Super-large load 12: 1 goods elevator

Abstract

A super-large load 12: 1 goods elevator comprises a goods elevator frame, the goods elevator frame comprises a chassis, a reinforcing frame and at least six car frames arranged from front to back, and each car frame comprises two car frame stand columns distributed left and right, a car frame lower beam connected with the lower ends of the two car frame stand columns at the two ends and a car frame upper beam connected with the tops of the two car frame stand columns at the two ends; the reinforcing frame is simultaneously connected with all the car frame upright posts; the left side and the right side of the upper portion of the goods elevator frame are each provided with a side guardrail unit, the bottoms of the two side guardrail units are connected to the left end and the right end of the reinforcing frame respectively, guardrail avoiding grooves allowing the ends of the car frame stand columns and the ends of the car frame upper beams to be inserted therein are formed in the side guardrail units, and the ends of the car frame upper beams are connected with the side guardrail units in the guardrail avoiding grooves. The problems of deformation and damage caused by suspension design of the side guardrail units are solved, the safety of the freight elevator in the operation process is guaranteed, maintenance workers are effectively prevented from falling off from the maintenance platform, and powerful safety guarantee is provided for the maintenance workers.

Description

Technical Field

[0001] The utility model relates to the technical field of elevators, in particular to an ultra-large load-bearing 12:1 freight elevator. Background Art

[0002] Existing freight elevators usually use the freight elevator car as a maintenance platform. In order to ensure the safety of maintenance when the freight elevator car fails, guardrails are usually installed on the freight elevator frame of the freight elevator car to prevent maintenance workers from falling from the maintenance platform during operation.

[0003] For example, the car frame structure disclosed in the technical solution CN201922141328.6 previously proposed by the applicant includes a car frame, a car bottom installed in the car frame and supported by the car frame, a cantilever beam for supporting the installation of the car frame, and a car top wheel installed in the cantilever beam. The car frame includes a main car frame supporting the middle part of the car bottom and a secondary car frame symmetrically arranged on both sides of the main car frame. The main car frame and the secondary car frame are connected by a cantilever beam, and the guardrail is fixedly installed on the outside of the cantilever beam by connecting angle codes. The connecting angle steel is fixedly installed above the upper beam, and the guardrail is supported by the upper beam to complete the installation of the guardrail.

[0004] However, while this technical solution has achieved certain improvements in the overall design of the car frame structure, significant deficiencies remain in the specific installation and support methods of the guardrail. For example, the guardrail is currently connected only at its upper portion to a connecting angle installed above the upper beam, with the upper beam bearing the entire weight of the guardrail. This design leaves the middle and bottom portions of the guardrail suspended in the air, lacking sufficient support and fixation. During actual operation, vibrations and impacts from the elevator can easily cause this suspended guardrail to deform, bend, or even damage, posing a serious threat to passenger safety and the normal operation of the elevator. Utility Model Content

[0005] In order to overcome the deficiencies of the prior art, the utility model provides an ultra-large load-bearing 12:1 freight elevator.

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

[0007] A super-large load 12:1 freight elevator, comprising a plurality of car frame guide rails and a freight elevator frame guided and engaged on the car frame guide rails, the freight elevator frame comprising a chassis, a reinforcement frame, and at least six car frames arranged from front to back, each of the freight elevator car frames comprising two car frame columns distributed left and right, a car frame lower beam connected to the lower ends of the two car frame columns at both ends, and a car frame upper beam connected to the tops of the two car frame columns at both ends;

[0008] The bottom of the chassis is connected to the tops of all the lower beams of the car frame; the reinforcement frame is connected to all the car frame columns at the same time and is located between the upper beam of the car frame and the chassis; it is characterized by:

[0009] On both the left and right sides of the upper part of the goods lift frame, there is a side guardrail unit respectively. The bottoms of the two side guardrail units are respectively connected to the left and right ends of the reinforcement frame. The side guardrail unit is provided with a guardrail avoidance groove for inserting the end of the car frame column and the end of the car frame upper beam. The end of the car frame upper beam is connected to the side guardrail unit within the guardrail avoidance groove.

[0010] In the present utility model, the rear ends of the two side guardrail units are jointly connected with a rear guardrail unit corresponding to the rear side of the upper part of the goods lift frame.

[0011] In the present utility model, the side guardrail unit includes a rear side guardrail, a plurality of front side guardrail modules arranged from front to back, and a plurality of guardrail connecting seats arranged from front to back. The rear side guardrail is arranged at the rear side of the upper end of the last car frame column and is installed on the reinforcement frame. The rear end of the rear side guardrail is connected to the rear guardrail unit; a front side guardrail module is arranged at the front side of the upper end of each car frame column, and the bottom of the front side guardrail module is connected to the top of the reinforcement frame; the guardrail connecting seats are installed on the top of the car frame upper beam, and the adjacent front side guardrail modules before and after, and between the adjacent front side guardrail module and the rear side guardrail before and after are all connected through the guardrail connecting seats and enclose to form a guardrail avoidance groove.

[0012] In the present utility model, a ladder locking device is provided on both the left and right ends of each car frame upper beam. The ladder locking device includes a ladder locking fixed seat installed on the car frame upper beam and a ladder locking pin slidably installed on the ladder locking fixed seat;

[0013] A ladder locking cooperation structure is correspondingly provided for the ladder locking devices at both the left and right ends. The ladder locking cooperation structure includes a plurality of ladder locking seats arranged from bottom to top on the car frame guide rail. The ladder locking seat is provided with a fixed ladder locking hole for inserting the ladder locking pin.

[0014] In the present utility model, a ladder locking monitoring switch for monitoring whether the ladder locking pin locks the ladder is provided on the ladder locking device at the left end or / and the right end.

[0015] In the present utility model, the ladder locking fixed seat is provided with a locking groove for keeping the ladder locking pin inserted into the fixed ladder locking hole state, an unlocking groove for keeping the ladder locking pin withdrawn from the fixed ladder locking hole state, and a ladder locking switching groove with both ends respectively connected to the locking groove and the unlocking groove. The locking groove, the unlocking groove and the ladder locking switching groove form a ladder locking control groove in a 冂 shape. The ladder locking pin is provided with a ladder locking state pin extending into the ladder locking control groove.

[0016] In the present utility model, the ladder locking fixed seat is provided with a ladder locking avoidance groove for the ladder locking state pin to move.

[0017] In the present utility model, the lock ladder fixing base includes a first lock ladder part, an intermediate lock ladder part, and a second lock ladder part that are sequentially connected to form a U-shaped structure. The lock ladder control groove is provided on the intermediate lock ladder part. The lock ladder avoidance groove is formed by enclosing the first lock ladder part, the intermediate lock ladder part, and the second lock ladder part. The first lock ladder part is provided with a first lock ladder guide hole, and the second lock ladder part is provided with a second lock ladder guide hole. The lock ladder bolt includes a lock ladder pin shaft and a lock ladder main shaft that are sequentially connected along the axial direction. The outer peripheral surface of the lock ladder pin shaft and the outer peripheral surface of the lock ladder main shaft are connected by an annular inclined surface.

[0018] In the present utility model, the lock ladder monitoring switch is installed on the lock ladder fixing base by using a lock ladder monitoring seat. Under the action of the lock ladder monitoring seat, the lock ladder monitoring switch can adjust its position relative to the lock ladder fixing base.

[0019] Advantages of the present utility model: In the present utility model, the lower end of the side guardrail unit is connected to the reinforcement frame, and the upper end is firmly connected to the upper beam of the car frame. This connection method ensures the overall support of the side guardrail unit in the vertical direction, avoiding deformation and damage problems caused by the suspended design. It not only ensures the safety of the freight elevator during operation but also enables the side guardrail unit to play a stable role during the maintenance and repair of the freight elevator, effectively preventing maintenance workers from falling from the inspection platform and providing strong safety protection for maintenance workers. Brief Description of the Drawings

[0020] The present utility model will be further described below in conjunction with the drawings and embodiments:

[0021] Figure 1 Is a three-dimensional view of a super heavy-duty 12:1 freight elevator;

[0022] Figure 2 Is a left view of the freight elevator car;

[0023] Figure 3 Is a three-dimensional view of the freight elevator car;

[0024] Figure 4 Is Figure 3 An enlarged view of part I in

[0025] Figure 5 Is a schematic diagram of the side guardrail unit;

[0026] Figure 6 Is a three-dimensional view of the freight elevator car body Figure 1 ;

[0027] Figure 7 Is a front view of the freight elevator car body;

[0028] Figure 8 Is a three-dimensional view of the lock ladder device Figure 1 ;

[0029] Figure 9 Three-dimensional stair lock device Figure 2 ;

[0030] Figure 10 For the three-dimensional cargo elevator Figure 2 ;

[0031] Figure 11 Schematic diagram of the connection between the lifting long axis and the lifting short axis;

[0032] Figure 12 It is a schematic diagram of the combination of the front axle seat and the lifting limit plate;

[0033] Figure 13 Schematic diagram of the combination of the lifting long axis and the two lower beams;

[0034] Figure 14 This is a schematic diagram of the installation of elevator safety gear;

[0035] Figure 15 This is a three-dimensional diagram of the counterweight module;

[0036] Figure 16 It is a three-dimensional diagram of the lower rope stop;

[0037] Figure 17 This is a perspective view of the counterweight frame;

[0038] Figure 18 This is a three-dimensional diagram of the traction frame in the engine room;

[0039] Figure 19 This is a schematic diagram of the rope winding for an extra-large load 12:1 freight elevator. DETAILED DESCRIPTION

[0040] 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.

[0041] 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.

[0042] In addition, if the description in the embodiments of the present utility model involves "first" or "second", etc., such descriptions of "first" or "second", etc. are only for descriptive purposes and should not be construed as indicating or implying their relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include at least one such feature. In addition, the technical solutions between various embodiments may be combined with each other, but it must be based on the ability of those of ordinary skill in the art to implement. When the combination of technical solutions results in contradictions or cannot be implemented, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection required by the present utility model.

[0043] Referring to Figure 1-19 , an extra-large load 12:1 freight elevator, comprising a plurality of car frame guide rails 100 and a freight elevator car frame 200 guidingly fitted on the car frame guide rails 100. The freight elevator car frame 200 includes a chassis 210, a reinforcement frame 220, and a plurality of car frames 230 arranged in a front-to-back manner. Each car frame 230 includes two car frame columns 231 distributed left and right, a car frame lower beam 232 connected to the lower ends of the two car frame columns 231 at both ends, and a car frame upper beam 233 connected to the tops of the two car frame columns 231 at both ends; the bottom of the chassis 210 is connected to the tops of all the car frame lower beams 232; the reinforcement frame 220 is simultaneously connected to all the car frame columns 231 and is located between the car frame upper beam 233 and the chassis 210. The chassis 210 is used to combine and fix all the car frame lower beams 232 together, and then the reinforcement frame 220 is used to reinforce the car frame columns 231, thereby improving the structural stability of the entire freight elevator car frame 200, enabling the entire freight elevator to bear a higher load, and meeting the use requirements of an extra-large load freight elevator.

[0044] Furthermore, a side guardrail unit 240 is provided on each of the left and right sides of the upper part of the freight elevator car frame 200. The bottoms of the two side guardrail units 240 are respectively connected to the left and right ends of the reinforcement frame 220. The side guardrail unit 240 is provided with a guardrail avoidance groove for inserting the ends of the car frame columns 231 and the ends of the car frame upper beam 233. The end of the car frame upper beam 233 is connected to the side guardrail unit 240 within the guardrail avoidance groove, thereby completing the installation of the side guardrail unit 240. This technical solution first connects the lower end of the side guardrail unit 240 to the reinforcement frame 220, and the upper end is firmly connected to the car frame upper beam 233. This connection method ensures the comprehensive support of the side guardrail unit 240 in the vertical direction and avoids problems such as deformation and damage caused by a suspended design.

[0045] In this embodiment, the rear ends of the two side guardrail units 240 are commonly connected to a rear guardrail unit 250 corresponding to the rear side of the upper part of the freight elevator car frame 200. The two side guardrail units 240 and the rear guardrail unit 250 enclose a U-shaped structure, thereby preventing maintenance workers from falling from the rear side of the freight elevator car.

[0046] In this embodiment, the side guardrail unit 240 includes a rear guardrail 241, a plurality of front guardrail modules 242 arranged from front to rear, and a plurality of guardrail connectors 243 arranged from front to rear. The rear guardrail 241 is disposed at the upper rear side of the last car frame column 231 and is installed on the reinforcement frame 220. The rear end of the rear guardrail 241 is connected to the rear guardrail unit 250. A front guardrail module 242 is provided at the upper front side of each car frame column 231, and the bottom of the front guardrail module 242 is connected to the top of the reinforcement frame 220. The guardrail connectors 243 are installed on the top of the car frame upper beam 233. The front guardrail modules 242 adjacent to each other in the front and rear, and between the front guardrail module 242 and the rear guardrail 241 adjacent to each other in the front and rear are connected through the guardrail connectors 243 and enclose a guardrail avoidance groove. Through the above structure, the installation of the guardrail on the car top 212 is completed, and the installation stability of the guardrail on the car top 212 is effectively improved by providing the guardrail connectors 243.

[0047] In this embodiment, a ladder locking device 234 is provided at both the left and right ends of each car frame upper beam 233, and the ladder locking devices 234 at the left and right ends are arranged at different heights in the vertical direction. The ladder locking device 234 includes a ladder locking fixed seat 2341 installed on the car frame upper beam 233 and a ladder locking pin 2342 slidably installed on the ladder locking fixed seat 2341. A ladder locking cooperation structure corresponds to each of the ladder locking devices 234 at the left and right ends. The ladder locking cooperation structure includes a plurality of ladder locking seats 260 arranged from bottom to top on the car frame guide rail 100, and a fixed ladder locking hole 261 for inserting the ladder locking pin 2342 is provided on the ladder locking seat 260.

[0048] In this embodiment, the ladder locking fixed seat 2341 is provided with a locking groove 2343 for keeping the ladder locking pin 2342 inserted into the fixed ladder locking hole 261, an unlocking groove 2344 for keeping the ladder locking pin 2342 withdrawn from the fixed ladder locking hole 261, and a ladder locking switching groove 2345 with two ends respectively connected to the locking groove 2343 and the unlocking groove 2344. The locking groove 2343, the unlocking groove 2344 and the ladder locking switching groove 2345 form a ladder locking control groove in the shape of a reversed U. A ladder locking state pin 2346 extending into the ladder locking control groove is provided on the ladder locking pin 2342.

[0049] In this embodiment, a ladder locking avoidance groove 2347 for the activity of the ladder locking state pin 2346 is provided on the ladder locking fixed seat 2341, so that the ladder locking state pin 2346 can normally switch between the locking groove 2343 and the unlocking groove 2344. Specifically, the ladder locking fixed seat 2341 includes a first ladder locking part, an intermediate ladder locking part and a second ladder locking part that are sequentially connected into a U-shaped shape. The ladder locking control groove is provided on the intermediate ladder locking part. The ladder locking avoidance groove 2347 is formed by enclosing the first ladder locking part, the intermediate ladder locking part and the second ladder locking part. A first ladder locking guide hole 2348 is provided on the first ladder locking part, and a second ladder locking guide hole 2349 is provided on the second ladder locking part. The ladder locking bolt 2342 includes a ladder locking pin shaft and a ladder locking main shaft that are sequentially connected along the axis. The outer peripheral surface of the ladder locking pin shaft and the outer peripheral surface of the ladder locking main shaft are connected by an annular inclined surface. One end of the ladder locking pin shaft extends out along the guide of the second ladder locking guide hole 2349, and one end of the ladder locking main shaft extends out along the guide of the first ladder locking guide hole 2348.

[0050] As a preferred implementation manner, a ladder locking monitoring switch 2340 for monitoring whether the ladder locking bolt 2342 locks the ladder is provided on the ladder locking device 234 at the left end or / and the ladder locking device 234 at the right end. The ladder locking monitoring switch 2340 is communicatively connected to the elevator control cabinet, so that the monitoring signal of the ladder locking monitoring switch 2340 can be fed back to the elevator control cabinet, and the elevator control cabinet can lock the position of the freight elevator car.

[0051] In this embodiment, the ladder locking monitoring switch 2340 is installed on the ladder locking fixed seat 2341 by using a ladder locking monitoring seat 23401. The ladder locking monitoring switch 2340 can adjust its position relative to the ladder locking fixed seat 2341 under the action of the ladder locking monitoring seat 23401. Specifically: at least two first ladder locking screw holes arranged from left to right are provided on the ladder locking fixed seat 2341. At least two first ladder locking oblong holes adapted to the first ladder locking screw holes are provided on the ladder locking monitoring seat 23401. The length direction of the first ladder locking oblong hole extends from front to back. The first ladder locking oblong hole is penetrated by a first ladder locking bolt that is in threaded fit with the first ladder locking screw hole; at least two first ladder locking mating holes arranged from left to right are provided on the ladder locking monitoring switch 2340. At least two second ladder locking oblong holes adapted to the first ladder locking mating holes are provided on the ladder locking monitoring seat 23401. The length direction of the second ladder locking oblong hole extends from left to right. The second ladder locking oblong hole is penetrated by a second ladder locking bolt. The screw end of the second ladder locking bolt is in threaded fit with the first ladder locking mating hole or is threadedly sleeved with a first ladder locking nut after passing through the first ladder locking mating hole. Through the above structure, the ladder locking monitoring switch 2340 can be adjusted in the front, back, left and right directions to meet the use requirements of the monitoring of the ladder locking monitoring switch 2340, so that the ladder locking monitoring switch 2340 can better adapt to monitoring whether the ladder locking bolt 2342 operates.

[0052] As a preferred embodiment, there are eight car frames 230, a car wall assembly 211 is installed on the chassis 210, and a car roof 212 located below the reinforcement frame 220 is installed on the top of the car wall assembly 211. The chassis 210, the car wall assembly 211 and the car roof 212 are combined into an elevator car with a carrying space, and a car door for allowing people and goods to enter and exit the carrying space is provided on the car wall assembly 211 located at the front end of the chassis 210 and / or at the rear end of the chassis 210.

[0053] As a preferred embodiment, the bottom of all car frame upper beams 233 are commonly connected to two return rope reinforcement structures, and the two return rope reinforcement structures are respectively close to two car frame columns 231, and each return rope reinforcement structure includes two return rope reinforcement beams 235, which are fixedly connected to all car frame upper beams 233, thereby improving the stability of the combined connection between the car frame upper beams 233; a lower return rope space is formed between the two return rope reinforcement beams 235 of the same return rope reinforcement structure, and each of the lower return rope spaces is provided with at least six car frame return rope pulleys 236 respectively installed on different car frame upper beams 233, and the car frame return rope pulley 236 is installed on the bottom of the car frame upper beam 233, and the lower end of the wheel body of the car frame return rope pulley 236 partially passes over the bottom surface of the return rope reinforcement beam 235, so that the wire rope can be not interfered with by the return rope reinforcement beam 235; the above structure makes most of the car frame return rope pulley 236 hidden in the lower return rope space, reducing the chance of the car frame return rope pulley 236 being damaged by external factors.

[0054] In this embodiment, there are eight car frames 230 arranged from front to back, wherein the car frame return pulleys 236 are provided on the car frame upper beams 233 of the first, third, fourth, fifth, sixth and eighth car frames 230 from front to back.

[0055] As a preferred embodiment, each of the car frame upper beams 233 includes two car frame upper beam bodies 2331 spaced apart from each other in the front and rear directions, and the two car frame upper beam bodies 2331 are respectively connected to the front and rear sides of the car frame column 231, and an upper return rope space is formed between the two car frame upper beam bodies 2331, and the wheel body of the car frame return rope pulley 236 extends into the upper return rope space, so that the two car frame upper beam bodies 2331 protect the upper part of the car frame return rope pulley 236, thereby reducing the chance of the car frame return rope pulley 236 being damaged by external factors.

[0056] As a preferred embodiment, each of the car frame upper beams 233 also includes at least two car frame upper beam connecting plates 2332 that are simultaneously fixedly connected to the tops of the two car frame upper beam bodies 2331. At least two of the car frame upper beam connecting plates 2332 are distributed from left to right. The car frame upper beam connecting plates 2332 are located between the two car frame return rope pulleys 236 on the same car frame upper beam 233. The car frame upper beam connecting plates 2332 can connect the middle position of the two car frame upper beam bodies 2331, thereby improving the structural stability of the car frame upper beam 233 and reducing the chance of the car frame upper beam 233 being deformed by stress.

[0057] In this embodiment, the return rope reinforcement beam 235 and the car frame upper beam body 2331 are both made of car frame channel steel, and multiple car frame support plates are provided in the grooves of the return rope reinforcement beam 235 and the car frame upper beam body 2331, which are used to improve the structural strength of the return rope reinforcement beam 235 and the car frame upper beam body 2331 and ensure the stability of the return rope reinforcement beam 235 and the car frame upper beam body 2331.

[0058] In this embodiment, a pull rod seat 237 is provided on the middle part of the car frame column 231, and the front and rear ends of the pull rod seat 237 are respectively provided with a front lower oblique pull rod 2371 with the lower end inclined forward and downward and a rear lower oblique pull rod 2372 with the lower end inclined backward and downward. The upper ends of the front lower oblique pull rod 2371 and the rear lower oblique pull rod 2372 are both hinged on the pull rod seat 237, and the lower ends are both installed on the chassis 210 through a lower pull rod shaft.

[0059] The two adjacent pull rod seats 237 are commonly connected to a longitudinal support rod 2373, which is used to constrain the distance between the two adjacent car frame columns 231 and reduce the probability of deformation and bending of the middle part of the car frame columns 231.

[0060] In this embodiment, the upper front end of the pull rod seat 237 is provided with a front upper inclined rod 2374 whose upper end is inclined forward and upward. The lower end of the front upper inclined rod 2374 is hinged on the pull rod seat 237, and the upper end is installed on the reinforcement frame 220 through an upper pull rod shaft.

[0061] In this embodiment, the rear ends of at least three tie rod seats 237 are provided with rear upper inclined tie rods 2375 with their upper ends tilted backward and upward. The lower ends of the rear upper inclined tie rods 2375 are hinged to the tie rod seats 237, and the upper ends are mounted on the reinforcement frame 220 using an upper tie rod shaft.

[0062] This embodiment can effectively improve the connection strength between each car frame 230 by setting the front lower diagonal rod 2371, the rear lower diagonal rod 2372, the longitudinal support rod 2373, the front upper diagonal rod 2374 and the rear upper diagonal rod 2375, enhance the structural stability of the freight elevator frame 200, and enable the entire freight elevator to withstand a higher load, meeting the use requirements of an extra-large load freight elevator.

[0063] In this embodiment, the front lower oblique tie rod 2371, the rear lower oblique tie rod 2372, the front upper oblique tie rod 2374 and the rear upper oblique tie rod 2375 all include a tie rod body and an oblique tie screw fixed on one end of the tie rod body, a tie rod hinge hole is provided on the other end of the tie rod body, a tie rod matching hole corresponding to the tie rod hinge hole is provided on the tie rod seat 237, 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 nut; tighten the first tie rod nut After the first tie rod nut is loosened, the tie rod body cannot move; after the first tie rod nut is loosened, the tie rod body can swing to meet installation requirements. The upper and lower tie rod rotating shafts are each provided with a tie rod insertion hole. The inclined tie rod is inserted through the tie rod insertion hole and then threaded onto a second tie rod nut for securing the tie rod screw. By turning the second tie rod nut, the tension of the front lower inclined tie rod 2371, rear lower inclined tie rod 2372, front upper inclined tie rod 2374, and rear upper inclined tie rod 2375 can be adjusted. The first and second tie rod nuts are not shown in the accompanying drawings.

[0064] As a preferred embodiment, car guide shoe seats are provided at the left and right ends of the top of the car frame upper beam 233 and the left and right ends of the bottom of the car frame lower beam 232, and the car guide shoe seats are provided with elevator car guide shoes adapted to the car frame guide rails 100.

[0065] As a preferred embodiment, each car frame 230 is provided with two elevator safety clamps 500 respectively arranged on two car frame columns 231 and a safety clamp linkage mechanism 600 for linking the actions of the two elevator safety clamps 500 on the same car frame 230, the safety clamp linkage mechanism 600 includes a rotatable lifting long shaft 602 and a lifting short shaft 603; the front and rear ends of the lifting long shaft 602 and the lifting short shaft 603 are respectively equipped with a front axle seat 604 and a rear axle seat 605, the front axle seat 604 and the rear axle seat 605 are respectively fixedly mounted on the front end and the rear axle seat of the car frame lower beam 232. rear end; the front end of the lifting long shaft 602 is connected to the front end of the lifting short shaft 603 through a lifting linkage rod 610, so that the lifting long shaft 602 and the lifting short shaft 603 rotate at the same time, and the two adjacent lifting long shafts 602 are connected by a braking synchronization rod 606; the lifting long shaft 602 and the lifting short shaft 603 are both provided with a safety clamp linkage arm 607 for connecting to control the action of an elevator safety clamp 500 when they rotate; a lifting pulling arm 608 is provided on the rear end of the lifting long shaft 602, and the lifting pulling arm 608 is used to connect to the speed limiter rope of the speed limiter. The front axle seat 604 for installing the lifting long shaft 602 or / and the front axle seat 604 for lifting the short shaft 603 is in contact with a lifting limit plate 609 for limiting the position of the front axle seat 604, and the lifting limit plate 609 is installed on the lower beam 232 of the car frame with a lifting limit fixing bolt; the lifting limit plate 609 prevents the front axle seat 604 from shifting during operation, so that it can be subjected to a larger force during operation, and the front axle seat 604 can also maintain a stable position, ensuring that the lifting long shaft 602 and the lifting short shaft 603 can be linked accurately and synchronously, thereby driving the elevator safety clamp 500 to fully operate, significantly improving the stability of the safety clamp linkage mechanism 600 during operation, and ensuring the braking effect and safety of the elevator.

[0066] Furthermore, a lifting control space is provided within the lower beam 232 of the car frame. First lifting openings 2320 communicating with the lifting control space are provided at both the left and right ends of the lower beam 232. The middle portions of the lifting major axis 602 and the lifting minor axis 603 are both located within the lifting control space. One end of each of the two safety gear linkage arms 607 engages with the middle portions of the lifting major axis 602 and the lifting minor axis 603, respectively, while the other end passes through the first lifting openings 2320 and engages with the elevator safety gear 500. This structure reduces the exposure of the lifting major axis 602 and the lifting minor axis 603, thereby conserving space at the bottom of the freight elevator frame 200.

[0067] In this embodiment, the car frame lower beam 232 includes a front car frame lower beam body 2321, a rear car frame lower beam body 2322 and two column column feet 2323 distributed on the left and right, and the front and rear ends of the column column feet 2323 are respectively connected to the front car frame lower beam body 2321 and the rear car frame lower beam body 2322 and together enclose the lifting control space, the front axle seat 604 is installed on the front car frame lower beam body 2321, and the rear axle seat 605 is installed on the rear car frame lower beam body 2322; the first lifting opening 2320 is provided on the column column foot 2323.

[0068] In this embodiment, two axle hole mounting structures are provided on the lower beam 232 of the car frame and are distributed on the left and right. Each axle hole mounting structure includes a front pulling through hole provided on the front car frame lower beam body 2321 and a rear pulling through hole provided on the rear car frame lower beam body 2322. The front end of the lifting long axis 602 and the front end of the lifting short axis 603 respectively pass through the front pulling through holes of the two axle hole mounting structures and then cooperate with the front axle seat 604. The rear end of the lifting long axis 602 and the rear end of the lifting short axis 603 respectively pass through the rear pulling through holes of the two axle hole mounting structures and then cooperate with the rear axle seat 605.

[0069] In this embodiment, a front seat positioning convex ring 6041 is coaxially provided on the rear side of the front axle seat 604 to cooperate with the front pulling through hole for positioning, and a rear seat positioning convex ring 6051 is coaxially provided on the front side of the rear axle seat 605 to cooperate with the rear pulling through hole for positioning. The front seat positioning convex ring 6041 and the rear seat positioning convex ring 6051 can play a certain positioning role, further reducing the probability of displacement of the front axle seat 604 and the rear axle seat 605.

[0070] In this embodiment, a column mounting groove is enclosed between the left end of the front car frame lower beam 2321, the left end of the rear car frame lower beam 2322, and the column foot 2323 at the left end, and between the right end of the front car frame lower beam 2321, the right end of the rear car frame lower beam 2322, and the column foot 2323 at the right end. The lower portion of the car frame column 231 is at least partially embedded in the column mounting groove. Furthermore, the elevator safety clamp 500 is installed in the car frame column groove of the car frame column 231 facing away from the chassis 210. The car frame column 231 is provided with a second lifting opening corresponding to the first lifting opening 2320, so that the other end of the safety clamp linkage arm 607 can pass through the second lifting opening to engage with the elevator safety clamp 500.

[0071] Furthermore, the front car frame lower beam 2321 and the rear car frame lower beam 2322 are both made of channel steel, the front axle seat 604 is installed in the car frame lower groove of the front car frame lower beam 2321, and the rear axle seat 605 is installed in the car frame lower groove of the rear car frame lower beam 2322.

[0072] In this embodiment, the lifting limit plate 609 is provided with a lifting limit groove 6091 for the front axle seat 604 to be inserted and positioned. The lifting limit groove 6091 is U-shaped, and the outer contour of the front axle seat 604 is circular. The lifting limit groove 6091 includes a rectangular groove and a semicircular groove. One end of the rectangular groove passes through the lifting limit plate 609, and the other end is connected to the semicircular groove. The arc surface of the semicircular groove is adapted to at least part of the outer circumference of the front axle seat 604, thereby playing a positioning role.

[0073] In this embodiment, at least two lifting-limiting oblong holes 6092 are provided on the lifting-limiting plate 609, and the length direction of the lifting-limiting oblong holes 6092 extends longitudinally. The lower beam 232 of the car frame is provided with lifting-limiting screw holes with the same number as the lifting-limiting oblong holes 6092, and the lifting-limiting oblong holes 6092 are threadedly inserted into the lifting-limiting bolts in the lifting-limiting screw holes.

[0074] As a preferred embodiment, the lifting linkage rod 610 includes a left support rod 6101, a right support rod 6102 and a support rod long nut 6103, the left support rod 6101 includes a left hinge seat located at one end thereof and a left screw segment located at the other end thereof, and the left hinge seat is transmission-connected to the lifting long shaft 602; the right support rod 6102 includes a right hinge seat located at one end thereof and a right screw segment located at the other end thereof, and the right hinge seat is transmission-connected to the lifting short shaft 603; the two ends of the support rod long nut 6103 are respectively provided with a first screw hole and a second screw hole extending along the axial direction, the screw thread rotation direction of the first screw hole is opposite to the screw thread rotation direction of the second screw hole, at least part of the thread of the left screw segment is adapted to the first screw hole, and at least part of the thread of the right screw segment is adapted to the second screw hole. The length of the lifting linkage rod 610 can be quickly adjusted by rotating the support rod long nut 6103 without disconnecting the connection with other components, which simplifies the operation steps, reduces the difficulty of adjustment, improves the adjustment efficiency, and reduces the time cost; and there is no need to change the connection method between the lifting linkage rod 610 and other components during the adjustment process, ensuring the overall stability and reliability of the equipment.

[0075] As a preferred embodiment, a left rocker arm 6021 is fixedly installed on the front end of the lifting long shaft 602, which rotates synchronously therewith, and the end of the left rocker arm 6021 away from the lifting long shaft 602 is hinged to the left hinge seat; a right rocker arm 6031 is fixedly installed on the front end of the lifting short shaft 603, which rotates synchronously therewith, and the end of the right rocker arm 6031 away from the lifting short shaft 603 is hinged to the right hinge seat, so that when the lifting long shaft 602 rotates, the lifting short shaft 603 can be driven to rotate synchronously under the action of the left rocker arm 6021, the lifting linkage rod 610 and the right rocker arm 6031.

[0076] As a preferred embodiment, the safety clamp linkage arm 607 is provided with two clamp block connecting parts 6071 symmetrically arranged front and back, and the two clamp block connecting parts 6071 are respectively connected and cooperated with the two clamp blocks of the elevator safety clamp 500, so that when the safety clamp linkage arm 607 is actuated, the two clamp blocks of the elevator safety clamp 500 can be linked to move, thereby realizing emergency braking.

[0077] In this embodiment, the clamp block connecting part 6071 is provided with a safety clamp linkage oblong hole, and the clamp block of the elevator safety clamp 500 is provided with a clamp block linkage part for inserting into the safety clamp linkage oblong hole. When the clamp block connecting part 6071 is actuated, it can link the clamp block linkage part to drive the clamp block of the elevator safety clamp 500 to actuate.

[0078] In this embodiment, a support rod reset seat 6011 is mounted on the lower beam 232 of the car frame. The support rod reset seat 6011 is provided with a support rod reset through hole for the left support rod 6101 to pass through. A support rod reset spring 6012 is mounted on the left support rod 6101. A support rod reset nut 6013 is threadedly engaged with the left screw segment. The two ends of the support rod reset spring 6012 are respectively restrained by the support rod reset seat 6011 and the support rod reset nut 6013. After the lifting linkage rod 610 is actuated, the support rod reset spring 6012 drives the lifting linkage rod 610 to reset.

[0079] As a preferred embodiment, the counterweight structure includes three counterweight modules arranged from front to back, each of the counterweight modules includes four counterweight frames distributed vertically and horizontally and connected together, and the counterweight frames each include a counterweight upper beam 301, a counterweight lower beam 302, a front counterweight column 303 and a rear counterweight column 304. The counterweight upper beam 301 and the counterweight lower beam 302 are arranged in sequence from top to bottom, and the front and rear ends are fixedly connected to the front counterweight column 303 and the rear counterweight column 304 respectively.

[0080] At the upper part of each counterweight frame, there is a counterweight wheel space. Inside the counterweight wheel space, there is a counterweight reeving pulley 305, two side counterweight rope guards 306 respectively corresponding to the front and rear sides of the counterweight reeving pulley 305, and a lower counterweight rope guard 307 corresponding to the lower side of the counterweight reeving pulley 305. The counterweight reeving pulley 305 and the side counterweight rope guards 306 are both installed on the bottom of the counterweight upper beam 301. On the left and right sides of the counterweight frame, there is a counterweight middle beam 308 located below the counterweight reeving pulley 305. The front and rear ends of the counterweight middle beam 308 are respectively fixedly connected to two front counterweight columns 303 and rear counterweight columns 304 by bolt connection; the lower counterweight rope guard 307 is located between the two counterweight middle beams 308. The lower counterweight rope guard 307 includes an inner rope guard support plate 3071 and a left rope guard vertical plate 3072, a rope guard flat plate 3073 and a right rope guard vertical plate 3074 that are sequentially connected into a U-shaped. The rope guard flat plate 3073 corresponds to directly below the counterweight reeving pulley 305 and is used for blocking the rope; the inner rope guard support plate 3071 is located within the enclosed circle formed by the left rope guard vertical plate 3072, the rope guard flat plate 3073 and the right rope guard vertical plate 3074. The inner rope guard support plate 3071 is fixedly connected to the left rope guard vertical plate 3072, the rope guard flat plate �073 and the right rope guard vertical plate 3074 at the same time. The left rope guard vertical plate 3072 and the right rope guard vertical plate 3074 are respectively connected to the two counterweight middle beams 308, so that the lower counterweight rope guard 307 can prevent the traction rope from slipping off the counterweight reeving pulley 305 while strengthening the stability between the two counterweight middle beams 308. The above technical solution effectively prevents the rope guard flat plate 3073 from bending and deforming when collided by the steel wire rope through the supporting effect of the inner rope guard support plate 3071, ensuring that the rope guard can effectively block the steel wire rope from slipping off the counterweight reeving pulley 305; moreover, the combination of the U-shaped design and the inner rope guard support plate 3071, as well as the direct connection of the counterweight middle beam 308, significantly improves the structural strength and durability of the entire lower counterweight rope guard 307, thereby stably reducing the abnormal movement of the steel wire rope and contributing to maintaining the smooth operation of the traction machine.

[0081] In this embodiment, at least two vertical long round holes for rope guard 307 were provided on both the left rope guard vertical plate 3072 and the right rope guard vertical plate 3074. The length direction of the vertical long round holes for rope guard 307 extends along the vertical direction. Rope guard locking bolts threadedly connected to the counterweight middle beam 308 are inserted into the vertical long round holes for rope guard 307. After loosening the rope guard locking bolts, the position of the lower counterweight rope guard 307 can be moved up and down to facilitate better rope guarding.

[0082] As a preferred embodiment, in the same counterweight module, the rear counterweight column 304 of the front counterweight frame and the front counterweight column 303 of the rear counterweight frame are connected tightly with splicing bolts, and the counterweight lower beam 302 of the left counterweight frame and the counterweight lower beam 302 of the right counterweight frame are connected in combination with a first connecting beam 30; so that the four counterweight frames of each counterweight module are combined and fixed together. Each counterweight module of the present invention includes four counterweight frames, and the counterweight frames are detachably connected together, so that each counterweight frame can be individually packed and transported, and then assembled on site. Compared with the traditional counterweight structure, the above-mentioned counterweight structure greatly improves the convenience and flexibility of the packing, transportation, and installation of the counterweight structure, and greatly reduces the assembly cost and transportation cost.

[0083] As a preferred embodiment, the counterweight frame further includes at least two intermediate columns 309 arranged from front to back between the front counterweight columns 303 and the rear counterweight columns 304. The inner side of the counterweight center beam 308 is bolted to the upper end of the intermediate columns 309, and the counterweight wheel space is formed between the upper end of the intermediate columns 309 and the counterweight upper beam 301. The connection between the counterweight center beam 308, the front counterweight columns 303, the rear counterweight columns 304, and the intermediate columns 309 effectively ensures the stability of the connection between them, thereby achieving the purpose of improving the structural strength of the counterweight frame.

[0084] Furthermore, counterweight installation spaces are formed between the front counterweight column 303 and the middle column 309, between the rear counterweight column 304 and the middle column 309, and between the two adjacent middle columns 309 in front and behind. A counterweight array 3010 is installed in each counterweight installation space. The bottom of the counterweight array 3010 is supported by the top of the counterweight lower beam 302, and the top is provided with at least one counterweight fixing device 3020 located below the counterweight middle beam 308 for pressing and fixing. The counterweight fixing device 3020 is connected to the front counterweight column 303 and the rear counterweight column 304 and is located below the counterweight middle beam 308, thereby realizing the installation of the counterweight array 3010.

[0085] Furthermore, each counterweight array 3010 includes a plurality of counterweight blocks stacked from top to bottom within a counterweight installation space. Counterweight positioning grooves are provided at both the front and rear ends of the counterweight installation space, and positioning protrusions are provided at both the front and rear ends of the counterweight blocks, respectively positioned and mated within the two counterweight positioning grooves. Specifically, two left-to-right distributed counterweight limiting portions are provided at both the front and rear ends of the counterweight installation space. The counterweight limiting portions are formed by protrusions on the front counterweight column 303, the rear counterweight column 304, and the middle column 309. The two corresponding left and right counterweight limiting portions form the counterweight positioning grooves into which the positioning protrusions are inserted and positioned. The front and rear ends of the counterweight fixing device 3020 are respectively connected to the two adjacent front and rear counterweight limiting portions.

[0086] As a preferred embodiment, the counterweight upper beam 301 includes two counterweight upper beam halves 3011 distributed on the left and right, and the upper ends of the front counterweight column 303 and the rear counterweight column 304 are both located between the two counterweight upper beam halves 3011; the front and rear ends of the counterweight upper beam halves 3011 are fixedly connected to the upper ends of the front counterweight column 303 and the rear counterweight column 304 by bolt connection, and a counterweight wheel avoidance space is formed between the two counterweight upper beam halves 3011.

[0087] In this embodiment, the side counterweight rope stop member 306 is made of angle steel, which is easy to process and has high structural strength. The front and rear ends of the side counterweight rope stop member 306 are respectively connected to the bottom of the two counterweight upper beam halves 3011 using rope stop bolt assemblies, so that the side counterweight rope stop member 306 can prevent the traction rope from slipping off the return rope pulley 305 while strengthening the connection stability of the two counterweight upper beam halves 3011. Furthermore, the side counterweight rope blocking member 306 is provided with two side rope blocking long circular holes 3061 corresponding to the two counterweight upper beam halves 3011 respectively, and the length direction of the side rope blocking longitudinal holes extends longitudinally, and the counterweight upper beam half 3011 is provided with side rope blocking transverse long circular holes 3012 corresponding to the side rope blocking long circular holes 3061, and the length direction of the side rope blocking longitudinal long circular holes extends transversely, and the corresponding side rope blocking longitudinal long circular holes and side rope blocking transverse long circular holes are jointly interspersed with a rope blocking bolt assembly, and the rope blocking bolt assembly consists of a nut and bolt. After loosening the nut, the position of the side counterweight rope blocking member 306 can be moved forward, backward, left and right, so that the side counterweight rope blocking member 306 can better block the rope.

[0088] In this embodiment, the top and bottom of the front counterweight column 303 and the rear counterweight column 304 are provided with counterweight mounting plates. The upper counterweight mounting plate is fixedly connected to the two counterweight upper beam halves 3011 of the same counterweight upper beam 301 by means of bolt connection, and the lower counterweight mounting plate is fixedly connected to the two counterweight lower beam halves 3021 of the same counterweight lower beam 302 by means of bolt connection, so as to improve the installation quality of the counterweight upper beam halves 3011 and the counterweight lower beam halves 3021. A counterweight guide shoe for cooperating with the counterweight guide rail is installed on each counterweight mounting plate.

[0089] As a preferred embodiment, the machine room traction frame 400 includes a base structure and a load-bearing structure, wherein the base structure includes a first machine room base 401, a second machine room base 402 and a third machine room base 403 arranged from front to back, and the load-bearing structure includes a first longitudinal car beam 404, a second longitudinal car beam 405, a first longitudinal counterweight beam 406 and a second longitudinal counterweight beam 407 arranged from left to right and connected to the top of the first machine room base 401, the second machine room base 402 and the third machine room base 403 at the bottom, and the left end top of the first machine room base 401 is provided with a traction machine base 4011 and The counterweight rope head assembly 4012 has a transverse guide sheave 4013 at its bottom. The traction machine base 4011 is located at the front end of the second longitudinal car beam 405 and the first longitudinal counterweight beam 406. The traction machine base 4011 is provided with a traction main unit 4014, and the traction main unit 4014 is provided with a traction sheave 4015 driven by the traction main unit 4014 for rotation. The rotation axis of the transverse guide sheave 4013 and the rotation axis of the traction sheave 4015 are arranged parallel to each other. The counterweight rope head assembly 4012 corresponds to the front end of the second longitudinal counterweight beam 407, and the car rope head assembly 4051 is provided at the top of the rear end of the second longitudinal car beam 405.

[0090] The first longitudinal car beam 404 is provided with six first longitudinal car fixed rope pulleys 4041 distributed from front to back; the second longitudinal car beam 405 is provided with four second longitudinal car fixed rope pulleys 4052 distributed from front to back; the first longitudinal counterweight beam 406 and the second longitudinal counterweight beam 407 are both provided with four longitudinal counterweight fixed rope pulleys 4067 distributed from front to back; the rear end top of the first longitudinal counterweight beam 406 and the rear end top of the second longitudinal counterweight beam 407 are commonly connected to the counterweight top frame 408 A transverse counterweight fixed rope pulley 4081 is provided on the counterweight top frame 408, and the rotation axis of the longitudinal counterweight fixed rope pulley 4067 and the rotation axis of the transverse counterweight fixed rope pulley 4081, as well as the rotation axis of the longitudinal counterweight fixed rope pulley 4067 and the rotation axis of the transverse guide rope pulley 4013 are all arranged perpendicular to each other, and the rotation axis of the first longitudinal car fixed rope pulley 4041 and the rotation axis of the first longitudinal car fixed rope pulley 4041 are both arranged parallel to the rotation axis of the longitudinal counterweight fixed rope pulley 4067.

[0091] The above structure first combines and fixes the base structure and the load-bearing structure together to form the machine room traction frame 400, effectively ensuring the structural stability of the machine room traction frame 400, so that the machine room traction machine can withstand a larger load, and the machine room traction frame 400 effectively meets the operation and use requirements of the super-large load freight elevator; and the transverse guide pulley 4013, traction sheave 4015, counterweight rope head assembly 4012, car rope head assembly 4051, first longitudinal car fixed rope sheave 4041, second longitudinal car fixed rope sheave 4052, longitudinal counterweight fixed rope sheave 4067 and transverse counterweight fixed rope sheave 4081 together form a drive layout with a traction ratio of 12:1, thereby meeting the traction requirements of the re-entry rope sheave 305 and the car return rope sheave.

[0092] 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. A super-large load 12:1 freight elevator, comprising a plurality of car frame guide rails (100) and a freight elevator frame (200) guided and engaged on the car frame guide rails (100), wherein the freight elevator frame (200) comprises a chassis (210), a reinforcement frame (220) and at least six car frames (230) arranged from front to back, each freight elevator car frame (230) comprising two car frame columns (231) distributed on the left and right, a car frame lower beam (232) connected to the lower ends of the two car frame columns (231) at both ends, and a car frame upper beam (233) connected to the tops of the two car frame columns (231) at both ends; The bottom of the chassis (210) is connected to the tops of all the car frame lower beams (232); the reinforcement frame (220) is simultaneously connected to all the car frame columns (231) and is located between the car frame upper beam (233) and the chassis (210); the characteristics are: A side guardrail unit (240) is provided on both left and right sides of the upper portion of the freight elevator frame (200), and the bottoms of the two side guardrail units (240) are respectively connected to the left and right ends of the reinforcement frame (220). The side guardrail units (240) are provided with guardrail avoidance grooves for inserting the ends of the car frame columns (231) and the ends of the car frame upper beams (233), and the ends of the car frame upper beams (233) are connected to the side guardrail units (240) in the guardrail avoidance grooves.

2. The super-large load 12:1 freight elevator according to claim 1, characterized in that: The rear ends of the two side guardrail units (240) are commonly connected to a rear guardrail unit (250) corresponding to the upper rear side of the freight elevator frame (200).

3. The super-large load 12:1 freight elevator according to claim 1, characterized in that: The side guardrail unit (240) includes a rear guardrail (241), a plurality of front guardrail modules (242) arranged from front to back, and a plurality of guardrail connecting seats (243) arranged from front to back. The rear guardrail (241) is arranged on the rear side of the upper end of the rearmost car frame column (231) and is installed on the reinforcement frame (220). The rear end of the rear guardrail (241) is connected to the rear guardrail unit (250); the upper end of each car frame column (231) is connected to the rear guardrail unit (250). A front guardrail module (242) is provided at the front end, and the bottom of the front guardrail module (242) is connected to the top of the reinforcement frame (220); the guardrail connecting seat (243) is installed on the top of the car frame upper beam (233); the two front guardrail modules (242) adjacent to each other and the front guardrail modules (242) and the rear guardrail (241) adjacent to each other are connected by the guardrail connecting seat (243) and enclosed to form a guardrail avoidance groove.

4. The super-large load 12:1 freight elevator according to claim 1, characterized in that: A ladder locking device (234) is provided on both left and right ends of each car frame upper beam (233), wherein the ladder locking device (234) comprises a ladder locking fixing seat (2341) mounted on the car frame upper beam (233) and a ladder locking latch (2342) slidably mounted on the ladder locking fixing seat (2341); The ladder locking devices (234) at the left and right ends each correspond to a ladder locking matching structure, wherein the ladder locking matching structure comprises a plurality of ladder locking seats (260) arranged from bottom to top on the car frame guide rail (100), and the ladder locking seats (260) are provided with fixed ladder locking holes (261) for inserting ladder locking pins (2342).

5. The super-large load 12:1 freight elevator according to claim 4, characterized in that: A ladder locking monitoring switch (2340) for monitoring whether the ladder locking pin (2342) locks the ladder is provided on the ladder locking device (234) at the left end or / and the ladder locking device (234) at the right end.

6. The super-large load 12:1 freight elevator according to claim 4, characterized in that: On the ladder locking fixing seat (2341), there are a locking groove (2343) for keeping the ladder locking pin (2342) inserted into the fixed ladder locking hole (261), an unlocking groove (2344) for keeping the ladder locking pin (2342) withdrawn from the fixed ladder locking hole (261), and a ladder locking switching groove (2345) with two ends respectively connected to the locking groove (2343) and the unlocking groove (2344). The locking groove (2343), the unlocking groove (2344) and the ladder locking switching groove (2345) form a ladder locking control groove in the shape of 冂. A ladder locking state pin (2346) extending into the ladder locking control groove is provided on the ladder locking pin (2342).

7. The super-large load 12:1 freight elevator according to claim 6, characterized in that: A ladder locking avoidance groove (2347) for the movement of the ladder locking state pin (2346) is provided on the ladder locking fixing seat (2341).

8. The super-large load-carrying 12:1 freight elevator according to claim 7, characterized in that: The ladder locking fixing seat (2341) includes a first ladder locking part, a middle ladder locking part and a second ladder locking part connected in sequence to form a 冂 shape. The ladder locking control groove is provided on the middle ladder locking part. The ladder locking avoidance groove (2347) is formed by enclosing of the first ladder locking part, the middle ladder locking part and the second ladder locking part. A first ladder locking guide hole (2348) is provided on the first ladder locking part, and a second ladder locking guide hole (2349) is provided on the second ladder locking part. The ladder locking pin (2342) includes a ladder locking pin shaft and a ladder locking main shaft connected in sequence along the axial direction. The outer peripheral surface of the ladder locking pin shaft and the outer peripheral surface of the ladder locking main shaft are connected by an annular inclined surface.

9. The super-large load-carrying 12:1 freight elevator according to claim 5, characterized in that: The ladder locking monitoring switch (2340) is mounted on the ladder locking fixing seat (2341) by using a ladder locking monitoring seat (23401). Under the action of the ladder locking monitoring seat (23401), the ladder locking monitoring switch (2340) can adjust its position relative to the ladder locking fixing seat (2341).

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