Car and elevator

Abstract

This application relates to a car and an elevator. The car described in this application includes a car frame, a car body, and a counterweight. The car frame includes a first column, a second column, a first mounting assembly, and a second mounting assembly. The first and second columns are spaced apart along a first direction of the car and spaced apart along a second direction of the car. The first mounting assembly is connected to the upward-facing ends of the first and second columns, and the second mounting assembly is connected to the downward-facing ends of both the first and second columns. The car body is mounted on the car frame. The counterweight is mounted on the first mounting assembly. The car and elevator described in this application have the advantages of convenient installation and high safety.

Description

Technical Field

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

[0002] The elevator car is moved by a traction mechanism. Some elevators, due to limitations in traction conditions, require a counterweight of a certain weight to be installed in the car to meet the traction requirements.

[0003] Normally, counterweights are suspended from the bottom of the car. However, installing counterweights to the bottom of the car is difficult, and there is a risk of them falling off when suspended. Therefore, the current method of installing counterweights in the car has drawbacks such as high installation difficulty and significant safety hazards. Summary of the Invention

[0004] Therefore, it is necessary to provide a car and elevator that address the problems of difficult installation and significant safety hazards associated with installing counterweights in the car.

[0005] This invention provides a car, comprising:

[0006] A car frame, the car frame including a first column, a second column, a first mounting assembly and a second mounting assembly, the first column and the second column are both arranged along a first direction of the car, and the first column and the second column are spaced apart in a second direction of the car, the first mounting assembly is connected to the upward end of the first column and the upward end of the second column, and the second mounting assembly is connected to the downward end of the first column and the downward end of the second column;

[0007] A car body, which is mounted on the car frame;

[0008] And a counterweight, which is mounted on the first mounting assembly.

[0009] In one embodiment, the first mounting assembly includes a first mounting bracket, a first crossbeam, and a second crossbeam. The first mounting bracket is connected to the upward-facing end of the first column and the upward-facing end of the second column. One end of the first crossbeam is connected to the first column, and the other end of the first crossbeam is connected to the second column. One end of the second crossbeam is connected to the first column, and the other end of the second crossbeam is connected to the second column. Both the first crossbeam and the second crossbeam are arranged along a second direction of the car, and an installation interval is provided between the first crossbeam and the second crossbeam. The counterweight is installed in the installation interval; or...

[0010] One end of the first crossbeam is connected to one side of the first mounting bracket, and the other end of the first crossbeam is connected to the other side of the first mounting bracket. One end of the second crossbeam is connected to one side of the first mounting bracket, and the other end of the second crossbeam is connected to the other side of the first mounting bracket.

[0011] In one embodiment, the first mounting assembly further includes a first limiting plate and a second limiting plate, one end of the first limiting plate being connected to the first crossbeam and the other end of the first limiting plate being connected to the second crossbeam, one end of the second limiting plate being connected to the first crossbeam and the other end of the second limiting plate being connected to the second crossbeam, the first limiting plate abutting against one end of the counterweight block along a second direction of the car, and the second limiting plate abutting against the other end of the counterweight block along a second direction of the car.

[0012] In one embodiment, the counterweight has a first extension on the side facing the first crossbeam and a second extension on the side facing the second crossbeam, the first extension being connected to the first crossbeam and the second extension being connected to the second crossbeam.

[0013] In one embodiment, the first mounting assembly further includes a first pressure plate and a second pressure plate. The first pressure plate is mounted on the first crossbeam along a second direction of the car, and the second pressure plate is mounted on the second crossbeam along a second direction of the car. The counterweight has a first notch on the side facing the first crossbeam and a second notch on the side facing the second crossbeam. The first pressure plate is engaged in the first notch, and the second pressure plate is engaged in the second notch.

[0014] In one embodiment, the first mounting assembly further includes a first extension bracket and a second extension bracket. One end of the first extension bracket is connected to the first mounting frame or the first column, and the other end of the first extension bracket is used to abut against one side of the counterweight. One end of the second extension bracket is connected to the first mounting frame or the second column, and the other end of the second extension bracket is used to abut against the other side of the counterweight.

[0015] In one embodiment, the first mounting assembly further includes a third limiting plate disposed between the first limiting plate and the second limiting plate. One end of the third limiting plate is connected to the first crossbeam, and the other end of the third limiting plate is connected to the second crossbeam. The counterweight includes a plurality of first sub-counterweights, wherein half of the first sub-counterweights are sequentially disposed between the first limiting plate and the third limiting plate, and the other half of the first sub-counterweights are sequentially disposed between the second limiting plate and the third limiting plate.

[0016] In one embodiment, the counterweight includes a plurality of second sub-counterweights and a plurality of third sub-counterweights, the second sub-counterweights and the third sub-counterweights being arranged alternately at the installation interval.

[0017] In one embodiment, the second mounting component includes a second mounting bracket connected to the downward-facing end of the first column and the downward-facing end of the second column;

[0018] The car body includes a car top, a car bottom, car walls, and a car door. The car top is installed on the first mounting frame, the car bottom is installed on the second mounting frame, the car walls are installed between the car top and the car bottom, the car walls are provided with door openings, and the car door is installed in the door openings.

[0019] The present invention also provides an elevator, including a counterweight mechanism, a traction mechanism, and a car as described in any of the above embodiments. The car and the counterweight mechanism are movably disposed in an elevator shaft, the traction mechanism is disposed at the top of the elevator shaft, and the car is connected to the counterweight mechanism through the traction mechanism.

[0020] The aforementioned car and elevator, by arranging a first column and a second column spaced apart in a first direction within the car, with a first mounting assembly connected to the upper ends of the first and second columns, and a second mounting assembly connected to the lower ends of the first and second columns, forms the car frame. The car body is then installed on top of this frame. The counterweight is mounted on the first mounting assembly at the top of the car. This installation of the counterweight at the top allows workers to easily perform construction work directly on the car, and avoids the risk of it falling if suspended at the bottom. This design offers advantages such as convenient installation and high safety. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the structure of the car described in the embodiment of this application.

[0022] Figure 2 This is a schematic diagram of the installation of the counterweight block of the car as described in the embodiments of this application.

[0023] Figure 3 This is a top view of the counterweight block of the car as described in the embodiment of this application.

[0024] Figure 4 for Figure 3 The cross-sectional view at point AA.

[0025] Figure 5 This is a side view of the counterweight block of the car as described in the embodiment of this application.

[0026] Figure 6This is a side view of the counterweight block of the car according to another embodiment of this application.

[0027] Icon labels:

[0028] 100. Car frame; 110. First upright; 120. Second upright; 130. First mounting assembly; 130A. Mounting interval; 131. First mounting bracket; 132. First crossbeam; 133. Second crossbeam; 134. First limiting plate; 135. Second limiting plate; 136. First pressure plate; 137. Second pressure plate; 138. Third limiting plate;

[0029] 200, counterweight; 210, first extension; 220, second extension; 200A, first notch; 200B, second notch; 201, second sub-counterweight; 202, third sub-counterweight;

[0030] S1, first direction; S2, second direction. Detailed Implementation

[0031] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application are described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0032] In the description of this application, it should be understood that if terms such as "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" appear, these terms indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0033] Furthermore, where the terms "first" and "second" appear, these terms are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, where the term "multiple" appears, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0034] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0035] In this application, unless otherwise expressly specified and limited, the use of descriptions such as "above" or "below" the second feature indicates that the first and second features are in direct contact or indirect contact via an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. Similarly, "below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0036] It should be noted that if an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. If an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. If so, the terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used in this application are for illustrative purposes only and do not represent the only possible implementation.

[0037] See Figure 1 This diagram illustrates the structure of a car according to an embodiment of this application. The car includes a car frame 100, a car body, and a counterweight 200. The car frame 100 includes a first column 110, a second column 120, a first mounting assembly 130, and a second mounting assembly. Both the first column 110 and the second column 120 are arranged along a first direction S1 of the car, and are spaced apart along a second direction S2 of the car. The first mounting assembly 130 is connected to the upward-facing end of the first column 110 and the upward-facing end of the second column 120. The second mounting assembly is connected to the downward-facing end of the first column 110 and the downward-facing end of the second column 120. The car body is mounted on the car frame 100. The counterweight 200 is mounted on the first mounting assembly 130.

[0038] It should be noted that the first direction S1 of the car is the height direction of the car, and the second direction S2 of the car is the width direction of the car.

[0039] In one exemplary embodiment, the overall frame of the car frame 100 is a cubic structure.

[0040] The car described in this application embodiment is constructed by extending the first column 110 and the second column 120 along the first direction S1 of the car and spaced apart along the second direction S2 of the car. The upper ends of the first column 110 and the upper ends of the second column 120 are connected to the first mounting assembly 130, and the lower ends of the first column 110 and the lower ends of the second column 120 are connected to the second mounting assembly. The first column 110, the second column 120, the first mounting assembly 130 and the second mounting assembly form the car frame 100. The car body is then covered and installed on the car frame 100, and the counterweight 200 of the car is installed on the first mounting assembly 130 on the top of the car.

[0041] The car described in this application embodiment, by installing the counterweight 200 on the first mounting component 130 at the top of the car, allows workers to easily carry out construction directly on the car when assembling or disassembling the counterweight 200, and avoids the situation where the counterweight 200 is hanging at the bottom and is prone to falling. It has the advantages of convenient installation and high safety.

[0042] Combination Figure 2 The diagram shows an installation schematic of the counterweight block of the car in one embodiment of this application. In some embodiments, the first mounting assembly 130 includes a first mounting frame 131, a first crossbeam 132, and a second crossbeam 133. The first mounting frame 131 is connected to the upward end of the first column 110 and the upward end of the second column 120. One end of the first crossbeam 132 is connected to the first column 110, and the other end of the first crossbeam 132 is connected to the second column 120. One end of the second crossbeam 133 is connected to the first column 110, and the other end of the second crossbeam 133 is connected to the second column 120. The first crossbeam 132 and the second crossbeam 133 are both arranged along the second direction S2 of the car, and an installation interval 130A is provided between the first crossbeam 132 and the second crossbeam 133. The counterweight block 200 is installed in the installation interval 130A.

[0043] In an exemplary embodiment, one end of the first crossbeam 132 is connected to the first column 110 via a first fastener, and the other end of the first crossbeam 132 is connected to the second column 120 via a first fastener. One end of the second crossbeam 133 is connected to the first column 110 via a second fastener, and the other end of the second crossbeam 133 is connected to the second column 120 via a second fastener. Specifically, the first fastener is a screw or bolt, and the second fastener is a screw or bolt.

[0044] In this embodiment, a first crossbeam 132 and a second crossbeam 133 are provided between the first column 110 and the second column 120, and an installation interval is provided between the first crossbeam 132 and the second crossbeam 133, so that the counterweight 200 is placed in the installation interval 130A. The first crossbeam 132 and the second crossbeam 133 connect the counterweight 200, thereby firmly fixing the counterweight 200 to the top of the car, thus avoiding the situation that the counterweight 200 is prone to falling off due to being suspended at the bottom of the car, and ensuring the safety of use.

[0045] In other embodiments, one end of the first crossbeam 132 is connected to one side of the first mounting bracket 131, and the other end of the first crossbeam 132 is connected to the other side of the first mounting bracket 131. One end of the second crossbeam 133 is connected to one side of the first mounting bracket 131, and the other end of the second crossbeam 133 is connected to the other side of the first mounting bracket 131. Alternatively, the first crossbeam 132 and the second crossbeam 133 can be mounted onto the first mounting bracket 131 to fix the first crossbeam 132 and the second crossbeam 133, so that the first crossbeam 132 and the second crossbeam 133 can support the counterweight 200.

[0046] In an optional embodiment, such as Figure 3 As shown, the first mounting assembly 130 also includes a first limiting plate 134 and a second limiting plate 135. One end of the first limiting plate 134 is connected to the first crossbeam 132, and the other end of the first limiting plate 134 is connected to the second crossbeam 133. One end of the second limiting plate 135 is connected to the first crossbeam 132, and the other end of the second limiting plate 135 is connected to the second crossbeam 133. The first limiting plate 134 abuts against one end of the counterweight block 200 along the second direction S2 of the car, and the second limiting plate 135 abuts against the other end of the counterweight block 200 along the second direction S2 of the car. By setting a first limiting plate 134 and a second limiting plate 135 between the first crossbeam 132 and the second crossbeam 133, the first crossbeam 132, the second crossbeam 133, the first limiting plate 134 and the second limiting plate 135 form a space for the counterweight 200, thereby limiting the installation position of the counterweight 200 and preventing the counterweight 200 from falling off during the movement of the car.

[0047] In an exemplary embodiment, one end of the first limiting plate 134 is connected to the first crossbeam 132 via a third fastener, and the other end of the first limiting plate 134 is connected to the second crossbeam 133 via a third fastener. One end of the second limiting plate 135 is connected to the first crossbeam 132 via a fourth fastener, and the other end of the second limiting plate 135 is connected to the second crossbeam 133 via a fourth fastener. Further, the extending directions of the first limiting plate 134 and the second limiting plate 135 are both parallel to and perpendicular to the extending directions of the first crossbeam 132 and the second crossbeam 133. Specifically, the third and fourth fasteners are screws or bolts.

[0048] In an optional embodiment, such as Figure 4 As shown, the counterweight 200 has a first extension 210 on the side facing the first crossbeam 132 and a second extension 220 on the side facing the second crossbeam 133. The first extension 210 is connected to the first crossbeam 132 and the second extension 220 is connected to the second crossbeam 133.

[0049] In order to install the counterweight 200, this embodiment provides a first extension 210 and a second extension 220 on the counterweight 200, so that the first extension 210 is hung on the first crossbeam 132 and the second extension 220 is hung on the second crossbeam 133, thereby limiting the vertical downward direction of the counterweight 200 and supporting the counterweight 200.

[0050] In an exemplary embodiment, the first extension 210 can be directly placed on the first crossbeam 132, or the first crossbeam 132 can have a connecting groove for connecting to the first extension 210, or the first extension 210 can be snapped onto the side of the first crossbeam 132. Similarly, the second extension can be directly placed on the second crossbeam 133, or the second crossbeam 133 can have a connecting groove for connecting to the second extension 220, or the second extension 220 can be snapped onto the side of the second crossbeam 133.

[0051] In an optional embodiment, such as Figure 4 and Figure 5 As shown, the first mounting assembly 130 also includes a first pressure plate 136 and a second pressure plate 137. The first pressure plate 136 is mounted on the first crossbeam 132 along the second direction S2 of the car, and the second pressure plate 137 is mounted on the second crossbeam 133 along the second direction S2 of the car. The counterweight 200 has a first notch 200A on the side facing the first crossbeam 132 and a second notch 200B on the side facing the second crossbeam 133. The first pressure plate 136 is engaged in the first notch 200A, and the second pressure plate 137 is engaged in the second notch 200B.

[0052] In this embodiment, by setting a first pressure plate 136 and a second pressure plate 137, during installation, the first pressure plate 136 is engaged in the first notch 200A of the counterweight block 200, and the second pressure plate 137 is engaged in the second notch 200B of the counterweight block 200. This allows the first pressure plate 136 and the second pressure plate 137 to limit the vertical upward direction of the counterweight block 200, and, together with the first extension 210 and the second extension 220, to limit the vertical downward direction of the counterweight block 200. The first limiting plate 134 and the second limiting plate 135 further limit the lateral direction of the counterweight block 200, thereby achieving a firm installation of the entire counterweight block 200 and preventing the counterweight block 200 from falling off.

[0053] In an exemplary embodiment, the first pressure plate 136 is connected to the bottom or side of the first crossbeam 132 by a fifth fastener, and the second pressure plate 137 is connected to the bottom or side of the second crossbeam 133 by a sixth fastener. Specifically, the fifth and sixth fasteners are screws or bolts.

[0054] In another exemplary embodiment, the first mounting assembly 130 further includes a first extension bracket and a second extension bracket. One end of the first extension bracket is connected to the first mounting frame 131 or the first column 110, and the other end of the first extension bracket is used to abut against one side of the counterweight 200. One end of the second extension bracket is connected to the first mounting frame 131 or the second column 120, and the other end of the second extension bracket is used to abut against the other side of the counterweight 200. In this embodiment, the first and second extension brackets replace the functions of the first limiting plate 134 and the second limiting plate 135 to limit the position of the counterweight 200 in the second direction S2 of the car, thereby preventing the counterweight 200 from falling.

[0055] In an optional embodiment, such as Figure 3 and Figure 6 As shown, the first mounting assembly 130 also includes a third limiting plate 138, which is disposed between the first limiting plate 134 and the second limiting plate 135. One end of the third limiting plate 138 is connected to the first crossbeam 132, and the other end of the third limiting plate 138 is connected to the second crossbeam 133. The counterweight 200 includes a plurality of first sub-counterweights, half of which are disposed between the first limiting plate 134 and the third limiting plate 138, and the other half of which are disposed between the second limiting plate 135 and the third limiting plate 138.

[0056] In this embodiment, when the counterweight 200 is too long in the second direction S2 of the car, the counterweight 200 is divided into two first sub-counterweights in the middle, and then a third limiting plate 138 is added between the two first sub-counterweights, thereby improving the stability of the counterweight 200 by the first limiting plate 134, the second limiting plate 135 and the third limiting plate 138.

[0057] In an optional embodiment, such as Figure 6 As shown, the counterweight 200 includes multiple second sub-counterweights 201 and multiple third sub-counterweights 202, which are staggered in sequence at the installation interval 130A. Specifically, the second sub-counterweights 201 and third sub-counterweights 202 have different weight specifications. In this embodiment, the counterweight 200 is composed of multiple second sub-counterweights 201 and multiple third sub-counterweights 202. The second sub-counterweights 201 and third sub-counterweights 202 can be selected and matched according to weight requirements. Moreover, the staggered arrangement of the second sub-counterweights 201 and third sub-counterweights 202 makes the weight distribution more uniform, avoiding excessive local weight in the first mounting component 130, and has the advantage of high flexibility.

[0058] In an optional embodiment, the second mounting assembly includes a second mounting bracket connected to the downward-facing end of the first column 110 and the downward-facing end of the second column 120. The car body includes a car roof, a car floor, car walls, and a car door. The car roof is mounted on the first mounting bracket 131, the car floor is mounted on the second mounting bracket, and the car walls are installed between the car roof and the car floor. The car walls have door openings, and the car door is installed in the door openings. By covering and mounting the car roof, car floor, car walls, and car door onto the car frame 100, a complete car structure is formed.

[0059] Secondly, this application also provides an elevator, including a counterweight mechanism, a traction mechanism, and a car as described in any of the above embodiments. The car and the counterweight mechanism are movably disposed in the elevator shaft, the traction mechanism is disposed at the top of the elevator shaft, and the car is connected to the counterweight mechanism through the traction mechanism.

[0060] The elevator described in this embodiment drives the car to move up and down in the elevator shaft via a counterweight mechanism and a traction mechanism. The car is equipped with a counterweight to meet traction requirements. In this embodiment, the counterweight 200 is installed on the first mounting assembly 130 at the top of the car. This allows workers to easily install and remove the counterweight 200 directly on the car, and avoids the risk of the counterweight 200 falling off when suspended at the bottom. This provides advantages such as convenient installation and high safety.

[0061] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0062] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A car, characterized in that, include: A car frame (100) includes a first column (110), a second column (120), a first mounting assembly (130), and a second mounting assembly. The first column (110) and the second column (120) are both arranged along a first direction of the car, and the first column (110) and the second column (120) are spaced apart in a second direction of the car. The first mounting assembly (130) is connected to the upward end of the first column (110) and the upward end of the second column (120), and the second mounting assembly is connected to the downward end of the first column (110) and the downward end of the second column (120). The car body, which is mounted on the car frame (100); and A counterweight (200) is mounted on the first mounting assembly (130).

2. The car according to claim 1, characterized in that: The first mounting assembly (130) includes a first mounting bracket (131), a first crossbeam (132), and a second crossbeam (133). The first mounting bracket (131) is connected to the upward-facing end of the first column (110) and the upward-facing end of the second column (120). One end of the first crossbeam (132) is connected to the first column (110), and the other end of the first crossbeam (132) is connected to the second column (120). One end of the second crossbeam (133) is connected to the first column (110), and the other end of the second crossbeam (133) is connected to the second column (120). Both the first crossbeam (132) and the second crossbeam (133) are arranged along the second direction of the car, and an installation interval (130A) is provided between the first crossbeam (132) and the second crossbeam (133). The counterweight (200) is installed in the installation interval (130A); or, One end of the first crossbeam (132) is connected to one side of the first mounting bracket (131), and the other end of the first crossbeam (132) is connected to the other side of the first mounting bracket (131). One end of the second crossbeam (133) is connected to one side of the first mounting bracket (131), and the other end of the second crossbeam (133) is connected to the other side of the first mounting bracket (131).

3. The car according to claim 2, characterized in that: The first mounting assembly (130) further includes a first limiting plate (134) and a second limiting plate (135). One end of the first limiting plate (134) is connected to the first crossbeam (132), and the other end of the first limiting plate (134) is connected to the second crossbeam (133). One end of the second limiting plate (135) is connected to the first crossbeam (132), and the other end of the second limiting plate (135) is connected to the second crossbeam (133). The first limiting plate (134) abuts against one end of the counterweight (200) along the second direction of the car, and the second limiting plate (135) abuts against the other end of the counterweight (200) along the second direction of the car.

4. The car according to claim 2, characterized in that: The counterweight (200) has a first extension (210) on the side facing the first crossbeam (132), and a second extension (220) on the side facing the second crossbeam (133). The first extension (210) is connected to the first crossbeam (132), and the second extension (220) is connected to the second crossbeam (133).

5. The car according to claim 2, characterized in that: The first mounting assembly (130) further includes a first pressure plate (136) and a second pressure plate (137). The first pressure plate (136) is mounted on the first crossbeam (132) along the second direction of the car, and the second pressure plate (137) is mounted on the second crossbeam (133) along the second direction of the car. The counterweight (200) has a first notch (200A) on the side facing the first crossbeam (132) and a second notch (200B) on the side facing the second crossbeam (133). The first pressure plate (136) is engaged in the first notch (200A), and the second pressure plate (137) is engaged in the second notch (200B).

6. The car according to claim 2, characterized in that: The first mounting assembly (130) further includes a first extension bracket and a second extension bracket. One end of the first extension bracket is connected to the first mounting frame (131) or the first column (110), and the other end of the first extension bracket is used to abut against one side of the counterweight (200). One end of the second extension bracket is connected to the first mounting frame (131) or the second column (120), and the other end of the second extension bracket is used to abut against the other side of the counterweight (200).

7. The car according to claim 3, characterized in that: The first mounting component (130) further includes a third limiting plate (138), which is disposed between the first limiting plate (134) and the second limiting plate (135). One end of the third limiting plate (138) is connected to the first crossbeam (132), and the other end of the third limiting plate (138) is connected to the second crossbeam (133). The counterweight (200) includes a plurality of first sub-counterweights, half of which are disposed between the first limiting plate (134) and the third limiting plate (138), and the other half of which are disposed between the second limiting plate (135) and the third limiting plate (138).

8. The car according to claim 2, characterized in that: The counterweight (200) includes a plurality of second sub-counterweights (201) and a plurality of third sub-counterweights (202), the second sub-counterweights (201) and the third sub-counterweights (202) being arranged alternately in the installation interval (130A).

9. The car according to any one of claims 2-8, characterized in that: The second mounting assembly includes a second mounting bracket connected to the downward-facing end of the first column (110) and the downward-facing end of the second column (120); The car body includes a car top, a car bottom, a car wall, and a car door. The car top is installed on the first mounting frame (131), the car bottom is installed on the second mounting frame, the car wall is installed between the car top and the car bottom, the car wall is provided with a door opening, and the car door is installed in the door opening.

10. An elevator, characterized in that: The elevator includes a counterweight mechanism, a traction mechanism, and a car as described in any one of claims 1-9. The car and the counterweight mechanism are movably disposed in the elevator shaft, the traction mechanism is disposed at the top of the elevator shaft, and the car is connected to the counterweight mechanism through the traction mechanism.

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