A shock-absorbing device for the bottom of a passenger elevator frame

Abstract

This utility model relates to the field of shock absorption technology and discloses a bottom shock absorption device for passenger elevator frames, including a car body. A mounting plate is fixedly connected to the bottom of the car body, and a piston column is fixedly connected to the bottom of the mounting plate. A bottom column is slidably connected to the outer wall of the piston column, and a buffer plate is fixedly connected to the bottom of the bottom column. A transmission rod is rotatably connected to the outer wall of the bottom column, and a slider is rotatably connected to one side of the transmission rod. A fixing block is fixedly connected to the bottom of the mounting plate, and a sliding rod is fixedly connected inside the fixing block. In this utility model, the car body is fixed to the mounting plate. When buffering the car body, the piston column compresses the gas inside the bottom column for buffering, while the transmission rod transmits the force to the slider, which is then offset by pressure from both sides against the slider. The device is further buffered by a damper and a spring, solving the problem of limited shock absorption effect at the bottom of the passenger elevator frame and improving the stability and applicability of the device.

Description

Technical Field

[0001] This utility model relates to the field of shock absorption technology, and in particular to a shock absorption device for the bottom of a passenger elevator frame. Background Technology

[0002] Passenger elevators are a major type of elevator, designed specifically for transporting passengers. They are widely used in residential buildings, office buildings, shopping malls, hotels, and other buildings. They not only provide people with convenient vertical transportation, but also play a crucial role in improving the efficiency and comfort of building use. The passenger elevator car frame is the load-bearing structure of the elevator car. Its main function is to support the car's own weight and load, and to transfer these loads to the traction steel wire ropes.

[0003] In today's widely used elevator systems, rubber damping pads are usually installed between the bottom beam of the passenger elevator car frame and the floor of the car. This design is mainly to provide the necessary vibration damping function. However, these traditional rubber damping pads have certain limitations in terms of vibration damping effect, especially in passenger elevators with higher operating speeds. As the speed increases, the requirements for the vibration damping system also increase. In this case, traditional rubber damping pads may not be able to provide sufficient vibration damping effect, thus failing to meet the expected vibration damping performance requirements in the design. Utility Model Content

[0004] To overcome the above shortcomings, this utility model provides a bottom shock-absorbing device for passenger elevator frames, aiming to improve the limited shock absorption effect of existing bottom shock-absorbing devices for passenger elevator frames.

[0005] To achieve the above objectives, this utility model provides the following technical solution: a bottom shock-absorbing device for a passenger elevator frame, comprising a car body, an installation plate fixedly connected to the bottom of the car body, a piston column fixedly connected to the bottom of the installation plate, a bottom column slidably connected to the outer wall of the piston column, a buffer plate fixedly connected to the bottom of the bottom column, a transmission rod two rotatably connected to the outer wall of the bottom column, a slider one rotatably connected to one side of the transmission rod two, a fixing block fixedly connected to the bottom of the installation plate, a sliding rod one fixedly connected inside the fixing block, a spring slidably connected to the outer wall of the sliding rod one, both ends of the spring being fixedly connected to the outer wall of the slider one, a rotating block one rotatably connected to the outer wall of the slider one, a rotating block two rotatably connected to the outer wall of the bottom column, a damper fixedly connected to one side of the outer wall of the rotating block two, the output end of the damper being fixedly connected to one side of the outer wall of the rotating block one, and a pre-installation assembly provided on the outer wall of the car body.

[0006] Furthermore, the pre-installed assembly includes a positioning rod and a sliding groove. One side of the positioning rod is fixedly connected to the outer wall of the compartment, and the sliding groove is formed on the inner wall of the mounting plate. The outer wall of the positioning rod is slidably connected to the inside of the sliding groove.

[0007] Furthermore, a drive block is rotatably connected inside the compartment, and a threaded rod is fixedly connected to one end of the drive block.

[0008] Furthermore, the outer wall of the threaded rod is threadedly connected to the inside of the housing, and a sliding block is rotatably connected to one end of the threaded rod.

[0009] Furthermore, the outer wall of the first sliding block is slidably connected to the inside of the compartment, and the inside of the compartment is slidably connected to the second sliding block.

[0010] Furthermore, a limiting post is fixedly connected to one side of the inner side of the sliding block two, and a limiting groove is formed on one side of the inner side of the sliding block one. The outer wall of the limiting post is slidably connected inside the limiting groove.

[0011] Furthermore, a connecting plate is fixedly connected to one side of the sliding block two, and a transmission rod one is rotatably connected inside the connecting plate. A sliding plate is rotatably connected to one side of the transmission rod one.

[0012] Furthermore, a second sliding rod is slidably connected inside the sliding plate, and the outer wall of the second sliding rod is fixedly connected inside the compartment. A locking block is fixedly connected to one side of the sliding plate, and the outer wall of the locking block is slidably connected inside the mounting plate.

[0013] This utility model has the following beneficial effects:

[0014] 1. In this utility model, the car body is fixed on the mounting plate. When the car body is buffered, the piston column compresses the gas inside the bottom column for buffering. At the same time, the transmission rod 2 transmits the force to the slider 1. The two sides squeeze the slider 1 to cancel it out. The damper and spring provide buffering, which solves the problem of limited shock absorption effect at the bottom of the passenger elevator frame and improves the stability and applicability of the device.

[0015] 2. In this utility model, the threaded rod is first rotated by the drive block, which pushes the sliding block one. The sliding block two can then be controlled to slide by the limiting groove and the limiting post. The sliding block two then pushes the connecting plate, which in turn pushes the sliding plate with the help of the transmission rod one, thereby causing the locking block to be locked into the mounting plate. This solves the problem of the shockproof device being inconvenient to maintain and replace, and improves the convenience of the device's installation and disassembly. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the main structure of a bottom shock-absorbing device for a passenger elevator frame proposed in this utility model;

[0017] Figure 2 This is a cross-sectional schematic diagram of the mounting plate of the bottom anti-vibration device for a passenger elevator frame proposed in this utility model;

[0018] Figure 3This is a schematic cross-sectional view of the passenger elevator car frame's bottom anti-vibration device proposed in this utility model;

[0019] Figure 4 for Figure 3 Enlarged view of point A in the middle.

[0020] Legend:

[0021] 1. Body; 2. Mounting plate; 3. Positioning rod; 4. Buffer plate; 5. Bottom column; 6. Piston column; 7. Slide groove; 8. Slide rod one; 9. Spring; 10. Fixing block; 11. Sliding block one; 12. Rotating block one; 13. Damper; 14. Rotating block two; 15. Drive block; 16. Threaded rod; 17. Sliding block one; 18. Limiting groove; 19. Limiting column; 20. Sliding block two; 21. Connecting plate; 22. Transmission rod one; 23. Sliding plate; 24. Slide rod two; 25. Locking block; 26. Transmission rod two. Detailed Implementation

[0022] 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.

[0023] Reference Figure 1 and Figure 2 An embodiment of this utility model provides a bottom shockproof device for a passenger elevator frame, comprising a car body 1, an installation plate 2 fixedly connected to the bottom of the car body 1, a piston column 6 fixedly connected to the bottom of the installation plate 2, a bottom column 5 slidably connected to the outer wall of the piston column 6, a buffer plate 4 fixedly connected to the bottom of the bottom column 5, a transmission rod 26 rotatably connected to the outer wall of the bottom column 5, a slider 11 rotatably connected to one side of the transmission rod 26, a fixing block 10 fixedly connected to the bottom of the installation plate 2, a sliding rod 8 fixedly connected inside the fixing block 10, a spring 9 sleeved on the outer wall of the sliding rod 8, both ends of the spring 9 fixedly connected to the outer wall of the slider 11, a rotating block 12 rotatably connected to the outer wall of the slider 11, a rotating block 2 14 rotatably connected to the outer wall of the bottom column 5, a damper 13 fixedly connected to one side of the outer wall of the rotating block 2 14, and the output end of the damper 13 fixedly connected to one side of the outer wall of the rotating block 12.

[0024] Specifically, in the shock absorption system design of this car frame, the car body 1 is connected to the mounting plate 2. When the car body 1 is vibrated due to external factors, the force generated by the vibration is directly transmitted to the mounting plate 2. At this time, the buffer structure set below the mounting plate 2 plays a role. The piston rod 6 and the bottom rod 5, which are vertically distributed between the mounting plate 2 and the buffer plate 4, form a sliding fit structure. When the vibration force is transmitted to the mounting plate 2, the piston rod 6 will slide and compress into the bottom rod 5 under the action of the force. Since a closed cavity is formed between the piston rod 6 and the bottom rod 5, as the piston rod 6 continues to penetrate, the gas inside the cavity is gradually compressed, and the air pressure increases accordingly. According to the compressibility of gas, the increased air pressure will generate a reaction force, thereby effectively buffering the impact force generated by the vibration and greatly reducing the impact of the vibration on the car body. At the same time, the vertical force is transmitted to the slider 11 through the transmission rod 26, so that the vertical force is effectively converted into a horizontal force. During the force conversion process, the damper 13 connecting the slider 11 and the fixed bracket plays an important role in shock absorption and buffering. The damper 13 adopts the hydraulic damping principle. When the slider 11 slides, the hydraulic oil in the damper 13 generates resistance through the throttling orifice, converting the kinetic energy of the vibration into heat energy and dissipating it, further weakening the intensity of the vibration. In addition, two relatively moving sliders 11 are carried on the same slide rod 8. When the car body is vibrated, the two sliders 11 will slide towards each other on the slide rod 8 to counteract each other. During the counteracting process of the two sliders 11, the forces they bear will cancel each other out, thereby effectively eliminating the force generated by the vibration. At the same time, when the two sliders 11 counteract each other, they will compress the spring 9 located between them. The spring 9 is an alloy spring with a high elastic coefficient and good elastic recovery ability. During the compression process, the spring 9 absorbs the energy of the vibration and releases the energy after the force disappears, realizing the buffering of the entire counteracting process, further improving the shock absorption effect of the car frame shock absorption system, and ensuring that the car body can still maintain stable operation in a vibration environment.

[0025] Reference Figure 1 and Figure 2 The outer wall of the compartment 1 is provided with a pre-installation component, which includes a positioning rod 3 and a sliding groove 7. One side of the positioning rod 3 is fixedly connected to the outer wall of the compartment 1, and the sliding groove 7 is opened in the inner wall of the mounting plate 2. The outer wall of the positioning rod 3 is slidably connected to the inside of the sliding groove 7.

[0026] Specifically, positioning rods 3 are provided on both sides of the mounting plate 2. The positioning rods 3 can slide into the grooves 7 opened in the mounting plate 2, so that the mounting plate 2 can slide into the bottom of the body 1, thereby pre-installing the mounting plate 2 at the bottom of the body 1, so as to facilitate the subsequent installation of the mounting plate 2 and improve the convenience of the installation of the mounting plate 2.

[0027] Reference Figure 3 and Figure 4Inside the compartment 1, a drive block 15 is rotatably connected. One end of the drive block 15 is fixedly connected to a threaded rod 16. The outer wall of the threaded rod 16 is threadedly connected to the inside of the compartment 1. One end of the threaded rod 16 is rotatably connected to a sliding block 17. The outer wall of the sliding block 17 is slidably connected to the inside of the compartment 1. Inside the compartment 1, a sliding block 20 is slidably connected. One side of the sliding block 20 is fixedly connected to a limit post 19. One side of the sliding block 17 has a limit groove 18. The outer wall of the limit post 19 is slidably connected to the limit groove 18. One side of the sliding block 20 is fixedly connected to a connecting plate 21. Inside the connecting plate 21, a transmission rod 1 22 is rotatably connected. One side of the transmission rod 1 22 is rotatably connected to a sliding plate 23. Inside the sliding plate 23, a sliding rod 24 is slidably connected. The outer wall of the sliding rod 24 is fixedly connected to the inside of the compartment 1. One side of the sliding plate 23 is fixedly connected to a locking block 25. The outer wall of the locking block 25 is slidably connected to the inside of the mounting plate 2.

[0028] Specifically, when the mounting plate 2 needs to be securely installed at the bottom of the compartment 1, the operator rotates the drive block 15, which drives the threaded rod 16 to rotate synchronously. As the threaded rod 16 rotates, the sliding block 17 that cooperates with it begins to slide inwards towards the compartment 1. A through-hole limiting groove 18 is provided on one side of the interior of the sliding block 17. During the movement of the sliding block 17, the inner wall of the limiting groove 18 will contact the limiting post 19 and apply a pushing force, thereby driving the connected sliding block 20 to slide synchronously. During the sliding process, the sliding block 20 will transfer the applied force. The force is transmitted to the connecting plate 21. When the connecting plate 21 is pushed by the sliding block 20, it will drive the transmission rod 22 to move through the hinge point. The movement of the transmission rod 22 will then push the sliding plate 23, causing the sliding plate 23 to slide along the sliding rod 24. As the sliding plate 23 slides along the sliding rod 24, the locking block 25 installed on one side of it gradually approaches the mounting plate 2. When the locking block 25 is fully inserted into the preset slot of the mounting plate 2, the body 1 and the mounting plate 2 are firmly fixed. The entire installation process ensures the convenience of installation and the stability of connection through precise transmission and linkage design.

[0029] Working Principle: In this car frame, the car body 1 is connected to the mounting plate 2. When the car body 1 is subjected to vibration, it acts on the mounting plate 2, causing the piston rod 6 and the bottom rod 5 between the mounting plate 2 and the buffer plate 4 to slide and compress. Since a sealed cavity is formed between the piston rod 6 and the bottom rod 5, the air pressure inside the cavity can be used for buffering. At the same time, in this device, the vertical force is applied to the slider 11 through the transmission rod 26, causing the slider 11 to slide on the outer wall of the slide rod 8, thereby converting the force into a horizontal force. This process is damped and buffered by the damper 13. In addition, two relatively moving sliders 11 are carried on the same slide rod 8. The collision of the two sliders 11 can cancel out the forces on the sliders 11, thus... The force that eliminates vibration, and the two sliders 11 collide and compress the spring 9, thus buffering the process. When the mounting plate 2 is installed at the bottom of the compartment 1, the threaded rod 16 can be rotated by the drive block 15. The threaded rod 16 will push the sliding block 17 to slide inward to the compartment 1. At the same time, a limit groove 18 is opened on the sliding block 17. When the sliding block 17 moves, the inner wall of the limit groove 18 will push the limit post 19, thereby driving the sliding block 20 to slide. The sliding block 20 will push the connecting plate 21, so that the connecting plate 21 pushes the sliding plate 23 through the transmission rod 22, thereby causing the sliding plate 23 to slide along the sliding rod 24. Finally, the locking block 25 on one side of the sliding plate 23 is inserted into the mounting plate 2, so that the compartment 1 is fixed to the mounting plate 2.

[0030] Finally, it should be noted that the above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Although the present utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., 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 shock absorbing device for the bottom of a passenger lift car, comprising a car body (1), characterised in that: The bottom of the compartment (1) is fixedly connected to an installation plate (2), the bottom of the installation plate (2) is fixedly connected to a piston column (6), the outer wall of the piston column (6) is slidably connected to a bottom column (5), the bottom of the bottom column (5) is fixedly connected to a buffer plate (4), the outer wall of the bottom column (5) is rotatably connected to a transmission rod two (26), one side of the transmission rod two (26) is rotatably connected to a slider one (11), the bottom of the installation plate (2) is fixedly connected to a fixing block (10), the inside of the fixing block (10) is fixedly connected to a sliding rod one (8), the outside of the sliding rod one (8) The wall is slidably connected to the outer wall of the slide rod (8). The outer wall of the slide rod (8) is fitted with a spring (9). Both ends of the spring (9) are fixedly connected to the outer wall of the slider (11). The outer wall of the slider (11) is rotatably connected to a rotating block (12). The outer wall of the bottom column (5) is rotatably connected to a rotating block (14). A damper (13) is fixedly connected to one side of the outer wall of the rotating block (14). The output end of the damper (13) is fixedly connected to one side of the outer wall of the rotating block (12). The outer wall of the compartment (1) is provided with a pre-installed assembly.

2. The bottom shock absorber of a passenger elevator car frame according to claim 1, characterized in that: The pre-installed assembly includes a positioning rod (3) and a sliding groove (7). One side of the positioning rod (3) is fixedly connected to the outer wall of the body (1), and the sliding groove (7) is opened on the inner wall of the mounting plate (2). The outer wall of the positioning rod (3) is slidably connected to the inside of the sliding groove (7).

3. The bottom shock absorber of a passenger elevator car frame according to claim 1, characterized in that: The compartment (1) is rotatably connected to a drive block (15), and a threaded rod (16) is fixedly connected to one end of the drive block (15).

4. A shock absorbing device for the bottom of a passenger elevator car frame according to claim 3, characterized in that: The threaded rod (16) is threaded to the outside of the housing (1) and a sliding block (17) is rotatably connected to one end of the threaded rod (16).

5. A shock absorbing device for the bottom of a passenger elevator car frame according to claim 4, characterized in that The outer wall of the first sliding block (17) is slidably connected to the inside of the compartment (1), and the inside of the compartment (1) is slidably connected to the second sliding block (20).

6. A shock absorbing device for the bottom of a passenger elevator car frame according to claim 5, characterized in that The sliding block 2 (20) is fixedly connected to a limiting post (19) on one side inside, and a limiting groove (18) is opened on one side inside the sliding block 1 (17). The outer wall of the limiting post (19) is slidably connected inside the limiting groove (18).

7. A shock absorbing device for the bottom of a passenger elevator car frame according to claim 6, characterized in that A connecting plate (21) is fixedly connected to one side of the sliding block 2 (20), and a transmission rod 1 (22) is rotatably connected inside the connecting plate (21). A sliding plate (23) is rotatably connected to one side of the transmission rod 1 (22).

8. A shock absorbing device for the bottom of a passenger elevator car frame according to claim 7, characterized in that The sliding plate (23) is slidably connected to a sliding rod (24), the outer wall of the sliding rod (24) is fixedly connected to the inside of the compartment (1), and a locking block (25) is fixedly connected to one side of the sliding plate (23), the outer wall of the locking block (25) is slidably connected to the inside of the mounting plate (2).

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