Elevator multi-point compensation structure and compensation method thereof

Abstract

According to the technical scheme, the multi-point compensation structure is characterized in that a compensation rope mechanism comprises multiple strands of compensation rope branch units which are independently distributed, one end of each compensation rope branch unit is independently connected to a compensation rope concentrator at the bottom of a lift car, and the other end of each compensation rope branch unit is independently connected to a compensation rope guide rail; the other end of the compensation rope branch unit is independently connected to a compensation rope deconcentrator at the bottom of the counterweight; the guide mechanism is arranged in a shaft pit and comprises a car side guide device used for guiding the compensation rope branch unit to face the bottom of a car; the counterweight side guide device is used for guiding the compensation rope branch unit to face the bottom of the counterweight; the multiple strands of independently-distributed compensation rope branch units are configured to adjust fixing points according to the gravity center position of a lift car. The elevator compensation counterweight arrangement method has the advantage that the elevator compensation counterweight arrangement diversification can be achieved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of elevator equipment, and in particular to an elevator multi-point compensation structure and a compensation method thereof. BACKGROUND

[0002] The main function of the elevator compensation device is to compensate the weight of the car and the counterweight, to ensure the elevator traction force in various working conditions and when the elevator top is in the pit, and to avoid the traction wheel in the machine room from slipping. The current standard compensation device is fixed at the center of the car frame and the center of the counterweight, or symmetrically distributed at the center mirror image position of the car and the counterweight, so as to avoid the local fixation of the compensation device at a certain position of the car, which causes the car to be unbalanced and the counterweight to be tilted.

[0003] The elevator compensation device of the prior art mainly adopts a single-point fixation mode, and the standard requires that the diameter ratio of the compensation rope to the tensioning wheel be greater than 30 times. The Chinese patent for invention with the publication number CN105645218B discloses a kind of high-speed elevator steel wire rope compensation and tensioning device. The compensation steel wire rope is symmetrically arranged relative to the center line of the car guide rail at the hanging point on the car side. Since the compensation position is fixed and the diameter of the tensioning wheel is relatively large, the space occupied by the compensation device in the shaft is relatively large, and the compensation device cannot adapt to various arrangements of the counterweight. SUMMARY

[0004] In view of the deficiencies of the prior art, the embodiments of the present application provide an elevator multi-point compensation structure and a compensation method thereof to solve the problems of the related art. The technical solutions are as follows.

[0005] In a first aspect, the embodiments of the present application provide an elevator multi-point compensation structure, which comprises: a compensation rope mechanism, including a plurality of independently distributed compensation rope branch units, one end of each of the compensation rope branch units being independently connected to a compensation rope concentrator at the bottom of the car, and the other end of each of the compensation rope branch units being independently connected to a compensation rope distributor at the bottom of the counterweight; and a guide mechanism arranged in the shaft pit, including: a car-side guide device for guiding the compensation rope branch units towards the bottom of the car; and a counterweight-side guide device for guiding the compensation rope branch units towards the bottom of the counterweight; wherein the plurality of independently distributed compensation rope branch units are configured to adjust the fixed points according to the position of the car's center of gravity.

[0006] In an embodiment, the diameter of each of the compensation rope branch units is smaller than the diameter of a standard compensation steel wire rope.

[0007] In an embodiment, the number of the compensation rope branch units is 6-12, and each of the compensation rope branch units is arranged in a side-by-side array, and the two ends of each of the compensation rope branch units are respectively connected to the compensation rope concentrator at the bottom of the car and the compensation rope distributor at the bottom of the counterweight.

[0008] In an embodiment, the car-side guide device comprises at least one car-side guide shaft arranged in the pit of the hoistway and below the car; at least one first guide wheel is arranged on the car-side guide shaft to guide the branch unit of the compensation rope to the bottom of the car; a first anti-off groove is arranged on the surface of the first guide wheel.

[0009] In an embodiment, the first guide wheel is connected to the car-side guide shaft by a first spring damper, and the diameter of the first guide wheel is smaller than that of a standard tension wheel.

[0010] In an embodiment, the counterweight-side guide device comprises at least one counterweight-side guide shaft arranged in the pit of the hoistway and below the counterweight; at least one second guide wheel is arranged on the counterweight-side guide shaft to guide the branch unit of the compensation rope to the bottom of the counterweight; a second anti-off groove is arranged on the surface of the second guide wheel.

[0011] In an embodiment, the second guide wheel is connected to the counterweight-side guide shaft by a second spring damper, and the diameter of the second guide wheel is smaller than that of a standard tension wheel.

[0012] In an embodiment, a plurality of tension sensors are further included for monitoring the tension deviation of each branch unit of the compensation rope in real time; each of the tension sensors is arranged at the connection between each branch unit of the compensation rope and the bottom of the car.

[0013] In an embodiment, a maintenance space is arranged below the guide mechanism, and the maintenance space is located at the bottom of the pit of the hoistway.

[0014] In a second aspect, the embodiments of the present application provide a compensation method applied to the multi-point compensation structure of an elevator, comprising the following steps:

[0015] Arranging the branch unit of the compensation rope:

[0016] The compensation steel wire rope is divided into a plurality of independently distributed branch units of the compensation rope, and the two ends of each branch unit of the compensation rope are respectively directed to the bottom of the car and the bottom of the counterweight.

[0017] Constructing a double-side guide path:

[0018] A car-side guide device is arranged on one side of the pit of the hoistway to guide the branch unit of the compensation rope to extend directionally to the bottom of the car.

[0019] A counterweight-side guide device is arranged on the other side of the pit of the hoistway to guide the branch unit of the compensation rope to extend directionally to the bottom of the counterweight.

[0020] Dynamic position adjustment:

[0021] Based on the real-time center of gravity position of the car, the number of compensation rope branch units is adjusted, and the fixed points of each compensation rope branch unit at the bottom of the car and the counterweight are independently adjusted.

[0022] The advantages or beneficial effects in the above technical solutions at least include:

[0023] The elevator multi-point compensation structure of the present application is different from the single integrated compensation steel wire rope center fixing in the prior art, and adopts a plurality of independently distributed compensation rope branch units, which are connected to the bottom of the car and the bottom of the counterweight respectively, and the connection position of the compensation rope branch unit at the bottom of the car is not fixed, which can be adjusted according to the center of gravity of the car, and the position can be further adjusted through the double guiding actions of the car side guiding device and the counterweight side guiding device, so as to realize diversified counterweight arrangement.

[0024] The above summary is only for the purpose of the description and is not intended to limit in any way. In addition to the above-described illustrative aspects, embodiments, and features, further aspects, embodiments, and features of the present application will be readily apparent to those skilled in the art by reference to the drawings and the following detailed description. BRIEF DESCRIPTION OF DRAWINGS

[0025] In the drawings, like reference numerals refer to same or similar functionalities throughout the several views. The drawings are not necessarily to scale. It is to be understood that these drawings only depict some embodiments in accordance with the disclosure and should not be considered to be limiting of the scope of the disclosure.

[0026] Figure 1 is a first structural schematic diagram of the present application;

[0027] Figure 2 is a second structural schematic diagram of the present application;

[0028] Figure 3 is a structural schematic diagram of the compensation rope mechanism in the present application;

[0029] Figure 4 is a structural schematic diagram of the car side guiding shaft in the present application;

[0030] Figure 5 is a structural schematic diagram of the counterweight side guiding shaft in the present application;

[0031] Figure 6 is a distribution schematic diagram of the counterweight bottom fixed point adjustment in the present application.

[0032] In the diagram: 100, compensating rope mechanism; 101, compensating rope branch unit; 200, guiding mechanism; 201, car side guiding device; 202, counterweight side guiding device; 301, car bottom; 302, counterweight bottom; 401, car side guide shaft; 402, first guide wheel; 501, counterweight side guide shaft; 502, second guide wheel; 600, maintenance space. Detailed Implementation

[0033] In the following description, only certain exemplary embodiments are briefly described to make the objects, features, and advantages of the present invention more apparent. As will be appreciated by those skilled in the art, the described embodiments can be modified in various ways without departing from the spirit or scope of this application. Therefore, the drawings and description are considered to be exemplary in nature and not restrictive.

[0034] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0035] Example 1

[0036] like Figures 1 to 5 As shown, this embodiment provides a multi-point compensation structure for an elevator, including: a compensation rope mechanism 100, comprising multiple independently distributed compensation rope branch units 101, one end of each compensation rope branch unit 101 being independently connected to a compensation rope hub at the bottom of the car 301, and the other end of each compensation rope branch unit 101 being independently connected to a compensation rope distributor at the bottom of the counterweight 302; and a guide mechanism 200, disposed in the hoistway pit, including: a car-side guide device 201 for guiding the compensation rope branch units 101 toward the bottom of the car 301; and a counterweight-side guide device 202 for guiding the compensation rope branch units 101 toward the bottom of the counterweight 302; wherein the multiple independently distributed compensation rope branch units 101 are configured with adjustable fixing points according to the position of the car's center of gravity.

[0037] The elevator compensation structure used in the existing technology generally involves fixing a single-strand integrated compensation wire rope at the center of the bottom 301 of the car, and the single-strand compensation wire rope is connected to the counterweight side through a tensioning wheel assembly mechanism;

[0038] Unlike the existing technology where the single-strand integrated compensating wire rope is fixed at the center, in this embodiment, the multi-strand independently distributed compensating rope branch units 101 are configured to adjust the fixing points according to the car's center of gravity position. They do not need to be set at the center of the car bottom 301. The car-side guide device 201 and the counterweight-side guide device 202 set in the hoist pit can guide the compensating rope branch units 101 to the fixing points at the car bottom 301 and the counterweight bottom 302, respectively. Since the fixing points are adjusted and arranged according to the car's center of gravity position, after the two ends of the compensating rope branch units 101 are connected to the car bottom 301 and the counterweight bottom 302, the balance between the car side and the counterweight side can be maintained, the off-center load moment can be eliminated, and the elevator can run smoothly.

[0039] The multi-point compensation structure used in this application, with corresponding guide devices installed below both the car side and the counterweight side, allows the compensation rope branch unit 101 to have its fixed points adjusted according to the actual situation of the elevator structure (e.g., the fixed points can be adjusted to avoid the buffer at the bottom of the shaft pit). This allows the counterweight to be arranged in different positions (e.g., side-mounted, rear-mounted, etc.). Figure 1 This is one type of suspension method. Figure 2 (The above describes another suspension method); a compensating rope hub is provided at the bottom 301 of the car, and a compensating rope distributor is provided at the bottom 302 of the counterweight. The two ends of each compensating rope branch unit 101 are independently connected to the aforementioned compensating rope hub and compensating rope distributor, and universal joints are installed at the aforementioned connection positions. Through the universal joint connection, each compensating rope branch unit 101 is allowed to adaptively deflect in three-dimensional space, improving the position tolerance of the compensating rope and making it adaptable to any adjustment scheme of the suspension point.

[0040] Furthermore, such as Figure 3 As shown, the diameter of the compensating rope branch unit 101 is smaller than the diameter of the standard compensating wire rope.

[0041] In the existing technology, the compensation wire rope used in the elevator compensation structure is a standard compensation wire rope. The standard requires that the diameter ratio of the above-mentioned compensation rope to the diameter of the tensioning wheel be greater than 30 times. The diameter of the tensioning wheel is relatively large, which leads to an increase in the depth of the shaft pit. Figure 3 The upper part is the compensating rope mechanism 100 used in this application, which adopts compensating rope branch units 101 arranged in a side-by-side array. Figure 3 The bottom part shows the standard compensating wire rope used in existing technology.

[0042] In this embodiment, the compensating rope branch unit 101 is arranged in multiple independent strands, and the diameter of each compensating rope branch unit 101 is smaller than the diameter of the standard compensating steel wire rope. By reducing the rope diameter of the compensating rope branch unit 101, not only can the outer diameter of the corresponding guide wheel be reduced, but the production process and production cost of the compensating rope can also be simplified (single strands in parallel replace multiple strands twisted together).

[0043] Furthermore, the number of the compensating rope branch units 101 is 6-12 strands, arranged in a side-by-side array, and the two ends of each compensating rope branch unit 101 are respectively connected to the compensating rope hub at the bottom of the car 301 and the compensating rope distributor at the bottom of the counterweight 302.

[0044] Unlike existing technologies where multiple strands of compensating wire rope are twisted together to form a ring array, in this embodiment, the compensating rope branch units 101 are arranged in a parallel array, eliminating the need for twisting and simplifying the production process and reducing costs. The multiple compensating rope branch units are arranged in a parallel array, and the number of compensating rope branch units is not specifically limited but needs to be determined based on the actual situation of the elevator. Each compensating rope branch unit 101 is independently connected to a compensating rope hub and a compensating rope distributor at both ends, and the universal joint connection allows each compensating rope branch unit 101 to adaptively deflect in three-dimensional space, improving the position tolerance of the compensating rope and making it adaptable to any adjustment scheme of the suspension point.

[0045] Furthermore, such as Figure 4 As shown, the car side guide device 201 includes: at least one car side guide shaft 401 disposed in the pit of the hoistway and located below the car; at least one first guide wheel 402 rotatably disposed on the car side guide shaft 401 for guiding the compensating rope branch unit 101 toward the bottom 301 of the car; and a first anti-derailment groove is provided on the surface of the first guide wheel 402.

[0046] In this embodiment, one or more car-side guide shafts 401 can be provided. The car-side guide shafts 401 are installed in the shaft pit located below the car. The installation structure and installation method are the same as the installation method of the tensioner assembly in the elevator shaft pit in the prior art, and will not be described again here.

[0047] One or more first guide wheels 402 can be installed on the car side guide shaft 401. The specific number of first guide wheels 402 can be adjusted according to the number of corresponding compensating rope branch units 101. The compensating rope branch units 101 are wound around the first guide wheels 402. The first guide wheels 402 can guide the compensating rope branch units 101 toward the bottom of the car 301, thereby achieving a guiding effect. A first anti-derailment groove is provided on the surface of the first guide wheel 402. The first anti-derailment groove is a recessed structure. The compensating rope branch units 101 are embedded in the first anti-derailment groove, which can reduce the risk of derailment of small-diameter ropes.

[0048] Furthermore, the first guide wheel 402 is connected to the car-side guide shaft 401 via a first spring damper, and the diameter of the first guide wheel 402 is smaller than the diameter of the standard tensioner wheel.

[0049] In this embodiment, since the diameter of each compensating rope branch unit 101 is smaller than that of the standard compensating wire rope, the diameter of the corresponding first guide wheel 402 is also smaller than that of the standard tensioning wheel. This reduces the overall size of the car side guide device 201, significantly lowers the pit depth, and increases the usable space in the pit. Furthermore, the first guide wheel 402 is connected to the car side guide shaft 401 via a first spring damper. The first spring damper can buffer and reduce vibrations in the first guide wheel 402. Since the diameter of the first guide wheel 402 is smaller, it is more prone to vibration. The first spring damper can absorb the vibration of the first guide wheel 402, thereby reducing the impact load generated during emergency stops of the car.

[0050] Furthermore, such as Figure 5 As shown, the counterweight-side guide device 202 includes: at least one counterweight-side guide shaft 501 disposed in the wellbore pit and located below the counterweight; at least one second guide wheel 502 rotatably disposed on the counterweight-side guide shaft 501 for guiding the compensating rope branch unit 101 toward the bottom 302 of the counterweight; and a second anti-detachment groove provided on the surface of the second guide wheel 502.

[0051] In this embodiment, one or more counterweight-side guide shafts 501 can be provided. The counterweight-side guide shafts 501 are installed in the pit of the elevator shaft located below the counterweight. The installation structure and installation method are the same as the installation method of the tensioner assembly in the elevator shaft pit in the prior art, and will not be described again here.

[0052] One or more second guide wheels 502 can be provided on the counterweight-side guide shaft 501. The specific number of second guide wheels 502 can be adjusted according to the number of corresponding compensating rope branch units 101. The compensating rope branch units 101 are wound around the second guide wheels 502. The second guide wheels 502 can guide the compensating rope branch units 101 toward the bottom 302 of the counterweight, thereby achieving a guiding effect. A second anti-derailment groove is provided on the surface of the second guide wheel 502. The second anti-derailment groove is a recessed structure. The compensating rope branch units 101 are embedded in the second anti-derailment groove, which can reduce the risk of derailment of small-diameter ropes.

[0053] Furthermore, the second guide wheel 502 is connected to the counterweight side guide shaft 501 via a second spring damper, and the diameter of the second guide wheel 502 is smaller than the diameter of the standard tensioner wheel.

[0054] In this embodiment, since the diameter of each compensating rope branch unit 101 is smaller than that of the standard compensating wire rope, the diameter of the corresponding second guide wheel 502 is also smaller than that of the standard tensioning wheel. This reduces the overall size of the counterweight side guide device 202, significantly lowers the pit depth, and increases the usable space in the pit. The second guide wheel 502 is connected to the counterweight side guide shaft 501 via a second spring damper. The second spring damper can buffer and dampen the second guide wheel 502. Since the diameter of the second guide wheel 502 is smaller, it is more prone to vibration. The second spring damper can absorb the vibration of the second guide wheel 502, thereby reducing the impact load generated during emergency stops of the car.

[0055] In addition, heat dissipation cavities are provided inside the first guide wheel 402 and the second guide wheel 502. The cavities are filled with phase change material. Since the second guide wheel 502 has a smaller diameter and a faster rotation speed, it generates more heat due to friction during operation. Therefore, filling the heat dissipation cavity of the second guide wheel 502 with phase change material can absorb heat and delay the thermal decay phenomenon.

[0056] Furthermore, it also includes several tension sensors for real-time monitoring of the tension deviation of each compensating rope branch unit 101; several of the tension sensors are respectively disposed at the connection between each of the compensating rope branch units 101 and the bottom of the car 301.

[0057] In this embodiment, a tension sensor is installed at the connection between the compensating rope branch unit 101 and the bottom of the car 301 to monitor the balance state of the compensating rope branch unit 101 in real time. It also includes a controller that can receive the deviation signal from the tension sensor. When the tension of a single compensating rope branch unit 101 exceeds a threshold, it can trigger the elevator system safety interlock mechanism to maintain the stability of elevator operation.

[0058] Furthermore, a maintenance space 600 is provided below the guide mechanism 200, the maintenance space 600 being located at the bottom of the shaft pit.

[0059] In this embodiment, a maintenance space 600 is provided below the guide mechanism 200. The height of the maintenance space 600 is lower than that of the car-side guide device 201 and the counterweight-side guide device 202. As the rope diameter of the compensating rope branch unit 101 is reduced, the overall size of the corresponding car-side guide device 201 and counterweight-side guide device 202 is also reduced, which significantly reduces the depth of the hoistway pit, thereby increasing the usable range of the maintenance space 600 and facilitating the daily maintenance of the elevator system by relevant personnel within the maintenance space 600.

[0060] Example 2

[0061] like Figure 6As shown, this embodiment provides a compensation method applied to a multi-point compensation structure of an elevator, including the following steps:

[0062] S01, Arrange compensating rope branch unit 101:

[0063] The compensating wire rope is split into multiple independently distributed compensating rope branch units 101, with the two ends of each compensating rope branch unit 101 facing the bottom of the car 301 and the bottom of the counterweight 302, respectively.

[0064] S02. Construct a dual-sided guidance path:

[0065] A car side guide device 201 is installed on one side of the shaft pit to guide the compensating rope branch unit 101 to extend directionally to the bottom of the car 301;

[0066] A counterweight side guide device 202 is installed on the other side of the well pit to guide the compensating rope branch unit 101 to extend directionally to the bottom 302 of the counterweight.

[0067] S03, Dynamic Position Adjustment:

[0068] Based on the real-time center of gravity position of the car, the number of compensating rope branch units 101 is adjusted, and the fixing points of each compensating rope branch unit 101 at the bottom 301 of the car and the bottom 302 of the counterweight are adjusted independently.

[0069] In this embodiment, the number of compensating rope hubs provided at the bottom 301 of the car corresponds to the number of first guide wheels 402 on the car side guide shaft 401, and the number of compensating rope splitters provided at the bottom 302 of the counterweight corresponds to the number of second guide wheels 502 on the counterweight side guide shaft 501. After the single-strand compensating rope branch unit 101 passes around the first guide wheel 402 and the second guide wheel 502, its two ends are respectively connected to the corresponding compensating rope hub and compensating rope splitter.

[0070] Figure 6 The image shows three distribution patterns of the compensating rope branch units 101 at the bottom 302 of the counterweight: from left to right, they are a two-strand, four-group arrangement, a four-strand, two-group arrangement, and an eight-strand, one-group arrangement, where the eight-strand, one-group arrangement corresponds to... Figure 1 The diagram illustrates that the four-strand, two-group arrangement corresponds to... Figure 2 The diagram illustrates that different arrangements of the above-mentioned compensating rope branch units 101 can be adjusted according to the real-time center of gravity position of the car (e.g., a four-strand, two-group arrangement can be adjusted to a two-strand, two-group arrangement, and an eight-strand, one-group arrangement can be adjusted to a four-strand, one-group arrangement). The deviation signal of the tension sensor can provide data support for the above adjustments. The counterweight can also be arranged in different positions (e.g., side-mounted, rear-mounted, four-sided counterweight, etc.) according to different compensating rope branch unit 101 layouts, thereby achieving a dynamic adjustment effect and realizing diversified elevator compensation counterweight arrangements.

[0071] The present invention provides an elevator multi-point compensation structure and elevator system. The functions of each module in each device of the embodiment can be referred to the corresponding description in the above method. It has the advantage of being able to realize diverse elevator compensation counterweight arrangements.

[0072] In the description of this specification, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances. The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined with "first" or "second" may explicitly or implicitly include one or more of that feature.

[0073] In this invention, unless otherwise expressly specified and limited, "above" or "below" a second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of a second feature includes the first feature being directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" of a second feature includes the first feature being directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature. The terms "vertical," "horizontal," "left," "right," "above," "below," and similar expressions are for illustrative purposes only and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed or operated in a specific orientation, and therefore should not be construed as limiting the invention.

[0074] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any person skilled in the art can easily conceive of various variations or substitutions within the technical scope disclosed in this application, and these should all be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A multi-point compensation structure for an elevator, characterized in that, include: The compensating rope mechanism (100) includes multiple independently distributed compensating rope branch units (101), one end of which is independently connected to the compensating rope hub at the bottom of the car (301), and the other end of which is independently connected to the compensating rope distributor at the bottom of the counterweight (302). Guide mechanism (200), located at the bottom of the shaft pit, includes: A car side guide device (201) is used to guide the compensating rope branch unit (101) toward the bottom of the car (301); Counterweight-side guide device (202) is used to guide the compensating rope branch unit (101) toward the bottom (302) of the counterweight; Among them, the multiple independently distributed compensating rope branch units (101) are configured to adjust the fixing points according to the position of the car's center of gravity.

2. The elevator multi-point compensation structure according to claim 1, characterized in that, The diameter of the compensating rope branch unit (101) is smaller than the diameter of the standard compensating wire rope.

3. The elevator multi-point compensation structure according to claim 2, characterized in that, The number of the compensating rope branch units (101) is 6-12 strands, arranged in a side-by-side array, and the two ends of each compensating rope branch unit (101) are respectively connected to the compensating rope hub at the bottom of the car (301) and the compensating rope distributor at the bottom of the counterweight (302).

4. The elevator multi-point compensation structure according to claim 1, characterized in that, The car side guide device (201) includes: at least one car side guide shaft (401) disposed in the pit of the hoistway and located below the car; at least one first guide wheel (402) rotatably disposed on the car side guide shaft (401) for guiding the compensating rope branch unit (101) toward the bottom (301) of the car; and a first anti-derailment groove is provided on the surface of the first guide wheel (402).

5. The elevator multi-point compensation structure according to claim 4, characterized in that, The first guide wheel (402) is connected to the car-side guide shaft (401) via a first spring damper, and the diameter of the first guide wheel (402) is smaller than the diameter of the standard tensioner wheel.

6. The elevator multi-point compensation structure according to claim 1, characterized in that, The counterweight-side guide device (202) includes: at least one counterweight-side guide shaft (501) disposed in the well pit and located below the counterweight; at least one second guide wheel (502) rotatably disposed on the counterweight-side guide shaft (501) for guiding the compensating rope branch unit (101) toward the bottom (302) of the counterweight; and a second anti-detachment groove provided on the surface of the second guide wheel (502).

7. The elevator multi-point compensation structure according to claim 6, characterized in that, The second guide wheel (502) is connected to the counterweight side guide shaft (501) via a second spring damper, and the diameter of the second guide wheel (502) is smaller than the diameter of the standard tensioner wheel.

8. The elevator multi-point compensation structure according to claim 1, characterized in that, It also includes several tension sensors for real-time monitoring of the tension deviation of each compensating rope branch unit (101); several of the tension sensors are respectively disposed at the connection between each of the compensating rope branch units (101) and the bottom of the car (301).

9. The elevator multi-point compensation structure according to claim 1, characterized in that, Below the guide mechanism (200) is a maintenance space (600), which is located at the bottom of the shaft pit.

10. A multi-point compensation method for an elevator, applied to the multi-point compensation structure of an elevator as described in any one of claims 1-9, characterized in that, Includes the following steps: Arrange the compensating rope branch unit (101): The compensating wire rope is split into multiple independently distributed compensating rope branch units (101), with the two ends of each compensating rope branch unit (101) facing the bottom of the car (301) and the bottom of the counterweight (302), respectively. Constructing a two-sided guided path: A car side guide device (201) is installed on one side of the shaft pit to guide the compensating rope branch unit (101) to extend directionally to the bottom of the car (301); A counterweight-side guide device (202) is installed on the other side of the wellbore pit to guide the compensating rope branch unit (101) to extend directionally to the bottom of the counterweight (302); Dynamic position adjustment: Based on the real-time center of gravity position of the car, the number of compensating rope branch units (101) is adjusted, and the fixing points of each compensating rope branch unit (101) at the bottom of the car (301) and the bottom of the counterweight (302) are adjusted independently.

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