Elevator multi-point compensation structure and compensation method thereof

Abstract

This application proposes a multi-point compensation structure and method for elevators. The key technical features are: a compensation rope mechanism comprising multiple independently distributed compensation rope branch units, one end of which is independently connected to a compensation rope hub at the bottom of the car, and the other end of which is independently connected to a compensation rope distributor at the bottom of the counterweight; and a guiding mechanism located in the hoistway pit, comprising: a car-side guiding device for guiding the compensation rope branch units toward the bottom of the car; and a counterweight-side guiding device for guiding the compensation rope branch units toward the bottom of the counterweight. The multiple independently distributed compensation rope branch units are configured with adjustable fixing points based on the car's center of gravity position. This application has the advantage of enabling diverse counterweight arrangements for elevator compensation.

Description

Technical Field

[0001] This application relates to the field of elevator equipment technology, and in particular to an elevator multi-point compensation structure and its compensation method. Background Technology

[0002] The main function of the elevator compensation device is to compensate for the weight of the car and counterweight, ensure the elevator traction force under various working conditions and at the top floor pit, and prevent the traction sheave in the machine room from slipping. Currently, standard compensation devices are fixed at the center of the car frame and the center of the counterweight, or symmetrically distributed at the center mirror position of the car and the counterweight, to avoid the compensation device being fixed at a certain point in the car, which would cause the car to be unbalanced and the counterweight to tilt.

[0003] Existing elevator compensation devices mainly adopt a single-point fixing method, and the standard requires that the diameter ratio of the compensation rope to the tensioning wheel be greater than 30 times. Chinese invention patent with publication number CN105645218B discloses a high-speed elevator wire rope compensation and tensioning device. Its compensation wire rope is symmetrically arranged on the car side suspension point relative to the center line of the car guide rail. Because its compensation position is fixed and the diameter of the tensioning wheel is large, it occupies a lot of shaft space and cannot adapt to diverse counterweight arrangements. Summary of the Invention

[0004] To address the shortcomings of existing technologies, this application provides a multi-point compensation structure and method for elevators to solve the problems existing in related technologies. The technical solution is as follows:

[0005] In a first aspect, embodiments of this application provide a multi-point compensation structure for an elevator, comprising: a compensation rope mechanism, including multiple independently distributed compensation rope branch units, one end of each compensation rope branch unit being independently connected to a compensation rope hub at the bottom of the car, and the other end of each compensation rope branch unit being independently connected to a compensation rope distributor at the bottom of the counterweight; and a guide mechanism, disposed in the pit of the hoistway, including: a car-side guide device for guiding the compensation rope branch units toward the bottom of the car; and a counterweight-side guide device for guiding the compensation rope branch units toward the bottom of the counterweight; wherein the multiple independently distributed compensation rope branch units are configured with adjustable fixing points according to the position of the car's center of gravity.

[0006] In one embodiment, the diameter of the compensating rope branch unit is smaller than the diameter of the standard compensating wire rope.

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

[0008] In one embodiment, the car-side guiding device includes: at least one car-side guiding shaft disposed in the pit of the hoistway and located below the car; at least one first guide wheel rotatably disposed on the car-side guiding shaft for guiding the compensating rope branch unit toward the bottom of the car; and a first anti-derailment groove provided on the surface of the first guide wheel.

[0009] In one embodiment, the first guide wheel is connected to the car-side guide shaft via a first spring damper, and the diameter of the first guide wheel is smaller than the diameter of the standard tensioner wheel.

[0010] In one embodiment, the counterweight-side guiding device includes: at least one counterweight-side guiding shaft disposed in the wellbore pit and located below the counterweight; at least one second guide wheel rotatably disposed on the counterweight-side guiding shaft for guiding the compensating rope branch unit toward the bottom of the counterweight; and a second anti-derailment groove provided on the surface of the second guide wheel.

[0011] In one embodiment, the second guide wheel is connected to the counterweight-side guide shaft via a second spring damper, and the diameter of the second guide wheel is smaller than the diameter of the standard tensioner wheel.

[0012] In one embodiment, the system further includes a plurality of tension sensors for real-time monitoring of tension deviations in each compensating rope branch unit; the plurality of tension sensors are respectively disposed at the connection point between each compensating rope branch unit and the bottom of the car.

[0013] In one embodiment, a maintenance space is provided below the guide mechanism, the maintenance space being located at the bottom of the shaft pit.

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

[0015] Arrange the compensating rope branch units:

[0016] The compensating wire rope is split into multiple independently distributed compensating rope branch units, with the two ends of each compensating rope branch unit pointing towards the bottom of the car and the bottom of the counterweight, respectively.

[0017] Constructing a two-sided guided path:

[0018] A car-side guide device is installed on one side of the shaft pit to guide the compensating rope branch unit to extend directionally to the bottom of the car;

[0019] A counterweight-side guide device is installed on the other side of the shaft pit to guide the compensating rope branch unit 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, adjust the number of compensating rope branch units and independently adjust the fixing points of each compensating rope branch unit at the bottom of the car and the bottom of the counterweight.

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

[0023] The multi-point compensation structure of this application differs from the existing single-strand integrated compensation wire rope with a fixed center. It adopts multiple independently distributed compensation rope branch units, which are respectively connected to the bottom of the car and the bottom of the counterweight. Moreover, the connection position of the compensation rope branch unit at the bottom of the car is not fixed. Its position can be adjusted according to the center of gravity of the car, and its position can be further adjusted by the dual guiding action of the car side guide device and the counterweight side guide device, thereby realizing diversified counterweight arrangements.

[0024] The above overview is for illustrative purposes only and is not intended to be limiting in any way. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features of this application will become readily apparent from the accompanying drawings and the following detailed description. Attached Figure Description

[0025] In the accompanying drawings, unless otherwise specified, the same reference numerals throughout the various drawings denote the same or similar parts or elements. These drawings are not necessarily drawn to scale. It should be understood that these drawings depict only some embodiments disclosed in this application and should not be construed as limiting the scope of this application.

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

[0027] Figure 2 This is a schematic diagram of the second structure of the present invention;

[0028] Figure 3 This is a schematic diagram of the compensating rope mechanism in this invention;

[0029] Figure 4 This is a schematic diagram of the structure of the car-side guide shaft in this invention;

[0030] Figure 5 This is a schematic diagram of the counterweight guide shaft in this invention;

[0031] Figure 6 This is a schematic diagram of the distribution of the bottom fixing points for adjusting the weight in this invention.

[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: The 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 with fixed points that are adjusted according to the position of the car's center of gravity; The diameter of the compensating rope branch unit (101) is smaller than the diameter of the standard compensating wire rope; 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). 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).

2. 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) for guiding the compensating rope branch unit (101) toward the bottom (301) of the car is rotatably disposed on the car side guide shaft (401); and a first anti-derailment groove is provided on the surface of the first guide wheel (402).

3. The elevator multi-point compensation structure according to claim 2, characterized in that, The first guide wheel (402) is connected to the car side guide shaft (401) through the first spring damper, and the diameter of the first guide wheel (402) is smaller than the diameter of the standard tensioner wheel.

4. 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) for guiding the compensating rope branch unit (101) toward the bottom (302) of the counterweight is rotatably disposed on the counterweight-side guide shaft (501); and a second anti-detachment groove is provided on the surface of the second guide wheel (502).

5. The elevator multi-point compensation structure according to claim 4, 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.

6. 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.

7. A multi-point compensation method for elevators, applied to the multi-point compensation structure of an elevator as described in any one of claims 1-6, 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 shaft 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.

Images