WO2021012420A1 - 电梯轿厢减震止动装置 - Google Patents

电梯轿厢减震止动装置 Download PDF

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Publication number
WO2021012420A1
WO2021012420A1 PCT/CN2019/111688 CN2019111688W WO2021012420A1 WO 2021012420 A1 WO2021012420 A1 WO 2021012420A1 CN 2019111688 W CN2019111688 W CN 2019111688W WO 2021012420 A1 WO2021012420 A1 WO 2021012420A1
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WO
WIPO (PCT)
Prior art keywords
car
bracket
damping
rubber
channel steel
Prior art date
Application number
PCT/CN2019/111688
Other languages
English (en)
French (fr)
Inventor
崔志勇
张彬彬
郭晨阳
申健
Original Assignee
布劳恩电梯有限公司
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Application filed by 布劳恩电梯有限公司 filed Critical 布劳恩电梯有限公司
Publication of WO2021012420A1 publication Critical patent/WO2021012420A1/zh

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B11/00—Main component parts of lifts in, or associated with, buildings or other structures
    • B66B11/02—Cages, i.e. cars
    • B66B11/026—Attenuation system for shocks, vibrations, imbalance, e.g. passengers on the same side
    • B66B11/0266—Passive systems
    • B66B11/0273—Passive systems acting between car and supporting frame
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B13/00—Doors, gates, or other apparatus controlling access to, or exit from, cages or lift well landings
    • B66B13/30—Constructional features of doors or gates
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66B—ELEVATORS; ESCALATORS OR MOVING WALKWAYS
    • B66B13/00—Doors, gates, or other apparatus controlling access to, or exit from, cages or lift well landings
    • B66B13/30—Constructional features of doors or gates
    • B66B13/308—Details of seals and joints
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/02—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems
    • F16F15/04—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems using elastic means
    • F16F15/08—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems using elastic means with rubber springs ; with springs made of rubber and metal

Definitions

  • the invention belongs to the technical field of elevator components, and relates to a shock-absorbing and stopping device for an elevator car.
  • Elevator refers to a permanent transportation equipment that serves several specific floors in a building, and its car runs on at least two rows of rigid rails that are perpendicular to the horizontal plane or whose inclination angle to the plumb line is less than 15°. Produces large vibrations and affects the comfort of the ride.
  • the elevator car damping stopper is generally connected directly with the bracket and the car bottom assembly through an additional sheet metal bending part by screws, and the car bottom and the support
  • the bracket installation space for the bending parts must be reserved between the frames, which has relatively high requirements on the existing processing technology, and has certain restrictions on the clear width of the bracket and the car bottom assembly, which cannot maximize the compression of the elevator shaft size. Therefore, it is impossible to maximize the utilization rate of the elevator shaft.
  • a Chinese patent discloses a multiple elevator damping device, application number: (CN201710784464.X), including elevator cars
  • the space between the pedal and the bottom of the elevator car is set as a cavity; the cavity is evenly divided into two sub-cavities by a partition plate; the pedal is installed on the elevator support frame; and
  • the elevator support frame is installed in the cavity; a shock absorption device is arranged under the elevator support frame; the elevator support frame is in contact with the shock absorption device.
  • the elevator support frame is installed under the elevator pedal, on the one hand it plays the role of supporting the pedal, and on the other hand it plays the role of shock absorption and shock absorption, and the shock absorption device is contacted under the elevator support frame to perform secondary shock absorption.
  • the elevator support frame is installed in two sub-cavities separately. While damping, the method of decentralized damping is adopted to offset each other with the force when starting or stopping, so that there will be no overweight or weightlessness at the moment of starting and stopping. The role of the feeling.
  • This solution has the advantage of good shock absorption effect, but also has the disadvantage of not being able to maximize the utilization rate of the elevator shaft.
  • the object of the present invention is to provide an elevator car damping and stopping device in view of the above-mentioned problems.
  • a shock-absorbing and stopping device for an elevator car includes a car main body, a horizontally arranged bracket is connected to the bottom of the car main body, and a plurality of anti-vibration rubbers are arranged between the bracket and the car main body.
  • the end of the anti-vibration rubber is fixed on the bracket, the anti-vibration rubber and the bracket are directly fixedly connected with the first bolt, and the end of the anti-vibration rubber away from the bracket is connected with the bottom of the car body.
  • a car bottom plate is provided in the car body, the car bottom plate is connected to the end of the vibration stop rubber away from the bracket, and the bottom of the car body is provided with a bottom bracket connected to the car bottom plate ,
  • the bottom bracket is formed by splicing a number of channel steels head and tail, and there is a No. 1 shock-absorbing gap between the bottom bracket and the bracket.
  • the cross section of the bottom bracket is a ring quadrilateral, and the outer wall of the bottom bracket is flush with the side wall of the car body, and the car bottom plate is connected with two pieces parallel to the car bottom plate.
  • the shock-absorbing channel steel is provided in the bottom bracket with a plurality of fixed channel steels arranged in parallel and fixedly connected with the bottom bracket at both ends, and the shock-absorbing channel steel is connected with the shock-proof rubber.
  • two damping channels are arranged symmetrically along the center line of the car floor, and one of the damping channels is located on the car floor near the car door of the car body, so The several pieces of anti-vibration rubber are connected with the ends of the anti-vibration channel steel.
  • the height of the top waist of the damping channel steel is less than the height of the bottom waist, the top waist end is connected to the side wall of the car floor by welding, and the bottom support is embedded In the groove of the damping channel steel, the bottom of the bottom bracket fits tightly with the bottom waist, and the bottom bracket and the bottom of the damping channel steel have a matching No. 2 damping gap.
  • the section of the anti-vibration rubber is F-shaped, and the anti-vibration rubber is composed of a rubber main body and two rubber feet connected in parallel with the rubber main body of the same size and shape. , The end of the rubber body away from the rubber clamp feet is connected to the bracket, and one of the rubber clamp feet is inserted into the No. 2 shock-absorbing gap and connected with the end of the shock-absorbing channel steel.
  • the rubber body is far away from the rubber clamp foot with a bolt hole with a center line parallel to the axis line of the rubber clamp foot and matching with the No. 1 bolt, and the rubber body is away from the rubber clamp foot
  • a No. 3 damping gap suitable for the end of the damping channel steel is provided between the two rubber clamp feet, and the end of the damping channel steel is inserted into the No. 3 damping gap
  • the rubber clamp feet near the bolt holes are inserted into the No. 2 damping gap.
  • the bracket is composed of two No. 1 right-angle channel steels which are arranged in parallel and perpendicular to the damping channel steel, and several fixed to the bottom of the No. 1 right-angle channel steel.
  • the No. 1 right-angle channel steel is composed of a fixed bracket that is perpendicular to each other.
  • the vertical end of the No. 1 right-angle channel is connected with a shock-proof rubber on each side.
  • the shock-proof rubber is away from the vertical end of the No. 1 right-angle channel.
  • the damping channel steel is connected, and the gap between the horizontal end of the No. 1 right-angle channel steel away from the fixed support and the bottom bracket is the No. 1 damping gap.
  • the car body and the outside of the bracket are also covered with a vertical frame, the bottom of the frame is parallel to the fixed frame, and the frame is located between the car body and the bracket. The middle of the bracket.
  • the damping channel steel is also connected with a car sill, and the car sill is connected to the damping channel steel by a plurality of parallel No. 2 bolts, so On the side of the car sill close to the main body of the car, there are two No. 2 right-angle channels arranged symmetrically along the center line of the damping channel.
  • the No. 2 right-angle channel is provided with an adjusting groove, and the adjusting groove passes through No. 3.
  • the bolt is fixedly connected with a stop rod, and the end of the stop rod away from the adjusting groove is fixedly connected with the bottom bracket, and the stop rod, the second right-angle channel steel and the bottom bracket are enclosed to form a triangular stop space.
  • the anti-vibration rubber and the bracket are directly fixed and connected by the No. 1 bolt, and the anti-vibration rubber is directly fixed and connected with the bottom of the car body by screws.
  • the elevator car vibration damping stopper is folded by additional sheet metal.
  • the indirect connection of the bent parts with the bracket and the car bottom assembly by screws reduces the space requirements for the installation of the original independent sheet metal bending parts, and can maximize the size of the elevator shaft, so as to maximize the utilization rate of the elevator shaft.
  • the structure is simple Obviously, the cost is greatly reduced, and the installation efficiency can be improved on the construction site.
  • No. 2 damping gap and anti-vibration rubber can prevent the impact of the bottom support and the bottom waist from causing noise and vibration.
  • the car sill and landing door sill can prevent passengers from getting their feet stuck in the elevator shaft when entering and exiting the elevator.
  • the end of the stop rod fixed on the No. 2 right-angle channel is connected with the bottom bracket, and the stop rod, two The right-angle channel steel and the bottom bracket form a triangular stop space.
  • the adjustment groove can change the shape of the stop space by adjusting the angle of the stop rod, thereby enhancing the seismic shock resistance of the car according to the situation of the car during operation.
  • the shock absorption device and stop of the car bottom The effective combination of space can not only adjust the anti-seismic impact performance of the car during operation according to the different front, back, left and right reaction forces, achieve a good shock absorption and anti-seismic effect, and effectively avoid the impact of the elevator car during the operation of the elevator. , Improve the service life and safety performance of the car, and effectively ensure the stable and stable performance of the elevator car during operation, effectively reduce the noise during the operation of the elevator, and effectively improve the comfort of the elevator during the ride. , Effectively improve the quality of the enterprise's product quality, and improve the economic efficiency of the enterprise.
  • Figure 1 is a schematic diagram of the overall structure provided by the present invention.
  • Figure 2 is an exploded schematic diagram of the present invention
  • Figure 3 is a partial structural diagram of the anti-vibration rubber
  • Figure 4 is a schematic diagram of the structure of the anti-vibration rubber
  • Figure 5 is a schematic structural view of the bottom of the car body
  • Figure 6 is a schematic diagram of the partial structure of the No. 1 shock absorption gap
  • Figure 7 is a schematic diagram of the structure of the car sill
  • Figure 8 is a schematic diagram of the structure of the connection between the car sill and the damping channel steel.
  • an elevator car damping and stopping device includes a car body 1, and a horizontally arranged bracket 2 is connected to the bottom of the car body 1, and the bracket 2 is connected to the car body.
  • a number of anti-vibration rubbers 3 are also arranged between 1 and the end of the anti-vibration rubber 3 is fixed on the bracket 2.
  • the anti-vibration rubber 3 and the bracket 2 are directly fixedly connected with the first bolt 19, and the anti-vibration rubber 3 The end away from the bracket 2 is connected to the bottom of the car body 1.
  • the anti-vibration rubber 3 and the bracket 2 are directly fixedly connected with the No. 1 bolt 19, and the anti-vibration rubber 3 is directly fixed and connected with the bottom of the car body 1 by bolts or screws.
  • the vibration stopper is indirectly connected with the bracket and the car bottom assembly through the additional sheet metal bending parts through screws, which reduces the space requirements for the installation of the original independent sheet metal bending parts, and can maximize the compression of the elevator hoistway size, thereby achieving maximum
  • the structure is simple and clear, the cost is greatly reduced, and the installation efficiency on the construction site can also be improved.
  • the car body 1 is provided with a car bottom plate 4, the car bottom plate 4 is connected to the end of the anti-vibration rubber 3 away from the bracket 2, and the bottom of the car body 1 is provided with a bottom bracket 5 connected to the car bottom plate 4, and the bottom bracket 5 is formed by A number of channel steels are spliced end to end, and there is a No. 1 shock-absorbing gap 13 between the bottom bracket 5 and the bracket 2.
  • the car bottom plate 4 is connected with the anti-vibration rubber 3 to reduce the vibration in the car body 1.
  • the car bottom plate 4 is fixed on the bottom bracket 5, and the bottom bracket 5 can
  • the car floor 4 is fixed, and there is a damping gap 13 between the bottom bracket 5 and the bracket 2, which can reduce the contact between the bottom bracket 5 and the bracket 2 when the elevator is running, which can reduce the bottom bracket 5 and the bracket 2.
  • the vibration generated by the contact of the bracket 2 can also reduce the noise generated by the contact between the bottom bracket 5 and the bracket 2.
  • the cross section of the bottom bracket 5 is a ring quadrilateral, and the outer wall of the bottom bracket 5 is flush with the side wall of the car body 1.
  • the car bottom plate 4 is connected with two damping channels 6 arranged in parallel with the car bottom plate 4.
  • a number of fixed channel steels 18 arranged in parallel and fixedly connected to the bottom bracket 2 at both ends are arranged in the support 2, and the shock-absorbing channel steel 6 is connected with the shock-proof rubber 3.
  • the cross section of the bottom bracket 5 is a ring quadrilateral, and the outer wall of the bottom bracket 5 is flush with the side wall of the car body 1 to increase the stability of the connection, and the channel steel 18 is fixed. Both ends are connected to the bottom bracket 2 and the top of the fixed channel steel 18 is connected to the car bottom plate 4, which can increase the load-bearing capacity of the car bottom plate 4 and improve the stability of the car body 1.
  • the shock-absorbing channel steel connected to the car bottom plate 4 6 is connected with the anti-vibration rubber 3 to reduce the vibration transmitted to the car floor 4 during movement, and improve the comfort of passengers when riding the elevator.
  • Two damping channels 6 are arranged symmetrically along the center line of the car bottom plate 4, and one of the damping channels 6 is located on the car bottom plate 4 close to the car door of the car body 1.
  • the several pieces of damping rubber 3 Connected to the end of the damping channel steel 6.
  • two damping channels 6 are arranged symmetrically along the center line of the car floor 4 to improve the stability of the connection between the car floor 4 and the anti-vibration rubber 3.
  • One damping channel steel 6 is located at the car floor 4 near the car door of the car main body 1 and can be used to connect the sill.
  • two damping channels 6 can be connected to any two sides of the car bottom plate 4.
  • two symmetrical sides along the center line of the car bottom plate 4 and the damping Channel steel 6 is connected.
  • the height of the top waist 7 of the shock-absorbing channel steel 6 is smaller than the height of the bottom waist 8, and the end of the top waist 7 is connected to the side wall of the car floor 4 by welding, and the bottom bracket 5 is embedded in the groove of the shock-absorbing channel 6 ,
  • the bottom of the bottom bracket 5 and the bottom waist 8 are closely matched, and the bottom bracket 5 and the bottom of the damping channel 6 have a matching No. 2 damping gap 9.
  • the height of the top waist 7 of the damping channel steel 6 is smaller than the height of the bottom waist 8 to reduce the gap of the No. 2 damping gap 9, and the end of the top waist 7 is welded to the car floor 4
  • the connection of the side walls can make the connection between the car floor 4 and the damping channel steel 6 smoother, and prevent passengers from tripping when entering and exiting.
  • the bottom of the bottom bracket 5 and the bottom waist 8 are closely matched to prevent the bottom bracket 5 and the bottom when the elevator is running.
  • the impact of the waist 8 produces noise and vibration, and the cooperation of the second damping gap 9 and the anti-vibration rubber 3 can prevent the impact of the bottom support 5 and the bottom waist 8 from causing noise and vibration.
  • the cross section of the anti-vibration rubber 3 is F-shaped.
  • the anti-vibration rubber 3 is composed of a rubber main body 10 and two rubber feet 11 of the same size and shape and arranged in parallel connected to the rubber main body 10.
  • the bracket 2 is connected, and one of the rubber clamp feet 11 is inserted into the second shock-absorbing gap 9 and connected to the end of the shock-absorbing channel 6.
  • the cross-section of the anti-vibration rubber 3 is F-shaped, which facilitates the connection of the anti-vibration rubber 3 with the bracket 2 and the vibration-damping channel steel 6, and can achieve better shock absorption As a result, one of the rubber feet 11 on the anti-vibration rubber 3 is inserted into the second shock-absorbing gap 9 to prevent the impact of the bottom support 5 and the bottom waist 8 from causing noise and vibration.
  • any rubber clip 11 inserted into the No. 2 damping gap 9 can achieve the above-mentioned effects of reducing noise, vibration, and being connected to the damping channel 6 by screws, but is close to the rubber body 10 Inserting the rubber clamp feet 11 at the end into the No. 2 damping gap 9 needs to increase the length of the bracket 2, which increases the production cost and is not conducive to saving space.
  • a rubber clamp away from the end of the rubber body 10 is selected in this embodiment The foot 11 is inserted into the second shock-absorbing gap 9.
  • the end of the rubber body 10 away from the rubber clamp feet 11 is provided with a bolt hole 12 with a circular center line parallel to the axis line of the rubber clamp feet 11 and matching the No. 1 bolt 19, and the rubber body 10 is far away from the rubber clamp feet 11 and is tightly connected to the bracket 2.
  • a No. 3 damping gap 14 between the two rubber clamp feet 11 that matches the end of the damping channel steel 6, and the end of the damping channel 6 is inserted into the No. 3 damping gap 14
  • the rubber clip 11 close to the bolt hole 12 is inserted into the second damping gap 9.
  • the bolt hole 12 can facilitate the connection between the rubber body 10 and the bracket 2 through the No. 1 bolt 19, and the end of the damping channel 6 can be inserted into the No. 3 damping gap 14.
  • the internal energy increases the shock absorption effect and increases the stability of the connection.
  • the bracket 2 consists of two No. 1 right-angle channel steels 15 arranged in parallel and perpendicular to the damping channel steel 6 and a number of fixing brackets 16 fixed to the bottom of the No. 1 right-angle channel steel 15 and perpendicular to the No. 1 right-angle channel steel 15
  • the first right-angle channel steel 15 has a shock-proof rubber 3 on each side of its vertical end, and the side of the shock-proof rubber 3 away from the vertical end of the first right-angle channel steel 15 is connected to the shock-absorbing channel 6
  • the gap between the horizontal end of the No. 1 right-angle channel steel 15 away from the fixed bracket 16 and the bottom bracket 5 is the No. 1 damping gap 13.
  • the bracket 2 consists of two No. 1 right-angle channel steels 15 arranged in parallel and perpendicular to the damping channel steel 6 and several fixed to the bottom of the No. 1 right-angle channel steel 15
  • the fixed bracket 16 perpendicular to the No. 1 right-angle channel steel 15 can increase the stability of the bracket 2
  • the two No. 1 right-angle channel steels 15 arranged in parallel can be matched with the end of the shock-absorbing channel 6 to facilitate passage
  • the anti-vibration rubber 3 is connected, and the No. 1 damping gap 13 can reduce the contact between the bottom bracket 5 and the bracket 2 when the elevator is running, which can not only reduce the vibration caused by the contact between the bottom bracket 5 and the bracket 2, but also reduce The noise caused by the contact between the bottom bracket 5 and the bracket 2.
  • the car body 1 and the bracket 2 are also sheathed with a vertical stand 17, the bottom of the stand 17 is parallel to the fixed bracket 16, and the stand 17 is located in the middle of the car body 1 and the bracket 2.
  • the arrogant frame 17 can connect the car body 1 and the bracket 2, and the arrogant frame 17 is externally connected to the driving mechanism, and the driving mechanism can drive the car body 1 through the arrogant frame 17.
  • the arrogant frame 17 is located in the middle of the car body 1 and the bracket 2 to prevent the car body 1 from tilting.
  • the damping channel steel 6 is also connected to a car sill 21.
  • the car sill 21 is connected to the damping channel 6 by a number of parallel No. 2 bolts 20, and the car sill 21 is close to the car body. 1
  • One side is connected with two pieces of No. 2 right-angle channel steel 22 arranged symmetrically along the center line of the damping channel steel 6.
  • the No. 2 right-angle channel steel 22 is provided with an adjusting groove 23, and the adjusting groove 23 is fixedly connected by a No. 3 bolt 24
  • One end of the stop rod 25 away from the adjusting groove 23 is fixedly connected with the bottom bracket 5, and the stop rod 25, the second right-angle channel 22 and the bottom bracket 5 enclose a triangular stop space 26.
  • the car sill 21 and the landing door sill 30 can prevent passengers from getting stuck in the elevator shaft when they enter and exit the elevator.
  • the car sill 21 passes through a number of parallel arrangement
  • the second bolt 20 is connected to the damping channel steel 6 to increase the stability of the connection.
  • the end of the stop rod 25 fixed on the second right-angle channel steel 22 is connected to the bottom bracket 5, and the stop rod 25 and the second right-angle groove
  • the steel 22 encloses the bottom bracket 5 to form a triangular stop space 26 that can transmit the force generated by the vibration to the car sill 21 through the stop rod 25 when the bottom bracket 5 vibrates, and through the fixed car ground
  • the sill 21 makes the vibration of the bottom support 5 stop quickly, and the adjustment groove 23 can change the shape of the stop space 26 by adjusting the angle of the stop rod 25, thereby enhancing the seismic shock resistance of the car according to the situation of the car during operation.
  • the effective combination of the damping device at the bottom and the stopping space 26 can not only adjust the anti-seismic impact performance of the car during operation according to the different front and rear, left and right reaction forces, achieve good shock absorption and anti-seismic effect, effectively avoiding the elevator
  • the impact and overturning hazard to the elevator car during operation improves the service life and safety performance of the elevator car, and effectively ensures the stable and stable performance of the elevator car during operation, and effectively reduces the noise during elevator operation. It improves the comfort during the elevator ride, effectively improves the product quality of the enterprise, and improves the economic benefit of the enterprise.
  • the working principle of the present invention is that the rubber main body 10 on the anti-vibration rubber 3 and the first right-angle channel steel 15 on the bracket 2 are directly fixedly connected by the first bolt 19, and the end of the shock-absorbing channel steel 6 is inserted into the third
  • the rubber clamp feet 11 in the No. damping gap 14 and close to the bolt hole 12 are inserted into the No.
  • the bottom of the connected car body 1 and the bracket 2 directly have the No. 1 damping gap 13 to enable the elevator to run Reducing the contact between the bottom bracket 5 and the bracket 2 can not only reduce the vibration caused by the contact between the bottom bracket 5 and the bracket 2, but also reduce the noise caused by the contact between the bottom bracket 5 and the bracket 2.
  • the car sill 21 and the car The compartment main body 1 is enclosed by a stop rod 25, a second right-angle channel 22 and the bottom bracket 5 to form a triangular stop space 26, which can pass the force generated by the vibration through the stop rod 25 when the bottom bracket 5 vibrates. It is transmitted to the car sill 21, and the vibration of the bottom bracket 5 is quickly stopped through the fixed car sill 21.
  • this article uses the car body 1, the bracket 2, the anti-vibration rubber 3, the car bottom plate 4, the bottom bracket 5, the damping channel steel 6, the top waist 7, the bottom waist 8, and the second damping gap 9 , Rubber body 10, rubber clamp feet 11, bolt holes 12, No. 1 damping gap 13, No. 3 damping gap 14, No. 1 right-angle channel 15, fixing bracket 16, arrogant frame 17, No. 1 bolt 19, No. 2 Terms such as bolt 20, car sill 21, No. 2 right-angle channel 22, adjustment slot 23, No. 3 bolt 24, stop rod 25, stop space 26, landing door sill 30, etc., but the use of other terms is not excluded Possibility. These terms are used only to describe and explain the essence of the present invention more conveniently, and to interpret them as any additional limitation is contrary to the spirit of the present invention.

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Abstract

一种电梯轿厢减震止动装置，包括轿厢主体（1），轿厢主体（1）底部连有水平设置的托架（2），托架（2）与轿厢主体（1）之间还设有若干块止震橡胶（3），止震橡胶（3）端部固定在托架（2）上，止震橡胶（3）与托架（2）通过一号螺栓（19）直接固定连接。止震橡胶（3）与托架（2）通过一号螺栓（19）直接固定连接，止震橡胶（3）与轿厢主体（1）底部通过螺丝直接固定连接，相对于现有技术中电梯轿厢减震止动件通过附加的钣金折弯件与托架、轿底组件通过螺丝间接连接减少了原先独立的钣金折弯件安装的空间要求，能最大化的压缩电梯井道尺寸，从而实现最大化电梯井道的利用率。

Description

电梯轿厢减震止动装置 技术领域
本发明属于电梯部件技术领域，涉及一种电梯轿厢减震止动装置。
背景技术
电梯是指服务于建筑物内若干特定的楼层，其轿厢运行在至少两列垂直于水平面或与铅垂线倾斜角小于15°的刚性轨道运动的永久运输设备，电梯运行时会对轿厢产生较大的震动，影响乘坐的舒适性，现有技术中电梯轿厢减震止动件一般通过附加的钣金折弯件与托架、轿底组件通过螺丝直接连接，对轿底与托架之间须预留好折弯件支架安装空间，对现有加工工艺有比较高的要求，并且对托架和轿底组件的净宽尺寸有一定限制，不能最大化的压缩电梯井道尺寸，从而不能实现最大化电梯井道的利用率。
为了克服现有技术的不足，人们经过不断探索，提出了各种各样的解决方案，如中国专利公开了一种一种多重电梯减震装置，申请号：(CN201710784464.X)，包括电梯轿厢、设置在电梯轿厢中的踏板，该踏板与电梯轿厢底部之间的空间设置为空腔；空腔通过分隔板均匀分隔成两个子空腔；踏板安装在电梯支撑架上；且电梯支撑架安装在空腔内；电梯支撑架下设置有减震装置；电梯支撑架与所述减震装置接触。本发明通过在电梯踏板下方安装电梯支撑架，一方面起到支撑踏板作用，另一方面起到避震减震作用，而在电梯支撑架下方接触减震装置，进行二次缓冲减震，具有优秀的减震效果。另外，电梯支撑架分别安装在两个子空腔内，在减震的同时，采用分散减震的方法，与启动或者停止的时候的作用力相互抵消，达到启停的瞬时不会有超重或失重的感觉 的作用。该方案具有减震效果好的优点，但是也存在不能实现最大化电梯井道的利用率的缺点。
发明内容
本发明的目的是针对上述问题，提供一种电梯轿厢减震止动装置。
为达到上述目的，本发明采用了下列技术方案：
一种电梯轿厢减震止动装置，包括轿厢主体，轿厢主体底部连有水平设置的托架，所述的托架与轿厢主体之间还设有若干块止震橡胶，所述的止震橡胶端部固定在托架上，止震橡胶与托架通过一号螺栓直接固定连接，止震橡胶远离托架一端与轿厢主体底部相连。
在上述的电梯轿厢减震止动装置中，轿厢主体内设有轿厢底板，轿厢底板与止震橡胶远离托架一端相连，轿厢主体底部设有与轿厢底板相连的底托，底托由若干根槽钢首尾拼接而成，且底托与托架之间具有一号减震间隙。
在上述的电梯轿厢减震止动装置中，底托的截面呈环四边形，且底托的外壁与轿厢主体的侧壁齐平，轿厢底板上连有两块与轿厢底板平行设置的减震槽钢，底托内设有若干根平行设置且两端与底托固定连接的固定槽钢，减震槽钢与止震橡胶相连。
在上述的电梯轿厢减震止动装置中，两块减震槽钢沿轿厢底板的中心线对称设置，且其中一块减震槽钢位于轿厢底板靠近轿厢主体的轿门处，所述的若干块止震橡胶与减震槽钢端部相连。
在上述的电梯轿厢减震止动装置中，所述的减震槽钢的顶腰高度小于底腰的高度，顶腰端部通过焊接与轿厢底板侧壁相连，所述的底托嵌入至减震槽钢的凹槽内，底托底部与底腰紧贴配合，底托与减震槽钢的凹槽底部具有相配适的二号减震间隙。
在上述的电梯轿厢减震止动装置中，所述的止震橡胶截面呈 F型，止震橡胶由橡胶主体和与橡胶主体相连的两根大小、形状相同且平行设置的橡胶夹脚组成，橡胶主体远离橡胶夹脚一端与托架相连，其中一根橡胶夹脚插入至二号减震间隙中并与减震槽钢端部相连。
在上述的电梯轿厢减震止动装置中，橡胶主体远离橡胶夹脚一端设有圆心线与橡胶夹脚的轴心线平行且与一号螺栓相配适的螺栓孔，橡胶主体远离橡胶夹脚一端与托架紧贴配合，两根橡胶夹脚之间设有与减震槽钢端部相配适的三号减震间隙，所述的减震槽钢端部插入至三号减震间隙内且靠近螺栓孔的橡胶夹脚插入至二号减震间隙中。
在上述的电梯轿厢减震止动装置中，所述的托架由两根平行设置并与减震槽钢相互垂直的一号直角槽钢以及若干根固定在一号直角槽钢底部并与一号直角槽钢相互垂直的固定支架组成，所述的一号直角槽钢的竖直端两侧各连有一个止震橡胶，止震橡胶远离一号直角槽钢的竖直端一侧与减震槽钢相连，一号直角槽钢的水平端远离固定支架一侧与底托之间的间隙为一号减震间隙。
在上述的电梯轿厢减震止动装置中，所述的轿厢主体与托架外侧还套有竖直设置的骄架，骄架底部与固定支架平行设置，且骄架位于轿厢主体与托架的中部。
在上述的电梯轿厢减震止动装置中，所述的减震槽钢上还连有轿厢地坎，轿厢地坎通过若干个平行排列的二号螺栓与减震槽钢相连，所述的轿厢地坎靠近轿厢主体一侧连有两块沿减震槽钢的中心线对称设置的二号直角槽钢，二号直角槽钢上设有调节槽，调节槽上通过三号螺栓固定连接有止动杆，止动杆远离调节槽一端与底托固定连接，且止动杆、二号直角槽钢与底托围合形成一个呈三角形的止动空间。
与现有的技术相比，本发明的优点在于：
1、止震橡胶与托架通过一号螺栓直接固定连接，止震橡胶与 轿厢主体底部通过螺丝直接固定连接，相对于现有技术中电梯轿厢减震止动件通过附加的钣金折弯件与托架、轿底组件通过螺丝间接连接减少了原先独立的钣金折弯件安装的空间要求，能最大化的压缩电梯井道尺寸，从而实现最大化电梯井道的利用率，此结构简单明了，成本也大大降低，工地现场也能提高安装效率。
2、底托与托架之间具有一号减震间隙能够使电梯在运行时减少底托与托架之间的接触，既能减少底托与托架接触产生的震动，还能降低底托与托架接触产生的噪音。
3、二号减震间隙与止震橡胶配合能防止底托与底腰撞击产生噪音以及震动。
4、轿厢地坎以及层门地坎能够防止乘客进出电梯时脚卡进电梯井中发生危险，固定在二号直角槽钢上的止动杆端部与底托相连，且止动杆、二号直角槽钢与底托围合形成一个呈三角形的止动空间能够在底托出现震动时将震动产生的力通过止动杆传递到轿厢地坎上，通过固定的轿厢地坎使底托的震动迅速停止，调节槽可以通过调节止动杆的角度改变止动空间的形状，从而根据轿厢运行过程中的情况增强轿厢的抗震冲击性能，通过轿底的减震装置与止动空间的有效结合，不但可以根据不同前后、左右反作用力的不同任意调节轿厢运行过程中的抗震冲击性能，达到良好的减震抗震效果，有效的避免了电梯运行中对轿厢的冲击倾覆危害，提高了轿厢的使用寿命和安全性能，而且有效的保证了电梯轿厢运行过程中的平稳稳定性能，有效的降低了电梯运行过程中的噪音，有效的提高了电梯乘坐过程中的舒适度，有效的提高了企业的产品品质质量，提高了企业的经济效益。
本发明的其它优点、目标和特征将部分通过下面的说明体现，部分还将通过对本发明的研究和实践而为本领域的技术人员所理解。
附图说明
图1是本发明提供的整体结构示意图；
图2是本发明的爆炸示意图；
图3是止震橡胶处的局部结构示意图；
图4是止震橡胶的结构示意图；
图5是轿厢主体底部的结构示意图；
图6是一号减震间隙处的局部结构示意图；
图7是轿厢地坎的结构示意图；
图8是轿厢地坎与减震槽钢连接处的结构示意图。
图中，轿厢主体1、托架2、止震橡胶3、轿厢底板4、底托5、减震槽钢6、顶腰7、底腰8、二号减震间隙9、橡胶主体10、橡胶夹脚11、螺栓孔12、一号减震间隙13、三号减震间隙14、一号直角槽钢15、固定支架16、骄架17、一号螺栓19、二号螺栓20、轿厢地坎21、二号直角槽钢22、调节槽23、三号螺栓24、止动杆25、止动空间26、层门地坎30。
具体实施方式
如图1和图2所示，一种电梯轿厢减震止动装置，包括轿厢主体1，轿厢主体1底部连有水平设置的托架2，所述的托架2与轿厢主体1之间还设有若干块止震橡胶3，所述的止震橡胶3端部固定在托架2上，止震橡胶3与托架2通过一号螺栓19直接固定连接，止震橡胶3远离托架2一端与轿厢主体1底部相连。
本实施例中，止震橡胶3与托架2通过一号螺栓19直接固定连接，止震橡胶3与轿厢主体1底部通过螺栓或螺丝直接固定连接，相对于现有技术中电梯轿厢减震止动件通过附加的钣金折弯件与托架、轿底组件通过螺丝间接连接减少了原先独立的钣金折弯件安装的空间要求，能最大化的压缩电梯井道尺寸，从而实现最大化电梯井道的利用率，此结构简单明了，成本也大大降低， 工地现场也能提高安装效率。
轿厢主体1内设有轿厢底板4，轿厢底板4与止震橡胶3远离托架2一端相连，轿厢主体1底部设有与轿厢底板4相连的底托5，底托5由若干根槽钢首尾拼接而成，且底托5与托架2之间具有一号减震间隙13。
本实施例中，结合图2和图6所示，轿厢底板4与止震橡胶3相连能够减少轿厢主体1内的震动，轿厢底板4固定在底托5上，底托5能对轿厢底板4进行固定，且底托5与托架2之间具有一号减震间隙13能够使电梯在运行时减少底托5与托架2之间的接触，既能减少底托5与托架2接触产生的震动，还能降低底托5与托架2接触产生的噪音。
底托5的截面呈环四边形，且底托5的外壁与轿厢主体1的侧壁齐平，轿厢底板4上连有两块与轿厢底板4平行设置的减震槽钢6，底托2内设有若干根平行设置且两端与底托2固定连接的固定槽钢18，减震槽钢6与止震橡胶3相连。
本实施例中，结合图2和图5所示，底托5的截面呈环四边形，且底托5的外壁与轿厢主体1的侧壁齐平能增加连接的稳定性，固定槽钢18两端与底托2相连且固定槽钢18顶部与轿厢底板4相连，能增加轿厢底板4的承重能力，提高轿厢主体1的稳定性，与轿厢底板4相连的减震槽钢6与止震橡胶3相连能够减少运动时传递到轿厢底板4的震动，提高乘客乘坐电梯时的舒适性。
两块减震槽钢6沿轿厢底板4的中心线对称设置，且其中一块减震槽钢6位于轿厢底板4靠近轿厢主体1的轿门处，所述的若干块止震橡胶3与减震槽钢6端部相连。
本实施例中，结合图2所示，两块减震槽钢6沿轿厢底板4的中心线对称设置能提高轿厢底板4与止震橡胶3连接的稳定性，其中一块减震槽钢6位于轿厢底板4靠近轿厢主体1的轿门处可 用于连接地坎。
本领域技术人员应当理解，两块减震槽钢6可与轿厢底板4的任意两侧面相连，作为优选，本实施例中选用沿轿厢底板4的中心线对称的两个侧面与减震槽钢6相连。
减震槽钢6的顶腰7高度小于底腰8的高度，顶腰7端部通过焊接与轿厢底板4侧壁相连，所述的底托5嵌入至减震槽钢6的凹槽内，底托5底部与底腰8紧贴配合，底托5与减震槽钢6的凹槽底部具有相配适的二号减震间隙9。
本实施例中，结合图2所示，减震槽钢6的顶腰7高度小于底腰8的高度能减小二号减震间隙9的间隙，顶腰7端部通过焊接与轿厢底板4侧壁相连能使轿厢底板4与减震槽钢6的连接更平滑，防止乘客进出时被绊倒，底托5底部与底腰8紧贴配合能防止电梯运行时底托5与底腰8撞击产生噪音以及震动，二号减震间隙9与止震橡胶3配合能防止底托5与底腰8撞击产生噪音以及震动。
止震橡胶3截面呈F型，止震橡胶3由橡胶主体10和与橡胶主体10相连的两根大小、形状相同且平行设置的橡胶夹脚11组成，橡胶主体10远离橡胶夹脚11一端与托架2相连，其中一根橡胶夹脚11插入至二号减震间隙9中并与减震槽钢6端部相连。
本实施例中，结合图3和图4所示，止震橡胶3截面呈F型能方便止震橡胶3与托架2以及减震槽钢6进行连接，且能起到更好的减震效果，止震橡胶3上的其中一根橡胶夹脚11插入至二号减震间隙9中能防止底托5与底腰8撞击产生噪音以及震动。
本领域技术人员应当理解，任意一根橡胶夹脚11插入至二号减震间隙9中均能起到上述减少噪音、震动以及与减震槽钢6通过螺丝相连的效果，但靠近橡胶主体10端部的橡胶夹脚11插入至二号减震间隙9中需要增加托架2长度，增加了生产成本且不利于节约空间，作为优选，本实施例中选用远离橡胶主体10端部 的橡胶夹脚11插入至二号减震间隙9中。
橡胶主体10远离橡胶夹脚11一端设有圆心线与橡胶夹脚11的轴心线平行且与一号螺栓19相配适的螺栓孔12，橡胶主体10远离橡胶夹脚11一端与托架2紧贴配合，两根橡胶夹脚11之间设有与减震槽钢6端部相配适的三号减震间隙14，所述的减震槽钢6端部插入至三号减震间隙14内且靠近螺栓孔12的橡胶夹脚11插入至二号减震间隙9中。
本实施例中，结合图3和图4所示，螺栓孔12能方便橡胶主体10与托架2通过一号螺栓19进行连接，减震槽钢6端部能插入至三号减震间隙14内能增加减震效果以及增加连接的稳定性。
托架2由两根平行设置并与减震槽钢6相互垂直的一号直角槽钢15以及若干根固定在一号直角槽钢15底部并与一号直角槽钢15相互垂直的固定支架16组成，所述的一号直角槽钢15的竖直端两侧各连有一个止震橡胶3，止震橡胶3远离一号直角槽钢15的竖直端一侧与减震槽钢6相连，一号直角槽钢15的水平端远离固定支架16一侧与底托5之间的间隙为一号减震间隙13。
本实施例中，结合图2和图6所示，托架2由两根平行设置并与减震槽钢6相互垂直的一号直角槽钢15以及若干根固定在一号直角槽钢15底部并与一号直角槽钢15相互垂直的固定支架16组成能够增加托架2的稳定性，且两根平行设置的一号直角槽钢15能与减震槽钢6端部相配适，方便通过止震橡胶3进行连接，一号减震间隙13能够使电梯在运行时减少底托5与托架2之间的接触，既能减少底托5与托架2接触产生的震动，还能降低底托5与托架2接触产生的噪音。
轿厢主体1与托架2外侧还套有竖直设置的骄架17，骄架17底部与固定支架16平行设置，且骄架17位于轿厢主体1与托架2的中部。
本实施例中，结合图1和图2所示，骄架17能够将轿厢主体 1与托架2进行连接，同时骄架17外接驱动机构，驱动机构能通过骄架17带动轿厢主体1运行，骄架17位于轿厢主体1与托架2的中部能够防止轿厢主体1发生倾斜。
减震槽钢6上还连有轿厢地坎21，轿厢地坎21通过若干个平行排列的二号螺栓20与减震槽钢6相连，所述的轿厢地坎21靠近轿厢主体1一侧连有两块沿减震槽钢6的中心线对称设置的二号直角槽钢22，二号直角槽钢22上设有调节槽23，调节槽23上通过三号螺栓24固定连接有止动杆25，止动杆25远离调节槽23一端与底托5固定连接，且止动杆25、二号直角槽钢22与底托5围合形成一个呈三角形的止动空间26。
本实施例中，结合图7和图8所示，轿厢地坎21以及层门地坎30能够防止乘客进出电梯时脚卡进电梯井中发生危险，轿厢地坎21通过若干个平行排列的二号螺栓20与减震槽钢6相连能够增加连接的稳定性，固定在二号直角槽钢22上的止动杆25端部与底托5相连，且止动杆25、二号直角槽钢22与底托5围合形成一个呈三角形的止动空间26能够在底托5出现震动时将震动产生的力通过止动杆25传递到轿厢地坎21上，通过固定的轿厢地坎21使底托5的震动迅速停止，调节槽23可以通过调节止动杆25的角度改变止动空间26的形状，从而根据轿厢运行过程中的情况增强轿厢的抗震冲击性能，通过轿底的减震装置与止动空间26的有效结合，不但可以根据不同前后、左右反作用力的不同任意调节轿厢运行过程中的抗震冲击性能，达到良好的减震抗震效果，有效的避免了电梯运行中对轿厢的冲击倾覆危害，提高了轿厢的使用寿命和安全性能，而且有效的保证了电梯轿厢运行过程中的平稳稳定性能，有效的降低了电梯运行过程中的噪音，有效的提高了电梯乘坐过程中的舒适度，有效的提高了企业的产品品质质量，提高了企业的经济效益。
本发明的工作原理是，将止震橡胶3上的橡胶主体10与托架 2上的一号直角槽钢15通过一号螺栓19直接固定连接，且将减震槽钢6端部插入至三号减震间隙14内且靠近螺栓孔12的橡胶夹脚11插入至二号减震间隙9中使止震橡胶3与减震槽钢6端部通过螺丝直接固定连接，相对于现有技术中电梯轿厢减震止动件通过附加的钣金折弯件与托架、轿底组件通过螺丝间接连接减少了原先独立的钣金折弯件安装的空间要求，能最大化的压缩电梯井道尺寸，从而实现最大化电梯井道的利用率，此结构简单明了，成本也大大降低，工地现场也能提高安装效率，且减震槽钢6端部能插入至三号减震间隙14内能增加减震效果以及增加连接的稳定性并能够防止底托5与底腰8撞击产生噪音以及震动，连接后的轿厢主体1底部与托架2直接具有一号减震间隙13能够使电梯在运行时减少底托5与托架2之间的接触，既能减少底托5与托架2接触产生的震动，还能降低底托5与托架2接触产生的噪音，轿厢地坎21与轿厢主体1之间由止动杆25、二号直角槽钢22与底托5围合形成一个呈三角形的止动空间26能够在底托5出现震动时将震动产生的力通过止动杆25传递到轿厢地坎21上，通过固定的轿厢地坎21使底托5的震动迅速停止。
本文中所描述的具体实施例仅仅是对本发明精神作举例说明。本发明所属技术领域的技术人员可以对所描述的具体实施例做各种各样的修改或补充或采用类似的方式替代，但并不会偏离本发明的精神或者超越所附权利要求书所定义的范围。
尽管本文较多地使用了轿厢主体1、托架2、止震橡胶3、轿厢底板4、底托5、减震槽钢6、顶腰7、底腰8、二号减震间隙9、橡胶主体10、橡胶夹脚11、螺栓孔12、一号减震间隙13、三号减震间隙14、一号直角槽钢15、固定支架16、骄架17、一号螺栓19、二号螺栓20、轿厢地坎21、二号直角槽钢22、调节槽23、三号螺栓24、止动杆25、止动空间26、层门地坎30等术语，但并不排除使用其它术语的可能性。使用这些术语仅仅是为了更方 便地描述和解释本发明的本质，把它们解释成任何一种附加的限制都是与本发明精神相违背的。

Claims (10)

  1. 一种电梯轿厢减震止动装置，包括轿厢主体(1)，其特征在于，轿厢主体(1)底部连有水平设置的托架(2)，所述的托架(2)与轿厢主体(1)之间还设有若干块止震橡胶(3)，所述的止震橡胶(3)端部固定在托架(2)上，止震橡胶(3)与托架(2)通过一号螺栓(19)直接固定连接，止震橡胶(3)远离托架(2)一端与轿厢主体(1)底部相连。
  2. 根据权利要求1所述的电梯轿厢减震止动装置，其特征在于，轿厢主体(1)内设有轿厢底板(4)，轿厢底板(4)与止震橡胶(3)远离托架(2)一端相连，轿厢主体(1)底部设有与轿厢底板(4)相连的底托(5)，底托(5)由若干根槽钢首尾拼接而成，且底托(5)与托架(2)之间具有一号减震间隙(13)。
  3. 根据权利要求2所述的电梯轿厢减震止动装置，其特征在于，底托(5)的截面呈环四边形，且底托(5)的外壁与轿厢主体(1)的侧壁齐平，轿厢底板(4)上连有两块与轿厢底板(4)平行设置的减震槽钢(6)，底托(2)内设有若干根平行设置且两端与底托(2)固定连接的固定槽钢(18)，减震槽钢(6)与止震橡胶(3)相连。
  4. 根据权利要求3所述的电梯轿厢减震止动装置，其特征在于，两块减震槽钢(6)沿轿厢底板(4)的中心线对称设置，且其中一块减震槽钢(6)位于轿厢底板(4)靠近轿厢主体(1)的轿门处，所述的若干块止震橡胶(3)与减震槽钢(6)端部相连。
  5. 根据权利要求4所述的电梯轿厢减震止动装置，其特征在于，所述的减震槽钢(6)的顶腰(7)高度小于底腰(8)的高度，顶腰(7)端部通过焊接与轿厢底板(4)侧壁相连，所述的底托(5)嵌入至减震槽钢(6)的凹槽内，底托(5)底部与底腰(8)紧贴配合，底托(5)与减震槽钢(6)的凹槽底部具有相配适的二号减震间隙(9)。
  6. 根据权利要求5所述的电梯轿厢减震止动装置，其特征在 于，所述的止震橡胶(3)截面呈F型，止震橡胶(3)由橡胶主体(10)和与橡胶主体(10)相连的两根大小、形状相同且平行设置的橡胶夹脚(11)组成，橡胶主体(10)远离橡胶夹脚(11)一端与托架(2)相连，其中一根橡胶夹脚(11)插入至二号减震间隙(9)中并与减震槽钢(6)端部相连。
  7. 根据权利要求6所述的电梯轿厢减震止动装置，其特征在于，橡胶主体(10)远离橡胶夹脚(11)一端设有圆心线与橡胶夹脚(11)的轴心线平行且与一号螺栓(19)相配适的螺栓孔(12)，橡胶主体(10)远离橡胶夹脚(11)一端与托架(2)紧贴配合，两根橡胶夹脚(11)之间设有与减震槽钢(6)端部相配适的三号减震间隙(14)，所述的减震槽钢(6)端部插入至三号减震间隙(14)内且靠近螺栓孔(12)的橡胶夹脚(11)插入至二号减震间隙(9)中。
  8. 根据权利要求3所述的电梯轿厢减震止动装置，其特征在于，所述的托架(2)由两根平行设置并与减震槽钢(6)相互垂直的一号直角槽钢(15)以及若干根固定在一号直角槽钢(15)底部并与一号直角槽钢(15)相互垂直的固定支架(16)组成，所述的一号直角槽钢(15)的竖直端两侧各连有一个止震橡胶(3)，止震橡胶(3)远离一号直角槽钢(15)的竖直端一侧与减震槽钢(6)相连，一号直角槽钢(15)的水平端远离固定支架(16)一侧与底托(5)之间的间隙为一号减震间隙(13)。
  9. 根据权利要求8所述的电梯轿厢减震止动装置，其特征在于，所述的轿厢主体(1)与托架(2)外侧还套有竖直设置的骄架(17)，骄架(17)底部与固定支架(16)平行设置，且骄架(17)位于轿厢主体(1)与托架(2)的中部。
  10. 根据权利要求3所述的电梯轿厢减震止动装置，其特征在于，所述的减震槽钢(6)上还连有轿厢地坎(21)，轿厢地坎(21)通过若干个平行排列的二号螺栓(20)与减震槽钢(6)相连，所 述的轿厢地坎(21)靠近轿厢主体(1)一侧连有两块沿减震槽钢(6)的中心线对称设置的二号直角槽钢(22)，二号直角槽钢(22)上设有调节槽(23)，调节槽(23)上通过三号螺栓(24)固定连接有止动杆(25)，止动杆(25)远离调节槽(23)一端与底托(5)固定连接，且止动杆(25)、二号直角槽钢(22)与底托(5)围合形成一个呈三角形的止动空间(26)。
PCT/CN2019/111688 2019-07-19 2019-10-17 电梯轿厢减震止动装置 WO2021012420A1 (zh)

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