Traction driving mechanism for large-tonnage cargo carrying energy-saving elevator

Abstract

The traction driving mechanism for the large-tonnage cargo carrying energy-saving elevator comprises a traction machine base, a counterweight device and a lift car which are located in an elevator shaft, a traction machine, a rope hitch plate and a first diversion sheave are connected to the traction machine base, and a second diversion sheave is arranged at the top of the lift car. The rope hitch plate, the traction machine, the first diversion sheave and the second diversion sheaves are connected with one another through steel wire ropes, the outer portion of the lift car is connected with a main car frame and two auxiliary car frames, the two auxiliary car frames are symmetrically arranged on the left side and the right side of the main car frame, and the top of each auxiliary car frame is connected with the two second diversion sheaves side by side. The traction machine base comprises a first supporting frame and a second supporting frame which are arranged side by side in the depth direction of the lift car, and the two sides of the first supporting frame and the two sides of the second supporting frame are connected through a third supporting frame and a fourth supporting frame correspondingly. The working stability of the elevator traction mechanism can be improved.

Description

Technical Field

[0001] This utility model relates to an elevator traction mechanism, and more particularly to a traction drive mechanism for a large-tonnage energy-saving freight elevator. Background Technology

[0002] To ensure stable transport of large-tonnage freight elevators, current manufacturers employ an 8:1 suspension ratio traction mechanism to drive and lift the car, as shown in patent 202010983691.7. This involves symmetrically installing four drive wheels on the auxiliary car frames on both sides of the car and corresponding anti-roll sheaves at the top of the elevator shaft. This allows for synchronous traction on both sides of the car, mitigating tilting and vibration issues caused by a shift in the car's center of gravity. Furthermore, it effectively reduces the power required by the traction machine, achieving energy savings. However, the 8:1 suspension ratio traction mechanism necessitates the installation of more anti-roll sheaves on the traction machine base at the top of the shaft, making it difficult for designers to strategically position these sheaves to ensure the stability of the traction mechanism.

[0003] Secondly, due to the large number of drive wheels on the car and anti-cord sheaves on the traction machine base, manufacturers cannot simply arrange the drive wheels and anti-cord sheaves in any one direction during the design phase. Instead, they need to adjust the layout to minimize the occupancy of the traction mechanism along its length, thereby improving the space utilization of the elevator shaft. However, this method requires the wire rope to be constantly changed direction during its routing, increasing the possibility of wire rope deviation, friction, and detachment. Therefore, designers must also consider the routing efficiency of the wire rope during the layout phase, i.e., reducing the number of times the wire rope changes direction and the magnitude of deviation during each change of direction.

[0004] Therefore, a large-tonnage elevator traction drive mechanism with good operational stability is needed. Utility Model Content

[0005] The purpose of this invention is to provide a traction drive mechanism for a large-tonnage, energy-saving freight elevator. It improves the operational stability of the elevator traction mechanism.

[0006] The technical solution of this utility model: a traction drive mechanism for a large-tonnage energy-saving freight elevator, comprising a traction machine base, a counterweight device, and a car located in the elevator shaft. The traction machine base is connected to a traction machine, a rope end plate, and a first counter-rotating sheave. A second counter-rotating sheave is located on the top of the car. The rope end plate, traction machine, first counter-rotating sheave, and second counter-rotating sheave are interconnected by steel wire ropes. A main car frame and an auxiliary car frame are connected to the outside of the car. Two auxiliary car frames are symmetrically arranged on the left and right sides of the main car frame. Each auxiliary car frame has two parallel second counter-rotating sheaves connected to its top. The traction machine base includes a first support frame and a second support frame arranged side by side along the depth direction of the car. The two sides of the first support frame and the second support frame are connected to each other via a third support frame and a fourth support frame, respectively. The first counterweight sheave includes a counterweight counterweight sheave, a car counterweight sheave, and a steering counterweight sheave. There are multiple counterweight counterweight sheaves arranged side by side on the third support frame. There are four car counterweight sheaves arranged symmetrically on the first support frame and the second support frame. There are three counterweight counterweight sheaves arranged at the front and rear ends of the fourth support frame and at the end of the second support frame closest to the third support frame, respectively.

[0007] In the aforementioned traction drive mechanism for large-tonnage energy-saving freight elevators, there are two rope head plates, which are respectively installed on the first support frame and the third support frame.

[0008] In the aforementioned traction drive mechanism for large-tonnage energy-saving freight elevators, a third anti-rope pulley is connected to the counterweight device. One end of the wire rope is connected to the rope end plate on the third support frame, and the other end of the rope end plate passes through the first anti-rope pulley, the second anti-rope pulley, and the third anti-rope pulley in sequence, passing through the counterweight device, the traction machine, and the car before connecting to the rope end plate on the first support frame.

[0009] In the aforementioned traction drive mechanism for large-tonnage energy-saving freight elevators, the first support frame, the second support frame, the third support frame, and the fourth support frame have the same structure, each including two I-beams arranged side by side, and the two I-beams are connected to each other by a limiting rod.

[0010] In the aforementioned traction drive mechanism for a large-tonnage energy-saving freight elevator, both the main car frame and the auxiliary car frame are rectangular frames that form an installation cavity between them and the top of the car. The main car frame and the auxiliary car frame are connected to each other by crossbeam assemblies. There are two crossbeam assemblies, which are symmetrically arranged on the left and right sides of the main car frame and the auxiliary car frame. The ends of the two crossbeam assemblies extend to the outside of the auxiliary car frame and are connected to guardrails. The crossbeam assembly includes a first crossbeam and a second crossbeam that are spaced vertically along the height direction. The first crossbeam and the second crossbeam are connected to each other by a first guardrail. There are multiple first guardrails that are spaced along the length direction of the crossbeam assembly.

[0011] In the aforementioned traction drive mechanism for a large-tonnage energy-saving freight elevator, the guardrail includes two horizontal bars arranged at an interval between the top and bottom. Both horizontal bars are C-shaped. The two horizontal bars are connected to each other by a plurality of second guardrail plates arranged at intervals. The ends of the guardrail are detachably connected to the first and second horizontal beams, respectively.

[0012] In the aforementioned traction drive mechanism for large-tonnage energy-saving freight elevators, the end of the guardrail is connected to the first or second crossbeam via a transition plate. One end of the transition plate is bolted to the second guardrail plate located at the end of the guardrail, and the other end of the transition plate is bolted to the first or second crossbeam.

[0013] In the aforementioned traction drive mechanism for a large-tonnage energy-saving freight elevator, several tie rods are distributed on both sides of the car. The tie rods are located on the left and right sides of the main car frame and the auxiliary car frame respectively along the depth direction of the car. The lower end of the tie rod is detachably connected to the side wall of the car, and the upper end of the tie rod is detachably connected to the main car frame or the auxiliary car frame.

[0014] In the aforementioned traction drive mechanism for large-tonnage energy-saving freight elevators, symmetrical elevator guide shoes are provided on both the top and bottom sides of the main car frame and the auxiliary car frame.

[0015] Compared with the prior art, this utility model has the following characteristics:

[0016] (1) By coordinating the structure of the first anti-corrosion pulley, the second anti-corrosion pulley, and the traction machine base, this utility model enables each anti-corrosion pulley to be circumferentially distributed in the elevator shaft, and the wire rope can achieve its traction function by changing direction only three times. This improves the utilization rate of the shaft space and reduces the possibility of wire rope deviation and friction. On this basis, by setting the turning anti-corrosion pulley, it can also guide the wire rope, that is, reduce the tilt amplitude of the wire rope when changing direction, and further improve the working stability and service life of the wire rope.

[0017] (2) By defining the structure of the first support frame, the second support frame, the third support frame and the fourth support frame, the installation stability of each anti-rope wheel can be improved and the assembly of the workers can be facilitated.

[0018] (3) By limiting the structure of the crossbeam assembly, the crossbeam assembly can serve as a connecting beam between the main car frame and the auxiliary car frame after installation. This improves the structural stability of the elevator car frame while reinforcing the first and second crossbeams with the main and auxiliary car frames, preventing the first and second crossbeams from being deformed and damaged under stress. On the other hand, the first crossbeam, the second crossbeam and the first guardrail can work together to achieve the interception function, that is, replace the traditional guardrail structure to protect the top sides of the car. On this basis, the guardrail can protect the gap between the crossbeam assemblies on both sides, improving the safety of this utility model and facilitating the assembly by the operators.

[0019] (4) Through the structural cooperation of the guardrail and the transition plate, the first and second crossbeams can be used as the connecting parts between the elevator car frame and the guardrail, thereby improving the strength of the guardrail and connection and facilitating the installation of the guardrail by the operators.

[0020] Therefore, this invention can improve the working stability of the elevator traction mechanism. Attached Figure Description

[0021] Figure 1 This is a top view of the traction machine base;

[0022] Figure 2 This is a top view of the elevator car;

[0023] Figure 3 This is a schematic diagram of the connection of the steel wire rope after it has been unfolded.

[0024] Figure 4 This is a schematic diagram of the car structure in Example 2;

[0025] Figure 5 This is a schematic diagram showing the connection between the auxiliary car frame and the guardrail in Example 2;

[0026] Figure 6 This is a schematic diagram of the connection between the auxiliary car frame and the guardrail in Example 3.

[0027] The labels in the attached diagram are as follows: 1-Traction machine base, 2-Counterweight device, 3-Car, 4-Traction machine, 5-Rope head plate, 6-Second anti-cord sheave, 7-Wire rope, 8-Main car frame, 9-Auxiliary car frame, 10-First support frame, 11-Second support frame, 12-Third support frame, 13-Fourth support frame, 14-Counterweight anti-cord sheave, 15-Car anti-cord sheave, 16-Steering anti-cord sheave, 17-Third anti-cord sheave, 18-Limiting rod, 19-Guardrail, 20-First crossbeam, 21-Second crossbeam, 22-First guardrail plate, 23-Tie rod, 24-Elevator guide shoe, 25-Temporary guard plate, 26-Connecting rod, 27-Long slot, 191-Horizontal rail, 192-Second guardrail plate, 193-Transfer plate. Detailed Implementation

[0028] The present invention will be further described below with reference to the accompanying drawings and embodiments, but this should not be construed as limiting the present invention.

[0029] Example 1. Traction drive mechanism for large-tonnage energy-saving freight elevator, configured as follows: Figure 1-3 As shown, the elevator includes a traction machine base 1, a counterweight device 2, and a car 3, all located within the elevator shaft. The traction machine base 1 is connected to a traction machine 4, a rope end plate 5, and a first counter-rotating sheave. A second counter-rotating sheave 6 is located on the top of the car 3. The rope end plate 5, traction machine 4, first counter-rotating sheave, and second counter-rotating sheave 6 are interconnected by steel wire ropes 7. The exterior of the car 3 is connected to a main car frame 8 and an auxiliary car frame 9. There are two auxiliary car frames 9, symmetrically arranged on the left and right sides of the main car frame 8. Each auxiliary car frame 9 has two second counter-rotating sheaves 6 connected side-by-side on its top, spaced apart along the width of the car 3. The traction machine base 1 includes a first support frame 10 and a second support frame arranged side-by-side along the depth of the car 3. 11. The two sides of the first support frame 10 and the second support frame 11 are connected to each other via the third support frame 12 and the fourth support frame 13, respectively. The first anti-rope pulley includes a counterweight anti-rope pulley 14, a car anti-rope pulley 15 and a steering anti-rope pulley 16. There are three counterweight anti-rope pulleys 14, which are arranged side by side on the third support frame 12 directly above the counterweight device 2. There are four car anti-rope pulleys 15, which are symmetrically arranged on the first support frame 10 and the second support frame 11. The traction machine 4 and the car anti-rope pulleys 15 are staggered left and right along the length direction of the first support frame 10. There are three counterweight anti-rope pulleys 14, which are respectively arranged at the front and rear ends of the fourth support frame 13 and the end of the second support frame 11 near the third support frame 12.

[0030] The number of rope end plates 5 is two, and they are respectively installed on the first support frame 10 and the third support frame 12. The rope end plate 5 on the first support frame 10 is located on the side of the counterweight anti-rope sheave 14 away from the second support frame 11, and the rope end plate 5 on the third support frame 12 is located on the side of the car anti-rope sheave 15 away from the fourth support frame 13.

[0031] The counterweight device 2 is connected to four third anti-rope pulleys 17. One end of the wire rope 7 is connected to the rope end plate 5 on the third support frame 12. The other end of the rope end plate 5 passes through the first anti-rope pulley, the second anti-rope pulley 6 and the third anti-rope pulley 17 in sequence, passes through the counterweight device 2, the traction machine 4 and the car 3 and then connects to the rope end plate 5 on the first support frame 10.

[0032] The first support frame 10, the second support frame 11, the third support frame 12 and the fourth support frame 13 have the same structure. They all include two I-beams arranged side by side. The two I-beams are connected to each other by a limiting rod 18. The two ends of the limiting rod 18 are bolted to the two I-beams. Both the I-beams and the limiting rod 18 are provided with elongated holes for the bolts to pass through. The elongated holes on the I-beams and the limiting rod 18 are arranged perpendicular to each other.

[0033] This embodiment utilizes the structural cooperation of the first anti-corrosion pulley, the second anti-corrosion pulley 6, and the third anti-corrosion pulley 17 to stably drive the car 3 at an 8:1 suspension ratio, ensuring its operational stability. Furthermore, by limiting the position of the anti-corrosion pulley, the utilization rate of the hoistway space is improved, reducing the length requirements of the hoistway for the traction mechanism. Simultaneously, the number of reversals of the wire rope 7 during its routing is reduced, requiring only three reversals to achieve the traction drive function, thereby alleviating the tilting and wear problem caused by reversals. Moreover, the steering anti-corrosion pulley 16 can guide and limit the wire rope 7 during reversals, reducing the tilt amplitude of each wire rope 7 during reversals, thus improving the operational stability and service life of the wire rope 7.

[0034] Example 2. Traction drive mechanism for large-tonnage energy-saving freight elevator, configured as follows: Figure 1-5 As shown, the elevator includes a traction machine base 1, a counterweight device 2, and a car 3, all located within the elevator shaft. The traction machine base 1 is connected to a traction machine 4, a rope end plate 5, and a first counter-rotating sheave. A second counter-rotating sheave 6 is located on the top of the car 3. The rope end plate 5, traction machine 4, first counter-rotating sheave, and second counter-rotating sheave 6 are interconnected by steel wire ropes 7. The exterior of the car 3 is connected to a main car frame 8 and an auxiliary car frame 9. There are two auxiliary car frames 9, symmetrically arranged on the left and right sides of the main car frame 8. Each auxiliary car frame 9 has two second counter-rotating sheaves 6 connected side-by-side on its top, spaced apart along the width of the car 3. The traction machine base 1 includes a first support frame 10 and a second support frame arranged side-by-side along the depth of the car 3. 11. The two sides of the first support frame 10 and the second support frame 11 are connected to each other via the third support frame 12 and the fourth support frame 13, respectively. The first anti-rope pulley includes a counterweight anti-rope pulley 14, a car anti-rope pulley 15 and a steering anti-rope pulley 16. There are three counterweight anti-rope pulleys 14, which are arranged side by side on the third support frame 12 directly above the counterweight device 2. There are four car anti-rope pulleys 15, which are symmetrically arranged on the first support frame 10 and the second support frame 11. The traction machine 4 and the car anti-rope pulleys 15 are staggered left and right along the length direction of the first support frame 10. There are three counterweight anti-rope pulleys 14, which are respectively arranged at the front and rear ends of the fourth support frame 13 and the end of the second support frame 11 near the third support frame 12.

[0035] The number of rope end plates 5 is two, and they are respectively installed on the first support frame 10 and the third support frame 12. The rope end plate 5 on the first support frame 10 is located on the side of the counterweight anti-rope sheave 14 away from the second support frame 11, and the rope end plate 5 on the third support frame 12 is located on the side of the car anti-rope sheave 15 away from the fourth support frame 13.

[0036] The counterweight device 2 is connected to four third anti-rope pulleys 17. One end of the wire rope 7 is connected to the rope end plate 5 on the third support frame 12. The other end of the rope end plate 5 passes through the first anti-rope pulley, the second anti-rope pulley 6 and the third anti-rope pulley 17 in sequence, passes through the counterweight device 2, the traction machine 4 and the car 3 and then connects to the rope end plate 5 on the first support frame 10.

[0037] The first support frame 10, the second support frame 11, the third support frame 12 and the fourth support frame 13 have the same structure. They all include two I-beams arranged side by side. The two I-beams are connected to each other by a limiting rod 18. The two ends of the limiting rod 18 are bolted to the two I-beams. Both the I-beams and the limiting rod 18 are provided with elongated holes for the bolts to pass through. The elongated holes on the I-beams and the limiting rod 18 are arranged perpendicular to each other.

[0038] The main car frame 8 and the auxiliary car frame 9 are both rectangular frames, forming an installation cavity between them and the top of the car 3. The main car frame 8 and the auxiliary car frame 9 are connected by crossbeam assemblies. There are two crossbeam assemblies, which are symmetrically arranged on the left and right sides of the main car frame 8 and the auxiliary car frame 9. The ends of the two crossbeam assemblies extend to the outside of the auxiliary car frame 9 and are connected to guardrails 19. The crossbeam assembly includes a first crossbeam 20 and a second crossbeam 21, which are spaced vertically along the height direction. The first crossbeam 20 and the second crossbeam 21 are two channel steels of different types. The middle and both ends of the first crossbeam 20 and the second crossbeam 21 are bolted to the side walls of the main car frame 8 and the auxiliary car frame 9, respectively. The first crossbeam 20 and the second crossbeam 21 are connected to each other by a first guardrail 22. There are multiple first guardrails 22, which are spaced along the length of the crossbeam assembly. The first guardrails 22, the main car frame 8 and the auxiliary car frame 9 are staggered. The two ends of the first guardrails 22 are screwed to the first crossbeam 20 and the second crossbeam 21.

[0039] The guardrail 19 includes two horizontal bars 191 arranged at an interval between the top and bottom. Both horizontal bars 191 are C-shaped. The two horizontal bars 191 are connected to each other by a plurality of second guardrail panels 192 arranged at intervals. The ends of the guardrail 19 are respectively detachably connected to the first crossbeam 20 and the second crossbeam 21.

[0040] The end of the guardrail 19 is connected to the first crossbeam 20 or the second crossbeam 21 via a transition plate 193. One end of the transition plate 193 is bolted to the second guardrail plate 192 located at the end of the guardrail 19, and the other end of the transition plate 193 is bolted to the first crossbeam 20 or the second crossbeam 21.

[0041] Several tie rods 23 are distributed on both sides of the car 3. The tie rods 23 are located on the left and right sides of the main car frame 8 and the auxiliary car frame 9 respectively along the depth direction of the car 3. The lower end of the tie rod 23 is detachably connected to the side wall of the car 3, and the upper end of the tie rod 23 is detachably connected to the main car frame 8 or the auxiliary car frame 9.

[0042] The main car frame 8 and the auxiliary car frame 9 are provided with symmetrical elevator guide shoes 24 on the top and bottom sides. The elevator shaft is provided with six elevator guide rails, and each elevator guide rail corresponds to two elevator guide shoes 24.

[0043] The main car frame 8 and the auxiliary car frame 9 are both made of channel steel splicing, and adjacent channel steels are connected to each other by bolts. The two side walls of the bottom of the car are bolted to the main car frame 8 and the auxiliary car frame 9.

[0044] Compared with Embodiment 1, this embodiment further defines the car frame structure outside the car, so that the crossbeam assembly can be connected with the main car frame 8 and the auxiliary car frame 9 to form an integrated car frame structure, thereby improving the overall lifting and limiting effect of the car; on the other hand, the crossbeam assembly can be used to protect the top sides of the car, so that the manufacturer can remove the guardrail structure on the top sides of the car while ensuring its safety, thereby facilitating the manufacturer's layout and installation.

[0045] By defining the connection structure of the guardrail 19, the guardrail 19 and the elevator car frame can be connected by the cooperation of the first crossbeam 20 and the second crossbeam 21. Thus, the guardrail 19 protects the gaps between the crossbeam assemblies on both sides, and the elevator car frame fixes the guardrail 19, thereby improving the stress resistance and deformation resistance of the guardrail 19.

[0046] Example 3. Traction drive mechanism for large-tonnage energy-saving freight elevator, configured as follows: Figure 6As shown, the elevator includes a traction machine base 1, a counterweight device 2, and a car 3, all located within the elevator shaft. The traction machine base 1 is connected to a traction machine 4, a rope end plate 5, and a first counter-rotating sheave. A second counter-rotating sheave 6 is located on the top of the car 3. The rope end plate 5, traction machine 4, first counter-rotating sheave, and second counter-rotating sheave 6 are interconnected by steel wire ropes 7. The exterior of the car 3 is connected to a main car frame 8 and an auxiliary car frame 9. There are two auxiliary car frames 9, symmetrically arranged on the left and right sides of the main car frame 8. Each auxiliary car frame 9 has two second counter-rotating sheaves 6 connected side-by-side on its top, spaced apart along the width of the car 3. The traction machine base 1 includes a first support frame 10 and a second support frame arranged side-by-side along the depth of the car 3. 11. The two sides of the first support frame 10 and the second support frame 11 are connected to each other via the third support frame 12 and the fourth support frame 13, respectively. The first anti-rope pulley includes a counterweight anti-rope pulley 14, a car anti-rope pulley 15 and a steering anti-rope pulley 16. There are three counterweight anti-rope pulleys 14, which are arranged side by side on the third support frame 12 directly above the counterweight device 2. There are four car anti-rope pulleys 15, which are symmetrically arranged on the first support frame 10 and the second support frame 11. The traction machine 4 and the car anti-rope pulleys 15 are staggered left and right along the length direction of the first support frame 10. There are three counterweight anti-rope pulleys 14, which are respectively arranged at the front and rear ends of the fourth support frame 13 and the end of the second support frame 11 near the third support frame 12.

[0047] The number of rope end plates 5 is two, and they are respectively installed on the first support frame 10 and the third support frame 12. The rope end plate 5 on the first support frame 10 is located on the side of the counterweight anti-rope sheave 14 away from the second support frame 11, and the rope end plate 5 on the third support frame 12 is located on the side of the car anti-rope sheave 15 away from the fourth support frame 13.

[0048] The counterweight device 2 is connected to four third anti-rope pulleys 17. One end of the wire rope 7 is connected to the rope end plate 5 on the third support frame 12. The other end of the rope end plate 5 passes through the first anti-rope pulley, the second anti-rope pulley 6 and the third anti-rope pulley 17 in sequence, passes through the counterweight device 2, the traction machine 4 and the car 3 and then connects to the rope end plate 5 on the first support frame 10.

[0049] The first support frame 10, the second support frame 11, the third support frame 12 and the fourth support frame 13 have the same structure. They all include two I-beams arranged side by side. The two I-beams are connected to each other by a limiting rod 18. The two ends of the limiting rod 18 are bolted to the two I-beams. Both the I-beams and the limiting rod 18 are provided with elongated holes for the bolts to pass through. The elongated holes on the I-beams and the limiting rod 18 are arranged perpendicular to each other.

[0050] The main car frame 8 and the auxiliary car frame 9 are both rectangular frames, forming an installation cavity between them and the top of the car 3. The main car frame 8 and the auxiliary car frame 9 are connected by crossbeam assemblies. There are two crossbeam assemblies, which are symmetrically arranged on the left and right sides of the main car frame 8 and the auxiliary car frame 9. The ends of the two crossbeam assemblies extend to the outside of the auxiliary car frame 9 and are connected to guardrails 19. The crossbeam assembly includes a first crossbeam 20 and a second crossbeam 21, which are spaced vertically along the height direction. The first crossbeam 20 and the second crossbeam 21 are two channel steels of different types. The middle and both ends of the first crossbeam 20 and the second crossbeam 21 are bolted to the side walls of the main car frame 8 and the auxiliary car frame 9, respectively. The first crossbeam 20 and the second crossbeam 21 are connected to each other by a first guardrail 22. There are multiple first guardrails 22, which are spaced along the length of the crossbeam assembly. The first guardrails 22, the main car frame 8 and the auxiliary car frame 9 are staggered. The two ends of the first guardrails 22 are screwed to the first crossbeam 20 and the second crossbeam 21.

[0051] The guardrail 19 includes two horizontal bars 191 arranged at an interval between the top and bottom. Both horizontal bars 191 are C-shaped. The two horizontal bars 191 are connected to each other by a plurality of second guardrail panels 192 arranged at intervals. The ends of the guardrail 19 are respectively detachably connected to the first crossbeam 20 and the second crossbeam 21.

[0052] The end of the guardrail 19 is connected to the first crossbeam 20 or the second crossbeam 21 via a transition plate 193. One end of the transition plate 193 is bolted to the second guardrail plate 192 located at the end of the guardrail 19, and the other end of the transition plate 193 is bolted to the first crossbeam 20 or the second crossbeam 21.

[0053] The outer side of the guardrail 19 is provided with a temporary guard plate 25. The inner wall of the temporary guard plate 25 and the outer wall of the multiple second guardrail plates 192 are attached to each other. The two ends of the temporary guard plate 25 are connected with connecting rods 26. The ends of the connecting rods 26 are bolted to the sub-frame 9 through the elongated holes 27.

[0054] Several tie rods 23 are distributed on both sides of the car 3. The tie rods 23 are located on the left and right sides of the main car frame 8 and the auxiliary car frame 9 respectively along the depth direction of the car 3. The lower end of the tie rod 23 is detachably connected to the side wall of the car 3, and the upper end of the tie rod 23 is detachably connected to the main car frame 8 or the auxiliary car frame 9.

[0055] The main car frame 8 and the auxiliary car frame 9 are provided with symmetrical elevator guide shoes 24 on the top and bottom sides. The elevator shaft is provided with six elevator guide rails, and each elevator guide rail corresponds to two elevator guide shoes 24.

[0056] The main car frame 8 and the auxiliary car frame 9 are both made of channel steel splicing, and adjacent channel steels are connected to each other by bolts. The two side walls of the bottom of the car are bolted to the main car frame 8 and the auxiliary car frame 9.

[0057] Compared to Embodiment 2, this embodiment utilizes the structural cooperation between the temporary guard plate 25 and the connecting rod 26 to enable the temporary guard plate 25 to provide temporary protection and warning functions for the guardrail 19. Specifically, when the guardrail 19 is in its normal state, it is fixed by the cooperation of the crossbeam assembly and the adapter plate 193, and the temporary guard plate 25 is not subjected to pressure from the guardrail 19. When the guardrail 19 deforms and breaks under stress, causing it to flip outwards, the temporary guard plate 25 will first flip outwards along with the guardrail 19 until its connecting bolt slides from one end of the elongated hole 27 to the other. When the temporary guard plate 25 extends outwards to its limit position, the end of the elongated hole 27 and the bolt interlock, limiting the temporary guard plate 25 and preventing it from extending further outwards, thus achieving the protective effect. When guardrail 19 tilts to one side, the workers will be aware of the malfunction and be able to repair it in time, thus ensuring the protective effect and stability of guardrail 19.

Claims

1. A traction drive mechanism for a large-tonnage energy-saving freight elevator, comprising a traction machine base (1), a counterweight device (2), and a car (3) located in the elevator shaft, wherein a traction machine (4), a rope head plate (5), and a first anti-rope sheave are respectively connected to the traction machine base (1), and a second anti-rope sheave (6) is provided on the top of the car (3), and the rope head plate (5), the traction machine (4), the first anti-rope sheave, and the second anti-rope sheave (6) are interconnected by steel wire ropes (7), characterized in that: The car (3) is externally connected to a main car frame (8) and a secondary car frame (9). There are two secondary car frames (9) symmetrically arranged on the left and right sides of the main car frame (8). The top of each secondary car frame (9) is connected to two parallel second anti-rope pulleys (6). The traction machine base (1) includes a first support frame (10) and a second support frame (11) arranged parallel along the depth direction of the car (3). The first support frame (10) and the second support frame (11) are respectively connected to a third support frame (12) and a fourth support frame (13) on both sides. The first counter-rotating sheave includes a counterweight counter-rotating sheave (14), a car counter-rotating sheave (15), and a steering counter-rotating sheave (16). There are multiple counterweight counter-rotating sheaves (14) arranged side by side on the third support frame (12). There are four car counter-rotating sheaves (15) arranged symmetrically on the first support frame (10) and the second support frame (11). There are three counterweight counter-rotating sheaves (14) respectively located at the front and rear ends of the fourth support frame (13) and at the end of the second support frame (11) near the third support frame (12).

2. The traction drive mechanism for a large-tonnage energy-saving freight elevator according to claim 1, characterized in that: The number of rope head plates (5) is two, and they are respectively set on the first support frame (10) and the third support frame (12).

3. The traction drive mechanism for a large-tonnage energy-saving freight elevator according to claim 2, characterized in that: The counterweight device (2) is connected to a third anti-rope pulley (17). One end of the wire rope (7) is connected to the rope end plate (5) on the third support frame (12). The other end of the rope end plate (5) passes through the first anti-rope pulley, the second anti-rope pulley (6) and the third anti-rope pulley (17) in sequence through the counterweight device (2), the traction machine (4) and the car (3) and then connects to the rope end plate (5) on the first support frame (10).

4. The traction drive mechanism for a large-tonnage energy-saving freight elevator according to claim 1, characterized in that: The first support frame (10), the second support frame (11), the third support frame (12) and the fourth support frame (13) have the same structure, each including two I-beams arranged side by side, and the two I-beams are connected to each other by a limiting rod (18).

5. The traction drive mechanism for a large-tonnage energy-saving freight elevator according to claim 1, characterized in that: The main car frame (8) and the auxiliary car frame (9) are both rectangular frames and form an installation cavity between them and the top of the car (3). The main car frame (8) and the auxiliary car frame (9) are connected to each other by crossbeam assemblies. There are two crossbeam assemblies, which are symmetrically arranged on the left and right sides of the main car frame (8) and the auxiliary car frame (9). The ends of the two crossbeam assemblies extend to the outside of the auxiliary car frame (9) and are connected to guardrails (19). The crossbeam assembly includes a first crossbeam (20) and a second crossbeam (21) that are spaced up and down along the height direction. The first crossbeam (20) and the second crossbeam (21) are connected to each other by a first guardrail (22). There are multiple first guardrails (22) that are spaced up and down along the length direction of the crossbeam assembly.

6. The traction drive mechanism for a large-tonnage energy-saving freight elevator according to claim 5, characterized in that: The guardrail (19) includes two horizontal rails (191) arranged at an interval between the top and bottom. Both horizontal rails (191) are C-shaped. The two horizontal rails (191) are connected to each other by a plurality of second guardrail panels (192) arranged at intervals. The ends of the guardrail (19) are respectively detachably connected to the first horizontal beam (20) and the second horizontal beam (21).

7. The traction drive mechanism for a large-tonnage energy-saving freight elevator according to claim 6, characterized in that: The end of the guardrail (19) is connected to the first crossbeam (20) or the second crossbeam (21) via a transition plate (193). One end of the transition plate (193) is bolted to the second guardrail plate (192) located at the end of the guardrail (19), and the other end of the transition plate (193) is bolted to the first crossbeam (20) or the second crossbeam (21).

8. The traction drive mechanism for a large-tonnage energy-saving freight elevator according to claim 5, characterized in that: Several tie rods (23) are distributed on both sides of the car (3). The tie rods (23) are located on the left and right sides of the main car frame (8) and the auxiliary car frame (9) respectively along the depth direction of the car (3). The lower end of the tie rod (23) is detachably connected to the side wall of the car (3), and the upper end of the tie rod (23) is detachably connected to the main car frame (8) or the auxiliary car frame (9).

9. The traction drive mechanism for a large-tonnage energy-saving freight elevator according to claim 5, characterized in that: The main car frame (8) and the auxiliary car frame (9) are provided with symmetrical elevator guide shoes (24) on the top and bottom sides.

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