Shock absorption and noise reduction composite structure device for elevator car

Abstract

The utility model discloses a shock absorption and noise reduction composite structure device for an elevator car, which belongs to the technical field of mechanical engineering and acoustic engineering, and comprises a car body, the inner side of the car body is movably connected with a shock absorption mechanism, and the outer side of the shock absorption mechanism is movably connected with a noise reduction component. The shock absorption plates which are supported by the array telescopic supporting columns and are rotationally connected with the inner walls of the shock absorption plates are arranged on the four sides of the interior of the lift car body, and multiple sets of array shearing distribution telescopic rods are rotationally connected with the inner walls of the shock absorption plates. The stress damping plate moves to enable the array telescopic supporting columns to contract and store energy, the telescopic rods shear, expand and press downwards to drive the component force blocks to slide and press the compression springs to store energy, and impact force is unidirectionally decomposed into elastic potential energy and mechanical work. The problems that due to the fact that a traditional damping structure is arranged on the outer side of a lifting or connecting structure, vertical inertial impact, load sudden change, horizontal shaking and steel wire rope vibration conduction coverage are insufficient in the lift car body are solved, and effective buffering of the interior of the lift car body is achieved.

Description

A composite structure device for vibration reduction and noise reduction in elevator cars Technical Field

[0001] This utility model relates to the fields of mechanical engineering and acoustic engineering technology, and in particular to a composite structure device for vibration reduction and noise reduction of elevator cars. Background Technology

[0002] The elevator car is a box-shaped space used to carry and transport people and goods. The car is generally composed of main components such as the car floor, car walls, car top, and car doors. It is the car body component used by the elevator to carry passengers, goods, and other loads. The ceiling is usually made of mirrored stainless steel; the car floor is made of 2mm thick PVC marble pattern or 20mm thick marble mosaic.

[0003] In Xi'an, traditional elevator car vibration damping structures are mostly located on the outside of the lifting or connecting structures, which is insufficient for covering vertical inertial impacts and horizontal swaying inside the car body. Furthermore, the vibration damping and noise reduction functions are separated, resulting in poor vibration damping effect and noise problems inside the car.

[0004] To address this, a composite structure device for vibration reduction and noise reduction in elevator cars is proposed. Summary of the Invention

[0005] The purpose of this utility model is to provide a composite structure device for shock absorption and noise reduction in elevator cars, which can solve the problems of insufficient shock absorption inside existing elevator cars and the separation of shock absorption and noise reduction.

[0006] To achieve the above objectives, this utility model provides the following technical solution: a composite structure device for shock absorption and noise reduction of an elevator car, comprising a car body, wherein a shock absorption mechanism is movably connected to the inner side of the car body, and a noise reduction component is movably connected to the outer side of the shock absorption mechanism;

[0007] The shock absorption mechanism includes four sets of arrayed telescopic pillars fixedly connected to the inside of the car body. The four sets of arrayed telescopic pillars are respectively fixedly connected to the left, right, rear and top sides of the inside of the car body. A shock absorption plate is fixedly connected to the opposite side of each of the four sets of arrayed telescopic pillars. A first compression spring is fixedly connected to the inner side of each arrayed telescopic pillar. An elastic force component is movably connected to the side of each shock absorption plate near the car body. The elastic force component is movably connected to the inner side of the car body.

[0008] Preferably, the noise reduction component includes a composite plate fixedly connected to the outside of the shock absorber plate.

[0009] Preferably, noise-reducing cotton is fixedly connected to both the left and right sides of the inner side of the composite board.

[0010] Preferably, a honeycomb plate is fixedly connected to the right side of the noise-reducing cotton, and a honeycomb sound transmission hole is opened on the inner side of the honeycomb plate, and a dispersion circular hole is opened on the inner side of the honeycomb sound transmission hole.

[0011] Preferably, the elastic force-shaping component includes a travel groove formed on the side of the shock-absorbing plate near the car body, and sliding rails are provided on the left, right, rear and top sides of the inner side of the car body. A force-shaping block is slidably connected to the inner side of the sliding rail, and a support rotating rod is fixedly connected to the inner side of the force-shaping block and the travel groove.

[0012] Preferably, a telescopic rod is rotatably connected to the outer side of each of the two supporting rotating rods, and a second compression spring is fixedly connected to the outer side of the telescopic rod.

[0013] Preferably, a telescopic column is fixedly connected to the outer side of the force component block, and the telescopic column is fixedly connected to the inner side of the sliding rail.

[0014] Preferably, a third compression spring is fixedly connected to the inner side of the telescopic column.

[0015] Compared with the prior art, the beneficial effects of this utility model are:

[0016] 1. This application, by setting up a shock-absorbing mechanism, can install shock-absorbing plates on the four sides of the car body, supported by array telescopic pillars and rotatably connected to the inner wall, with multiple sets of array shear distribution telescopic rods. When faced with vertical or horizontal impact forces, the shock-absorbing plates move, causing the array telescopic pillars to contract and store energy, and the telescopic rods to shear and expand downward, driving the force-shaping blocks to slide and press the compression springs to store energy. This decomposes the impact force unidirectionally into elastic potential energy and mechanical work, thereby solving the problem of insufficient impact coverage of the car body's interior due to the traditional shock-absorbing structure being located on the outside of the lifting or connecting structure, such as vertical inertial impact, sudden load changes, horizontal swaying, and wire rope vibration transmission. This achieves effective buffering of the car body's interior.

[0017] 2. This application, by setting up a noise reduction component, can mount a composite board on four sets of vibration damping plates. This composite board consists of solid back plates on both sides with embedded noise reduction cotton and a honeycomb plate with honeycomb sound transmission holes and dispersed circular holes in the middle. Noise is eliminated through the first set of noise reduction cotton, the sound wave reflection and diffraction of the honeycomb plate and the increased contact area of ​​the dispersed circular holes to improve sound absorption efficiency, and the second set of noise reduction cotton to achieve multi-level elimination. By integrating the noise reduction structure with the vibration damping plate, the problem of poor vibration reduction effect and noise in the car caused by the separation of traditional vibration damping and noise reduction functions is solved. This application achieves vibration reduction while efficiently eliminating noise through the multi-level noise reduction structure of the composite board, thereby improving the comfort of the car environment. Attached Figure Description

[0018] Figure 1 is an overall structural diagram of the elevator car vibration reduction and noise reduction composite structure device of this utility model;

[0019] Figure 2 is a plan view of the car body of this utility model;

[0020] Figure 3 is an overall structural diagram of the shock absorption mechanism of this utility model;

[0021] Figure 4 is an overall structural diagram of the noise reduction component of this utility model;

[0022] Figure 5 is an overall structural diagram of the shock-absorbing plate of this utility model.

[0023] In the diagram, 1. Car body; 2. Shock absorption mechanism; 21. Array telescopic support column; 22. Shock absorption plate; 23. First compression spring; 24. Elastic force component assembly; 24a. Stroke groove; 24b. Sliding rail; 24c. Force component block; 24d. Support rod; 24e. Telescopic rod; 24f. Second compression spring; 3. Noise reduction component; 31. Composite board; 32. Noise reduction cotton; 33. Honeycomb board; 34. Honeycomb sound transmission hole; 35. Dispersing round hole; 4. Telescopic column; 5. Third compression spring. Detailed Implementation

[0024] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0025] Please refer to Figures 1-5. The technical solution provided by this utility model is as follows:

[0026] A composite structure device for vibration reduction and noise reduction of an elevator car includes a car body 1, a vibration damping mechanism 2 movably connected to the inner side of the car body 1, and a noise reduction component 3 movably connected to the outer side of the vibration damping mechanism 2.

[0027] The shock absorption mechanism 2 includes four sets of array telescopic support columns 21 fixedly connected to the inside of the car body 1. The four sets of array telescopic support columns 21 are respectively fixedly connected to the left, right, rear and top sides of the inside of the car body 1. A shock absorption plate 22 is fixedly connected to the opposite side of each of the four sets of array telescopic support columns 21. A first compression spring 23 is fixedly connected to the inside of the array telescopic support column 21. An elastic force component 24 is movably connected to the side of the shock absorption plate 22 near the car body 1. The elastic force component 24 is movably connected to the inside of the car body 1.

[0028] In this embodiment: shock-absorbing plates 22 supported by array telescopic struts 21 are respectively installed on the four sides of the car body 1 except the bottom. The four sets of shock-absorbing plates 22 are normally in close contact with each other to ensure the integrity of the four sides of the inner wall of the car body 1. After being impacted, they can move slightly closer to the inner wall of the corresponding side of the car body 1 and quickly reset. When subjected to horizontal or vertical impact force, the shock-absorbing plate 22 will move towards the inner wall it supports to reduce the gap. Through the internal elastic force component 24, the four sets of shock-absorbing plates 22 respond to the impact force in one direction and decompose it into elastic potential energy and mechanical work, thereby achieving a buffering effect on the interior of the car body 1.

[0029] Specifically, as shown in Figures 1, 2, and 4, the noise reduction component 3 includes a composite plate 31 fixedly connected to the outside of the damping plate 22.

[0030] Specifically, as shown in Figures 1, 2, and 4, noise-reducing cotton 32 is fixedly connected to the left and right sides of the inner side of the composite board 31.

[0031] Specifically, as shown in Figures 1, 2, and 4, a honeycomb plate 33 is fixedly connected to the right side of the noise-reducing cotton 32. A honeycomb sound transmission hole 34 is opened on the inner side of the honeycomb plate 33, and a dispersion round hole 35 is opened on the inner side of the honeycomb sound transmission hole 34.

[0032] In this embodiment, four-sided noise reduction is achieved by mounting a composite plate 31 with a noise reduction structure on four sets of damping plates 22. The composite plate 31 includes two solid back plates, with noise reduction cotton 32 embedded in the inner side of each solid back plate. A honeycomb plate 33 is set in the center of the two noise reduction cotton 32. The honeycomb plate 33 has honeycomb sound transmission holes 34 inside, and each side of the honeycomb sound transmission holes 34 has a dispersion round hole 35. After the noise passes through the first set of noise reduction cotton 32, it passes through the honeycomb plate 33 and consumes energy through sound wave reflection and diffraction. At the same time, the dispersion round hole 35 increases the sound wave contact area to improve sound absorption efficiency. After passing through the second set of noise reduction cotton 32, multi-stage elimination is achieved. Traditional lighting or odor vents can be mounted on the composite plate 31.

[0033] Specifically, as shown in Figures 3 and 5, the elastic force component 24 includes a travel groove 24a opened on the side of the shock-absorbing plate 22 near the car body 1, and sliding rails 24b are opened on the left, right, rear and top sides of the inner side of the car body 1. A force component block 24c is slidably connected to the inner side of the sliding rail 24b, and a support rotating rod 24d is fixedly connected to the inner side of both the force component block 24c and the travel groove 24a.

[0034] Specifically, as shown in Figures 3 and 5, telescopic rods 24e are rotatably connected to the outer sides of both supporting rotating rods 24d, and a second compression spring 24f is fixedly connected to the outer side of the telescopic rods 24e.

[0035] In this embodiment: when the damping plate 22 moves toward the inner wall of the support and the gap is reduced, the vertical support structure between the inner wall and the damping plate 22, namely the array telescopic strut 21, will contract and accumulate elastic potential energy to generate a push force to achieve vertical buffering. At the same time, multiple sets of telescopic rods 24e in an array shear distribution are rotatably connected between the damping plate 22 and the inner wall. Their two ends are respectively rotatably connected to the outer side of the support rotating rod 24d in the stroke groove 24a of the damping plate 22 and the outer side of the support rotating rod 24d mounted on the inner side force block 24c of the inner wall sliding rail 24b of the car body 1. When the gap is reduced, the telescopic rod 24e contracts outward and expands and presses down to both sides in a shear state, causing the force block 24c to slide to both sides. During this process, the second compression spring 24f on its outer side is pressed to accumulate elastic potential energy to generate a push force.

[0036] Specifically, as shown in Figure 5, a telescopic column 4 is fixedly connected to the outer side of the force component block 24c, and the telescopic column 4 is fixedly connected to the inner side of the sliding rail 24b.

[0037] Specifically, as shown in Figure 5, a third compression spring 5 is fixedly connected to the inner side of the telescopic column 4.

[0038] In this embodiment: through the contraction column and its internal third compression spring 5, when the force is transmitted to the force component block 24c to perform mechanical work, the force component block 24c can be buffered, thereby further achieving the effect of shock absorption.

[0039] Working Principle: During the operation of a lifting elevator, the traditional shock absorption protection of the car body 1 is usually set on the outside of its lifting structure or connecting structure, which is insufficient for the car body 1. When faced with the inertial impact at the moment of elevator start and stop, the vertical impact force generated by the car sinking and lifting caused by sudden load changes, and the horizontal impact force generated by the lateral sway caused by guide rail deviation or car off-center loading, and the vibration of the wire rope transmitted to the car, the traditional shock absorption structure will have poor shock absorption effect inside the car body 1 due to insufficient coverage. Now, the car body 1 is equipped with shock absorption plates 22 supported by array telescopic columns 21 on the four sides of the bottom, and the four sets of shock absorption plates 22 are normally in close contact with each other to ensure the shock absorption effect inside the car body. The inner wall is intact on all four sides and can move slightly towards the inner wall of the car body 1 on its corresponding side after being impacted, and quickly move closer together. When special circumstances occur, such as horizontal or vertical impact, the damping plate 22 will move towards the inner wall it supports and reduce the distance between it and the inner wall. At this time, the vertical support structure between the inner wall and the damping plate 22, namely the array telescopic strut 21 and the first compression spring 23 on its inner side, will contract and accumulate elastic potential energy to generate a push force to achieve vertical buffering. In addition, the damping plate 22 and the inner wall are also rotatably connected to multiple sets of telescopic rods 24e, and the telescopic rods 24e are distributed in an array shear pattern. Their two ends are respectively supported rotating rods 24 in the stroke groove 24a of the damping plate 22. The outer side of the supporting rotating rod 24d is mounted on the outer side of the force-shaping block 24c, which is slidably connected to the inner side of the sliding rail 24b on the inner wall of the car body 1. Each supporting rotating rod 24d is rotatably connected to multiple sets of telescopic rods 24e. When the spacing decreases, the telescopic rods 24e will retract outward and expand and press down to both sides in a shearing state, causing the force-shaping block 24c to slide to both sides. During this process, the second compression spring 24f on its outer side is compressed and accumulates elastic potential energy to generate a push force. In summary, the four sets of damping plates 22 unidirectionally respond to the impact force in special situations and decompose it into elastic potential energy and mechanical work, thereby achieving buffering for the interior of the car body 1. In addition, in this case, the four sets of damping plates 22 can be equipped with composite plates 3 with noise reduction structure. After achieving four-sided noise reduction, traditional lighting or odor vents are then installed on the composite panel 31. The composite panel 31 mainly includes two solid back panels, and noise-reducing cotton 32 is embedded in the inner side of each back panel. A honeycomb panel 33 is set in the center of the two noise-reducing cotton 32. The honeycomb panel 33 has honeycomb sound transmission holes 34 inside, and each side of the honeycomb sound transmission holes 34 has a dispersion round hole 35. Therefore, after the noise passes through the first set of noise-reducing cotton 32, it passes through the honeycomb panel 33, and the energy is consumed through sound wave reflection and diffraction. In addition, the dispersion round hole 35 increases the sound wave contact area and improves the sound absorption efficiency. Then, it passes through the second set of noise-reducing cotton 32 to achieve multi-level elimination. In summary, the integrated optimization of vibration reduction and noise reduction inside the car body 1 is achieved.

[0040] The above are merely preferred embodiments of the present utility model and are not intended to limit the present utility model. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A composite structure device for vibration reduction and noise reduction of an elevator car, comprising a car body (1), characterized in that: A shock-absorbing mechanism (2) is movably connected to the inner side of the car body (1), and a noise reduction component (3) is movably connected to the outer side of the shock-absorbing mechanism (2). The shock-absorbing mechanism (2) includes four sets of array telescopic support columns (21) fixedly connected to the inner side of the car body (1), and the four sets of array telescopic support columns (21) are respectively fixedly connected to the left, right, rear and top sides of the inner side of the car body (1). A shock-absorbing plate (22) is fixedly connected to the opposite side of each of the four sets of array telescopic support columns (21). A first compression spring (23) is fixedly connected to the inner side of the array telescopic support column (21). An elastic force component (24) is movably connected to the side of the shock-absorbing plate (22) near the car body (1). The elastic force component (24) is movably connected to the inner side of the car body (1).

2. The elevator car vibration damping and noise reduction composite structure device according to claim 1, characterized in that: The noise reduction component (3) includes a composite plate (31) fixedly connected to the outside of the shock absorber plate (22).

3. The elevator car vibration damping and noise reduction composite structure device according to claim 2, characterized in that: Noise-reducing cotton (32) is fixedly connected to the left and right sides of the inner side of the composite board (31).

4. The elevator car vibration damping and noise reduction composite structure device according to claim 3, characterized in that: A honeycomb plate (33) is fixedly connected to the right side of the noise-reducing cotton (32). A honeycomb sound transmission hole (34) is opened on the inner side of the honeycomb plate (33), and a dispersion round hole (35) is opened on the inner side of the honeycomb sound transmission hole (34).

5. The elevator car vibration damping and noise reduction composite structure device according to claim 1, characterized in that: The elastic force component (24) includes a travel groove (24a) opened on the side of the shock absorber (22) near the car body (1). Sliding rails (24b) are opened on the left, right, rear and top sides of the inner side of the car body (1). A force component block (24c) is slidably connected to the inner side of the sliding rail (24b). A support rotating rod (24d) is fixedly connected to the inner side of both the force component block (24c) and the travel groove (24a).

6. The elevator car vibration damping and noise reduction composite structure device according to claim 5, characterized in that: Both support rods (24d) are rotatably connected to telescopic rods (24e) on their outer sides, and a second compression spring (24f) is fixedly connected to the outer side of the telescopic rods (24e).

7. The elevator car vibration damping and noise reduction composite structure device according to claim 5, characterized in that: The outer side of the force-shaping block (24c) is fixedly connected to a telescopic column (4), which is fixedly connected to the inner side of the sliding rail (24b).

8. The elevator car vibration damping and noise reduction composite structure device according to claim 7, characterized in that: A third compression spring (5) is fixedly connected to the inner side of the telescopic column (4).

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