not shown in the figure), multiple second guide rails (not shown in the figure), multiple first safety clamps 20, and multiple second safety clamps 30; the multiple column units 10 are arranged at intervals along the first extending direction, and the multiple column units 10 are correspondingly arranged with multiple crossbeam units 3. Each column unit 10 includes a first column 101 and a second column 102. The first column 101 and the second column 102 are respectively located on both sides of the car bottom structure 1 along the third extending direction. The first column 101 is connected between one end of the two crossbeams 32 of the corresponding crossbeam unit 3, and the second column 102 is connected between the other ends of the two crossbeams 32 of the corresponding crossbeam unit 3; the multiple first guide rails and the multiple second guide rails are respectively located on both sides of the car bottom structure 1 along the third extending direction, and the multiple first guide rails and the multiple second guide rails are arranged at intervals along the first extending direction. The guide rails are arranged one-to-one with multiple first columns 101, and the multiple second guide rails are arranged one-to-one with multiple second columns 102. The first guide rails are connected to the corresponding first columns 101, and the second guide rails are connected to the corresponding second columns 102. Multiple first safety clamps 20 and multiple second safety clamps 30 are respectively located on both sides of the car bottom structure 1 along the third extension direction. The multiple first safety clamps 20 are arranged one-to-one with multiple first guide rails, and the multiple second safety clamps 30 are arranged one-to-one with multiple second guide rails. The first safety clamps 20 are connected to the bottom end of the corresponding first column 101, and the second safety clamps 30 are connected to the bottom end of the corresponding second column 102. The first safety clamps 20 are used to lock the corresponding first guide rails, and the second safety clamps 30 are used to lock the corresponding second guide rails. The multiple first safety clamps 20 and multiple second safety clamps 30 can lock the corresponding first guide rails and the corresponding second guide rails simultaneously.

[0078] In this structure, multiple column units 10 correspond one-to-one with multiple crossbeam units 3, and the first column 101 and the second column 102 of each column unit 10 are respectively connected to the two ends of the two crossbeams 32 of the corresponding crossbeam unit 3. In this way, a symmetrical and stable frame structure can be constructed, providing a reliable support foundation for the installation of the first guide rail, the second guide rail, the first safety clamp 20 and the second safety clamp 30. At the same time, the layout of the column units arranged at intervals along the first extension direction can evenly distribute the overall force.

[0079] Furthermore, the first guide rail and the second guide rail are connected one-to-one with the first column 101 and the second column 102, respectively, and are symmetrically distributed on both sides of the car bottom structure 1 along the third extension direction. In this way, not only is the verticality and spacing accuracy of the guide rail installation guaranteed, providing smooth guidance for elevator operation, but it can also form a cooperative force-bearing system with the column unit 10, enhancing the frame's resistance to lateral displacement.

[0080] Furthermore, multiple first safety clamps 20 and multiple second safety clamps 30 are respectively connected to the bottom ends of the corresponding first column 101 and second column 102, and can simultaneously lock the corresponding first guide rail and second guide rail. This symmetrical and synchronous braking design makes the braking force evenly distributed on both sides of the car bottom structure 1, avoiding structural tilting or damage caused by uneven force during braking, and improving the safety and reliability of elevator braking under heavy load conditions.

[0081] It should be noted that in this embodiment, only the bottom ends of the middle portions of the first column 101 and the second column 102 are equipped with the first safety clamp 20 and the second safety clamp 30. For example, see [link to documentation]. Figure 2 The bottom of the five first pillars 101 and second pillars 102 located in the middle are equipped with first safety clamps 20 and second safety clamps 30.

[0082] To achieve simultaneous operation of multiple first safety brakes 20 and multiple second safety brakes 30, the car provided in this embodiment also includes a lifting assembly 40 and a linkage assembly 50. The linkage assembly 50 is connected to the lifting assembly 40; the linkage assembly 50 is connected to each first safety brake 20 and each second safety brake 30, so that multiple first safety brakes 20 and multiple second safety brakes 30 can simultaneously lock the corresponding first guide rail and the corresponding second guide rail. In this way, centralized control and synchronous triggering of braking action are achieved. This avoids the braking time difference that may occur when a single safety brake operates independently, ensuring that all first safety brakes 20 and second safety brakes 30 lock the corresponding guide rail simultaneously when needed, so that the braking force is instantly and evenly distributed on both sides of the car bottom structure 1, effectively preventing the car body 8 from tilting, jamming, or even being damaged due to braking imbalance under heavy load conditions.

[0083] Please continue to combine Figure 11 and Figure 12 , Figure 11 for Figure 10 A magnified view of the local structure at point D. Figure 12 for Figure 10 A magnified view of the partial structure at point E. As shown in the figure, the first safety clamp 20 has two first lifting rods 201, and the second safety clamp 30 has two second lifting rods 301; the linkage assembly 50 includes a linkage shaft 501 and multiple linkage structures 502. The linkage shaft 501 is connected to the lifting assembly 40, and each linkage structure 502 is connected between the relatively disposed first safety clamp 20 and second safety clamp 30; wherein, the lifting assembly 40 can drive the linkage shaft 501 to rotate, and then drive the first lifting rods 201 and second lifting rods 301 to move upward through the linkage structures 502.

[0084] In other words, after the lifting assembly 40 drives the linkage shaft 501 to rotate, it synchronously drives the corresponding first lifting rod 201 and second lifting rod 301 to move upward through the linkage structure 502. This ensures that the two lifting rods of the safety clamp on the same side are subjected to balanced force, and also achieves complete synchronization of the actions of the relatively arranged first safety clamp 20 and second safety clamp 30. In this way, braking deviation caused by uneven force or delayed action of a single lifting rod during braking is avoided, allowing all safety clamps to lock the guide rail with consistent force and rhythm, further improving the stability and reliability of the elevator braking provided in this embodiment.

[0085] In some specific embodiments, the linkage structure 502 includes two first linkage members 5021, a linkage rod 5022, a lifting shaft 5023, and two second linkage members 5024. The two first linkage members 5021 are connected to the linkage shaft 501, and the two first linkage members 5021 are correspondingly arranged with the two first lifting rods 201. The end of the first linkage member 5021 is engaged with the corresponding first lifting rod 201. One end of the linkage rod 5022 is connected to the linkage shaft 501. The other end of the linkage rod 5022 is connected to the lifting shaft 5023. The two second linkage members 5024 are connected to the lifting shaft 5023, and the two second linkage members 5024 are correspondingly arranged with the second lifting rods 301. The end of the second linkage member 5024 is engaged with the corresponding second lifting rod 301.

[0086] Specifically, when the lifting assembly 40 drives the linkage shaft 501 to rotate, it synchronously drives the first linkage component 5021 to rotate, thereby causing the corresponding first lifting rod 201 to move smoothly upward. At the same time, the linkage shaft 501 drives the linkage rod 5022 to pull back, causing the lifting shaft 5023 to rotate, which in turn drives the second linkage component 5024 to rotate, achieving synchronous upward movement of the second lifting rod 301. This integrated transmission design ensures that the first lifting rod 201 and the second lifting rod 301 under the same linkage structure 502 move completely synchronously, and the one-to-one correspondence ensures uniform force transmission, avoiding delays or uneven force distribution in individual lifting rods. This improves the response accuracy and stability of the braking system, makes the transmission process clear and controllable, and reduces the difficulty of troubleshooting and maintenance.

[0087] The first linkage component 5021 includes a linkage plate 510, a first reinforcing plate 520, a second reinforcing plate 530, and a guide block 540. The first reinforcing plate 520 is connected to one end of the linkage plate 510 and welded to the linkage shaft 501. The second reinforcing plate 530 is connected to the other end of the linkage plate 510, and the second reinforcing plate 530 and the linkage plate 510 together form a guide cavity 550. The guide block 540 is disposed within the guide cavity 550, connected to the second reinforcing plate 530, and cooperates with the first lifting rod 201. To confine the guide block 540 to the first lifting rod 201, a limiting nut 60 connected to the first lifting rod 201 is provided at the upper end of the guide block 540. Thus, the first linkage component 5021 enables the transmission connection between the linkage shaft 501 and the first lifting rod 201.

[0088] To connect the linkage shaft 501 and the linkage rod 5022, a first connecting seat 70 is provided on the linkage shaft 501. The first connecting seat 70 includes a connecting body 701 and a connecting rod 702. The connecting body 701 is fixedly connected to the linkage shaft 501, and the connecting rod 702 is integrally formed with the connecting body 701. A protrusion 7021 is provided at the end of the connecting rod 7022, and a mating hole 560 is provided at one end of the linkage rod 5022 for the protrusion 7021 to pass through. Through the engagement of the protrusion 7021 and the mating hole 560, the linkage rod 5022 can be pulled back during the rotation of the linkage shaft 501.

[0089] Furthermore, to achieve the transmission connection between the linkage rod 5022 and the lifting shaft 5023, a second connecting seat 80 with the same structure as the first connecting seat 70 is provided on the lifting shaft 5023. The connection relationship between the second connecting seat 80 and the lifting shaft 5023 can be referred to the connection relationship between the first connecting seat 70 and the linkage shaft 501, and the connection relationship between the second connecting seat 80 and the linkage rod 5022 can be referred to the connection relationship between the first connecting seat 70 and the linkage rod 5022. Further details are omitted here. Thus, during the retraction of the linkage rod 5022, it can drive the lifting shaft 5023 to rotate, and under the transmission action of the second linkage 5024, it drives the second lifting rod 301 to move upward.

[0090] It should be noted that the structure of the second linkage 5024 is the same as that of the first linkage 5021. Furthermore, the connection and fit between the second linkage 5024 and the lifting shaft 5023 can be referenced to the connection and fit between the first linkage 5021 and the linkage shaft 501, and the connection and fit between the second linkage 5024 and the second lifting rod 301 can be referenced to the connection and fit between the first linkage 5021 and the first lifting rod 201. Further details will not be elaborated upon here.

[0091] Furthermore, during the rotation of the linkage shaft 501 and the lifting shaft 5023, it is ensured that the first lifting rod 201 and the second lifting rod 301 move upward. In some optional embodiments, the first linkage member 5021 has a first through hole 5025 through which the first lifting rod 201 passes, and the second linkage member 5024 has a second through hole 5026 through which the second lifting rod 301 passes. The first through hole 5025 is clearance-fitted with the first lifting rod 201, and the second through hole 5026 is clearance-fitted with the second lifting rod 301.

[0092] This provides reasonable space for the movement of the first lifting rod 201 and the second lifting rod 301. It prevents jamming during the upward movement of the first lifting rod 201 and the second lifting rod 301 due to excessive tightness, ensuring smooth operation of the linkage component 50. It also avoids assembly difficulties caused by dimensional errors, improving installation convenience. Simultaneously, the clearance fit reduces frictional wear between the first linkage component 5021, the second linkage component 5024, and the corresponding lifting rods, extending component lifespan. Furthermore, it buffers slight force deviations during braking transmission, ensuring the stability of force transmission.

[0093] Specifically, the first through hole 5025 is formed on the guide block 540, and the second through hole 5026 is also formed on the corresponding structure of the second linkage 5024.

[0094] The lifting assembly 40 can be structured as follows: it includes a steel wire rope (not shown in the figure) and a lifting member 401. The end of the steel wire rope is fixed to the lifting member 401, and the lifting member 401 is connected to the linkage shaft 501 of the linkage assembly 50. In this way, the steel wire rope, through the speed limiter, can drive the lifting member 401 to rotate, thereby driving the linkage shaft 501 to rotate.

[0095] Please continue to combine Figure 13 and Figure 14 , Figure 13 This is a schematic plan view of a partial structure of the first or second safety clamp in an elevator provided in an embodiment of this application. Figure 14 for Figure 13The diagram shows a three-dimensional structural schematic. To enhance the locking effect of the first safety clamp 20 on the first guide rail, and the locking effect of the second safety clamp 30 on the second guide rail, in some embodiments, both the first safety clamp 20 and the second safety clamp 30 include two safety clamp units 90 stacked vertically. Each safety clamp unit 90 includes a mounting base 91, two guide members 92, and a braking structure 93. The mounting bases 91 of the two safety clamp units 90 are connected together, and the upper mounting base 91 is connected to the corresponding first column 101 or second column 102. The two guide members 92 are connected to the mounting base 91. Inside, the guide member 92 has a guide surface 921 facing the other guide member 92. The guide surface 921 extends obliquely in the vertical direction, and the tops of the two guide surfaces 921 are close to each other. The braking structure 93 includes two sliding blocks 931, which are arranged one-to-one with the two guide members 92. The sliding blocks 931 slide with the corresponding guide surface 921. The sliding blocks 931 have a braking part 9311 facing the other sliding block 931. The braking structures 93 of the two safety clamp units 90 can move upward together to lock the corresponding first guide rail or the corresponding second guide rail.

[0096] In this way, the braking structures 93 of the two safety clamp units 90 move upward together to lock the guide rail, which is equivalent to the superposition of double braking forces, which improves the braking clamping force and adapts to the braking requirements of heavy-duty elevators. At the same time, the stacked layout makes the braking force more even and avoids local stress concentration that could cause damage to the guide rail or safety clamp.

[0097] In order to achieve the common upward movement of the two braking structures 93, in this embodiment, the first safety clamp 20 and the second safety clamp 30 also include a connecting plate 100, a brake rod 110, and two connecting members 120; the connecting plate 100 is located above the two fixed seats 91, and the connecting plate 100 is connected to the two first lifting rods 201 or the two second lifting rods 301; the brake rod 110 is connected to the connecting plate 100, and the brake rod 110 extends from the top of the connecting plate 100 to between the two sliding blocks 931 of the safety clamp unit 90 located at the lower end; the two connecting members 120 are arranged one-to-one with the two safety clamp units 90, and the two sliding blocks 931 are connected to the two sides of the corresponding connecting member 120.

[0098] The connecting plate 100 receives the driving force of the two first lifting rods 201 or the two second lifting rods 301 and transmits it to the brake rod 110, so that the upward force of the lifting rod can be accurately applied to the sliding block 931 of the safety clamp unit 90 located at the lower end, thereby achieving efficient power transmission.

[0099] The two connecting pieces 120 correspond one-to-one with the two safety clamp units 90, and connect the two sliding blocks 931 of each safety clamp unit 90 into a whole. This ensures that the two sliding blocks 931 within the same safety clamp unit 90 slide synchronously along the guide surface 921, avoiding unilateral deviation that could affect the braking effect. Furthermore, the brake lever 110 drives the braking structures 93 of the two safety clamp units 90 to move upward synchronously, allowing the dual braking forces to work synergistically. This makes the power transmission path clear and concentrated, improving the synchronization and reliability of the braking system.

[0100] To further enhance the locking effect of the braking structure 93 on the first and second guide rails, in some embodiments, the braking part 9311 has two braking regions 9312 spaced apart in the vertical direction, with the braking regions 9312 facing the other sliding block 931; wherein, the braking regions 9312 have multiple closely arranged sawtooth structures 9313. The vertically distributed design of the two braking regions 9312 increases the contact area with the guide rails, making the braking force more uniform in the vertical direction and avoiding excessive force in a single area, which could lead to localized wear.

[0101] Secondly, the serrated structure 9313 can increase the friction between the brake unit 9311 and the guide rail. Especially when braking under heavy load, it can enhance the locking effect, prevent slippage, and further ensure the reliability of braking.

[0102] To improve the stability and reliability of the guide member 92 installed on the fixed base 91, in some embodiments, the fixed base 91 includes a base body 911, two support blocks 912, and two limiting plates 913. A guide space 9111 is formed inside the base body 911, and the guide space 9111 has two oppositely arranged fixed walls 9112. The two guide members 92 are located between the two fixed walls 9112. The two support blocks 912 are arranged one-to-one with the two guide members 92. The support blocks 912 are connected to the fixed walls 9112, and the side walls of the support blocks 912 abut against the corresponding guide members 92. The two limiting plates 913 are located below the two support blocks 912. The two limiting plates 913 are arranged one-to-one with the two guide members 92. The limiting plates 913 are connected to the fixed walls 9112. The guide members 92 have limiting cavities 922 that cooperate with the limiting plates 913. The limiting plates 913 extend into the corresponding limiting cavities 922.

[0103] The aforementioned guide space 9111 provides a mounting and positioning base for the two guide members 92, allowing the guide surfaces 921 of the guide members 92 to maintain a preset tilt angle and relative position. Two support blocks 912 correspond one-to-one with the guide members 92, providing stable lateral support and preventing the guide members 92 from shifting due to force during braking. The two lower limiting plates 913 extend into the limiting cavities 922 of the guide members 92, further restricting the vertical displacement and swaying of the guide members 92, achieving bidirectional limiting and fixing of the guide members 92. This ensures that the guide members 92 maintain structural stability under long-term braking force, providing reliable assurance for the smooth sliding of the sliding block 931 and precise braking, while also improving the overall structural strength and service life of the safety clamp unit 90.

[0104] In a specific embodiment of this invention, the seat body 911 includes an upper support plate 9113 and a lower support plate 9114 arranged opposite to each other in the vertical direction. The upper support plate 9113 and the lower support plate 9114 are connected by a support connector 9115. The guide space 9111 is formed by the upper support plate 9113, the lower support plate 9114 and the support connector 9115.

[0105] The support block 912 is connected to the support connector 9115 by screws or other threaded fasteners, and the limiting plate 913 is welded to the support connector 9115. The connection method between the support block 912 and the support connector 9115, and the connection method between the limiting plate 913 and the support connector 9115, are not specifically limited here.

[0106] The upper support plate 9113 of the fixed base 91 located above is connected to the corresponding first column 101 or second column 102 by screws or other threaded fasteners.

[0107] The car provided in this embodiment also includes a guardrail assembly 130; the guardrail assembly 130 includes two guardrail units 131, which are connected to the two ends of the car body 8 along the third extension direction, and each guardrail unit 131 includes multiple guardrails 1311 spliced ​​together along the first extension direction.

[0108] Among them, the two guardrail units 131 are respectively located at the left and right ends of the car body 8, which can form boundary protection and clearly define the safe working area; the design of multiple guardrails 1311 spliced ​​along the first extension direction can be adapted to the top of the car body 8 of different lengths, which not only ensures full coverage of the protection range, but also facilitates disassembly, transportation and on-site installation. If a part is damaged, it can be replaced individually without affecting the overall protective function of the guardrail component 130.

[0109] This embodiment also provides an elevator, including the car described in the above embodiments. It should be noted that the structure of the car has been described in detail in the above embodiments and will not be repeated here. The elevator provided in this embodiment should also include other components that enable the elevator to operate normally, which will not be described in detail here.

[0110] The elevator provided in this embodiment, by adopting the aforementioned car design, not only facilitates transportation but also has high assembly efficiency.

[0111] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A car, characterized in that, The car has a first extending direction, a second extending direction, and a third extending direction that are perpendicular to each other. The dimension of the car in the first extending direction is larger than the dimension of the car in the second extending direction, and the dimension of the car in the second extending direction is larger than the dimension of the car in the third extending direction. The car includes: A car floor structure includes multiple car floor units spliced ​​together along a first extending direction, with a first splicing seam formed between adjacent car floor units. Each car floor unit includes a top plate and multiple support beams connected to the bottom end of the top plate. The multiple support beams are arranged at intervals along the first extending direction. Adjacent car floor units are connected by two back-to-back support beams, which are detachably connected by fasteners. A first support assembly is connected to the bottom end of the car floor structure. The first support assembly includes a plurality of support units arranged at intervals along the third extension direction. Each support unit includes a plurality of first support members spliced ​​together along the first extension direction. The support beam is connected to the first support members, and a second splicing seam is formed between two adjacent first support members. The first splicing seam and the second splicing seam are staggered in the first extension direction, and the second splicing seams of two adjacent support units are staggered in the first extension direction.

2. The car according to claim 1, characterized in that, Also includes: Multiple crossbeam units are connected to the bottom of the multiple support units. The multiple crossbeam units are arranged at intervals along the first extension direction. The multiple crossbeam units include two end crossbeam units located at the ends. Each crossbeam unit includes two crossbeams arranged at intervals along the first extension direction. The two crossbeams are arranged opposite each other. Two second support components are respectively arranged corresponding to the two end beam units. The second support components are disposed at the bottom end of the first support components. Each second support component is connected between the two beams of the corresponding end beam unit. Each second support component includes a plurality of second support members spaced apart along the third extending direction; and Two reinforcing components are provided, each corresponding to one of the two second support components. Each reinforcing component includes multiple reinforcing members spaced apart along the third extending direction. The multiple reinforcing members are provided, each corresponding to one of the multiple second support members. The reinforcing members are connected between the corresponding first support member and the corresponding second support member, and the reinforcing members extend at an angle.

3. The car according to claim 2, characterized in that, It also includes two foot guards, which are respectively connected to opposite ends of the first support assembly along the first extension direction; The reinforcing member has a first end and a second end. The first end is located above the second end and is connected to the first support member. The first end is located close to the foot protector. The second end is connected to the second support member and is located away from the foot protector.

4. The car according to claim 2, characterized in that, It also includes two sill assemblies, which are connected to the top of the first support assembly and to both ends of the car floor structure along the first extension direction.

5. The car according to claim 4, characterized in that, The sill assembly includes a bracket and a sill connected together; Both the first support member and the car bottom structure are connected to the bracket, and the sill is connected to the top of the bracket.

6. The car according to any one of claims 2 to 5, characterized in that, Also includes: Multiple column units are arranged at intervals along the first extending direction. Each column unit corresponds to a multiple crossbeam unit. Each column unit includes a first column and a second column. The first column and the second column are located on both sides of the car bottom structure along the third extending direction. The first column is connected between one end of the two crossbeams of the corresponding crossbeam unit, and the second column is connected between the other end of the two crossbeams of the corresponding crossbeam unit. Multiple first guide rails and multiple second guide rails are respectively located on both sides of the car bottom structure along the third extension direction. The multiple first guide rails and multiple second guide rails are arranged at intervals along the first extension direction. The multiple first guide rails are arranged in a one-to-one correspondence with the multiple first columns, and the multiple second guide rails are arranged in a one-to-one correspondence with the multiple second columns. The first guide rails are connected to the corresponding first columns, and the second guide rails are connected to the corresponding second columns. as well as Multiple first safety clamps and multiple second safety clamps are respectively located on both sides of the car bottom structure along the third extending direction. The multiple first safety clamps are arranged in a one-to-one correspondence with the multiple first guide rails, and the multiple second safety clamps are arranged in a one-to-one correspondence with the multiple second guide rails. The first safety clamps are connected to the bottom end of the corresponding first column, and the second safety clamps are connected to the bottom end of the corresponding second column. The first safety clamps are used to lock the corresponding first guide rails, and the second safety clamps are used to lock the corresponding second guide rails. The multiple first safety clamps and multiple second safety clamps can simultaneously lock the corresponding first guide rail and the corresponding second guide rail.

7. The car according to claim 6, characterized in that, It also includes a lifting component and a linkage component, wherein the linkage component is connected to the lifting component; The linkage component is connected to each of the first safety clamps and each of the second safety clamps, so that the multiple first safety clamps and multiple second safety clamps can simultaneously lock the corresponding first guide rail and the corresponding second guide rail.

8. The car according to claim 7, characterized in that, The first safety clamp has two first lifting rods, and the second safety clamp has two second lifting rods; The linkage component includes a linkage shaft and multiple linkage structures. The linkage shaft is connected to the lifting component, and each linkage structure is connected between the first safety clamp and the second safety clamp that are arranged opposite to each other. The lifting assembly can drive the linkage shaft to rotate, and then drive the first lifting rod and the second lifting rod to move upward through the linkage structure.

9. The car according to claim 8, characterized in that, The linkage structure includes: Two first linkage components are connected together with the linkage shaft, and the two first linkage components are arranged in a one-to-one correspondence with the two first lifting rods. The end of the first linkage component is connected to the corresponding first lifting rod. One end of the linkage rod is connected to the linkage shaft; The lifting shaft, and the other end of the linkage rod is connected to the lifting shaft; and Two second linkage components are connected to the lifting shaft, and the two second linkage components are arranged in a one-to-one correspondence with the second lifting rod. The end of the second linkage component is connected to the corresponding second lifting rod.

10. The car according to claim 9, characterized in that, The first linkage has a first through hole through which the first lifting rod passes, and the second linkage has a second through hole through which the second lifting rod passes. The first through hole is clearance-fitted with the first lifting rod, and the second through hole is clearance-fitted with the second lifting rod.

11. The car according to any one of claims 8 to 10, characterized in that, Both the first safety clamp and the second safety clamp include two safety clamp units stacked together in a vertical direction; The safety clamp unit includes: The fixing bases of the two safety clamp units are connected together, and the fixing base at the upper end is connected to the corresponding first column or second column. Two guide members are connected to the inner side of the fixed base. Each guide member has a guide surface facing the other guide member. The guide surfaces extend obliquely in a vertical direction, and the top ends of the two guide surfaces are close to each other. A braking structure includes two sliding blocks, each of which is correspondingly arranged with one of the two guide members. Each sliding block slides in cooperation with a corresponding guide surface, and each sliding block has a braking part facing the other sliding block. The braking structures of the two safety clamp units can move upward together to lock the corresponding first guide rail or the corresponding second guide rail.

12. The car according to claim 11, characterized in that, The first safety clamp and the second safety clamp also include: A connecting plate is located above the two fixed seats, and the connecting plate is connected to the two first lifting rods or the two second lifting rods; A brake lever, connected to the connecting plate, extends from above the connecting plate between the two sliding blocks of the safety clamp unit located at its lower end; and Two connectors are provided, each corresponding to one of the two safety clamp units, and two sliding blocks are connected to the two sides of the corresponding connectors.

13. The car according to claim 12, characterized in that, The braking part has two braking areas that are spaced apart in the vertical direction, and the braking areas are positioned toward the other sliding block; The braking area has multiple closely arranged serrated structures.

14. The car according to claim 12, characterized in that, The fixing base includes: The seat body has an internal guide space, which has two oppositely arranged fixed walls, and the two guide members are located between the two fixed walls. Two support blocks are provided, each corresponding to one of the two guide members. The support blocks are connected to the fixed wall, and the sidewalls of the support blocks abut against the corresponding guide members. Two limiting plates are located below the two support blocks. The two limiting plates are correspondingly arranged with the two guide members. The limiting plates are connected to the fixed wall. The guide members have limiting cavities that cooperate with the limiting plates. The limiting plates extend into the corresponding limiting cavities.

15. The car according to any one of claims 7 to 10, 12, characterized in that, The lifting assembly includes a steel wire rope and a lifting member. The end of the steel wire rope is fixed to the lifting member, and the lifting member is connected to the linkage assembly.

16. The car according to any one of claims 1 to 5, 7 to 10, and 12, characterized in that, Also includes: The car body is connected to the top of the car floor structure; as well as The guardrail assembly includes two guardrail units connected to both ends of the car body along the third extending direction, and each guardrail unit includes multiple guardrails spliced ​​together along the first extending direction.

17. An elevator, characterized in that, The car includes the car described in any one of claims 1 to 16.

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