Ultra-large load 4: 1 goods elevator

Abstract

An ultra-large load 4: 1 goods elevator comprises a goods elevator frame, the goods elevator frame comprises at least two car frames, a chassis located above car frame upper beams and a reinforcing frame located between the chassis and a longitudinal top beam, and each car frame comprises two car frame stand columns, a car frame upper beam connected with the upper ends of the two car frame stand columns and a car frame lower beam connected with the lower ends of the two car frame stand columns. The bottoms of the car frame upper beams of all the car frames are jointly connected with two longitudinal top beams; the bottom of the chassis is fixedly connected with the tops of the car frame lower beams of all the car frames, and the reinforcing frame is connected with all the stand columns. The car frame upper beams of all the car frames are connected together through the longitudinal top beams, then the chassis is fixed to the tops of the car frame lower beams of all the car frames, so that the car frame lower beams of all the car frames are combined and fixed together, and then the car frame stand columns are reinforced through the reinforcing frames. Therefore, the structural stability of the whole goods elevator frame is improved, the whole goods elevator can bear higher load, and the use requirement of the super-large-load goods elevator is met.

Description

Technical Field

[0001] The utility model relates to the technical field of elevators, in particular to an ultra-large load-bearing 4:1 freight elevator. Background Art

[0002] A freight elevator is an elevator device mainly used for transporting goods and is widely used in various places where vertical transportation of goods is required.

[0003] The ultra-large freight elevator structure disclosed in Patent No. 202011537236.0 includes a freight elevator frame consisting of four sets of parallel car frames, each with a car bottom wheel on both sides of the bottom of the car frame. The bottom of the freight elevator frame is provided with a car bottom. Each set of car frames includes a pair of straight beams, with an upper car frame beam at the upper end of each straight beam and a lower car frame beam at the lower end of each straight beam. A buffer plate is provided at the bottom of the lower car frame beam, and a balance beam is provided parallel to one side of the lower car frame beam. The car bottom wheels are mounted between the balance beam and the lower car frame beam via axle wheels. The upper car frame beam is provided with a first reinforcement beam connecting the four sets of car frames, and the lower car frame beam is provided with a second reinforcement beam connecting the four sets of car frames, thereby improving the overall structural stability and strength of the ultra-large freight elevator.

[0004] However, although this design meets the basic stability requirements to a certain extent, the first reinforcement beam is located in the middle of the upper beam of the car frame, and the second reinforcement beam is located in the middle of the lower beam of the car frame. Although this layout can increase the stability of the freight elevator to a certain extent, the left and right ends of the upper beam and the lower beam of the car frame mainly rely on straight beams for support and positioning, and lack additional reinforcement measures, resulting in the structural stability of the freight elevator frame cannot meet higher load-bearing requirements. Utility Model Content

[0005] In order to overcome the deficiencies of the prior art, the utility model provides an extra-large load-bearing freight elevator.

[0006] The technical solution adopted by the utility model to solve its technical problems is:

[0007] A super-large load 4:1 freight elevator, comprising a freight elevator frame, the freight elevator frame comprising at least two car frames arranged from front to back, the car frames comprising two car frame columns, a car frame upper beam, and a car frame lower beam, the left and right ends of the car frame upper beam being respectively connected to the upper ends of the two car frame columns, and the left and right ends of the car frame lower beam being respectively connected to the lower ends of the two car frame columns, characterized in that: the bottoms of the car frame upper beams of all the car frames are commonly connected to two longitudinal top beams, the two longitudinal top beams being respectively adjacent to the two car frame columns, and each of the longitudinal top beams being provided with two car top return rope pulleys distributed front and back;

[0008] The freight elevator frame also includes a chassis located above the upper beam of the car frame and a reinforcement frame located between the chassis and the longitudinal top beam. The bottom of the chassis is also fixedly connected to the top of the lower beam of all the car frames. The reinforcement frame includes a reinforced front crossbeam and two longitudinal reinforcement beams. One of the longitudinal reinforcement beams is also fixedly connected to the car frame columns of all the car frames on the left side, and the other longitudinal reinforcement beam is also fixedly connected to the car frame columns of all the car frames on the right side. The left and right ends of the reinforced front crossbeam are respectively fixedly connected to the front ends of the two longitudinal reinforcement beams.

[0009] In the utility model, among the two car top return rope pulleys on each longitudinal top beam, the front car top return rope pulley is located just below the car frame upper beam of the frontmost car frame, and the rear car top return rope pulley is located just below the car frame upper beam of the rearmost car frame.

[0010] In the present invention, the longitudinal top beam includes two longitudinal top beam bodies arranged in a left-right symmetrical manner. The top of the longitudinal top beam body is fixedly connected to the bottom of the car frame upper beam, and a top wheel installation space for accommodating at least the car top return rope wheel part is formed between the two longitudinal top beam bodies.

[0011] In the present invention, the bottoms of the two longitudinal top beams are connected to a top wheel mounting shaft through U-bolts, the car top return rope pulley is rotatably mounted on the top wheel mounting shaft, and the upper end of the car top return rope pulley extends into the top wheel mounting space.

[0012] In the present invention, the longitudinal top beam body is made of channel steel, and a plurality of top beam reinforcing ribs arranged from front to back are provided on the groove of the longitudinal top beam body.

[0013] In the present invention, the bottoms of the two longitudinal top beams are simultaneously connected to car wheel covers, each car top return rope pulley corresponds to a car wheel cover, the interior of the car wheel cover is a lower accommodating space, and the lower part of the car top return rope pulley is located in the lower accommodating space.

[0014] In the utility model, a car wheel rope stop assembly is provided on the car wheel cover, and the car wheel rope stop assembly includes a car wheel rope stop shaft corresponding to the front and rear sides of the car top return rope pulley and a car wheel lower rope stop corresponding to the lower side of the car top return rope pulley. The car wheel rope stop shaft and the car wheel lower rope stop both extend into the lower accommodating space and are arranged. The car wheel rope stop shaft and the car wheel lower rope stop are both installed on the car wheel cover in an adjustable position.

[0015] In the utility model, a car wall assembly is installed on the chassis, a car roof is installed on the top of the car wall assembly, and the chassis, the car wall assembly and the car roof are combined into a car with a carrying space.

[0016] The traction machine is installed on the traction machine seat, and the traction machine is provided with a traction wheel that rotates thereby; the traction machine seat is provided with a car rope head assembly located above the car and a counterweight rope head assembly and a counterweight guide rope wheel located above the counterweight device; the first rope head seat is provided with a car fixed rope sheave located above the freight elevator frame; the second rope sheave seat is at least partially located above the counterweight device, and the second rope sheave seat is provided with a counterweight fixed rope sheave. One end of the traction rope is fixed to the car rope head assembly, and the other end is wound around the car top return rope sheave, the car fixed rope sheave, the counterweight fixed rope sheave, the traction wheel and the counterweight guide rope sheave and then fixed to the counterweight rope head assembly.

[0017] The beneficial effects of the present invention are as follows: the upper beams of all car frames are connected together by two longitudinal top beams respectively close to the two car frame columns, thereby improving the stability of the combined connection between the car frame upper beams, and then the chassis is used to fix it on the top of the lower beams of all car frames, so that the lower beams of all car frames are combined and fixed together, and then the car frame columns are reinforced by using a reinforcement frame, thereby improving the structural stability of the entire freight elevator frame, so that the entire freight elevator can withstand higher loads and meet the use requirements of super-large load freight elevators. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The present invention is further described below with reference to the accompanying drawings and embodiments:

[0019] Figure 1 This is a three-dimensional diagram of the super-large load 4:1 freight elevator;

[0020] Figure 2 This is a three-dimensional diagram of the freight elevator rack;

[0021] Figure 3 This is a three-dimensional diagram of the longitudinal top beam;

[0022] Figure 4 This is the right side view of the freight elevator car;

[0023] Figure 5 It is a three-dimensional diagram of the glue sticking device;

[0024] Figure 6 This is the installation diagram of the glue sticking device;

[0025] Figure 7 This is a schematic diagram of the bottom structure of the freight elevator car;

[0026] Figure 8 This is a perspective view of the front chassis module;

[0027] Figure 9This is a three-dimensional diagram of the rear chassis module;

[0028] Figure 10 is a cross-sectional view of the chassis;

[0029] Figure 11 Installation diagram of the traction host Figure 1 ;

[0030] Figure 12 Installation diagram of the traction host Figure 2 ;

[0031] Figure 13 Three-dimensional counterweight device Figure 1 ;

[0032] Figure 14 This is a schematic diagram of the installation of the counterweight fixing assembly;

[0033] Figure 15 This is an exploded schematic diagram of the counterweight fixing assembly;

[0034] Figure 16 Three-dimensional counterweight device Figure 2 ;

[0035] Figure 17 This is a schematic diagram of the installation of the safety caliper brake mechanism;

[0036] Figure 18 Schematic diagram of the cooperation between the two safety caliper brake mechanisms;

[0037] Figure 19 This is a schematic diagram of the installation of the long axis of the pulling mechanism;

[0038] Figure 20 This is a schematic diagram of the installation of the short shaft of the lifting mechanism;

[0039] Figure 21 This is the installation diagram of the safety gear action detection switch;

[0040] Figure 22 Schematic diagram of the traction rope winding. DETAILED DESCRIPTION

[0041] In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention.

[0042] It should be noted that if the embodiments of the present invention involve directional indications (such as up, down, left, right, front, back, top, bottom, inside, outside, vertical, horizontal, longitudinal, counterclockwise, clockwise, circumferential, radial, axial...), then the directional indications are only used to explain the relative position relationship, movement status, etc. between the various components in a certain specific posture (as shown in the accompanying drawings). If the specific posture changes, the directional indications will also change accordingly.

[0043] In addition, if there are descriptions involving "first" or "second" in the embodiments of the present invention, the descriptions of "first" or "second" are only for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features specified as "first" or "second" may explicitly or implicitly include at least one of such features. In addition, the technical solutions between the various embodiments can be combined with each other, but this must be based on the fact that ordinary technicians in this field can implement them. When the combination of technical solutions is contradictory or cannot be implemented, it should be deemed that such a combination of technical solutions does not exist and is not within the scope of protection required by this utility model.

[0044] Reference Figure 1-22 A super-large load 4:1 freight elevator includes a freight elevator frame 1, a traction rope 2, a counterweight device 3, a traction main machine 4, a first sheave seat 5, a second sheave seat 6 and a traction machine seat 7. The freight elevator frame 1 and the counterweight device 3 are both arranged in the shaft; four car top return sheaves 10 are provided on the top of the freight elevator frame 1, and two sets of return sheaves are provided on the top of the counterweight device 3. The first sheave seat 5 and the traction machine seat 7 are both located above the freight elevator frame 1, and the traction main machine 4 is installed on the traction machine seat 7. The traction main machine 4 is provided with a traction sheave 41 driven to rotate by it; the traction machine seat 7 is provided with a car rope head assembly 7 located above the freight elevator frame 1 1 and the counterweight rope head assembly 72 and the counterweight guide sheave 73 located above the counterweight device 3, the first sheave seat 5 is provided with a car fixed rope sheave 51 located above the freight elevator frame 1; the second sheave seat 6 is at least partially located above the counterweight device 3, and the second sheave seat 6 is provided with a counterweight fixed rope sheave 61, one end of the traction rope 2 is fixed to the car rope head assembly 71, and the other end is wound around the car top return rope sheave 10, the car fixed rope sheave 51, the counterweight fixed rope sheave 61, the traction sheave 41, two sets of return rope sheaves and the counterweight guide sheave 73 and then fixed to the counterweight rope head assembly 72, thereby forming a drive layout with a traction ratio of 4:1. By rationally arranging the first sheave seat 5, the second sheave seat 6 and the traction machine seat 7 in the elevator machine room, and combining the labor-saving principle of the car fixed sheave 51 and the counterweight fixed sheave 61, the purpose of driving a heavy-load freight elevator is achieved by arranging a machine room structure with a traction ratio of 4:1, thereby reducing the production and manufacturing costs of the elevator machine room.

[0045] In this embodiment, multiple counterweight guide rails 100 and multiple car guide rails 200 are installed in the shaft using guide rail brackets, the counterweight device 3 is slidably installed on the counterweight guide rails 100 through counterweight guide shoes, and the freight elevator frame 1 is slidably installed on the car guide rails 200 through car guide shoes.

[0046] In this embodiment, the freight elevator frame 1 includes at least two car frames 11 arranged from front to back, preferably four car frames 11, and the car frames 11 include two car frame columns 111, a car frame upper beam 112 and a car frame lower beam 113. The left and right ends of the car frame upper beam 112 are respectively connected to the upper ends of the two car frame columns 111, and the left and right ends of the car frame lower beam 113 are respectively connected to the lower ends of the two car frame columns 111. The bottoms of the car frame upper beams 112 of all car frames 11 are commonly connected to two longitudinal top beams 114, and the two longitudinal top beams 114 are respectively close to the two car frame columns 111. Each of the longitudinal top beams 114 is provided with two car top return rope pulleys 10 distributed front and back.

[0047] Furthermore, the freight elevator frame 1 also includes a chassis 13 located above the car frame upper beam 112 and a reinforcement frame located between the chassis 13 and the longitudinal top beam 114. The bottom of the chassis 13 is also fixedly connected to the top of the car frame lower beam 113 of all the car frames 11. The reinforcement frame includes a reinforced front cross beam 116 and two longitudinal reinforcement beams 117. One of the longitudinal reinforcement beams 117 is also fixedly connected to the car frame columns 111 on the left side of all the car frames 11, and the other longitudinal reinforcement beam 117 is also fixedly connected to the car frame columns 111 on the right side of all the car frames 11. The left and right ends of the reinforced front cross beam 116 are respectively fixedly connected to the front ends of the two longitudinal reinforcement beams 117, so that the stability between the two longitudinal reinforcement beams 117 is improved.

[0048] As a preferred embodiment, of the two car top return rope pulleys 10 on each longitudinal top beam 114, the front car top return rope pulley 10 is located directly below the car frame upper beam 112 of the frontmost car frame 11, and the rear car top return rope pulley 10 is located directly below the car frame upper beam 112 of the rearmost car frame 11, so as to reduce the probability of deformation and bending of the position where the longitudinal top beam 114 is installed with the car top return rope pulley 10.

[0049] In this embodiment, the longitudinal top beam 114 includes two longitudinal top beam bodies 1141 arranged symmetrically on both sides. The tops of the longitudinal top beam bodies 1141 are fixedly connected to the bottom of the car frame upper beam 112. A top pulley installation space for accommodating at least part of the car top return rope pulley 10 is formed between the two longitudinal top beam bodies 1141. Furthermore, the bottoms of the two longitudinal top beam bodies 1141 are connected to a top pulley installation shaft via U-bolts. The car top return rope pulley 10 is rotatably mounted on the top pulley installation shaft, and the upper end of the car top return rope pulley 10 extends into the top pulley installation space. Furthermore, the longitudinal top beam 1141 is made of channel steel, and the groove of the longitudinal top beam 1141 is provided with a plurality of top beam reinforcement ribs 1142 arranged from front to back. The longitudinal top beam 1141 has at least one top beam reinforcement rib 1142 corresponding to the position of the top wheel mounting shaft. The top beam reinforcement rib 1142 can increase the structural strength of the longitudinal top beam 1141, while stably installing the car top return rope pulley 10 on the longitudinal top beam 114, and improve the structural stability of the freight elevator frame 1.

[0050] In this embodiment, the bottoms of the two longitudinal top beams 1141 are simultaneously connected to a car wheel cover 1143, and each car top return rope pulley 10 corresponds to a car wheel cover 1143. The interior of the car wheel cover 1143 is a lower accommodating space, and the lower part of the car top return rope pulley 10 is located in the lower accommodating space. The car top return rope pulley 10 is accommodated and protected by the top wheel installation space and the lower accommodating space, effectively reducing the chance of the car top return rope pulley 10 being damaged by foreign objects.

[0051] In this embodiment, a car wheel rope stop assembly is provided on the car wheel cover 1143. The car wheel rope stop assembly includes a car wheel rope stop shaft 1144 corresponding to the front and rear sides of the car top return rope pulley 10, and a car wheel lower rope stop 1145 corresponding to the lower side of the car top return rope pulley 10. The car wheel rope stop shaft 1144 and the car wheel lower rope stop 1145 both extend into the lower accommodation space and are mounted on the car wheel cover 1143. The car wheel rope stop assembly can prevent the traction rope 2 from escaping from the rope groove of the car top return rope pulley 10, thereby ensuring the stability of the movement of the freight elevator frame 1.

[0052] In this embodiment, a car wall assembly 118 is installed on the chassis 13, and a car roof 119 is installed on the top of the car wall assembly 118. The chassis 13, the car wall assembly 118 and the car roof 119 are combined to form an elevator car with a carrying space. The car wall assembly 118 located at the front end of the chassis 13 and / or at the rear end of the chassis 13 is provided with a car door for allowing people and goods to enter and exit the carrying space.

[0053] In this embodiment, each car frame column 111 corresponds to a glue device 12 installed on the car roof 119. The glue device 12 includes a glue base 121 installed on the car roof 119, a set of fixed glue modules 122, and two adjustable glue modules 123 symmetrically arranged front and back. The fixed glue module 122 is fixed on the glue base 121 and faces the side of the car frame column 111 facing the car wall assembly 118; the two fixed glue modules 122 correspond to the front and rear sides of the car frame column 111 respectively. The fixed glue module 122 and the adjustable glue module 123 can effectively reduce the collision between the car frame column 111 and the car roof 119, reduce the noise and vibration during the operation of the freight elevator, and improve the riding comfort.

[0054] Furthermore, the adhesive base 121 is provided with two adhesive adjustment seats 124 that can be adjusted forward and backward. Two adjustable adhesive modules 123 are respectively mounted on the two adhesive adjustment seats 124, so that the adjustable adhesive modules 123 can be adjusted forward and backward at the same time as the adhesive adjustment seats 124 are positioned. Furthermore, the adhesive base 121 is provided with two groups of adhesive front and back adjustment holes, each group of adhesive front and back adjustment holes including two adhesive front and back adjustment slots arranged from top to bottom. Two adhesive locking bolts 125 are inserted into the adhesive adjustment seat 124. The screw section of each adhesive locking bolt 125 passes through a adhesive front and back adjustment slot and is then threadedly engaged with an adhesive locking nut 126 that secures it. Loosening the adhesive locking nut 126 allows the adhesive adjustment seat 124 to move forward and backward, thereby achieving position adjustment and allowing the adjustable adhesive module 123 to better cooperate with the car frame column 111.

[0055] The adhesive base 121 and the adhesive adjustment seat 124 are provided with two adhesive fixing through holes, wherein the two adhesive fixing through holes on the adhesive base 121 are arranged from front to back, wherein the two adhesive fixing through holes on the adhesive adjustment seat 124 are arranged from top to bottom; the fixed adhesive module 122 and the adjustable adhesive module 123 each include two adhesive modules 120, and the adhesive modules 120 each include a rubber head 1201, a rubber head bolt 1202 and a rubber head nut 1203, the rubber head 1201 is provided with a rubber head through hole passing through along the axial direction, and a adhesive receiving groove is provided in the rubber head through hole, and the head of the rubber head bolt 1202 is completely matched with the adhesive receiving groove, wherein the screw section of the rubber head bolt 1202 of the fixed adhesive module 120 passes through the rubber head through hole and a adhesive fixing through hole and is threadedly matched with the rubber head nut 1203 that fixes it.

[0056] In this embodiment, a pull rod mounting seat 115 is provided on the middle part of the car frame column 111, and a front lower diagonal pull rod 14 and a rear lower diagonal pull rod 15 are respectively provided at the front and rear ends of the pull rod mounting seat 115, wherein the front lower diagonal pull rod 14 is arranged to be tilted forward and downward, and the rear lower diagonal pull rod 15 is arranged to be tilted backward and downward, and the upper ends of the front lower diagonal pull rod 14 and the rear lower diagonal pull rod 15 are hinged on the pull rod mounting seat 115, and the lower ends are mounted on the chassis 13 through a lower pull rod rotating shaft.

[0057] Furthermore, a longitudinal top rod 17 is provided between the two adjacent front and rear car frame columns 111, and the front and rear ends of the longitudinal top rod 17 are respectively connected to the pull rod mounting seats 115 of the two car frame columns 111. The longitudinal top rod 17 is used to constrain the distance between the two adjacent front and rear car frame columns 111, thereby reducing the probability of deformation and bending of the middle part of the car frame column 111.

[0058] Furthermore, the upper front end of the tie rod mounting seat 115 is equipped with a front upper diagonal tie rod 18, which is tilted forward and upward. The lower end of the front upper diagonal tie rod 18 is hinged on the tie rod mounting seat 115, and the upper end is installed on the longitudinal reinforcement beam 117 through an upper tie rod rotating shaft.

[0059] Furthermore, a rear upper diagonal tie rod 19 is provided on the rear end of the first three tie rod mounting seats 115. The rear upper diagonal tie rod 19 is tilted rearward and upward. The lower end of the rear upper diagonal tie rod 19 is hinged to the tie rod mounting seat 115, and the upper end is mounted on the longitudinal reinforcement beam 117 using an upper tie rod shaft.

[0060] By arranging the front lower diagonal tie rod 14, the rear lower diagonal tie rod 15, the longitudinal top rod 17, the front upper diagonal tie rod 18 and the rear upper diagonal tie rod 19, the connection strength between each car frame 11 can be effectively improved, thereby enhancing the structural stability of the freight elevator frame 1, so that the entire freight elevator can withstand a higher load and meet the use requirements of an extra-large load freight elevator.

[0061] As a preferred embodiment, the front lower oblique tie rod 14, the rear lower oblique tie rod 15, the front upper oblique tie rod 18 and the rear upper oblique tie rod 19 all include a tie rod body and an oblique tie screw fixed on one end of the tie rod body, the other end of the tie rod body is provided with a tie rod hinge hole, the tie rod mounting seat 115 is provided with a tie rod matching hole corresponding to the tie rod hinge hole, the screw end of the tie rod fixing bolt passes through the tie rod hinge hole and the tie rod matching hole and is threadedly sleeved with a first tie rod locking nut; tighten the first tie rod locking nut After that, the tie rod body cannot move; after loosening the first tie rod locking nut, the tie rod body can swing at an angle to meet the installation requirements; the upper tie rod mounting shaft and the lower tie rod mounting shaft are both provided with tie rod insertion holes, and the tie rod screw section passes through the tie rod insertion hole and is threadedly sleeved with a second tie rod locking nut for fixing the tie rod screw. By screwing the second tie rod locking nut, the tensioning force of the front lower diagonal tie rod 14, the rear lower diagonal tie rod 15, the front upper diagonal tie rod 18 and the rear upper diagonal tie rod 19 can be adjusted.

[0062] As a preferred embodiment, the chassis 13 includes two left-right symmetrical front chassis modules 131 and two left-right symmetrical rear chassis modules 132, the rear side of each front chassis module 131 corresponds to the front side of a rear chassis module 132; the front chassis module 131 and the rear chassis module 132 both include a load-bearing plate 133, a chassis transverse splicing beam 134, a chassis side connecting beam 135, a chassis longitudinal splicing beam 136 and at least two chassis intermediate longitudinal beams 137, the two ends of the chassis transverse splicing beam 134 are respectively connected to one end of the chassis side connecting beam 135 and the chassis longitudinal splicing beam 136 and together enclose a U-shaped groove; at least two chassis intermediate longitudinal beams 137 are arranged in the U-shaped groove at intervals along the transverse direction, and the chassis side connecting beam 135, the chassis longitudinal splicing beam 136 and the chassis intermediate longitudinal beam 137 are arranged in parallel. The bottoms of the chassis longitudinal splicing beam 136 , the chassis side connecting beam 135 and the chassis middle longitudinal beam 137 are all fixed to the car frame lower beam 113 by bolt connection, thereby completing the purpose of installing the chassis 13 on the car frame lower beam 113 .

[0063] Furthermore, the chassis longitudinal splicing beams 136 of the two front chassis modules 131 and the chassis longitudinal splicing beams 136 of the two rear chassis modules 132 are fixedly connected by a first bolt, and the chassis transverse splicing beams 134 of the front chassis modules 131 and the chassis transverse splicing beams 134 of the rear chassis modules 132 corresponding to the front and rear are fixedly connected by a second bolt; a chassis longitudinal groove 1341 is provided on one side of the chassis transverse splicing beam 134, and one end of the chassis intermediate longitudinal beam 137 and the chassis longitudinal splicing beam 136 are provided with a chassis longitudinal connecting portion 1301 which is inserted into the chassis longitudinal groove 1341 of the chassis transverse splicing beam 134 and fixedly connected to the chassis transverse splicing beam 134 by welding.

[0064] Furthermore, a plurality of transverse support members 138 arranged at intervals along the longitudinal direction are fixedly connected between the left and right adjacent chassis side connecting beams 135 and the chassis middle longitudinal beam 137, between the two left and right adjacent chassis middle longitudinal beams 137, and between the left and right adjacent chassis middle longitudinal beams 137 and the chassis longitudinal splicing beam 136; the tops of the chassis transverse splicing beam 134, the chassis side connecting beam 135, the chassis longitudinal splicing beam 136, the chassis middle longitudinal beam 137 and the transverse support members 138 are all fixedly connected to the bottom surface of the load-bearing plate 133.

[0065] In this embodiment, the chassis 13 is composed of two left-right symmetrical front chassis modules 131 and two left-right symmetrical rear chassis modules 132, so that the front chassis modules 131 and the rear chassis modules 132 are arranged regularly, so that the orderly arranged car frame lower beams 113 on the freight elevator frame 1 can be better connected to the front chassis modules 131 and the rear chassis modules 132, ensuring the supporting force of the car frame lower beams 113 supporting the front chassis modules 131 and the rear chassis modules 132, thereby improving the carrying capacity and safety of the freight elevator.

[0066] In this embodiment, the bottoms of the two front chassis modules 131 are commonly connected to at least one front counterweight module 1311, which is bolted to the chassis intermediate longitudinal beams 137 of the two front chassis modules 131, or / and the bottoms of the two rear chassis modules 132 are commonly connected to at least one rear counterweight module 1321, which is bolted to the chassis intermediate longitudinal beams 137 of the two rear chassis modules 132. The front counterweight modules 1311 and the rear counterweight modules 1321 increase the overall weight of the elevator car, improve traction, and ensure the stability of the freight elevator during operation. Furthermore, since the front counterweight module 1311 is simultaneously connected to the two front chassis modules 131 and the rear counterweight module 1321 is simultaneously connected to the two rear chassis modules 132, the combined stability between the two front chassis modules 131 and the two rear chassis modules 132 is improved, further enhancing the stability of the chassis 13.

[0067] As a preferred embodiment, a transverse connecting portion 1381 is provided at one end of the transverse support member 138, and a second slot 1302 is provided on one side of the chassis longitudinal splicing beam 136 and the chassis middle longitudinal beam 137. The transverse connecting portion 1381 is welded and fixed in the second slot 1302, thereby increasing the structural stability between the transverse support member 138 and the chassis longitudinal splicing beam 136, and between the transverse support member 138 and the chassis middle longitudinal beam 137.

[0068] As a preferred embodiment, the chassis-side connecting beam 135 has an outer groove on one side. A plurality of longitudinally arranged diagonal rod mounting plates 1351 are disposed within the outer groove. Each of the diagonal rod mounting plates 1351 has diagonal rod mounting holes, through which the lower tie rod rotating shaft extends. Furthermore, the chassis-side connecting beam 135 has multiple diagonal rod mating holes, each corresponding to a diagonal rod mounting hole on the diagonal rod mounting plate 1351. The lower tie rod rotating shaft extends through the corresponding diagonal rod mating holes and diagonal rod mounting holes, thereby improving the installation stability of the lower tie rod rotating shaft.

[0069] As a preferred embodiment, the front ends of the chassis side connecting beam 135, the chassis longitudinal splicing beam 136 and the chassis middle longitudinal beam 137 of each front chassis module 131 are commonly connected to a sill mounting plate 139, and the sill mounting plates 139 on the two front chassis modules 131 are commonly installed with the elevator sill 130 and the car door foot guard.

[0070] As a preferred embodiment, the rear ends of the chassis side connecting beam 135, the chassis longitudinal splicing beam 136 and the chassis middle longitudinal beam 137 of each rear chassis module 132 are welded together with a rear cross beam 1322, and the rear cross beam 1322 is used to improve the structural stability of the rear chassis module 132.

[0071] As a preferred embodiment, in the corresponding front and rear chassis modules 131 and 132, the bottoms of the adjacent front and rear intermediate chassis longitudinal beams 137 are commonly connected with longitudinal reinforcements 1371. These longitudinal reinforcements 1371 are used to securely enhance the connection stability between the front and rear chassis modules 131, 132. Side connecting plates for connecting to the lower frame beams 113 are provided at both the front and rear ends of these longitudinal reinforcements 1371. Each side connecting plate is bolted to a corresponding lower frame beam 113. This connection of the side connecting plates further enhances the connection stability between the front and rear chassis modules 131, 132.

[0072] As a preferred embodiment, a safety clamp braking mechanism is provided on the two car frames 11, and the safety clamp braking mechanism includes two elevator safety clamps 81 and a safety clamp linkage mechanism that links the two elevator safety clamps 81 to move synchronously. The two elevator safety clamps 81 are respectively installed on the two car frame columns 111 of the corresponding car frame 11, and the safety clamp linkage mechanism is installed on the car frame lower beam 113 of the corresponding car frame 11; the safety clamp linkage mechanism includes a lifting mechanism long axis 82, a lifting mechanism short axis 83, a lifting mechanism pulling arm 84, a lifting linkage rod 85 and two safety clamp linkage arms 86, the lifting mechanism long axis 82 and the lifting mechanism short axis 83 are respectively rotatably installed on the two ends of the car frame lower beam 113, and the lifting mechanism pulling arm 84 is installed on the lifting mechanism At one end of the long shaft 82, the pulling mechanism arm 84 is used to connect to the speed limiter rope of the speed governor. When the freight elevator experiences an abnormality, the speed governor activates, causing the rope clamp to clamp the speed limiter rope. As the freight elevator frame 1 continues to move, the speed limiter rope is linked to the pulling mechanism arm 84, driving the pulling mechanism long shaft 82 to rotate, thereby activating the safety clamp brake mechanism. Each safety clamp linkage arm 86 is connected and controls the operation of an elevator safety clamp 81. The two safety clamp linkage arms 86 are respectively mounted on the pulling mechanism long shaft 82 and the pulling mechanism short shaft 83. One safety linkage arm is driven to rotate by the pulling mechanism long shaft 82, and the other safety clamp linkage arm 86 is driven to rotate by the pulling mechanism short shaft 83. The pulling mechanism long shaft 82 is connected to the pulling mechanism short shaft 83 via a pulling linkage rod 85 to drive the rotation of the pulling mechanism short shaft 83. A brake synchronization linkage rod 87 is connected between the pulling mechanism long shafts 82 of the two safety clamp brake mechanisms, allowing the two safety clamp brake mechanisms to operate synchronously.

[0073] Furthermore, the safety clamp linkage arm 86 includes a safety clamp linkage sleeve 861 and a safety clamp linkage part 862. The safety clamp linkage sleeve 861 located on the long axis 82 of the lifting mechanism is sleeved on the long axis 82 of the lifting mechanism and fixedly connected to the long axis 82 of the lifting mechanism. The safety clamp linkage sleeve 861 located on the short axis 83 of the lifting mechanism is sleeved on the short axis 83 of the lifting mechanism and fixedly connected to the short axis 83 of the lifting mechanism. One end of the safety clamp linkage part 862 is fixed on the safety clamp linkage sleeve 861, and the other end is integrally formed with two safety clamp connecting parts 863. The two safety clamp connecting parts 863 are respectively connected and cooperated with the two clamp blocks of the elevator safety clamp 81, so that when the safety clamp linkage arm 86 is actuated, the two clamp blocks of the elevator safety clamp 81 can be linked to move, thereby realizing emergency braking. The safety clamp connection part 863 is provided with a safety clamp linkage oblong hole, and the clamp block of the elevator safety clamp 81 is provided with a clamp block linkage part for inserting into the safety clamp linkage oblong hole. When the safety clamp connection part 863 is actuated, the clamp block linkage part can be linked to drive the clamp block of the elevator safety clamp 81 to actuate.

[0074] In this embodiment, a brake connection hole is provided in the brake synchronization linkage rod 87 for inserting the other end of the lifting mechanism long axis 82. After the other end of the lifting mechanism long axis 82 is inserted into the brake connection hole, it is fixed by bolt connection or welding, so that the lifting mechanism long axis 82 and the brake synchronization linkage rod 87 are fixed together.

[0075] In this embodiment, the lifting linkage rod 85 includes a left brake strut 851, a right brake strut 852 and a strut connecting long nut 853, the left brake strut 851 includes a left strut hinge seat at one end thereof and a left strut screw segment at the other end thereof, the right brake strut 852 includes a right strut hinge seat at one end thereof and a right strut screw segment at the other end thereof, the long axis 82 of the lifting mechanism is fixedly mounted with a left strut rocker arm 821 which is driven to rotate thereby, and the end of the left strut rocker arm 821 away from the long axis 82 of the lifting mechanism is hinged to the left strut hinge seat; the short axis 83 of the lifting mechanism is fixedly mounted with a right strut rocker arm 831 which is driven to rotate thereby, and the right strut rocker arm 831 is away from the short axis 83 of the lifting mechanism The end is hinged to the right support rod hinge seat; the two ends of the support rod connecting long nut 853 are respectively provided with a first screw hole and a second screw hole extending along the axial direction, the thread rotation direction of the first screw hole and the thread rotation direction of the second screw hole are opposite, and at least part of the thread of the left support rod screw segment is adapted to the first screw hole, and at least part of the thread of the right support rod screw segment is fitted in the second screw hole; by rotating the support rod connecting long nut 853, the left brake support rod 851 and the right brake support rod 852 can be moved toward and away from each other to adjust the distance between the left brake support rod 851 and the right brake support rod 852, thereby changing the length of the brake synchronization linkage rod 85, so as to better synchronize the two safety clamp linkage arms 86 of the same safety clamp linkage mechanism.

[0076] In this embodiment, the car frame lower beam 113 includes two front-to-back symmetrical car frame lower beam bodies 1131, the length of the left brake strut 851 is greater than the length of the right brake strut 852, and the safety clamp braking mechanism also includes at least one strut support member 88, the strut support member 88 is installed on one of the car frame lower beam bodies 1131, and the strut support member 88 is provided with a strut bracket groove for the left brake strut 851 to pass through. The strut support member 88 is used to support the left brake strut 851 to avoid the problem of the left brake strut 851 being too long and bending.

[0077] In this embodiment, two lifting shaft seats 89 are mounted on the long shaft 82 of the lifting mechanism and the short shaft 83 of the lifting mechanism. The two lifting shaft seats 89 are fixedly mounted on the two car frame lower beam bodies 1131 of the car frame lower beam 113. The long shaft 82 of the lifting mechanism and the short shaft 83 of the lifting mechanism can both rotate relative to the lifting shaft seats 89. A car frame column groove is provided on the side of the car frame column 111 facing away from the chassis 13. The elevator safety clamp 81 is located in the car frame column groove. A safety clamp linkage port connected to the car frame column groove is provided on the side of the car frame column 111 facing the chassis 13. The safety clamp connecting part 863 passes through the safety clamp linkage port and enters the car frame column groove to cooperate with the elevator safety clamp 81.

[0078] In this embodiment, the safety caliper brake mechanism further includes a strut reset seat 801, which is mounted on one of the car frame lower beams 1131. The strut reset seat 801 is provided with a strut reset through-hole for a left brake strut 851 to pass through. A strut reset spring 854 is mounted on the left brake strut 851, and a strut reset nut 855 is threadedly engaged with the left strut threaded section. The two ends of the strut reset spring 854 are respectively restrained by the strut reset seat 801 and the strut reset nut 855. After the lifting linkage rod 85 is actuated, the strut reset spring 854 drives the lifting linkage rod 85 to reset.

[0079] As a preferred embodiment, the safety clamp braking mechanism also includes a safety clamp action detection switch 802, which is installed on one side of the lower beam 1131 of the car frame using a safety clamp detection seat. The short shaft 83 of the safety clamp linkage lifting mechanism is provided with a safety clamp detection matching wheel 831 that is driven by it to rotate synchronously. The outer circumferential surface of the safety clamp detection matching wheel 831 is provided with a detection avoidance recess. When the monitoring pressing end of the safety clamp action detection switch 802 extends into the detection avoidance recess, the safety clamp action detection switch 802 does not issue a safety clamp action signal; when the short shaft 83 of the safety clamp linkage lifting mechanism rotates and drives the safety clamp linkage arm 86 to move, the safety clamp detection matching wheel 831 rotates synchronously and presses the monitoring pressing end of the safety clamp action detection switch 802, so that the safety clamp action detection switch 802 sends a control safety clamp action signal to the elevator control cabinet that controls the operation of the elevator, so that the elevator control cabinet sends an alarm to the outside and controls the traction main machine 4 to stop.

[0080] As a preferred embodiment, the bottom of the second sheave seat 6 and the traction machine seat 7 are commonly connected with at least two first pad beams 671, and the first pad beams 671 connect the second sheave seat 6 and the traction machine seat 7 together, so that the second sheave seat 6 and the traction machine seat 7 are positioned relative to each other, thereby improving the installation quality between them.

[0081] The traction machine base 7 includes a traction frame 74, a side load-bearing beam 75, and two adjacent main load-bearing beams 76. The side load-bearing beams 75 and the two main load-bearing beams 76 are parallel to each other and spaced apart. The bottom of the traction frame 74 is fixedly connected to the tops of the side load-bearing beams 75 and the two main load-bearing beams 76 by bolt connection. A main rope threading opening is formed between the two main load-bearing beams 76. The interior of the traction frame 74 is a square rope threading opening corresponding to the main rope threading opening. The traction main machine 4 is mounted on the traction frame 74, and the traction sheave 41 is directly opposite the square rope threading opening. Both the main rope threading opening and the square rope threading opening are configured to allow the traction rope 2 to pass through.

[0082] The tops of the two main load-bearing beams 76 are both connected to two rope end mounting seats 77 by welding. The traction frame 74 is located between the two rope end mounting seats 77. The car rope end assembly 71 and the counterweight rope end assembly 72 are respectively mounted on the two rope end mounting seats 77. Using the rope end mounting seats 77 to install on the two main load-bearing beams 76 not only allows the installation of the car rope end assembly 71 and the counterweight rope end assembly 72, but also allows the rope end mounting seats 77 to fix the distance between the two main load-bearing beams 76, thereby improving the structural stability of the two main load-bearing beams 76, thereby improving the installation quality of the traction main unit 4, the car rope end assembly 71, and the counterweight rope end assembly 72. In this embodiment, the rope end mounting seats 77 include rope end channel steels on both sides and a rope end plate spanning the tops of the two rope end channel steels. The rope end channel steels are fixed to the main load-bearing beams 76. The rope end plate is used to install the car rope end assembly 71 and the counterweight rope end assembly 72.

[0083] The second sheave seat 6 is composed of two counterweight bearing beams 62 arranged at intervals. A counterweight rope passage opening is formed between the counterweight bearing beams 62 for the traction rope 2 to pass through. The two ends of the wheel axle of the counterweight fixed rope pulley 61 are respectively fixedly mounted on the two counterweight bearing beams 62, and the lower end of the wheel body of the counterweight fixed rope pulley 61 is inserted into the counterweight rope passage opening. There are two first cushion beams 671 and they are arranged at intervals on the left and right. The bottom of the first cushion beam 671 is fixedly connected to the bottom of the side bearing beam 75, the two main bearing beams 76 and the two counterweight bearing beams 62 by welding, so that the second sheave seat 6 and the traction machine seat 7 are integrated into one body for easy installation. The bottom of the side bearing beam 75 and the two adjacent main bearing beams 76 are also welded with a side cushion beam 672 located at the bottom of the right end of the traction machine seat 7. The side cushion beam 672 is used to further strengthen the installation quality of the side bearing beam 75 and the two main bearing beams 76.

[0084] As a preferred embodiment, the first sheave seat 5 includes at least three second cushion beams 52 arranged from left to right and two fixed rope sheave beams 53 spaced apart from each other in the front and rear, the bottom of the fixed rope sheave beam 53 is fixedly connected to the top of all the second cushion beams 52 by welding, the two car fixed rope sheaves 51 are arranged from left to right, the ends of the wheel axle of the car fixed rope sheave 51 are respectively fixed to the top of the two fixed rope sheave beams 53, and the wheel body of the car fixed rope sheave 51 is inserted between the two fixed rope sheave beams 53. Furthermore, the right side of the car fixed rope sheave 51 on the right and the left side of the car fixed rope sheave 51 on the left are both installed on the first machine room rope stopper 54, the front and rear ends of the first machine room rope stopper 54 are overlapped on the two fixed rope sheave beams 53, and the first machine room rope stopper 54 is used to prevent the traction rope 2 from escaping from the car fixed rope sheave 51.

[0085] As a preferred embodiment, the counterweight device 33 includes two counterweight modules 310 arranged side by side on the left and right, and the counterweight modules 310 include a counterweight frame 31 and a counterweight array. The counterweight frames 31 of the two counterweight modules 310 are fixed together, and each counterweight frame 31 is provided with a group of return rope pulleys, and each group of return rope pulleys includes a front counterweight rope pulley 32 and a rear counterweight rope pulley 33; specifically, a counterweight rope pulley installation space is provided on the upper part of the counterweight frame 31, and the front counterweight rope pulley 32 and the rear counterweight rope pulley 33 are arranged from front to rear in the counterweight rope pulley installation space, and the front counterweight rope pulley 32 and the rear counterweight rope pulley 33 are rotatably connected to the counterweight frame 31;

[0086] The lower part of the counterweight frame 31 is provided with at least two counterweight installation spaces arranged from left to right, and a counterweight array is installed in each counterweight installation space. Each counterweight array includes a plurality of counterweight blocks 34 stacked from top to bottom. The front and rear ends of the counterweight blocks 34 are provided with positioning protrusions 341. The front and rear ends of the counterweight installation space are provided with two left and right distributed counterweight limiting parts 3101. The two left and right corresponding counterweight limiting parts 3101 form a counterweight positioning groove 3102 for the positioning protrusion 341 to be inserted into and positioned for cooperation. The front and rear ends of the counterweight installation space have the positioning groove 3102. 102; The bottom surface of the lowest counterweight block 34 abuts against the counterweight frame 31, and the counterweight array is pressed and fixed by at least one counterweight fixing assembly 35, and the counterweight fixing assembly 35 includes a counterweight pressing member 351 for pressing against the top surface of the uppermost counterweight block 34 and two counterweight pressing locking blocks 352 respectively arranged at the front and rear ends of the counterweight pressing member 351, and the counterweight pressing locking blocks 352 are fixed to the counterweight pressing member 351 by a counterweight bolt assembly 353, and a counterweight fixing clamp clamped on the counterweight limiting portion 3101 is formed between the counterweight pressing locking block 352 and the counterweight pressing member 351.

[0087] Furthermore, the counterweight bolt assembly 353 includes at least a counterweight fixing bolt 3531, a counterweight fixing flat washer, a counterweight fixing spring washer, and a counterweight fixing nut. After the counterweight fixing bolt 3531 is loosened, the counterweight fixing assembly 35 can move up and down along the counterweight limiting portion 3101, thereby allowing the counterweight pressing member 351 to move downward to press against the top surface of the topmost counterweight block 34 to compress the counterweight block 34, or to move upward away from the topmost counterweight block 34 to release the corresponding counterweight block 34. This structure eliminates the need for a through hole in the counterweight frame 31 for the counterweight fixing assembly 35. Therefore, installing the counterweight fixing assembly 35 does not affect the structural strength of the counterweight frame 31, effectively ensuring the overall structural stability of the counterweight frame 31.

[0088] As a preferred embodiment, the counterweight pressing member 351 is made of angle steel, and is provided with two pressing member adjustment long holes 3511 extending from front to back in the length direction. Each pressing member adjustment long hole 3511 is connected to a counterweight pressing locking block 352 through a counterweight bolt assembly 353. The counterweight pressing locking block 352 includes a pressing locking block body 3521, a first counterweight pressing portion 3522 for abutting against the counterweight pressing piece 351, and a second counterweight pressing portion 3523 for abutting against the counterweight limiting portion 3101. The first counterweight pressing portion 3522, the pressing locking block body 3521 and the second counterweight pressing portion 3523 are connected and form a stepped structure, and the second counterweight pressing portion 3523 and the counterweight pressing piece 351 form the counterweight fixing clamp; the first counterweight pressing portion 3522 and the second counterweight pressing portion 3523 are both integrally formed, wherein the first counterweight pressing portion 3522 is located on a transverse end face of the pressing locking block body 3521, and the second counterweight pressing portion 3523 is located on a longitudinal end face of the pressing locking block body 3521, and the transverse end face and the longitudinal end face are perpendicular to each other. By connecting the first counterweight pressing part 3522, the pressing locking block body 3521 and the second counterweight pressing part 3523 to form a stepped structure, the pressing locking block body 3521 can at least not contact the counterweight pressing member 351, so that the counterweight pressing locking block 352 can be better fixed on the counterweight limiting part 3101.

[0089] Furthermore, the counterweight pressing lock block 352 is provided with a counterweight pressing through hole that extends from left to right through the counterweight pressing lock block 352 and a counterweight bolt head positioning slot 3524 that connects to one end of the counterweight pressing through hole. The screw end of the counterweight fixing bolt 3531 sequentially passes through the counterweight pressing through hole of the counterweight pressing lock block 352, the pressing member adjustment slot 3511 of the counterweight pressing member 351, the counterweight fixing flat washer, and the counterweight fixing spring washer, and then engages with the counterweight fixing nut. The counterweight bolt head positioning slot 3524 is configured to limit the rotation of the counterweight fixing bolt 3531, thereby facilitating the worker to tighten the counterweight fixing nut. In addition, after loosening the counterweight fixing bolt 3531, the counterweight pressing lock block 352 can be adjusted forward and backward along the pressing member adjustment slot 3511 to better cooperate with the counterweight limiter 3101.

[0090] As a preferred embodiment, the counterweight frames 31 of the two counterweight modules 310 are fixed together by a combination of a first connecting member 36 and a second connecting member 37, wherein the first connecting member 36 is connected to the upper part of the counterweight frame 31 of the two counterweight modules 310, and the first connecting member 36 is located between the front counterweight rope pulley 32 and the rear counterweight rope pulley 33; the second connecting member 37 is connected to the lower part of the counterweight frame 31 of the two counterweight modules 310.

[0091] In this embodiment, the counterweight frame 31 includes two counterweight columns 311, an upper splint assembly, a middle splint assembly, a lower splint assembly and a counterweight isolation column 312. The upper splint assembly includes two upper splint halves 313 respectively located on the left and right sides of the counterweight column 311. The front and rear ends of the upper splint halves 313 are respectively fixedly connected to the two counterweight columns 311, and a counterweight wheel avoidance space is formed between the two upper splint halves 313. The upper splint halves 313 are fixed to the counterweight column 311 by bolt connection.

[0092] In this embodiment, the front counterweight rope pulley 32 and the rear counterweight rope pulley 33 both include a counterweight rope shaft and a counterweight rope body rotatably mounted on the counterweight rope shaft. The counterweight rope shaft of the front counterweight rope pulley 32 and the counterweight rope shaft of the rear counterweight rope pulley 33 are both abutted against the bottom of the two upper clamping plate halves 313. The upper clamping plate halves 313 are provided with counterweight U-shaped bolts 315 for fixing the counterweight rope shaft. The upper part of the front counterweight rope pulley 32 and the upper part of the rear counterweight rope pulley 33 both extend into the upper counterweight rope pulley avoidance space.

[0093] In this embodiment, the middle clamping plate assembly is located below the upper clamping plate assembly, and a lower counterweight rope pulley avoidance space is formed between the middle clamping plate assembly and the upper clamping plate assembly. The upper part of the front counterweight rope pulley 32 and the lower part of the rear counterweight rope pulley 33 both extend into the lower counterweight rope pulley avoidance space. The upper counterweight rope pulley avoidance space and the lower counterweight rope pulley avoidance space constitute the counterweight rope pulley installation space.

[0094] Furthermore, the center plate assembly includes two center plate halves 316, which are respectively located on the left and right sides of the counterweight column 311, and the front and rear ends of the center plate halves 316 are fixedly connected to the two counterweight columns 311 by bolt connection.

[0095] In this embodiment, the lower clamping plate assembly includes two lower clamping plate halves 317, which are respectively located on the left and right sides of the counterweight column 311, and the front and rear ends of the lower clamping plate halves 317 are respectively fixedly connected to the counterweight column 311 by bolt connection. Furthermore, the lower splint assembly also includes a plurality of lower splint connection units 319 connected to the two lower splint halves 317, and the plurality of lower splint connection units 319 are arranged from front to back, and each lower splint connection unit 319 includes a lower splint connection seat 3191 and a lower splint connection plate 3192, and the lower splint connection seat 3191 is inserted between the two lower splint halves 317 and fixedly connected to the two lower splint halves 317 by bolt connection; the lower splint connection plate 3192 is located at the bottom of the two lower splint halves 317, and the middle part of the lower splint connection plate 3192 is fixedly connected to the lower splint connection seat 3191 by bolt connection, and the left and right ends are fixedly connected to the bottom surfaces of the two lower splint halves 317 by bolt connection, so as to utilize the lower splint connection unit 319 to enhance the installation stability of the two lower splint halves 317. In addition, the two adjacent lower splint connection units 319 on the left and right are connected to a second connecting member 37 together, and the left and right ends of the lower splint connection unit 319 respectively extend to the bottom of the two lower splint halves 317 of the same lower splint assembly, and the left and right ends of the second connecting member 37 are respectively connected to the two lower splint connection units 319 by bolt connection, so that the counterweight frames 31 of the two counterweight modules 310 are combined together to ensure the connection quality between the two counterweight modules 310.

[0096] In this embodiment, there are at least two counterweight isolation columns 312 and they are arranged from front to back between the two counterweight columns 311. The lower end of the counterweight column 311 extends between the two lower plywood halves 317, and the left and right sides of the lower end of the counterweight isolation column 312 are respectively fixedly connected to the two counterweight lower plywood halves 317 by bolt connection; the upper end of the counterweight column 311 extends between the two middle plywood halves 316, and the left and right sides of the upper end of the counterweight column 311 are respectively fixedly connected to the two middle plywood halves 316.

[0097] In this embodiment, the counterweight installation space is formed between the counterweight isolation column 312 and the counterweight column 311, and between the two adjacent counterweight isolation columns 312 in front and behind. The counterweight limiting portion 3101 is provided on the counterweight isolation column 312 and the counterweight column 311. There is a counterweight fixing component 35 at the front and rear ends of each counterweight installation space, so that each counterweight array can be pressed and fixed by two counterweight fixing components 35 to ensure the installation quality of the counterweight array.

[0098] In this embodiment, each of the counterweight columns 311 is provided with a counterweight mounting plate 318 at the top and bottom. The upper counterweight mounting plate 318 is fixedly connected to the two upper clamping plate halves 313 located on the same counterweight frame 31 by means of bolt connection. The lower counterweight mounting plate 318 is fixedly connected to the two lower clamping plate halves 317 located on the same counterweight frame 31 by means of bolt connection, thereby improving the installation quality of the upper clamping plate halves 313 and the lower clamping plate halves 317. Each counterweight mounting plate 318 is provided with a counterweight guide shoe 39 for cooperating with the counterweight guide rail.

[0099] In this embodiment, two counterweight rope stop assemblies are provided on the counterweight frame 31, and the two counterweight rope stop assemblies correspond to the front counterweight rope pulley 32 and the rear counterweight rope pulley 33 located on the same counterweight frame 31, respectively. The counterweight rope stop assembly includes a front counterweight rope stop member 381 corresponding to the front side of the counterweight pulley body, a rear counterweight rope stop member 382 corresponding to the rear side of the counterweight pulley body, and a lower counterweight rope stop member 383 corresponding to the lower side of the counterweight pulley body, wherein the front and rear ends of the front counterweight rope stop member 381 and the rear counterweight rope stop member 382 are respectively connected to the bottom of the two upper splint half bodies 313, so that ... front counterweight rope stop member 381 and the rear counterweight rope stop member 382. The rope stop member 381 and the rear counterweight rope stop member 382 can prevent the traction rope from slipping off the counterweight wheel body while strengthening the connection stability of the two upper clamping plate halves 313; the upper end of the lower counterweight rope stop member 383 is arranged close to the lower side of the counterweight wheel body, and the lower end is inserted between the two middle clamping plate halves 316, and the left and right sides of the lower end of the lower counterweight rope stop member 383 are fixedly connected to the two middle clamping plate halves 316 respectively, so that the lower counterweight rope stop member 383 can prevent the traction rope from slipping off the counterweight wheel body while strengthening the connection stability between the two middle clamping plate halves 316.

[0100] The above description is only a preferred embodiment of the present invention. Any technical solution that achieves the purpose of the present invention by substantially the same means shall fall within the scope of protection of the present invention.

Claims

1. An ultra-large load 4:1 freight elevator, comprising a freight elevator frame (1), wherein the freight elevator frame (1) comprises at least two car frames (11) arranged from front to back, wherein the car frame (11) comprises two car frame columns (111), a car frame upper beam (112) and a car frame lower beam (113), wherein the left and right ends of the car frame upper beam (112) are respectively connected to the upper ends of the two car frame columns (111), and the left and right ends of the car frame lower beam (113) are respectively connected to the lower ends of the two car frame columns (111), and wherein: The bottoms of the upper beams (112) of all the car frames (11) are commonly connected to two longitudinal top beams (114), the two longitudinal top beams (114) are respectively close to the two car frame columns (111), and each of the longitudinal top beams (114) is provided with two car top return rope pulleys (10) distributed front and back; The freight elevator frame (1) also includes a chassis (13) located above the car frame upper beam (112) and a reinforcement frame located between the chassis (13) and the longitudinal top beam (114), the bottom of the chassis (13) is simultaneously fixedly connected to the top of the car frame lower beam (113) of all the car frames (11), the reinforcement frame includes a reinforcement front crossbeam (116) and two longitudinal reinforcement beams (117), one of the longitudinal reinforcement beams (117) is simultaneously fixedly connected to the car frame columns (111) on the left side of all the car frames (11), and the other longitudinal reinforcement beam (117) is simultaneously fixedly connected to the car frame columns (111) on the right side of all the car frames (11), and the left and right ends of the reinforcement front crossbeam (116) are respectively fixedly connected to the front ends of the two longitudinal reinforcement beams (117).

2. The super-large load 4:1 freight elevator according to claim 1, characterized in that: Of the two car top return rope pulleys (10) on each longitudinal top beam (114), the front car top return rope pulley (10) is located directly below the car frame upper beam (112) of the frontmost car frame (11), and the rear car top return rope pulley (10) is located directly below the car frame upper beam (112) of the rearmost car frame (11).

3. The super-large load 4:1 freight elevator according to claim 1, characterized in that: The longitudinal top beam (114) comprises two longitudinal top beam bodies (1141) arranged in a left-right symmetrical manner, the tops of the longitudinal top beam bodies (1141) being fixedly connected to the bottoms of the car frame upper beam (112), and a top wheel installation space for accommodating at least part of the car top return rope wheel (10) is formed between the two longitudinal top beam bodies (1141).

4. The super-large load 4:1 freight elevator according to claim 3, characterized in that: The bottoms of the two longitudinal top beams (1141) are connected to a top wheel mounting shaft via U-bolts, the car top return rope pulley (10) is rotatably mounted on the top wheel mounting shaft, and the upper end of the car top return rope pulley (10) extends into the top wheel mounting space.

5. The super-large load 4:1 freight elevator according to claim 3, characterized in that: The longitudinal top beam body (1141) is made of channel steel, and a plurality of top beam reinforcement ribs (1142) arranged from front to back are provided on the groove of the longitudinal top beam body (1141).

6. The super-large load 4:1 freight elevator according to claim 4, characterized in that: The bottoms of the two longitudinal top beams (1141) are simultaneously connected to a car wheel cover (1143), each car top return rope pulley (10) corresponds to a car wheel cover (1143), the interior of the car wheel cover (1143) is a lower accommodating space, and the lower part of the car top return rope pulley (10) is located in the lower accommodating space.

7. The super-large load 4:1 freight elevator according to claim 6, characterized in that: A car wheel rope stop assembly is provided on the car wheel cover (1143), and the car wheel rope stop assembly includes a car wheel rope stop shaft (1144) corresponding to the front and rear sides of the car top return rope pulley (10) and a car wheel lower rope stop member (1145) corresponding to the lower side of the car top return rope pulley (10). The car wheel rope stop shaft (1144) and the car wheel lower rope stop member (1145) are both extended into the lower accommodating space. The car wheel rope stop shaft (1144) and the car wheel lower rope stop member (1145) are both installed on the car wheel cover (1143) in an adjustable position.

8. The super-large load 4:1 freight elevator according to claim 1, characterized in that: A car wall assembly (118) is installed on the chassis (13), a car roof (119) is installed on the top of the car wall assembly (118), and the chassis (13), the car wall assembly (118) and the car roof (119) are combined to form a car with a carrying space.

9. The super-large load 4:1 freight elevator according to any one of claims 1 to 8, characterized in that: The utility model also includes a traction rope (2), a counterweight device (3), a traction main machine (4), a first sheave seat (5), a second sheave seat (6) and a traction machine seat (7), wherein a return sheave is provided on the top of the counterweight device (3), the first sheave seat (5) and the traction machine seat (7) are both located above the freight elevator frame (1), the traction main machine (4) is mounted on the traction machine seat (7), and the traction main machine (4) is provided with a traction wheel (41) driven to rotate by the traction main machine; the traction machine seat (7) is provided with a car rope head assembly (71) located above the car and a counterweight rope head located above the counterweight device (3) The invention relates to a car elevator assembly (72) and a counterweight guide rope pulley (73), wherein the first rope pulley seat (5) is provided with a car fixed rope pulley (51) located above the freight elevator frame (1); the second rope pulley seat (6) is at least partially located above the counterweight device (3), and the second rope pulley seat (6) is provided with a counterweight fixed rope pulley (61); one end of the traction rope (2) is fixed to the car rope head assembly (71), and the other end is wound around the car top return rope pulley (10), the car fixed rope pulley (51), the counterweight fixed rope pulley (61), the traction wheel (41) and the counterweight guide rope pulley (73) and then fixed to the counterweight rope head assembly (72).

Images