A multi-functional car base bracket

Abstract

This utility model discloses a multifunctional car bottom bracket, characterized in that several main car beams are arranged side by side at intervals, with both ends fixed to the bracket side plates; a central support plate area is provided between two middle main car beams; several intermediate crossbeams are provided between two middle main car beams, and a counterweight support plate is movably installed on the intermediate crossbeams; two main car beams outside the central support plate area form an outer support plate area at intervals; the outer support plate area is welded and fixed to a shock-absorbing pad, and shock-absorbing rubber is provided below the shock-absorbing pad; a car bottom weighing device is installed between the two middle crossbeams. This utility model adopts a suspended structure in which the bracket side plates are directly connected to the shaft columns of the main car beams, completely eliminating the traditional lower crossbeam and saving space occupied by the pit height; and utilizes the two main car beams outside the central support plate area at intervals to form the outer support plate area, with a shock-absorbing system composed of built-in shock-absorbing pads and shock-absorbing rubber.

Description

Technical Field

[0001] This utility model relates to the field of elevator car bottom bracket technology, and in particular to a multifunctional car bottom bracket. Background Technology

[0002] With the improvement of socioeconomic levels and living conditions, the application of home elevators in private residences is becoming increasingly widespread. Users' demands for home elevators are no longer limited to basic vertical transportation functions; they now require higher standards for smooth operation, quietness, and passenger comfort. However, due to the limited installation space, especially the stringent pit depth requirements, the mechanical structure of home elevators is often forced to be simplified. Currently, most mainstream small home elevators on the market, especially those with machine room-less designs, generally adopt a single-level car bottom structure. While this structure saves space and cost, it also results in a relatively weak vibration damping system, making it difficult to effectively absorb and isolate the vibration energy generated during elevator operation. Lacking effective vibration damping measures and a balancing system, slight swaying and vibration are unavoidable during elevator operation, and the inability to install a car bottom weighing device fails to meet the increasingly demanding user experience requirements. Therefore, further improvements are needed. Utility Model Content

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, the present invention proposes a multifunctional car bottom bracket.

[0004] The technical solution adopted by one embodiment of this utility model to solve its technical problem is: a multifunctional car bottom bracket, characterized in that it includes: bracket side plate, main car beam, intermediate cross beam and counterweight bracket;

[0005] The bracket side plates are spaced apart in twos; the main car beams are arranged side by side at intervals, and both ends are fixed to the bracket side plates respectively; a central support plate area is provided between the two middle main car beams; several intermediate crossbeams are provided between the two middle main car beams, and the counterweight support plate is movably installed on the intermediate crossbeams; the two main car beams outside the central support plate area form an outer support plate area; the outer support plate area is welded and fixed to a shock-absorbing pad, and shock-absorbing rubber is provided below the shock-absorbing pad; a car bottom weighing device is installed between the two middle crossbeams.

[0006] Optionally, the main car beam is a profile tube.

[0007] Optionally, the main car beam is a square tube.

[0008] Optionally, a middle crossbeam is provided on both sides of the counterweight support plate.

[0009] Optionally, two counterweight support plates are provided, each arranged close to the side plate of the bracket; the plates close to the side plate of the bracket are fitted to the intermediate crossbeam and connected by bolts.

[0010] Optionally, the counterweight support plate is rotatably mounted to the intermediate crossbeam via a hinge structure on the side of the bracket side plate closest to the counterweight support plate; an electric limit switch is provided on the intermediate crossbeam on the side of the bracket side plate furthest from the counterweight support plate.

[0011] Optionally, there are two outer tray areas, located on opposite sides of the central tray area.

[0012] Optionally, four sets of shock-absorbing pads and shock-absorbing rubber are provided, respectively arranged close to both sides of the two counterweight support plates.

[0013] Optionally, the height span of the car bottom weighing device or counterweight support plate shall not be greater than the cumulative height span of the shock-absorbing pad and the shock-absorbing rubber.

[0014] Optionally, the cumulative height span of the damping pad and the damping rubber is no more than 50 mm.

[0015] The beneficial effects of this utility model are as follows: The suspended structure of the hoistway columns, with the bracket side plates directly connected to the main car beams, completely eliminates the need for the traditional lower crossbeam, saving space occupied by the pit height. Furthermore, the outer bracket area is formed by the two main car beams on the outer side of the central bracket area, with a built-in damping system consisting of damping pads and damping rubber, minimizing the additional space occupied by the damping unit. The damping pads and counterweight brackets reduce the risk of deformation caused by stress concentration; the counterweight bracket is used to place counterweights, adjust the car's weight and balance, improve comfort, and facilitate rescue operations; the car bottom weighing device is used to detect the elevator's load and provide overload warnings; neither the counterweight bracket nor the car bottom weighing device occupies additional space in the height direction, effectively saving space in that direction.

[0016] To make the above-mentioned objectives, features and advantages of this utility model more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0017] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0018] Figure 1 This is a schematic diagram of the structure of the car bottom bracket of this utility model;

[0019] Figure 2 for Figure 1 Exploded view of the car bottom bracket;

[0020] Figure 3for Figure 1 Another exploded view of the car bottom bracket.

[0021] Explanation of key component symbols:

[0022] 10. Bracket side plate; 20. Main car beam; 30. Intermediate crossbeam; 40. Counterweight support plate; 50. Middle support plate area; 60. Outer support plate area; 70. Shock-absorbing pad; 71. Shock-absorbing rubber; 80. Hinge structure; 90. Electric limit switch; 100. Car bottom weighing device. Detailed Implementation

[0023] This section will describe in detail the specific embodiments of the present utility model. The preferred embodiments of the present utility model are shown in the accompanying drawings. The purpose of the drawings is to supplement the textual description with graphics, so that people can intuitively and vividly understand each technical feature and the overall technical solution of the present utility model, but they should not be construed as limiting the scope of protection of the present utility model.

[0024] In the description of this utility model, "multiple" means two or more; "greater than," "less than," and "exceeding" are understood to exclude the stated number; "above," "below," and "within" are understood to include the stated number. The use of "first" and "second" in the description is merely for distinguishing technical features and should not be construed as indicating or implying relative importance, or implicitly specifying the number of indicated technical features or their sequential relationship.

[0025] In the description of this utility model, it should be understood that the directional descriptions, such as up, down, front, back, left, right, etc., indicate the directional or positional relationship based on the directional or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0026] In this utility model, unless otherwise explicitly defined, the terms "setting," "installing," and "connecting" should be interpreted broadly. For example, they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to a fixed connection, a detachable connection, or an integral molding; they can refer to a mechanical connection; they can refer to the internal connection of two components or the interaction between two components. Those skilled in the art can reasonably determine the specific meaning of the above terms in this utility model in conjunction with the specific content of the technical solution.

[0027] Example

[0028] Reference Figures 1 to 3 The present invention proposes a multifunctional car bottom support, characterized in that it includes: a support side plate 10, a main car beam 20, a middle cross beam 30, and a counterweight support plate 40.

[0029] There are two bracket side plates 10 spaced apart; several main car beams 20 are arranged side by side spaced apart, and both ends are fixed to the bracket side plates 10 respectively; a middle support plate area 50 is provided between the two middle main car beams 20; several middle crossbeams 30 are provided between the two middle main car beams 20, and a counterweight support plate 40 is movably installed on the middle crossbeams 30; two main car beams 20 outside the middle support plate area 50 are spaced apart to form an outer support plate area 60; the outer support plate area 60 is welded and fixed to a shock-absorbing pad 70, and a shock-absorbing rubber 71 is provided below the shock-absorbing pad 70; a car bottom weighing device 100 is installed between the two middle crossbeams 30.

[0030] In this invention, a suspended structure is adopted in which the bracket side plate 10 is directly connected to the shaft column of the main car beam 20, completely eliminating the traditional lower crossbeam and saving the space occupied by the pit height. Furthermore, the two main car beams 20 on the outer side of the central bracket area 50 are used to form an outer bracket area 60, which houses a shock-absorbing system composed of a shock-absorbing pad 70 and shock-absorbing rubber 71, thus minimizing the additional space occupied by the shock-absorbing unit. The shock-absorbing pad 70 and the counterweight bracket 40 reduce the risk of deformation caused by stress concentration; the counterweight bracket 40 is used to place the counterweight, adjust the car's weight and balance, improve comfort, and facilitate rescue; the car bottom weighing device 100 is used to detect the elevator's load and provide overload warnings; neither the counterweight bracket 40 nor the car bottom weighing device 100 occupies additional dimensions in the height direction, effectively saving space in the height direction.

[0031] In this embodiment, the main car beam 20 is a profile tube with a high section modulus of bending resistance. Preferably, the main car beam 20 is a square tube. The flat welding surface of the square tube perfectly fits the damping pad 70, ensuring that vibration energy is efficiently transferred to the damping rubber 71, avoiding the risk of loosening associated with traditional bolted connections.

[0032] In this embodiment, a middle crossbeam 30 is provided on both opposite sides of the counterweight support plate 40. The counterweight support plate 40 is supported on both sides by the middle crossbeam 30, forming a load-bearing structure similar to a "double longitudinal beam", which suppresses the tilting and swaying caused by the uneven loading of the car.

[0033] Specifically, there are two counterweight support plates 40, one of which is located near the side plate 10 of the bracket. The side plate 10 is fitted against the middle crossbeam 30 and connected by bolts. The bolt connection design allows each counterweight support plate 40 to be disassembled independently, reducing the time required to replace the shock-absorbing rubber 71 or clean the pit, and lowering maintenance costs.

[0034] In this embodiment, the counterweight support plate 40 is rotatably mounted on the intermediate crossbeam 30 via a hinge structure 80 on the side of the bracket side plate 10 away from the counterweight support plate 40; an electric limit switch 90 is provided on the intermediate crossbeam 30 on the side of the bracket side plate 10 away from the counterweight support plate 40. The hinge structure 80 enables the counterweight support plate 40 to rotate 90°, creating an unobstructed maintenance passage; the electric limit switch 90 maintains the counterweight support plate 40 in a stable and locked position when it is not open.

[0035] In this embodiment, there are two outer tray areas 60, located on opposite sides of the middle tray area 50.

[0036] Specifically, four sets of shock-absorbing pads 70 and shock-absorbing rubber 71 are arranged close to both sides of the two counterweight support plates 40. The four sets of shock-absorbing units are symmetrically arranged at the four corners of the car bottom to form a "four-point suspension" effect, which can maintain the level even if the car load is uneven.

[0037] In this embodiment, the height span of the car bottom weighing device 100 or the counterweight support plate 40 is not greater than the cumulative height span of the shock-absorbing pad 70 and the shock-absorbing rubber 71. The balancing device of the counterweight support plate 40 and the car bottom weighing device 100 are installed in the cavity in the middle of the bracket, and neither occupies additional dimensions in the height direction, thus achieving an overall ultra-thin bracket structure.

[0038] Preferably, the cumulative height span between the shock-absorbing pad 70 and the shock-absorbing rubber 71 is no more than 50 mm.

[0039] Of course, this utility model is not limited to the above-described embodiments. Those skilled in the art can make equivalent modifications or substitutions without departing from the spirit of this utility model. All such equivalent modifications and substitutions are included within the scope defined by the claims of this application.

Claims

1. A multi-functional car bottom carrier, characterized by, The utility model relates to a kind of crane trolley frame, including: Tray side plate (10), main car beam (20), intermediate crossbeam (30) and counterweight tray plate (40); Two are arranged at the tray side plate (10) interval;Several are arranged at the main car beam (20) interval side by side, and two ends are fixed to the tray side plate (10) respectively;Middle two main car beams (20) are provided with middle tray plate area (50) between;Middle two main car beams (20) are provided with several intermediate crossbeams (30) between, and the counterweight tray plate (40) is movably installed on the intermediate crossbeam (30);Two main car beams (20) outside the middle tray plate area (50) are formed into outside tray plate area (60) interval;The outside tray plate area (60) is welded and fixed to have shock pad (70), and shock rubber (71) is arranged below the shock pad (70);Car bottom weighing device (100) is installed between middle two intermediate crossbeams (30).

2. The multi-functional cab floor carrier according to claim 1, characterized by: The main car beam (20) is profiled tube.

3. The multi-functional cab floor carrier according to claim 2, characterized by: The main car beam (20) is square tube.

4. The multi-functional cab floor carrier according to claim 1, characterized by: The counterweight tray plate (40) is provided with intermediate crossbeam (30) on opposite sides.

5. The multi-functional cab floor carrier according to claim 4, characterized by: The counterweight tray plate (40) is provided with two, respectively close to tray side plate (10) arrangement;Close to the tray side plate (10) and the intermediate crossbeam (30) are arranged, and are connected by bolt.

6. The multi-functional cab floor carrier according to claim 5, characterized by: The side of the counterweight tray plate (40) close to the tray side plate (10) is rotatably installed on the intermediate crossbeam (30) by hinge structure (80);The intermediate crossbeam (30) of the side of the tray side plate (10) away from the counterweight tray plate (40) is provided with electric limit switch (90).

7. The multi-functional cab floor carrier of claim 1, wherein: The outside tray plate area (60) is provided with two, and is located at opposite sides of the middle tray plate area (50) respectively.

8. The multi-functional cab floor carrier according to claim 7, characterized by: The shock pad (70) and shock rubber (71) are provided with four groups, and are arranged near two sides of the counterweight tray plate (40) respectively.

9. The multi-functional cab floor carrier of claim 1, wherein: The height span of the car bottom weighing device (100) or counterweight tray plate (40) is not more than the cumulative height span of the shock pad (70) and shock rubber (71).

10. The multi-functional cab floor carrier of claim 1, wherein: The cumulative height span of the shock pad (70) and shock rubber (71) is not more than 50mm.

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