CN215974502U - Car frame structure and traction system - Google Patents

Abstract

The utility model provides a car frame structure and a traction system, wherein the car frame structure comprises a car frame and a plurality of pocket bottom wheels arranged at the bottom of the car frame, the car frame structure also comprises a car top wheel arranged at the top of the car frame, and the pocket bottom wheels and the car top wheel are used for winding a traction rope so as to provide upward traction force for the car frame. According to the car frame structure and the traction system provided by the utility model, the car top wheel replacing part arranged at the top of the car frame is adopted to arrange the pocket bottom wheels at the bottom of the car frame, so that the pocket bottom wheels at the bottom are not required to be obliquely connected, the problems of uneven stress, installation deviation, difficulty in installation and the like are avoided, and the bottom of the car frame is provided with sufficient space.

Description

Car frame structure and traction system

Technical Field

The utility model belongs to the technical field of elevators, and particularly relates to a car frame structure and a traction system.

Background

Referring to fig. 1, in a car frame structure of a 6-to-1 elevator in the industry, 6 bottom wheels 92 are mounted below a car frame 91, and are supported by 6 traction steel ropes a1, a2, a3, a4, a5 and a6, and the traction wheels only drive one traction steel rope, so that the car frame structure is called as a 6-to-1 car frame structure. Two liang of horizontal pocket bottom groups of combination of 4 wherein pocket bottom wheels 92, the pocket bottom wheels 92 wheel face coplane in every horizontal pocket bottom group of group just is parallel with the horizontal plane of car, and two pocket bottom wheels 92 in the horizontal pocket bottom group of group are arranged with the vertical central line symmetry of car simultaneously, and two sets of horizontal pocket bottom groups are arranged with the horizontal central line symmetry of car.

The current 6 to 1 car frame structure: first, from the aspect of force, as shown in fig. 1, 3 of the 6 traction ropes are on the left and the other 3 are on the right, and the force structure is uniform from the structure of the cage 91, but not from the entire traction system of the elevator. As shown in fig. 3, from the view of the whole traction system, the structure can cause the load of 3 traction steel ropes 93 on one side of the car frame 91 and the load of 6 traction steel ropes 93 of the counterweight device to be distributed on the same side in a concentrated manner and to be relatively concentrated, which causes the stress height of the load-bearing structure to be concentrated, and seriously affects the whole-elevator structural strength of the load-bearing structure; secondly, as shown in fig. 1, since the elevator size is parameter-driven, the problem of interference between the pocket bottom wheel mounting seat and the bottom of the car frame 91 is easily caused in many cases by 2 pocket bottom wheels 92 obliquely connected by the traction steel wire rope 93, and the problem of interference between the traction steel wire rope 93 and a buffer mounted at the bottom of the car frame 91 or a pit at the bottom of the car frame 91 is easily caused by the traction steel wire rope 93 obliquely passing through the bottom of the car frame by the 2 obliquely arranged pocket bottom wheels 92; thirdly, the 2 obliquely arranged bottom wheels 92 are too close to the adjacent bottom wheels 92 and the bottom of the car frame 91, and the dense arrangement structure causes narrow installation and maintenance space and is inconvenient to install and maintain; fourthly, because the bottom of the car frame 91 is formed by arranging and combining profile steels in a transverse and vertical mode, a plurality of gaps are formed at the bottom of the car frame 91, and for the installation of the obliquely arranged bottom wheel mounting seat, a proper acting point is difficult to find, so that the structural strength of the place and the stability of the elevator are seriously influenced besides the inconvenience in installation; fifthly, the parallelism of the wheel surfaces is difficult to ensure when the 2 obliquely arranged bottom wheels 92 are installed, so that installation deviation is caused, and the structural strength and stability are influenced; sixthly, as shown in fig. 2, 2 bottom wheels 92 arranged obliquely form a certain angle with the center line of the car frame 91, when the size of the car frame changes, the angle also needs to be changed, and meanwhile, the positions of the 2 bottom wheels 92 also change, so that the structure can cause that the product is difficult to standardize, serialize and parameterize, thereby greatly increasing the cost of manpower and material resources; seventh, the dense pocket bottom wheels 92 are arranged to result in excessive occupancy of the bottom space of the car frame, thereby requiring deeper pit depths to meet the acceptance requirements of the structure and national standards, thereby resulting in space waste and increased cost.

Disclosure of Invention

The embodiment of the utility model aims to provide a car frame structure and a traction system, and aims to solve the technical problems that in the prior art, the space is narrow due to too many bottom wheels at the bottom of a car frame, the stress is uneven, the installation is difficult, the standardization is difficult and the like due to the fact that two bottom wheels need to be obliquely installed.

In order to achieve the purpose, the utility model adopts the technical scheme that: the car frame structure comprises a car frame and a plurality of bottom pocket wheels arranged at the bottom of the car frame, and further comprises top car wheels arranged at the top of the car frame; the pocket bottom wheel and the car top wheel are used for winding a traction rope so as to provide upward traction force for the car frame.

In one embodiment, the axial directions of the respective bottom wheels are arranged in parallel.

In one embodiment, the number of the top wheels is multiple, one end face of each top wheel is located on a first plane, and the other end face of each top wheel is located on a second plane.

In one embodiment, the counterweight balancing device is arranged on the counterweight side, the car frame is arranged on the car side, and the car top wheel is arranged on the side, far away from the counterweight side, of the car frame.

In one embodiment, the number of the bottom wheels is four, the four bottom wheels are symmetrically distributed around the center of the bottom of the car frame, two bottom wheels are arranged close to the counterweight side, and the other two bottom wheels are arranged far away from the counterweight side.

In one embodiment, the number of the car top wheels is two, and the car top wheels are symmetrically arranged on a transverse central line of the car frame top, and the transverse central line is perpendicular to the counterweight side.

In one embodiment, the car frame comprises a frame body, side columns, a top beam and a bottom beam, wherein the top beam and the bottom beam are fixed to the top and the bottom of the frame body respectively, the side columns are arranged on one side of the frame body, two ends of each side column are fixed to the top beam and the bottom beam respectively, and the car top wheels are fixed to the top beam.

The utility model also provides a traction system, which comprises the car frame structure, a traction machine and a traction rope, wherein the traction rope is driven by the traction machine, and the traction rope is wound on the pocket bottom wheel and the car top wheel.

In one embodiment, the number of pocket return pulley is four, and two of them pocket return pulley are first pocket return pulley and are close to heavy side setting, and two other pocket return pulleys are second pocket return pulley and keep away from the heavy side setting, the quantity of sedan-chair top wheel is two.

In one embodiment, the traction system further comprises two car-side guide wheels arranged on the car side; the elevator car side is characterized in that the traction rope sequentially passes through a first pocket bottom wheel, a first second pocket bottom wheel, a first car side guide wheel, a first car top wheel, a second car side guide wheel, a second pocket bottom wheel, a second pocket bottom wheel and a second first pocket bottom wheel.

The car frame structure and the traction system provided by the utility model have the beneficial effects that: the car frame structure comprises a plurality of pocket bottom wheels arranged at the bottom of the car frame and car top wheels arranged at the top of the car frame, and the plurality of pocket bottom wheels and the car top wheels are arranged upwards for traction force of the car frame, so that a 6:1 or other car frame structure with a ratio of 1 is realized. Compared with the prior art, the car frame has the advantages that the car top wheels arranged at the top of the car frame are replaced by the car top wheels, the pocket bottom wheels arranged at the bottom of the car frame are arranged, the pocket bottom wheels at the bottom are not required to be connected in an inclined mode, the problems of uneven stress, installation deviation, difficulty in installation and the like are avoided, and the bottom of the car frame is provided with sufficient space.

Drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the embodiments or the prior art descriptions will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without inventive exercise.

Fig. 1 is a perspective view of a car frame structure provided in the prior art;

FIG. 2 is a top view of a prior art car frame structure;

fig. 3 is a schematic structural diagram of a traction system provided by the prior art;

FIG. 4 is a partial perspective view of a car frame structure (without a car top wheel) provided in an embodiment of the present invention;

FIG. 5 is a side view of a car frame structure provided by an embodiment of the present invention;

FIG. 6 is a front view of a car frame structure provided by an embodiment of the present invention;

FIG. 7 is a perspective view of a car frame structure according to an embodiment of the present invention;

fig. 8 is a schematic structural diagram of a traction system according to an embodiment of the present invention.

Wherein, in the figures, the respective reference numerals:

91-car frame; 92-pocket bottom wheels; 93-dragging steel wire ropes; 94-counterweight balancing device; 95-counterweight wheel; 96-a traction machine; 97-counterweight side guide wheels; 98-car-side guide wheels;

1-a car frame; 11-a shelf body; 12-side columns; 13-top beam; 14-a bottom beam; 2-wrapping bottom wheels; 3-a car top wheel; 4-a hoisting rope; 5-a counterweight balancing device; 6, a traction machine; 71-counterweight wheel; 72-counterweight side guide wheels; 73-car side guide wheels.

Detailed Description

In order to make the technical problems, technical solutions and advantageous effects to be solved by the present invention more clearly apparent, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the utility model and are not intended to limit the utility model.

It will be understood that when an element is referred to as being "secured to" or "disposed on" another element, it can be directly on the other element or be indirectly on the other element. When an element is referred to as being "connected to" another element, it can be directly connected to the other element or be indirectly connected to the other element.

It will be understood that the terms "length," "width," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," and the like, as used herein, refer to an orientation or positional relationship indicated in the drawings, which is solely for the purpose of facilitating the description and simplifying the description, and do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and is therefore not to be construed as limiting the utility model.

Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying 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. In the description of the present invention, "a plurality" means two or more unless specifically defined otherwise.

First, a car frame structure provided in the related art will be explained.

Referring to fig. 1 to 3, a car frame structure in the prior art includes a car frame 91, 6 bottom wheels 92 and traction ropes 93, the number of the bottom wheels 92 is 6, and the bottom wheels are all disposed at the bottom of the car frame 91, the 6 bottom wheels 92 mounted below the car frame 91 are respectively supported by 6 traction ropes 93, i.e., a1, a2, a3, a4, a5, and a6, which are wound by one rope, and a traction machine 96 drives only one traction rope 93, which is referred to as a 6:1 car frame structure. The four pocket bottom wheels 93 are arranged in a rectangular shape, namely, the four pocket bottom wheels 92 are positioned at the four corners of the rectangle, the other two pocket bottom wheels 92 form an oblique wheel set and are connected obliquely through the traction steel wire rope 93, and the traction steel wire rope 93 is inserted obliquely through the bottom of the car frame 91.

The traction system in the prior art includes the above car frame structure, and further includes a traction machine 96, a counterweight balancing device 94, 3 counterweight wheels 95 disposed on the counterweight balancing device 94, 3 counterweight side guide wheels 97 disposed above the counterweight wheels 95, 1 car side guide wheel 98, a rope end M, and a rope end N. The traction steel wire rope 93 at one end of the traction machine 96 sequentially passes through a first counterweight wheel 95, a first counterweight side guide wheel 97, a second counterweight wheel 95, a second counterweight side guide wheel 97, a third counterweight wheel 95 and a rope head N, and the traction steel wire rope 93 at the other end of the traction machine 96 sequentially passes through a first pocket bottom wheel 92, a second pocket bottom wheel 92, a car side guide wheel 98, a third pocket bottom wheel 92, a fourth pocket bottom wheel 92, a third counterweight side guide wheel 97, a fifth pocket bottom wheel 92, a sixth pocket bottom wheel 92 and a rope head M. Wherein, the third bottom-pocket wheel 92 and the fourth bottom-pocket wheel 92 form an oblique wheel group.

The 6:1 car frame structure in the prior art has the following disadvantages: first, from the aspect of force, as shown in fig. 1, 3 of the 6 traction wire ropes 93 are on the left side of the car frame 91, and the other 3 are on the right side of the car frame 91, and the force-bearing structure is uniform from the viewpoint of the car frame structure, but not from the viewpoint of the entire elevator traction system of the elevator. As shown in fig. 3, from the view of the whole traction system, the structure can cause the load of 3 traction steel ropes 93 on one side of the car frame 91 and the load of 6 traction steel ropes 93 of the counterweight balancing device to be distributed on the same side in a concentrated manner and to be relatively concentrated, which causes the stress height of the load-bearing structure to be concentrated, and seriously affects the whole-ladder structural strength of the load-bearing structure; secondly, as shown in fig. 1, since the elevator size is parameter-driven, the problem of interference between the pocket bottom wheel mounting seat and the bottom of the car frame 91 is easily caused in many cases by 2 pocket bottom wheels 92 obliquely connected by the traction steel wire rope 93, and the problem of interference between the traction steel wire rope 93 and a buffer mounted at the bottom of the car frame 91 or a pit at the bottom of the car frame 91 is easily caused by the traction steel wire rope 93 obliquely passing through the lower part of the car frame 91 by the 2 pocket bottom wheels 92 obliquely arranged; thirdly, the 2 obliquely arranged bottom wheels 92 are too close to the adjacent bottom wheels 92 and the bottom of the car frame 91, and the dense arrangement structure causes narrow installation and maintenance space and is inconvenient to install and maintain; fourthly, because the bottom of the car frame 91 is formed by arranging and combining profile steels in a transverse and vertical mode, a plurality of gaps are formed at the bottom of the car frame 91, and for the bottom-holding wheels 92 which are obliquely arranged, a proper acting point is difficult to find, so that the structural strength and the stability of the elevator at the position are seriously influenced besides the inconvenience in installation; fifthly, the parallelism of the wheel surfaces is difficult to ensure when the 2 obliquely arranged bottom wheels 92 are installed, so that installation deviation is caused, and the structural strength and stability are influenced; sixthly, as shown in fig. 2, the 2 bottom wheels 92 arranged obliquely form a certain angle with the center line of the car frame 91, when the size of the car frame 91 changes, the angle also needs to be changed, and meanwhile, the positions of the 2 bottom wheels 91 also change, so that the structure can cause that the product standardization, serialization and parameterization are difficult, and the cost of manpower and material resources is greatly increased; seventh, the dense pocket bottom wheels 92 are arranged to cause excessive occupation of the bottom space of the car frame 91, thereby requiring a deeper pit depth to meet the acceptance requirements of the structure and national standards, thereby causing space waste and cost increase.

A car frame structure according to an embodiment of the present invention will now be described.

In one embodiment of the present invention, referring to fig. 4 and 5, the car frame structure includes a car frame 1, a plurality of bottom wheels 2, and a top wheel 3. In an elevator system, an elevator car is positioned in a car frame 1, and the elevator car can be driven to synchronously lift by the lifting of the car frame 1. The pocket bottom wheel 2 is arranged at the bottom of the car frame 1, and the car top wheel 3 is arranged at the top of the car frame 1. The hauling rope 4 is wound on the pocket bottom wheels 2 and the car top wheels 3, and under the action of the hauling rope 4, the directions of the traction force of each pocket bottom wheel 2 and each car top wheel 3 to the car frame 1 are both upward, so that the car frame 1 is supported under the action of a plurality of hauling ropes 4. Compared with the prior art, the car top wheel 3 arranged at the top of the car frame 1 is adopted to replace part of the bottom pocket wheels 2 arranged at the bottom of the car frame 1, so that the bottom pocket wheels 2 do not need to be connected obliquely, the problems of uneven stress, installation deviation, difficulty in installation and the like are avoided, and the bottom of the car frame 1 has sufficient space.

The car frame structure in the above embodiment has at least the following advantages: first, in terms of space, the number of parts at the top of the car frame 1 is small, and the parts are more sufficient than the bottom space of the car frame 1, and the obliquely swinging pocket bottom wheels 92 are replaced by the car top wheels 3, so that the problem of interference of the bottom spaces of the car frame 1 is solved. Meanwhile, the installation and maintenance are convenient; secondly, the car top wheel 3 is arranged at the top of the car frame 1, and is easier to install and maintain than the bottom pocket wheel 92 which is obliquely arranged at the bottom of the car frame 1; thirdly, the car top wheel 3 is arranged at the top of the car frame 1 and has a good acting point, so that the defect that the acting point of the oblique pendulum pocket bottom wheel 92 is difficult to find at the bottom of the car frame 1 with a gap is overcome, and the structural strength and the stability are superior to those of the oblique pendulum pocket bottom wheel 92; thirdly, in the aspect of installation process, the car top wheel 3 is fixed on the top of the car frame 1 through a car top wheel installation seat, and the car top wheel installation seat can be installed in a matched mode with the car top wheel 3 after being processed in a factory, so that the installation precision is guaranteed, and the defect of installation deviation of the bottom wheel 92 of the oblique swinging pocket is overcome; fourthly, when a plurality of car top wheels 3 are arranged, the adjacent space between the car top wheels can be set with a size and then fixed, so that the car bottom mounting seat becomes a universal part, the mounting position can not change along with the change of the size of the car, the structure standardization, serialization and parameterization are easier to realize, and the car bottom mounting seat is more suitable for mass production; fifthly, the car top wheel 3 can avoid the problem of space waste caused by the oblique swing pocket bottom wheel 92, the product market applicability is increased, and the market competitiveness is enhanced.

In one embodiment of the present invention, referring to fig. 4 and 5, the axial directions of the pocket bottom wheels 2 are parallel to each other, and may be parallel to the length direction of the car frame 1 or parallel to the width direction of the car frame 1. Therefore, the uniform stress of each pocket bottom wheel 2 can be ensured, and the condition that the towing rope 4 obliquely pulls the pocket bottom wheels 2 can not occur.

Alternatively, the side where the counterweight balancing device 5 is provided is the counterweight side, the side where the car frame 1 is provided is the car side, and the ceiling wheels 3 are provided on the car frame 1, that is, on the car side. The side wall of the car frame 1 near the counterweight balance device 5 is defined as a first side wall, and the side wall corresponding to the first side wall is defined as a second side wall. It should be noted that the car side is not limited to the sidewall of the car frame 1 corresponding to the counterweight side, and in fact, the car side may be located in the middle of the car frame 1, or may be located at the edge of the car frame 1, regardless of the specific size of the car frame 1. When the car top wheel 3 is positioned on the car side, part of the hoisting ropes 4 are distributed on the counterweight side, and part of the hoisting ropes 4 are distributed on the car side, so that the defect that the bearing load is too concentrated is overcome.

In one embodiment of the present invention, referring to fig. 4 to 6, the number of the pocket bottom wheels 2 is four, and the four pocket bottom wheels 2 are symmetrically distributed around the center of the bottom of the car frame 1, so as to solve the problem that in the 6:1 car frame structure of the prior art, the 2 pocket bottom wheels 92 of the oblique pendulum are not absolutely symmetrical, and generate a certain moment, which causes the friction and wear of the guide shoes to the guide rails.

Optionally, two pocket bottom wheels 2 are disposed on one side of the car frame 1 close to the counterweight side, and are conveniently connected with the counterweight wheel 71 on the counterweight balancing device 5 or the counterweight side guide wheel 72 through the vertical hoisting rope 4, and the other two pocket bottom wheels 2 are disposed on one side of the car frame 1 far away from the counterweight side, and are conveniently connected with the car side guide wheel 73 through the vertical hoisting rope 4. The four pocket bottom wheels 2 are arranged at the bottom of the car frame 1, so that four tows of the hauling ropes 4 can be led out vertically and upwards, and the condition that the hauling ropes 4 are wound obliquely can not occur.

Alternatively, the number of the top wheels 3 is one, and is set at the center of the top of the car frame 1, or at the edge of the top of the car frame 1 (the edge of the car frame 1 away from the counterweight side). Alternatively, the number of the ceiling wheels 3 is two, three, or the like, and the ceiling wheels are arranged in parallel with the first side wall. Alternatively, the number of the car top wheels 3 is two, three, etc., and the wheels are arranged along the top of the second side wall of the car frame 1. In the above embodiment, the top wheel 3 is always provided on the car side, so that the stress balance between the car side and the counterweight side is maintained, and the problem of too concentrated load is solved.

Referring to fig. 5 and 7, the top of the car frame 1 has a transverse symmetry line a1 and a longitudinal symmetry line a2, the transverse symmetry line a1 is perpendicular to both the first sidewall and the second sidewall, and the longitudinal symmetry line a2 is perpendicular to the transverse symmetry line, i.e., the longitudinal symmetry line a2 is parallel to the first sidewall and the second sidewall. The transverse symmetry line A1 and the longitudinal symmetry line A2 both cross the center of the top of the car frame 1 and are both centerlines. The number of the ceiling wheels 3 is two, and the ceiling wheels are symmetrically arranged with respect to the transverse line of symmetry a1, that is, arranged along the longitudinal line of symmetry a 2. In the above embodiment, referring to fig. 5 and 6, the hoisting ropes 4 wound around the bottom sheave 2 and pulling the car frame 1 upward are b1, b2, b3 and b4, respectively, the hoisting ropes 4 wound around the top sheave 3 and pulling the car frame 1 upward are b5 and b6, respectively, in fig. 6, b1 and b2 are distributed on the left side of the car frame 1, b3 and b4 are distributed on the right side of the car frame 1, and b5 and b6 are distributed in the middle of the car frame 1, which advantageously avoids the defect of load concentration of the load-bearing structure when the load is transmitted to the load-bearing structure.

In one embodiment of the present invention, referring to fig. 5, the plurality of top wheels 3 are sequentially arranged in the same direction, the top wheels 3 are axially arranged in parallel, one end surface of each top wheel 3 is located on a first plane, the other end surface of each top wheel 3 is located on a second plane, which is referred to as coplanar arrangement of the wheel end surfaces of the top wheels 3, so that when the hoisting rope 4 is wound around the top wheels 3, the hoisting rope does not need to be twisted or inclined, and vertical and upward traction force can be provided better.

In one embodiment of the present invention, referring to fig. 7, the car frame 1 includes a frame body 11, side pillars 12, a top beam 13, and a bottom beam 14. Frame body 11 is the frame form, back timber 13 is fixed at the top of frame body 11, the bottom girder 14 is fixed in the bottom of frame body 11, back timber 13 and bottom girder 14 are then connected respectively to the both ends of stand, sedan-chair top wheel 3 installs on back timber 13, the setting up of back timber 13 makes the installation of sedan-chair top wheel 3 have clear and definite impetus, solved the defect that the impetus is difficult to find in the sedan-chair frame 1 bottom that has the clearance of oblique pendulum pocket bottom wheel 2, structural strength and stability all are superior to oblique pendulum pocket bottom wheel 2 simultaneously.

Referring to fig. 8, the traction system of the present invention includes the car frame 1 structure of any of the above embodiments. The traction system also comprises a traction machine 6 and a traction rope 4, wherein the traction rope 4 is wound on the traction machine 6, the pocket bottom wheel 2, the car top wheel 3 and the like, and the traction rope 4 is driven by the traction machine 6, so that the car frame 1 is driven to lift through the pocket bottom wheel 2 and the car top wheel 3. The hoisting machine 6 is usually installed at the top of an elevator shaft and pulls the hoisting ropes 4.

The traction system provided by the utility model adopts the car frame structure, the plurality of pocket bottom wheels 2 are arranged at the bottom of the car frame 1, the car top wheels 3 are arranged at the top of the car frame 1, and the traction force of the plurality of pocket bottom wheels 2 and the car top wheels 3 on the car frame 1 is upwards arranged, so that the car frame structure with the ratio of 6:1 or other ratios of 1 is realized. Compared with the prior art, the car frame has the advantages that the car top wheels 3 arranged at the top of the car frame 1 are adopted to replace the pocket bottom wheels 2 arranged at the bottom of the car frame 1, so that the pocket bottom wheels 2 at the bottom are not required to be obliquely connected, the problems of uneven stress, installation deviation, difficulty in installation and the like are avoided, and the bottom of the car frame 1 has sufficient space.

In one embodiment of the present invention, referring to fig. 8, the number of the bottom wheels 2 is four, two bottom wheels 2 are disposed on the side of the car frame 1 close to the counterweight side, the two bottom wheels 2 are the first bottom wheels 2, the other two bottom wheels 2 are disposed on the side of the car frame 1 far from the counterweight side, and the two bottom wheels 2 are the second bottom wheels 2. Each bottom pocket wheel 2 is vertically drawn by a traction rope 4. The number of the car top wheels 3 is two, and the two car top wheels 3 are both vertically pulled by one traction rope 4. In this way, the car frame 1 is lifted by the 6 hoisting ropes 4, and 6:1 traction system.

In one embodiment of the utility model, referring to fig. 8, the traction system further comprises two car-side guide wheels 73. The car-side guide wheel 73 is provided on the car side of the car frame 1 and above the car frame 1. The traction machine 6 is a power device, and the traction machine 6 drives the traction rope 4 to move.

On the car side of the traction system, a traction rope 4 of a traction machine 6 on the car side sequentially winds a first pocket bottom wheel 2, a first second pocket bottom wheel 2, a first car side guide wheel 73, a first car top wheel 3, a second car side guide wheel 73, a second pocket bottom wheel 2, a second first pocket bottom wheel 2 and a rope head Q.

The traction system further comprises a counterweight balancing device 5, three counterweight wheels 71 and two counterweight side guide wheels 72. The counterweight balance device 5 is provided on the counterweight side of the car frame 1, the counterweight wheel 71 is attached to the counterweight balance device 5, and the counterweight-side guide wheel 72 is provided above the counterweight wheel 71 and on the counterweight side of the car frame 1.

In the hoisting machine 6, the hoisting rope 4 of the hoisting machine 6 on the counterweight side is wound around a first counterweight pulley 71, a first counterweight-side guide pulley 72, a second counterweight pulley 71, a second counterweight-side guide pulley 72, a third counterweight pulley 71, and a rope head P in this order.

So, through setting up two car top wheels 3 and having replaced the pocket bottom wheel 2 of oblique pendulum to solved 1 bottom space undersize of car frame, easily interfered with 1 substructure of car frame, the easy uneven scheduling technical problem of atress of pocket bottom wheel 2 of oblique pendulum. The above-described cage frame structure can be applied to the hoisting system in this embodiment, but the above-described cage frame structure can also be applied to other types of hoisting systems, such as a change in the number and positions of the counterweight 71, the counterweight 72, and the car 73, a change in the routing path of the hoist rope 4, and the like.

The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the utility model, and any modifications, equivalents and improvements made within the spirit and principle of the present invention are intended to be included within the scope of the present invention.

Claims (10)

1. The utility model provides a car frame structure, includes the car frame and set up in a plurality of pockets return pulley of the bottom of car frame, its characterized in that: the car frame structure also comprises a car top wheel arranged at the top of the car frame; the pocket bottom wheel and the car top wheel are used for winding a traction rope so as to provide upward traction force for the car frame.

2. The car frame structure of claim 1, wherein: the axial directions of the pocket bottom wheels are arranged in parallel.

3. The car frame structure of claim 1, wherein: the car top wheels are multiple in number, one end face of each car top wheel is located on a first plane, and the other end face of each car top wheel is located on a second plane.

4. The car frame structure of claim 1, wherein: the counterweight balancing device is arranged on the counterweight side, the car frame is arranged on the car side, and the car top wheel is arranged on one side, far away from the counterweight side, of the car frame.

5. The car frame structure of claim 4, wherein: the number of pocket return pulley is four, four the pocket return pulley with the central symmetry of car frame bottom distributes, and wherein two the pocket return pulley is close to the counterpoise side sets up, and two in addition the pocket return pulley is kept away from the counterpoise side sets up.

6. The car frame structure of claim 5, wherein: the car top wheels are two in number and are symmetrically arranged on a transverse center line at the top of the car frame, and the transverse center line is perpendicular to the counterweight side.

7. The car frame structure of any one of claims 1 to 6, wherein: the car frame comprises a frame body, side upright columns, a top beam and a bottom beam, wherein the top beam and the bottom beam are fixed at the top and the bottom of the frame body respectively, the side upright columns are arranged on one side of the frame body, two ends of each side upright column are fixed at the top beam and the bottom beam respectively, and car top wheels are fixed on the top beam.

8. Traction system, its characterized in that: the car frame structure of any one of claims 1 to 7, further comprising a hoisting machine and a hoist rope, wherein the hoist rope is driven by the hoisting machine, and the hoist rope is wound around the bottom sheave and the top sheave.

9. The hoisting system of claim 8 wherein: the quantity of pocket return pulley is four, and wherein two pocket return pulleys are first pocket return pulley and are close to heavily inclining to the setting, and two other pocket return pulleys are second pocket return pulley and keep away from heavily inclining to the setting, the quantity of sedan-chair top wheel is two.

10. The hoisting system of claim 9 wherein: the traction system also comprises two car side guide wheels arranged on the car side; the elevator car side is characterized in that the traction rope sequentially passes through a first pocket bottom wheel, a first second pocket bottom wheel, a first car side guide wheel, a first car top wheel, a second car side guide wheel, a second pocket bottom wheel, a second pocket bottom wheel and a second first pocket bottom wheel.

Images