Car bottom arresting mechanism, car and elevator

Abstract

The application provides a car bottom locking mechanism, a car and an elevator. The car bottom locking mechanism comprises a car bottom structure, a plurality of first guide rails, a plurality of second guide rails, a plurality of first safety clamps and a plurality of second safety clamps. The plurality of first guide rails and the plurality of second guide rails are respectively located on the two sides of the car bottom structure along a second extension direction, and the plurality of first guide rails and the plurality of second guide rails are arranged at intervals along a first extension direction. The plurality of first safety clamps and the plurality of second safety clamps are respectively located on the two sides of the car bottom structure along the second extension direction, the plurality of first safety clamps are arranged in one-to-one correspondence with the plurality of first guide rails, the plurality of second safety clamps are arranged in one-to-one correspondence with the plurality of second guide rails, the first safety clamps are used for locking the corresponding first guide rails, and the second safety clamps are used for locking the corresponding second guide rails. The operation reliability of the elevator is high.

Description

Technical Field

[0001] This application relates to the field of elevator technology, and in particular to a car bottom locking mechanism, a car using the car bottom locking mechanism, and an elevator using the car. Background Technology

[0002] Heavy-duty freight elevators are frequently used in large-scale logistics warehousing and heavy industrial transportation. The ability for multiple cars to brake simultaneously on their corresponding guide rails is crucial for ensuring the safety of cargo transportation and preventing cars from shifting or falling, which is essential for the safety of personnel, goods, and equipment.

[0003] Currently, heavy-duty freight elevators are typically equipped with multiple safety clamps, each corresponding to a different car or guide rail, designed to achieve braking through the locking action of the safety clamps and guide rails. However, in this type of freight elevator structure, multiple safety clamps cannot simultaneously lock onto their respective guide rails, leading to uneven stress on the elevator. This not only accelerates wear on the guide rails and safety clamps themselves but also easily causes car tilting and swaying, reducing the reliability of the freight elevator operation. Utility Model Content

[0004] This application provides a car bottom locking mechanism, a car, and an elevator, wherein multiple first safety clamps and multiple second safety clamps can simultaneously lock the corresponding guide rails, thereby improving the reliability of elevator operation.

[0005] In a first aspect, this application provides a car bottom locking mechanism, including a car bottom structure, a plurality of first guide rails, a plurality of second guide rails, a plurality of first safety clamps, and a plurality of second safety clamps; the car bottom structure has a first extending direction, a second extending direction, and a third extending direction that are perpendicular to each other, the dimension of the car bottom structure in the first extending direction is larger than the dimension of the car bottom structure in the second extending direction, and the dimension of the car bottom structure in the second extending direction is larger than the dimension of the car bottom structure in the third extending direction; the plurality of first guide rails and the plurality of second guide rails are respectively located on both sides of the car bottom structure along the second extending direction, and the plurality of first guide rails and the plurality of second safety clamps are arranged at intervals along the first extending direction; the plurality of first safety clamps and the plurality of second safety clamps are respectively located on both sides of the car bottom structure along the second extending direction, the plurality of first safety clamps are arranged one-to-one with the plurality of first guide rails, and the plurality of second safety clamps are arranged one-to-one with the plurality of second guide rails, the first safety clamps are used to lock the corresponding first guide rails, and the second safety clamps are used to lock the corresponding second guide rails; wherein, the plurality of first safety clamps and the plurality of second safety clamps can lock the corresponding first guide rails and the corresponding second guide rails simultaneously.

[0006] As an optional implementation, the car bottom locking mechanism provided in this application further includes a lifting assembly and a linkage assembly, with the linkage assembly connected to the lifting assembly; the linkage assembly is connected to each first safety clamp and each second safety clamp, so that the multiple first safety clamps and multiple second safety clamps can simultaneously lock the corresponding first guide rail and the corresponding second guide rail.

[0007] As an optional implementation, the first safety clamp has two first lifting rods, and the second safety clamp has two second lifting rods; the linkage assembly includes a linkage shaft and multiple linkage structures, the linkage shaft is connected to the lifting assembly, and each linkage structure is connected between the oppositely arranged first and second safety clamps; wherein, the lifting assembly can drive the linkage shaft to rotate, and then drive the first and second lifting rods to move upward through the linkage structures.

[0008] As an optional implementation, the linkage structure includes two first linkage components, a linkage rod, a lifting shaft, and two second linkage components; the two first linkage components are connected to the linkage shaft, and the two first linkage components are correspondingly arranged with the two first lifting rods, with the end of the first linkage component engaging with the corresponding first lifting rod; one end of the linkage rod is connected to the linkage shaft; the other end of the linkage rod is connected to the lifting shaft; the two second linkage components are connected to the lifting shaft, and the two second linkage components are correspondingly arranged with the second lifting rods, with the end of the second linkage component engaging with the corresponding second lifting rod.

[0009] As an optional implementation, the first linkage has a first through hole through which the first lifting rod passes, and the second linkage has a second through hole through which the second lifting rod passes; the first through hole is clearance-fitted with the first lifting rod, and the second through hole is clearance-fitted with the second lifting rod.

[0010] As an optional implementation, both the first and second safety clamps include two safety clamp units stacked together in a vertical direction. Each safety clamp unit includes a fixed base, two guide members, and a braking structure. The fixed bases of the two safety clamp units are connected together. The two guide members are connected to the inner side of the fixed base, and each guide member has a guide surface facing the other guide member. The guide surfaces extend obliquely in a vertical direction, and the tops of the two guide surfaces are close to each other. The braking structure includes two sliding blocks, which are correspondingly arranged with the two guide members. The sliding blocks slide in cooperation with the corresponding guide surfaces, and each sliding block has a braking part facing the other sliding block. The braking structures of the two safety clamp units can move upward together to lock the corresponding first guide rail or the corresponding second guide rail.

[0011] As an optional implementation, the first safety clamp and the second safety clamp also include a connecting plate, a brake lever, and two connecting members; the connecting plate is located above the two fixed seats and is connected to the two first lifting rods or the two second lifting rods; the brake lever is connected to the connecting plate and extends from the top of the connecting plate to between the two sliding blocks of the safety clamp unit located at the lower end; the two connecting members are arranged one-to-one with the two safety clamp units, and the two sliding blocks are connected to both sides of the corresponding connecting members.

[0012] As an optional implementation, the braking part has two braking regions spaced apart in the vertical direction, and the braking regions are positioned facing another sliding block; wherein, the braking regions have a plurality of closely arranged serrated structures.

[0013] As an optional implementation, the fixed base includes a base body, two support blocks, and two limiting plates; a guide space is formed inside the base body, the guide space has two oppositely arranged fixed walls, and two guide members are located between the two fixed walls; the two support blocks are arranged one-to-one with the two guide members, the support blocks are connected to the fixed walls, and the side walls of the support blocks abut against the corresponding guide members; the two limiting plates are located below the two support blocks, the two limiting plates are arranged one-to-one with the two guide members, the limiting plates are connected to the fixed walls, and the guide members have limiting cavities that cooperate with the limiting plates, with the limiting plates extending into the corresponding limiting cavities.

[0014] As an optional implementation, the lifting assembly includes a steel wire rope and a lifting member, with the end of the steel wire rope fixed to the lifting member, which is connected to the linkage assembly.

[0015] Secondly, this application provides a car body, including multiple crossbeam units, multiple column units, and the aforementioned car bottom locking mechanism; the multiple crossbeam units are disposed below the car bottom structure, and are spaced apart along a first extending direction. Each crossbeam unit includes two crossbeams spaced apart along the first extending direction, with the two crossbeams facing away from each other; the multiple column units are spaced apart along the first extending direction, and are arranged one-to-one with the multiple crossbeam units. Each column unit includes a first column and a second column, which are located on opposite sides of the car bottom structure along the second extending direction. The first column is connected between one end of the two crossbeams of the corresponding crossbeam unit, and the second column is connected between the other ends of the two crossbeams of the corresponding crossbeam unit; wherein, multiple first guide rails are arranged one-to-one with the multiple first columns, and multiple second guide rails are arranged one-to-one with the multiple second columns. The first guide rails are connected to the corresponding first columns, and the second guide rails are connected to the corresponding second columns. The first safety clamp is connected to the bottom end of the corresponding first column, and the second safety clamp is connected to the bottom end of the corresponding second column.

[0016] Thirdly, this application provides an elevator, including the aforementioned car.

[0017] The car bottom locking mechanism, car, and elevator provided in this application, through the synchronous locking of the safety clamps corresponding to the guide rails, allow the car bottom structure to receive uniform and symmetrical braking forces on both sides of the second extension direction. This avoids problems such as car tilting and swaying, and also reduces additional wear on the guide rails and safety clamps caused by force imbalance, extending the service life of components. Simultaneously, synchronous locking allows all braking points to function at the same time, enabling faster and more stable car braking, reducing the risk of car swaying or falling, and improving the safety and reliability of the elevator provided in this application in scenarios such as logistics warehousing and heavy industrial transportation. It also ensures the overall operational stability of the elevator provided in this application. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0019] Figure 1 A schematic plan view of a partial structure of an elevator provided in an embodiment of this application; Figure 2 for Figure 1 A schematic diagram of a partial structure of the structure shown; Figure 3 for Figure 2 A schematic diagram of a partial structure of the structure shown; Figure 4 for Figure 3 Enlarged schematic diagram of the local structure at point A; Figure 5 for Figure 4 Enlarged schematic diagram of the local structure at point B; Figure 6 for Figure 4 Enlarged schematic diagram of the local structure at point C; Figure 7 A schematic plan view of a partial structure of the first safety clamp or the second safety clamp in an elevator provided in an embodiment of this application; Figure 8 for Figure 7 A three-dimensional structural diagram of the structure shown.

[0020] Explanation of reference numerals in the attached figures: 1. Car floor structure; 2. First support assembly; 3. Crossbeam unit; 8. Car body; 21. Support unit; 32. Crossbeam; 10. Column unit; 20. First safety clamp; 30. Second safety clamp; 40. Lifting assembly; 50. Linkage assembly; 60. Limit nut; 70. First connecting seat; 80. Second connecting seat; 90. Safety clamp unit; 91. Fixing seat; 92. Guide component; 93. Braking structure; 101. First column; 102. Second column; 201. First lifting rod; 301. Second lifting rod; 401. Lifting component; 501. Linkage shaft; 502. Linkage structure; 510. Linkage plate; 520. First reinforcing plate; 530. Second reinforcing plate; 540. Guide block; 550. Guide cavity; 560. Mating hole; 701. Connecting body; 702. Connecting rod; 911. Seat body; 912. Support block; 913. Limiting plate; 921. Guide surface; 922. Limiting cavity; 931. Sliding block; 100. Connecting plate; 110. Brake rod; 120. Connecting component; 5021, First linkage component; 5022, Linkage rod; 5023, Lifting shaft; 5024, Second linkage component; 5025, First through hole; 5026, Second through hole; 7021, Protruding post; 9111, Guide space; 9112, Fixed wall; 9113, Upper support plate; 9114, Lower support plate; 9115, Support connector; 9311, Braking part; 9312, Braking area; 9313, Serrated structure.

[0021] The realization of the purpose, functional features and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0022] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / A can mean A or A. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or A can represent: A existing alone, A and A existing simultaneously, and A existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0023] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0024] Currently, heavy-duty freight elevators are typically equipped with multiple safety clamps, each corresponding to a different car or guide rail, designed to achieve braking through the locking action of the safety clamps and guide rails. However, in this type of freight elevator structure, multiple safety clamps cannot simultaneously lock onto their respective guide rails, leading to uneven stress on the elevator. This not only accelerates wear on the guide rails and safety clamps themselves but also easily causes car tilting and swaying, reducing the reliability of the freight elevator operation.

[0025] Based on this, embodiments of this application provide a car bottom locking mechanism, a car, and an elevator, wherein multiple first safety clamps and multiple second safety clamps can simultaneously lock the corresponding guide rails, thereby improving the reliability of elevator operation.

[0026] It should be noted that the elevators provided in this application embodiment include, but are not limited to, heavy-duty freight elevators. The specific type of elevator provided in this application embodiment is not limited here.

[0027] The embodiments of this application will be described in detail below with reference to the accompanying drawings and specific implementation details.

[0028] Please see Figure 1 , Figure 1 This is a schematic plan view of a partial structure of an elevator provided in an embodiment of this application. As shown in the figure, the car bottom locking mechanism provided in this embodiment includes a car bottom structure 1 and a first support component 2; the first support component 2 is connected to the bottom end of the car bottom structure 1. The car bottom structure 1 has mutually perpendicular first extending direction, second extending direction, and third extending direction. The dimension of the car bottom structure 1 in the first extending direction is larger than the dimension of the car bottom structure 1 in the second extending direction, and the dimension of the car bottom structure 1 in the second extending direction is larger than the dimension of the car bottom structure 1 in the third extending direction. The first extending direction can be understood as the length direction of the car bottom structure 1, i.e. Figure 1 In the XX axis direction, the second extension direction can be understood as the width direction of the car bottom structure 1, that is... Figure 1 The YY axis direction and the third extension direction can be understood as the height direction of the car bottom structure 1, as shown in the following figure.

[0029] Specifically, the first support component 2 includes a plurality of support units 21 arranged at intervals along the second extending direction.

[0030] This embodiment also provides a car body, including the car bottom locking mechanism provided in this embodiment. To further improve the impact resistance of the car bottom structure 1, in some embodiments, the car body provided in this embodiment also includes multiple crossbeam units 3; the multiple crossbeam units 3 are connected to the bottom ends of multiple support units 21, and the multiple crossbeam units 3 are arranged at intervals along a first extending direction. Each crossbeam unit 3 includes two crossbeams 32 arranged at intervals along the first extending direction, and the two crossbeams 32 are arranged back to back. Among them, the crossbeam units 3 can quickly spread the heavy load transmitted by the first support component 2 to a larger force-bearing surface, avoiding excessive local pressure.

[0031] Understandably, when an elevator experiences abnormal conditions such as overspeeding, it is necessary to brake the car body 8 onto the guide rails to bring it to a stop. Therefore, please continue to combine... Figures 2 to 4 , Figure 2 for Figure 1 A schematic diagram of a partial structure of the structure shown. Figure 3 for Figure 2 A schematic diagram of a partial structure of the structure shown. Figure 4 for Figure 3 A magnified schematic diagram of the local structure at point A. Wherein, Figure 2 The ZZ axis direction is the third extension direction mentioned above.

[0032] The car provided in this embodiment also includes multiple column units 10, and the car bottom locking mechanism provided in this embodiment also includes multiple first guide rails (not shown in the figure), multiple second guide rails (not shown in the figure), multiple first safety clamps 20, and multiple second safety clamps 30; the multiple column units 10 are arranged at intervals along the first extension direction, and the multiple column units 10 are correspondingly arranged with multiple crossbeam units 3. Each column unit 10 includes a first column 101 and a second column 102. The first column 101 and the second column 102 are respectively located on both sides of the car bottom structure 1 along the second extension direction. The first column 101 is connected between one end of the two crossbeams 32 of the corresponding crossbeam unit 3, and the second column 102 is connected between the other ends of the two crossbeams 32 of the corresponding crossbeam unit 3; the multiple first guide rails and the multiple second guide rails are respectively located on both sides of the car bottom structure 1 along the second extension direction, and the multiple first guide rails and the multiple second guide rails are arranged at intervals along the first extension direction. The car floor structure 1 is arranged with multiple first guide rails corresponding to multiple first columns 101 and multiple second guide rails corresponding to multiple second columns 102. The first guide rails are connected to the corresponding first columns 101, and the second guide rails are connected to the corresponding second columns 102. Multiple first safety clamps 20 and multiple second safety clamps 30 are located on both sides of the car floor structure 1 along the second extension direction. The multiple first safety clamps 20 are connected to the multiple first guide rails, and the multiple second safety clamps 30 are connected to the multiple second guide rails. The first safety clamps 20 are connected to the bottom end of the corresponding first column 101, and the second safety clamps 30 are connected to the bottom end of the corresponding second column 102. The first safety clamps 20 are used to lock the corresponding first guide rails, and the second safety clamps 30 are used to lock the corresponding second guide rails. The multiple first safety clamps 20 and multiple second safety clamps 30 can lock the corresponding first guide rails and the corresponding second guide rails simultaneously.

[0033] In this structure, multiple column units 10 correspond one-to-one with multiple crossbeam units 3, and the first column 101 and the second column 102 of each column unit 10 are respectively connected to the two ends of the two crossbeams 32 of the corresponding crossbeam unit 3. In this way, a symmetrical and stable frame structure can be constructed, providing a reliable support foundation for the installation of the first guide rail, the second guide rail, the first safety clamp 20 and the second safety clamp 30. At the same time, the layout of the column units arranged at intervals along the first extension direction can evenly distribute the overall force.

[0034] Furthermore, the first guide rail and the second guide rail are connected one-to-one with the first column 101 and the second column 102, respectively, and are symmetrically distributed on both sides of the car bottom structure 1 along the second extension direction. In this way, not only is the verticality and spacing accuracy of the guide rail installation guaranteed, providing smooth guidance for elevator operation, but it can also form a cooperative force-bearing system with the column unit 10, enhancing the frame's resistance to lateral displacement.

[0035] Furthermore, multiple first safety clamps 20 and multiple second safety clamps 30 are respectively connected to the bottom ends of the corresponding first column 101 and second column 102, and can simultaneously lock the corresponding first guide rail and second guide rail. This symmetrical and synchronous braking design allows the car bottom structure 1 to receive uniform and symmetrical braking force on both sides of the second extension direction, which not only avoids the problem of tilting and swaying of the car body 8, but also reduces the additional wear of the guide rail and safety clamps caused by force imbalance, thus extending the service life of the components. At the same time, synchronous locking allows all braking points to work at the same time, enabling faster and more stable braking of the car body 8, reducing the risk of the car body 8 swaying or falling, improving the safety and reliability of the elevator provided in this embodiment in scenarios such as logistics warehousing and heavy industrial transportation, and also ensuring the overall operational stability of the elevator provided in this embodiment.

[0036] It should be noted that in this embodiment, only the bottom ends of the middle portions of the first column 101 and the second column 102 are equipped with the first safety clamp 20 and the second safety clamp 30. For example, see [link to documentation]. Figure 1 The bottom of the five first pillars 101 and second pillars 102 located in the middle are equipped with first safety clamps 20 and second safety clamps 30.

[0037] To achieve simultaneous operation of multiple first safety clamps 20 and multiple second safety clamps 30, the car bottom locking mechanism provided in this embodiment also includes a lifting assembly 40 and a linkage assembly 50. The linkage assembly 50 is connected to the lifting assembly 40; the linkage assembly 50 is connected to each first safety clamp 20 and each second safety clamp 30, so that multiple first safety clamps 20 and multiple second safety clamps 30 can simultaneously lock the corresponding first guide rail and the corresponding second guide rail. In this way, centralized control and synchronous triggering of braking action are achieved. This avoids the braking time difference that may occur when a single safety clamp operates independently, ensuring that all first safety clamps 20 and second safety clamps 30 lock the corresponding guide rail simultaneously when needed, so that the braking force is instantly and evenly distributed on both sides of the car bottom structure 1, effectively preventing the car body 8 from tilting, jamming, or even being damaged due to braking imbalance under heavy load conditions.

[0038] Please continue to combine Figure 5 and Figure 6 , Figure 5 for Figure 4 A magnified view of the local structure at point B. Figure 6 for Figure 4A magnified view of the partial structure at point C. As shown in the figure, the first safety clamp 20 has two first lifting rods 201, and the second safety clamp 30 has two second lifting rods 301; the linkage assembly 50 includes a linkage shaft 501 and multiple linkage structures 502. The linkage shaft 501 is connected to the lifting assembly 40, and each linkage structure 502 is connected between the relatively disposed first safety clamp 20 and second safety clamp 30; wherein, the lifting assembly 40 can drive the linkage shaft 501 to rotate, and then drive the first lifting rods 201 and second lifting rods 301 to move upward through the linkage structures 502.

[0039] In other words, after the lifting assembly 40 drives the linkage shaft 501 to rotate, it synchronously drives the corresponding first lifting rod 201 and second lifting rod 301 to move upward through the linkage structure 502. This ensures that the two lifting rods of the safety clamp on the same side are subjected to balanced force, and also achieves complete synchronization of the actions of the relatively arranged first safety clamp 20 and second safety clamp 30. In this way, braking deviation caused by uneven force or delayed action of a single lifting rod during braking is avoided, allowing all safety clamps to lock the guide rail with consistent force and rhythm, further improving the stability and reliability of the elevator braking provided in this embodiment.

[0040] In some specific embodiments, the linkage structure 502 includes two first linkage members 5021, a linkage rod 5022, a lifting shaft 5023, and two second linkage members 5024. The two first linkage members 5021 are connected to the linkage shaft 501, and the two first linkage members 5021 are correspondingly arranged with the two first lifting rods 201. The end of the first linkage member 5021 is engaged with the corresponding first lifting rod 201. One end of the linkage rod 5022 is connected to the linkage shaft 501. The other end of the linkage rod 5022 is connected to the lifting shaft 5023. The two second linkage members 5024 are connected to the lifting shaft 5023, and the two second linkage members 5024 are correspondingly arranged with the second lifting rods 301. The end of the second linkage member 5024 is engaged with the corresponding second lifting rod 301.

[0041] Specifically, when the lifting assembly 40 drives the linkage shaft 501 to rotate, it synchronously drives the first linkage component 5021 to rotate, thereby causing the corresponding first lifting rod 201 to move smoothly upward. At the same time, the linkage shaft 501 drives the linkage rod 5022 to pull back, causing the lifting shaft 5023 to rotate, which in turn drives the second linkage component 5024 to rotate, achieving synchronous upward movement of the second lifting rod 301. This integrated transmission design ensures that the first lifting rod 201 and the second lifting rod 301 under the same linkage structure 502 move completely synchronously, and the one-to-one correspondence ensures uniform force transmission, avoiding delays or uneven force distribution in individual lifting rods. This improves the response accuracy and stability of the braking system, makes the transmission process clear and controllable, and reduces the difficulty of troubleshooting and maintenance.

[0042] The first linkage component 5021 includes a linkage plate 510, a first reinforcing plate 520, a second reinforcing plate 530, and a guide block 540. The first reinforcing plate 520 is connected to one end of the linkage plate 510 and welded to the linkage shaft 501. The second reinforcing plate 530 is connected to the other end of the linkage plate 510, and the second reinforcing plate 530 and the linkage plate 510 together form a guide cavity 550. The guide block 540 is disposed within the guide cavity 550, connected to the second reinforcing plate 530, and cooperates with the first lifting rod 201. To confine the guide block 540 to the first lifting rod 201, a limiting nut 60 connected to the first lifting rod 201 is provided at the upper end of the guide block 540. Thus, the first linkage component 5021 enables the transmission connection between the linkage shaft 501 and the first lifting rod 201.

[0043] To connect the linkage shaft 501 and the linkage rod 5022, a first connecting seat 70 is provided on the linkage shaft 501. The first connecting seat 70 includes a connecting body 701 and a connecting rod 702. The connecting body 701 is fixedly connected to the linkage shaft 501, and the connecting rod 702 is integrally formed with the connecting body 701. A protrusion 7021 is provided at the end of the connecting rod 7022, and a mating hole 560 is provided at one end of the linkage rod 5022 for the protrusion 7021 to pass through. Through the engagement of the protrusion 7021 and the mating hole 560, the linkage rod 5022 can be pulled back during the rotation of the linkage shaft 501.

[0044] Furthermore, to achieve the transmission connection between the linkage rod 5022 and the lifting shaft 5023, a second connecting seat 80 with the same structure as the first connecting seat 70 is provided on the lifting shaft 5023. The connection relationship between the second connecting seat 80 and the lifting shaft 5023 can be referred to the connection relationship between the first connecting seat 70 and the linkage shaft 501, and the connection relationship between the second connecting seat 80 and the linkage rod 5022 can be referred to the connection relationship between the first connecting seat 70 and the linkage rod 5022. Further details are omitted here. Thus, during the retraction of the linkage rod 5022, it can drive the lifting shaft 5023 to rotate, and under the transmission action of the second linkage 5024, it drives the second lifting rod 301 to move upward.

[0045] It should be noted that the structure of the second linkage 5024 is the same as that of the first linkage 5021. Furthermore, the connection and fit between the second linkage 5024 and the lifting shaft 5023 can be referenced to the connection and fit between the first linkage 5021 and the linkage shaft 501, and the connection and fit between the second linkage 5024 and the second lifting rod 301 can be referenced to the connection and fit between the first linkage 5021 and the first lifting rod 201. Further details will not be elaborated upon here.

[0046] Furthermore, during the rotation of the linkage shaft 501 and the lifting shaft 5023, it is ensured that the first lifting rod 201 and the second lifting rod 301 move upward. In some optional embodiments, the first linkage member 5021 has a first through hole 5025 through which the first lifting rod 201 passes, and the second linkage member 5024 has a second through hole 5026 through which the second lifting rod 301 passes. The first through hole 5025 is clearance-fitted with the first lifting rod 201, and the second through hole 5026 is clearance-fitted with the second lifting rod 301.

[0047] This provides reasonable space for the movement of the first lifting rod 201 and the second lifting rod 301. It prevents jamming during the upward movement of the first lifting rod 201 and the second lifting rod 301 due to excessive tightness, ensuring smooth operation of the linkage component 50. It also avoids assembly difficulties caused by dimensional errors, improving installation convenience. Simultaneously, the clearance fit reduces frictional wear between the first linkage component 5021, the second linkage component 5024, and the corresponding lifting rods, extending component lifespan. Furthermore, it buffers slight force deviations during braking transmission, ensuring the stability of force transmission.

[0048] Specifically, the first through hole 5025 is formed on the guide block 540, and the second through hole 5026 is also formed on the corresponding structure of the second linkage 5024.

[0049] The lifting assembly 40 can be structured as follows: it includes a steel wire rope (not shown in the figure) and a lifting member 401. The end of the steel wire rope is fixed to the lifting member 401, and the lifting member 401 is connected to the linkage shaft 501 of the linkage assembly 50. In this way, the steel wire rope, through the speed limiter, can drive the lifting member 401 to rotate, thereby driving the linkage shaft 501 to rotate.

[0050] Please continue to combine Figure 7 and Figure 8 , Figure 7 This is a schematic plan view of a partial structure of the first or second safety clamp in an elevator provided in an embodiment of this application. Figure 8 for Figure 7The diagram shows a three-dimensional structural schematic. To enhance the locking effect of the first safety clamp 20 on the first guide rail, and the locking effect of the second safety clamp 30 on the second guide rail, in some embodiments, both the first safety clamp 20 and the second safety clamp 30 include two safety clamp units 90 stacked vertically. Each safety clamp unit 90 includes a mounting base 91, two guide members 92, and a braking structure 93. The mounting bases 91 of the two safety clamp units 90 are connected together, and the upper mounting base 91 is connected to the corresponding first column 101 or second column 102. The two guide members 92 are connected to the mounting base 91. Inside, the guide member 92 has a guide surface 921 facing the other guide member 92. The guide surface 921 extends obliquely in the vertical direction, and the tops of the two guide surfaces 921 are close to each other. The braking structure 93 includes two sliding blocks 931, which are arranged one-to-one with the two guide members 92. The sliding blocks 931 slide with the corresponding guide surface 921. The sliding blocks 931 have a braking part 9311 facing the other sliding block 931. The braking structures 93 of the two safety clamp units 90 can move upward together to lock the corresponding first guide rail or the corresponding second guide rail.

[0051] In this way, the braking structures 93 of the two safety clamp units 90 move upward together to lock the guide rail, which is equivalent to the superposition of double braking forces, which improves the braking clamping force and adapts to the braking requirements of heavy-duty elevators. At the same time, the stacked layout makes the braking force more even and avoids local stress concentration that could cause damage to the guide rail or safety clamp.

[0052] In order to achieve the common upward movement of the two braking structures 93, in this embodiment, the first safety clamp 20 and the second safety clamp 30 also include a connecting plate 100, a brake rod 110, and two connecting members 120; the connecting plate 100 is located above the two fixed seats 91, and the connecting plate 100 is connected to the two first lifting rods 201 or the two second lifting rods 301; the brake rod 110 is connected to the connecting plate 100, and the brake rod 110 extends from the top of the connecting plate 100 to between the two sliding blocks 931 of the safety clamp unit 90 located at the lower end; the two connecting members 120 are arranged one-to-one with the two safety clamp units 90, and the two sliding blocks 931 are connected to the two sides of the corresponding connecting member 120.

[0053] The connecting plate 100 receives the driving force of the two first lifting rods 201 or the two second lifting rods 301 and transmits it to the brake rod 110, so that the upward force of the lifting rod can be accurately applied to the sliding block 931 of the safety clamp unit 90 located at the lower end, thereby achieving efficient power transmission.

[0054] The two connecting pieces 120 correspond one-to-one with the two safety clamp units 90, and connect the two sliding blocks 931 of each safety clamp unit 90 into a whole. This ensures that the two sliding blocks 931 within the same safety clamp unit 90 slide synchronously along the guide surface 921, avoiding unilateral deviation that could affect the braking effect. Furthermore, the brake lever 110 drives the braking structures 93 of the two safety clamp units 90 to move upward synchronously, allowing the dual braking forces to work synergistically. This makes the power transmission path clear and concentrated, improving the synchronization and reliability of the braking system.

[0055] To further enhance the locking effect of the braking structure 93 on the first and second guide rails, in some embodiments, the braking part 9311 has two braking regions 9312 spaced apart in the vertical direction, with the braking regions 9312 facing the other sliding block 931; wherein, the braking regions 9312 have multiple closely arranged sawtooth structures 9313. The vertically distributed design of the two braking regions 9312 increases the contact area with the guide rails, making the braking force more uniform in the vertical direction and avoiding excessive force in a single area, which could lead to localized wear.

[0056] Secondly, the serrated structure 9313 can increase the friction between the brake unit 9311 and the guide rail. Especially when braking under heavy load, it can enhance the locking effect, prevent slippage, and further ensure the reliability of braking.

[0057] To improve the stability and reliability of the guide member 92 installed on the fixed base 91, in some embodiments, the fixed base 91 includes a base body 911, two support blocks 912, and two limiting plates 913. A guide space 9111 is formed inside the base body 911, and the guide space 9111 has two oppositely arranged fixed walls 9112. The two guide members 92 are located between the two fixed walls 9112. The two support blocks 912 are arranged one-to-one with the two guide members 92. The support blocks 912 are connected to the fixed walls 9112, and the side walls of the support blocks 912 abut against the corresponding guide members 92. The two limiting plates 913 are located below the two support blocks 912. The two limiting plates 913 are arranged one-to-one with the two guide members 92. The limiting plates 913 are connected to the fixed walls 9112. The guide members 92 have limiting cavities 922 that cooperate with the limiting plates 913. The limiting plates 913 extend into the corresponding limiting cavities 922.

[0058] The aforementioned guide space 9111 provides a mounting and positioning base for the two guide members 92, allowing the guide surfaces 921 of the guide members 92 to maintain a preset tilt angle and relative position. Two support blocks 912 correspond one-to-one with the guide members 92, providing stable lateral support and preventing the guide members 92 from shifting due to force during braking. The two lower limiting plates 913 extend into the limiting cavities 922 of the guide members 92, further restricting the vertical displacement and swaying of the guide members 92, achieving bidirectional limiting and fixing of the guide members 92. This ensures that the guide members 92 maintain structural stability under long-term braking force, providing reliable assurance for the smooth sliding of the sliding block 931 and precise braking, while also improving the overall structural strength and service life of the safety clamp unit 90.

[0059] In a specific embodiment of this invention, the seat body 911 includes an upper support plate 9113 and a lower support plate 9114 arranged opposite to each other in the vertical direction. The upper support plate 9113 and the lower support plate 9114 are connected by a support connector 9115. The guide space 9111 is formed by the upper support plate 9113, the lower support plate 9114 and the support connector 9115.

[0060] The support block 912 is connected to the support connector 9115 by screws or other threaded fasteners, and the limiting plate 913 is welded to the support connector 9115. The connection method between the support block 912 and the support connector 9115, and the connection method between the limiting plate 913 and the support connector 9115, are not specifically limited here.

[0061] The upper support plate 9113 of the fixed base 91 located above is connected to the corresponding first column 101 or second column 102 by screws or other threaded fasteners.

[0062] This embodiment also provides an elevator, including the aforementioned car. The structure of the car has been described in detail in the above embodiments and will not be repeated here. The elevator provided in this embodiment should also include other modules or components that enable the elevator to operate normally, which will not be described one by one here.

[0063] The elevator provided in this embodiment has high operational reliability by using the aforementioned car.

[0064] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A car bottom locking mechanism, characterized in that, include: A car floor structure has a first extending direction, a second extending direction, and a third extending direction that are perpendicular to each other. The dimension of the car floor structure in the first extending direction is larger than the dimension of the car floor structure in the second extending direction, and the dimension of the car floor structure in the second extending direction is larger than the dimension of the car floor structure in the third extending direction. Multiple first guide rails and multiple second guide rails are respectively located on both sides of the car bottom structure along the second extension direction, and the multiple first guide rails and multiple second guide rails are arranged at intervals along the first extension direction; as well as Multiple first safety clamps and multiple second safety clamps are respectively located on both sides of the car bottom structure along the second extension direction. The multiple first safety clamps are arranged in a one-to-one correspondence with the multiple first guide rails, and the multiple second safety clamps are arranged in a one-to-one correspondence with the multiple second guide rails. The first safety clamps are used to lock the corresponding first guide rails, and the second safety clamps are used to lock the corresponding second guide rails. The multiple first safety clamps and multiple second safety clamps can simultaneously lock the corresponding first guide rail and the corresponding second guide rail.

2. The car bottom locking mechanism according to claim 1, characterized in that, It also includes a lifting component and a linkage component, wherein the linkage component is connected to the lifting component; The linkage component is connected to each of the first safety clamps and each of the second safety clamps, so that the multiple first safety clamps and multiple second safety clamps can simultaneously lock the corresponding first guide rail and the corresponding second guide rail.

3. The car bottom locking mechanism according to claim 2, characterized in that, The first safety clamp has two first lifting rods, and the second safety clamp has two second lifting rods; The linkage component includes a linkage shaft and multiple linkage structures. The linkage shaft is connected to the lifting component, and each linkage structure is connected between the first safety clamp and the second safety clamp that are arranged opposite to each other. The lifting assembly can drive the linkage shaft to rotate, and then drive the first lifting rod and the second lifting rod to move upward through the linkage structure.

4. The car bottom locking mechanism according to claim 3, characterized in that, The linkage structure includes: Two first linkage components are connected together with the linkage shaft, and the two first linkage components are arranged in a one-to-one correspondence with the two first lifting rods. The end of the first linkage component is connected to the corresponding first lifting rod. One end of the linkage rod is connected to the linkage shaft; The lifting shaft, and the other end of the linkage rod is connected to the lifting shaft; and Two second linkage components are connected to the lifting shaft, and the two second linkage components are arranged in a one-to-one correspondence with the second lifting rod. The end of the second linkage component is connected to the corresponding second lifting rod.

5. The car bottom locking mechanism according to claim 4, characterized in that, The first linkage has a first through hole through which the first lifting rod passes, and the second linkage has a second through hole through which the second lifting rod passes. The first through hole is clearance-fitted with the first lifting rod, and the second through hole is clearance-fitted with the second lifting rod.

6. The car bottom locking mechanism according to any one of claims 3 to 5, characterized in that, Both the first safety clamp and the second safety clamp include two safety clamp units stacked together in a vertical direction; The safety clamp unit includes: The mounting bases of the two safety clamp units are connected together; Two guide members are connected to the inner side of the fixed base. Each guide member has a guide surface facing the other guide member. The guide surfaces extend obliquely in a vertical direction, and the top ends of the two guide surfaces are close to each other. A braking structure includes two sliding blocks, each of which is correspondingly arranged with one of the two guide members. Each sliding block slides in cooperation with a corresponding guide surface, and each sliding block has a braking part facing the other sliding block. The braking structures of the two safety clamp units can move upward together to lock the corresponding first guide rail or the corresponding second guide rail.

7. The car bottom locking mechanism according to claim 6, characterized in that, The first safety clamp and the second safety clamp also include: A connecting plate is located above the two fixed seats, and the connecting plate is connected to the two first lifting rods or the two second lifting rods; A brake lever, connected to the connecting plate, extends from above the connecting plate between the two sliding blocks of the safety clamp unit located at its lower end; and Two connectors are provided, each corresponding to one of the two safety clamp units, and two sliding blocks are connected to both sides of the corresponding connector; and / or, The braking part has two braking areas spaced apart in a vertical direction, the braking areas facing the other sliding block, and the braking areas have multiple closely arranged serrated structures; and / or, The fixing base includes: The seat body has an internal guide space, which has two oppositely arranged fixed walls, and the two guide members are located between the two fixed walls. Two support blocks are provided, each corresponding to one of the two guide members. The support blocks are connected to the fixed wall, and the sidewalls of the support blocks abut against the corresponding guide members. Two limiting plates are located below the two support blocks. The two limiting plates are correspondingly arranged with the two guide members. The limiting plates are connected to the fixed wall. The guide members have limiting cavities that cooperate with the limiting plates. The limiting plates extend into the corresponding limiting cavities.

8. The car bottom locking mechanism according to any one of claims 2 to 5, characterized in that, The lifting assembly includes a steel wire rope and a lifting member. The end of the steel wire rope is fixed to the lifting member, and the lifting member is connected to the linkage assembly.

9. A type of sedan chair, characterized in that, It includes multiple beam units, multiple column units, and the car bottom locking mechanism as described in any one of claims 1 to 8; The plurality of crossbeam units are disposed below the car bottom structure. The plurality of crossbeam units are arranged at intervals along the first extending direction. Each crossbeam unit includes two crossbeams arranged at intervals along the first extending direction. The two crossbeams are arranged back to back. Multiple column units are arranged at intervals along the first extending direction, and multiple column units are correspondingly arranged with multiple crossbeam units. Each column unit includes a first column and a second column. The first column and the second column are respectively located on both sides of the car bottom structure along the second extending direction. The first column is connected between one end of the two crossbeams of the corresponding crossbeam unit, and the second column is connected between the other end of the two crossbeams of the corresponding crossbeam unit. In this configuration, multiple first guide rails are arranged in a one-to-one correspondence with multiple first columns, and multiple second guide rails are arranged in a one-to-one correspondence with multiple second columns. The first guide rail is connected to the corresponding first column, the second guide rail is connected to the corresponding second column, the first safety clamp is connected to the bottom end of the corresponding first column, and the second safety clamp is connected to the bottom end of the corresponding second column.

10. An elevator, characterized in that, Includes the car as described in claim 9.

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