CN212334325U

CN212334325U - Car device

Info

Publication number: CN212334325U
Application number: CN202021102084.7U
Authority: CN
Inventors: 王锦章; 侯胜欣
Original assignee: Ningbo Shenling Electromechanical Technology Co ltd
Current assignee: Ningbo Shenling Electromechanical Technology Co ltd
Priority date: 2020-06-15
Filing date: 2020-06-15
Publication date: 2021-01-12
Anticipated expiration: 2030-06-15

Abstract

The utility model discloses a car device. The car device comprises a car assembly and at least one counterweight assembly detachably connected to the car assembly, wherein the car assembly comprises a car body and a reinforcing beam fixedly connected to the bottom of the car body. Each reinforcing beam comprises a first guide rail and a second guide rail which are arranged oppositely, and the counterweight component is arranged on the reinforcing beam in a sliding mode and is suspended on the first guide rail and the second guide rail. The stiffening beam is one of the structural components of the car component, and the counterweight component is directly connected to the stiffening beam, so that the beam structure for installing the counterweight component is saved. The counterweight assembly can also slide along the stiffening beam to adjust the counterweight position relative to the car assembly, and the convenience of counterweight position adjustment of the counterweight assembly is improved.

Description

Car device

Technical Field

The utility model belongs to the technical field of the elevator technique and specifically relates to a car device is related to.

Background

The car device comprises a car assembly and a counterweight assembly, the counterweight assembly comprises an adjusting frame and a counterweight block installed on the adjusting member, the counterweight assembly is independently installed on the car assembly through the adjusting frame, the counterweight adjusting difficulty of the car device is large, required accessories are multiple, the overall cost of the car device is large, and therefore improvement is needed.

SUMMERY OF THE UTILITY MODEL

The utility model aims at providing a car device.

The utility model discloses the technical scheme who adopts: the utility model provides a car device, includes car subassembly and can dismantle connect in at least one counter weight subassembly of car subassembly, the car subassembly include car main part, link firmly in the stiffening beam of car main part bottom, each stiffening beam includes relative first guide rail and the second guide rail that sets up, the counter weight subassembly cunning is located the stiffening beam and hang in first guide rail and second guide rail.

Optionally, the reinforcing beam includes a bottom plate, a first bending edge and a second bending edge intersecting with the bottom plate and disposed opposite to each other, the bottom plate is fixedly connected to the car body, the first guide rail is fixedly disposed on the first bending edge, the second guide rail is fixedly disposed on the second bending edge, and the counterweight assembly is suspended from the first guide rail and the second guide rail and extends along a gap between the first guide rail and the second guide rail.

Optionally, the first guide rail, the first bending edge, the bottom plate, the second bending edge and the second guide rail are integrally bent.

Optionally, the car assembly further comprises a fixing frame and an adjusting frame connected with the reinforcing beam, the fixing frame and the adjusting frame are arranged at intervals, a surrounding area of the first guide rail and the second guide rail forms a limiting area, and the counterweight assembly is located in the limiting area.

Optionally, the car assembly further comprises an adjusting piece connected to the adjusting frame, and the adjusting piece abuts against the counterweight assembly so that the counterweight assembly abuts against the fixed frame.

Optionally, the fixing frame connects the first rail and the second rail; and/or the adjusting frame is connected with the first guide rail and the second guide rail.

Optionally, the counterweight assembly includes at least one counterweight block slidably connected to the stiffening beam, each counterweight block includes a first sliding groove and a second sliding groove, a direction of a notch of the first sliding groove and a direction of a notch of the second sliding groove are opposite to each other, the first sliding groove is connected to the first guide rail in a clamping manner, and the second sliding groove is connected to the second guide rail in a clamping manner.

Optionally, the counterweight block includes a first counterweight portion, a second counterweight portion, and a connecting portion connecting the first counterweight portion and the second counterweight portion, a first sliding groove and a second sliding groove are formed between the first counterweight portion, the connecting portion, and the second counterweight portion, the first sliding groove and the second sliding groove are disposed opposite to each other, the first counterweight portion is located on the reinforcing beam, and the second counterweight portion extends outward of the reinforcing beam.

Optionally, the car main body includes a bottom wall and a vertical wall surrounding the bottom wall, the reinforcing beams are distributed at intervals on the bottom wall and are arranged opposite to the vertical wall, and the counterweight assemblies are distributed at intervals on the reinforcing beams.

Optionally, the reinforcing beam includes a first reinforcing beam and a second reinforcing beam which are distributed in parallel, the counterweight assembly includes a first counterweight assembly and a second counterweight assembly which are slidably disposed on the first reinforcing beam, and a third counterweight assembly and a fourth counterweight assembly which are slidably disposed on the second reinforcing beam, and connecting lines of center lines of the first counterweight assembly, the second counterweight assembly, the third counterweight assembly and the fourth counterweight assembly form a quadrilateral.

After the structure is adopted, compared with the prior art, the utility model the advantage that has is: the stiffening beam is one of the structural components of the car component, and the counterweight component is directly connected to the stiffening beam, so that the beam structure for installing the counterweight component is saved. The counterweight assembly can also slide along the stiffening beam to adjust the counterweight position relative to the car assembly, and the convenience of counterweight position adjustment of the counterweight assembly is improved.

Drawings

The invention will be further described with reference to the following figures and examples:

fig. 1 is a schematic structural view of a car device of the present invention.

Fig. 2 is a schematic cross-sectional structure view of the counterweight assembly of the present invention mounted on the reinforcing beam.

Fig. 3 is a schematic view of the longitudinal section structure of the weight assembly of the present invention mounted on the reinforcing beam.

Fig. 4 is a schematic view of a bottom counterweight structure of the car device of the present invention.

In the figure; a car assembly 10; a car body 11; a bottom wall 111; a vertical wall 112; a reinforcing beam 12; a first guide rail 121; a second guide rail 122; a first bent edge 123; a second folded edge 124; a base plate 125; a fixed frame 13; an adjusting bracket 14; the lateral portion 141; a longitudinal portion 142; an adjusting member 15; a weight assembly 20; a counter weight 21; a first chute 211; a second chute 212; a first weight 213; a second weight portion 214; a connecting portion 215.

Detailed Description

The following description is only a preferred embodiment of the present invention, and does not limit the scope of the present invention.

In one embodiment, as shown in fig. 1 and 2, a car device comprises a car assembly 10 and at least one counterweight assembly 20 detachably connected to the car assembly 10, wherein the car assembly 10 comprises a car body 11 and a reinforcing beam 12 fixedly connected to the bottom of the car body 11. The car body 11 has a thin-walled frame structure, and its inner space is used for carrying an object. Optionally, the car body 11 includes a bottom wall 111 and a vertical wall 112 surrounding the bottom wall 111, the reinforcing beams 12 are distributed at intervals on the bottom wall 111 and are disposed opposite to the vertical wall 112, and the counterweight assemblies 20 are distributed at intervals on the reinforcing beams 12. A space formed by the standing wall 112 surrounding the bottom wall 111 is a housing space of the car body 11, and the bottom wall 111 is located at the bottom of the housing space. The reinforcing beam 12 and the vertical wall 112 are respectively located at two sides of the bottom wall 111, wherein the vertical wall 112 surrounds the edge of the bottom wall 111, and two or more reinforcing beams 12 are arranged and fixed to the bottom wall 111 at intervals to keep the bottom wall 111 stable in structure and support weight.

The reinforcing beam 12 is used to enhance the rigidity of the car body 11, maintain the stability of the structure and shape, and prevent the deformation of the object bearing the corresponding weight of the car assembly 10. The reinforcing beam 12 is located at the bottom of the car body 11 and is attached to the car body 11 to form an integral structure. I.e., the reinforcing beam 12, is a part of the car assembly 10.

Each of the reinforcing beams 12 includes a first rail 121 and a second rail 122 disposed opposite to each other, and the weight assembly 20 is slidably disposed on the reinforcing beam 12 and suspended from the first rail 121 and the second rail 122. The first rail 121 and the second rail 122 are disposed parallel to and opposite to each other to form a smoothly supported guide mechanism. The counterweight assembly 20 slides along the extending direction of the reinforcing beam 12 to adjust the counterweight at the corresponding position of the car device, so that the motion balance of each position of the car device is realized, and the riding experience is improved. The weight assembly 20 is locked to the reinforcing beam 12 after adjustment is completed to maintain the fixed weight position. The counterweight assembly 20 is directly suspended and connected with the reinforcing beam 12, and no beam-shaped fittings connected with the car assembly 10 are needed, so that the cost is low and the adjustment is convenient.

The reinforcing beam 12 is attached to the bottom wall 111 to support and stabilize the car body 11. Optionally, the reinforcing beam 12 includes a bottom plate 125, and a first bending edge 123 and a second bending edge 124 intersecting the bottom plate 125 and oppositely disposed, and the bottom plate 125 is fixedly connected to the car body 11. The first bent side 123, the bottom plate 125, and the second bent side 124 are formed in an approximately U-shaped configuration, and the first bent side 123 and the second bent side 124 extend in a direction away from the car body 11, thereby improving bending and twisting resistance of the reinforcing beam 12. Alternatively, the first bending edge 123 is parallel to the second bending edge 124 and parallel to the extending direction of the reinforcing beam 12. Optionally, the bending height of the first bending edge 123 relative to the bottom wall 111 is equal to the bending height of the second bending edge 124 relative to the bottom wall 111, so as to equalize the stress of the reinforcing beam 12. In addition, the first bending edge 123, the bottom plate 125 and the second bending edge 124 form a U-shaped receiving space for receiving at least a portion of the weight assembly 20, so that the distance between the weight assembly 20 and the bottom wall 111 is reduced, and the accuracy of adjustment of the weight assembly 20 is improved.

The first guide rail 121 is fixedly arranged on the first bending edge 123, the second guide rail 122 is fixedly arranged on the second bending edge 124, and the weight component 20 is suspended on the first guide rail 121 and the second guide rail 122 and extends along the gap between the first guide rail 121 and the second guide rail 122. The first guide rail 121 is fixedly connected with the first bending edge 123 to form an integral structure, wherein the first guide rail 121 is intersected to the free end of the first bending edge 123 or the free end far away from the first bending edge 123, and the position of the first guide rail 121 is flexibly adjusted. Similarly, the second rail 122 is fixedly connected to the second bending edge 124 to form an integral structure. The first rail 121 and the second rail 122 are disposed opposite to each other, and protrude and extend in a direction in which they approach each other. Alternatively, the first rail 121 and the second rail 122 are disposed opposite to each other, and protrude and extend in directions away from each other.

In an alternative embodiment, the first rail 121, the first bending edge 123, the bottom plate 125, the second bending edge 124 and the second rail 122 are integrally bent. The reinforcement beam 12 is formed by bending through a sheet metal process to form a continuous bending structure, and has high processing efficiency and high overall strength. The first rail 121 and the second rail 122 are disposed opposite to each other, and protrude and extend in a direction of approaching each other, so as to reduce a size of a U-shaped opening formed by the first bending edge 123, the bottom plate 125, and the second bending edge 124.

The weight assembly 20 is slidably attached to and suspended from the first rail 121 and the second rail 122 along the reinforcing beam 12. Wherein, the weight assembly 20 comprises at least one weight block 21 slidably connected to the reinforcing beam 12, each weight block 21 comprises a first sliding groove 211 and a second sliding groove 212, and the direction of the notch of the first sliding groove 211 and the direction of the notch of the second sliding groove 212 are opposite. The first sliding groove 211 is clamped to the first guide rail 121, and the second sliding groove 212 is clamped to the second guide rail 122.

The counterweight 21 is in a block structure and is provided with a first sliding groove 211 and a second sliding groove 212 which are used for being clamped with the reinforcing beam 12 so as to form a cross section similar to an I shape. The first sliding groove 211 and the second sliding groove 212 are clamped on the reinforcing beam 12, the swing amplitude of the balancing weight 21 is limited, the balancing weight 21 can be kept to slide stably, and the balancing weight position can be adjusted conveniently.

As shown in fig. 2 and 3, the counterweight 21 includes a first counterweight portion 213, a second counterweight portion 214, and a connecting portion 215 connecting the first counterweight portion 213 and the second counterweight portion 214, and a first sliding slot 211 and a second sliding slot 212 are formed between the first counterweight portion 213, the connecting portion 215, and the second counterweight portion 214 and are disposed opposite to each other. The first weight 213 is located on the reinforcing beam 12, and the second weight 214 extends outward of the reinforcing beam 12. The first weight 213 is limited in the U-shaped space of the reinforcing beam 12 to limit the moving range of the counterweight 21 and adjust the center of mass of the counterweight 21 close to the bottom of the car assembly 10 to make the counterweight 21 and the car assembly 10 fit uniformly. The second weight 214 extends beyond the reinforcing beam 12 to balance and define the first weight 213, maintaining the stability of the counterweight 21. Optionally, the counterweight assembly 20 is formed by combining two or more counterweight blocks 21, so as to adjust the counterweight mass and the counterweight position of the counterweight blocks 21. The balancing weight 21 is used as a standard weight and a shape member, and has good compatibility and interchangeability.

The weight assembly 20 is locked to the reinforcing beam 12 after the completion of the weight position adjustment to keep the position of the weight assembly 20 fixed. Optionally, the weight assembly 20 is locked by fasteners mounted to the reinforcing beam 12. For example, a fastener passes through the first and/or second

bent edges

123, 124 and is connected to the weight 21. Alternatively, the weight 21 is directly welded to the reinforcing beam 12. Alternatively, the clump weight 21 is connected to the reinforcing beam 12 by other locking mechanisms. In one embodiment, the car assembly 10 further includes a fixing frame 13 and an adjusting frame 14 connected to the reinforcing beam 12, the fixing frame 13 and the adjusting frame 14 are spaced apart from each other, and a surrounding area of the first guide rail 121 and the second guide rail 122 forms a limiting area, and the counterweight assembly 20 is located in the limiting area. The fixed frame 13 and the adjusting frame 14 are arranged at intervals and fixedly connected to the reinforcing beam 12 for enhancing the strength of the reinforcing beam 12. The fixing frame 13 is connected with the first bending edge 123 and the second bending edge 124, and the adjusting frame 14 is connected with the first bending edge 123 and the second bending edge 124 to form a rectangular limiting area. The balancing weight 21 is located in the limiting area, moves and finely adjusts the position of the balancing weight, and therefore adjusting efficiency is improved. It is worth mentioning that the fixing frame 13 and the adjusting frame 14 are fixed to the reinforcing beam 12 after the counterweight assembly 20 completes counterweight adjustment, so as to improve convenience of adjustment of the counterweight assembly 20 and reliability of the locking position. For example, the fixing frame 13 and the adjusting frame 14 are fixed to the reinforcing beam 12 by welding, fastening, or the like, to improve the tightness of the locking.

When the first rail 121 is located at the free end of the first bending edge 123 and the second rail 122 is located at the free end of the second bending edge 124, the fixing frame 13 connects the first rail 121 and the second rail 122; and/or, the adjusting frame 14 connects the first rail 121 and the second rail 122. The fixing frame 13 and the adjusting frame 14 are respectively connected with the first guide rail 121 and the second guide rail 122, so that the connecting area of the fixing frame 13 and the adjusting frame 14 and the reinforcing beam 12 is enlarged, and the combination tightness of the reinforcing beam 12 is improved. Optionally, the car assembly 10 further comprises a sealing plate connecting the first bending edge 123 and the second bending edge 124 and avoiding the limiting region, so that the reinforcing beam 12 sealed by the sealing plate forms a rectangular structure with high structural strength.

Optionally, the car assembly 10 further includes an adjusting member 15 connected to the adjusting frame 14, and the adjusting member 15 abuts against the counterweight assembly 20, so that the counterweight assembly 20 abuts against the fixed frame 13. The adjusting member 15 is connected to the adjusting frame 14 by a threaded structure and abuts against the weight component 20, so that the weight component 20 abuts against the fixing frame 13, and the position of the weight component 20 is locked. Optionally, a weight assembly 20 is slidably mounted to the reinforcement beam 12 to adjust the weight position. Optionally, the adjusting member 15 comprises a transverse portion 141 and a longitudinal portion 142 bent with respect to the transverse portion 141, the transverse portion 141 connecting the first bending edge 123 and the second bending edge 124. The adjuster 15 extends through the longitudinal portion 142 and abuts the weight assembly 20, the weight assembly 20 being conveniently locked.

In a specific embodiment, as shown in fig. 4, the reinforcing beam 12 includes a first reinforcing beam and a second reinforcing beam distributed in parallel, the weight assembly 20 includes a first weight assembly and a second weight assembly slidably disposed on the first reinforcing beam, and a third weight assembly and a fourth weight assembly slidably disposed on the second reinforcing beam, and the connecting lines of the center lines of the first weight assembly, the second weight assembly, the third weight assembly and the fourth weight assembly form a quadrilateral.

The first counterweight assembly and the second counterweight assembly are slidable along the first reinforcing beam to adjust a counterweight position of the car assembly on one side of the first reinforcing beam. The third counterweight assembly and the fourth counterweight assembly are slidable along the second reinforcing beam to adjust a counterweight position of the car assembly on one side of the second reinforcing beam. The counterweight of the car device is flexibly adjusted, and the cost is low. The first reinforcing beam and the second reinforcing beam can reinforce the structural strength of the car assembly 10, and the carrying capacity is strong.

Claims

1. A car device is characterized by comprising a car assembly and at least one counterweight assembly detachably connected with the car assembly, wherein the car assembly comprises a car body and a reinforcing beam fixedly connected to the bottom of the car body, each reinforcing beam comprises a first guide rail and a second guide rail which are oppositely arranged, and the counterweight assembly is slidably arranged on the reinforcing beam and is suspended on the first guide rail and the second guide rail.

2. The car assembly of claim 1, wherein the reinforcement beam includes a base plate, first and second oppositely disposed bent edges intersecting the base plate, the base plate being secured to the car body, the first rail being secured to the first bent edge, the second rail being secured to the second bent edge, and the counterweight assembly being suspended from and extending along a gap between the first and second rails.

3. The car assembly of claim 2, wherein the first rail, the first bent edge, the base plate, the second bent edge, and the second rail are integrally bent.

4. The car assembly of claim 1, further comprising a mounting bracket and an adjustment bracket coupled to the reinforcement beam, the mounting bracket and the adjustment bracket being spaced apart and defining a limit area in a region bounded by the first rail and the second rail, the counterweight assembly being positioned in the limit area.

5. The car assembly of claim 4, further comprising an adjustment member coupled to the adjustment bracket, the adjustment member abutting the counterweight assembly to stop the counterweight assembly against the fixed bracket.

6. The car assembly of claim 4, wherein the mount connects the first rail and the second rail; and/or the adjusting frame is connected with the first guide rail and the second guide rail.

7. The car assembly of claim 1, wherein the counterweight assembly includes at least one counterweight slidably coupled to the stiffening beam, each counterweight including a first slot and a second slot, a slot of the first slot facing away from a slot of the second slot, the first slot engaged with the first rail, and the second slot engaged with the second rail.

8. The car device of claim 7, wherein the counterweight includes a first counterweight portion, a second counterweight portion, and a connecting portion connecting the first counterweight portion and the second counterweight portion, wherein the first counterweight portion, the connecting portion, and the second counterweight portion define a first sliding slot and a second sliding slot disposed in a back-to-back relationship therebetween, the first counterweight portion is located on the reinforcing beam, and the second counterweight portion extends outward of the reinforcing beam.

9. The car assembly of claim 1, wherein the car body includes a bottom wall and a vertical wall surrounding the bottom wall, the reinforcing beam is spaced apart from the bottom wall and disposed opposite the vertical wall, and the counterweight assembly is spaced apart from the reinforcing beam.

10. The car assembly of claim 1, wherein the reinforcing beam comprises a first reinforcing beam and a second reinforcing beam arranged in parallel, the counterweight assembly comprises a first counterweight assembly and a second counterweight assembly slidably disposed on the first reinforcing beam, and a third counterweight assembly and a fourth counterweight assembly slidably disposed on the second reinforcing beam, and a line connecting center lines of the first counterweight assembly, the second counterweight assembly, the third counterweight assembly and the fourth counterweight assembly forms a quadrilateral.