Elevator compensation device
By adopting an adjustable mechanism or a variable density/diameter compensating cable design in the elevator system, the problem of mismatched compensating cable lengths in elevators with different traction ratios on the car side and counterweight side is solved, achieving reasonable tension and high reliability operation of the compensating cable.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- SHANGHAI MITSUBISHI ELEVATOR CO LTD
- Filing Date
- 2026-04-02
- Publication Date
- 2026-06-09
AI Technical Summary
In existing elevator systems where the traction ratios on the car side and the counterweight side are different, the length of the compensating cable changes mismatch, causing the compensating cable to be stretched or piled up. Traditional tensioning devices cannot adapt to non-linear length changes, which can easily lead to wear or breakage.
An adjustable mechanism, including conical pulleys, large and small pulley groups, or movable pulley groups, is used to adjust the length of the compensating cable to match the length changes on the car side and the counterweight side. Alternatively, a compensating cable design with variable density or variable diameter can be used to ensure the compensating cable matches under different traction ratios.
It solves the problem of mismatched compensating cable lengths, avoids the risk of stretching or stacking, improves the adaptability and reliability of the structure, saves space, and eliminates the need for electrical control.
Smart Images
Figure CN122166642A_ABST
Abstract
Description
Technical Field
[0001] This invention belongs to the field of elevator technology, and specifically relates to a compensating rope adjustment device for elevator systems where the traction rope traction ratios on the car side and the counterweight side are different. Background Technology
[0002] Currently, the most widely used type of elevator in the industry is the traction elevator. In a traction elevator system, the car and counterweight are connected by traction ropes and suspended on both sides of the drive unit. Under the control of the control device, the drive unit drives the car to move vertically along the lifting channel via the traction ropes, while simultaneously driving the counterweight to move vertically along the lifting channel in the opposite direction to the car. The counterweight plays a balancing role during operation.
[0003] In traction elevator systems, compensating cables are typically used to balance the weight variations of the traction steel wire ropes and traveling cables on the car and counterweight sides, ensuring a relatively balanced load on both sides of the traction machine and guaranteeing traction capacity. Common compensating cables include compensating chains, compensating cables, or compensating ropes. Traditional compensating devices are suitable for situations where the traction ratio on the car and counterweight sides is the same, i.e., when the car and counterweight travel equal distances, the length of the compensating cable extended and retracted on both sides is consistent.
[0004] In the prior art, Document 1 (Patent Application No. CN202511517257.9) and Document 2 (Patent Application No. CN202511517259.8) disclose elevator systems with different traction ratios on the car side and counterweight side. In these two patent documents, when the traction ratios on the car side and counterweight side are different, the total travel of the car along the vertical movement path is greater than the total travel of the counterweight. These two patent documents describe the elevator traction system in detail, but do not address the adaptation issue of the compensating cable. In practical applications, traditional compensating cables with uniform density and no adjustable mechanism will exhibit the following problems as the car moves up and down: 1. When the car rises, the counterweight descends. If the traction ratios on both sides are different, the total stroke of the car is greater than the total stroke of the counterweight. The length of the compensating cable released from one side is not equal to the length of the cable retracted from the other side. This causes the compensating cable to either be lifted from the pit position or overstretched (bearing additional tension), or to pile up on the pit floor (causing entanglement or jamming).
[0005] 2. Traditional compensating cable tensioning devices (such as tensioning wheels) cannot adapt to this non-linear length change, which can easily cause the compensating cable to jump out of its groove, wear, or even break.
[0006] Therefore, a new type of elevator compensation device is needed that can adapt to different displacement ratios on the car side and the counterweight side, ensuring that the compensation cable is always in a reasonable tension state and does not interfere with operation. Summary of the Invention
[0007] The present invention aims to solve the problem of mismatch in the length of the compensation cable caused by the different traction ratios on the car side and the counterweight side in the prior art, and provides a new type of compensation device and method with simple structure, precise adjustment and strong adaptability.
[0008] To solve the above-mentioned technical problems, the present invention provides an elevator compensation device for elevators with different traction ratios between the traction ropes on the car side and the counterweight side. The compensation device includes a compensation cable and an adjustable mechanism; the adjustable mechanism adjusts the length of the compensation cable to match the length changes of the compensation cable on the car side and the counterweight side.
[0009] Preferably, the adjustable mechanism is a conical wheel, and the compensating cable is wound around the conical surface of the conical wheel. The automatic matching of the length of the compensating cable is achieved by the difference in circumference at different diameters of the conical wheel.
[0010] Preferably, the taper of the conical wheel is determined based on the traction ratio difference, such that for every unit angle the conical wheel rotates, the difference in the length of the compensating cable on both sides is equal to the displacement difference between the car and the counterweight.
[0011] Preferably, the adjustable mechanism consists of a first wheel and a second wheel with different diameters, which are coaxially fixed. The compensating cable is divided into two sections and wound around the first wheel and the second wheel respectively. The diameter ratio of the two wheels matches the traction ratio, and the winding directions of the two compensating cable sections are opposite.
[0012] Preferably, the ratio of the diameter D1 of the first wheel to the diameter D2 of the second wheel is equal to the ratio of the counterweight-side traction ratio to the car-side traction ratio, and the two compensating cables are wound in opposite directions.
[0013] Preferably, the ratio of the diameter D1 of the first wheel to the diameter D2 of the second wheel is equal to the reciprocal of the ratio of the counterweight-side traction ratio to the car-side traction ratio, and the two compensating cables are wound in opposite directions.
[0014] Preferably, the adjustable mechanism is a movable pulley system, and the compensating cable passes around the movable pulley system to achieve automatic matching of the length of the compensating cable.
[0015] Preferably, the ratio of the compensating cable winding on the car side and the counterweight side is M / N, where M is the traction ratio of the traction cable on the car side and N is the traction ratio of the traction cable on the counterweight side.
[0016] Preferably, the compensation cable is a compensation chain, compensation cable, or compensation rope.
[0017] The present invention also provides an elevator compensation device for elevators in which the traction ropes on the car side and the counterweight side have different traction ratios. The compensation device includes a compensation cable; the weight change of the suspended portion of the compensation cable matches the weight change of the traction ropes on the car side and the counterweight side.
[0018] Preferably, the linear density of the compensation cable varies along its length, and its density distribution function is calculated based on the traction ratio and elevator travel.
[0019] Preferably, the diameter of the compensating cable varies along its length, and its diameter variation function is calculated based on the traction ratio and elevator travel.
[0020] Compared with the prior art, the present invention achieves the following technical effects: 1. It solves the problem of mismatched compensating cable lengths in elevator systems where the traction ropes on the car side and the counterweight side have different traction ratios, eliminating the risk of the compensating cable being stretched or piled up.
[0021] 2. Diverse structures allow for selection of the most suitable solution based on the specific parameters of the elevator, offering strong adaptability and saving space.
[0022] 3. It is a purely mechanical structure, requiring no electrical control, and has high reliability. Attached Figure Description
[0023] The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments: Figure 1 This is a schematic diagram of an existing elevator system. Figure 2 , Figure 3 Schematic diagrams of the elevator systems in References 1 and 2; Figure 4 , Figure 5 This is a schematic diagram of the elevator compensation device according to Embodiment 1 of the present invention; Figure 6 This is a schematic diagram of the elevator compensation device according to Embodiment 2 of the present invention; Figure 7 This is a schematic diagram of the elevator compensation device according to Embodiment 3 of the present invention; Figure 8 This is a schematic diagram of the elevator compensation device according to Embodiment 4 of the present invention; Figure 9 This is a schematic diagram of the elevator compensation device according to Embodiment 5 of the present invention.
[0024] The annotations in the attached figures are explained as follows: 11 is the elevator shaft; 12 is the machine room; 21 is the car; 22 is the car side reverse rope sheave; 23 is the counterweight; 24 is the counterweight side reverse rope sheave; 31 is the drive unit; 32 is the guide wheel; 33 is the control unit; 41 is the traction rope; 42 is the car-side rope end; 43 is the counterweight-side rope end; 44 is the compensating rope; 44a is the car-side compensating rope; 44b is the counterweight-side compensating rope. 51 is the car-side buffer; 52 is the counterweight-side buffer.
[0025] 61 is an adjustable mechanism; 62 is a conical wheel; 63 is a set of large and small wheels; Detailed Implementation
[0026] The following specific embodiments illustrate the implementation of the present invention. Those skilled in the art can fully understand other advantages and technical effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through different specific embodiments, and the details in this specification can also be applied based on different viewpoints, with various modifications or changes made without departing from the overall design concept of the invention. It should be noted that, unless otherwise specified, the following embodiments and features can be combined with each other. The following exemplary embodiments of the present invention can be implemented in many different forms and should not be construed as being limited to the specific embodiments set forth herein. It should be understood that these embodiments are provided to make the disclosure of the present invention thorough and complete, and to fully convey the technical solutions of these exemplary embodiments to those skilled in the art.
[0027] like Figure 1 The diagram shown is a schematic of a conventional elevator system, primarily intended to briefly explain the principles of the traction and compensation systems in a conventional traction elevator. In this elevator system, the car 21 and counterweight 23 are arranged within the lifting channel 11, guided by car guide rails and counterweight guide rails (not shown in this diagram), respectively. They are suspended by traction ropes 41 wound on the drive unit 31, and move vertically in opposite directions within the lifting channel 11 under the driving force of the drive unit 31 located in the machine room 12. This diagram shows the most common machine room elevator with a traction ratio of 2:1, where the traction rope traction ratios on both the car and counterweight sides are 2. A car-side anti-reverse sheave 22 is installed on the car 21, and a counterweight-side anti-reverse sheave 24 is installed on the counterweight 23. The traction rope 41 passes over the car-side anti-reverse sheave 22 and the counterweight-side anti-reverse sheave 24, with both ends fixed in the machine room 12, designated as car-side rope end 42 and counterweight-side rope end 43 based on their positions. The elevator's operation is controlled by the control device 33. Inside the pit, a car-side buffer 51 and a counterweight-side buffer 52 are installed corresponding to the car 21 and counterweight 23, respectively, to provide buffering protection. A compensating cable 44 is suspended from the lower part of the car 21 and counterweight 23 to compensate for the weight difference caused by changes in the length of the traction ropes 41 on the car and counterweight sides during elevator operation. It is easy to see that because the traction ratio of the traction ropes on the car and counterweight sides is the same, that is, the total vertical travel of the car 21 is equal to the total travel of the counterweight 23, the length of the compensating cable 44 released from one side is equal to the length retrieved from the other side. Therefore, the lowest point of the compensating cable 44 in the pit remains essentially unchanged during elevator operation.
[0028] Figure 2 , Figure 3This is a schematic diagram of the elevator systems in Documents 1 and 2. Documents 1 and 2 disclose elevator systems with different traction ratios on the car side and counterweight side. These two patent documents describe the elevator traction system in detail, but do not address the adaptation issue of the compensating cable. In practical applications, the traditional compensating cable 44 with uniform density and no adjustment mechanism will experience the following problems during elevator operation: 1. If the traction ratios on both sides are different, and the total stroke of the car 21 is greater than the total stroke of the counterweight 23, the length of the compensating cable 44 released from one side will not be equal to the length retracted from the other side. This causes the compensating cable 44 to either be lifted from the pit position or overstretched (bearing additional tension), or to accumulate on the pit floor (causing entanglement or jamming). It is easy to see that... Figure 2 The diagram shows the situation where the car is on the top floor and the counterweight is on the bottom floor. If a conventional compensation cable 44 (shown by the dotted line in the diagram) is installed according to this state, the compensation cable will accumulate on the pit floor after the car moves down. Figure 3 The diagram shows the situation where the car is at the bottom and the counterweight is at the top. If a conventional compensation cable 44 is set according to this state, the compensation cable 44 will be lifted from the pit or overstretched when the car moves upward. 2. Traditional compensating cable tensioning devices (such as tensioning wheels) cannot adapt to this non-linear length change, which can easily cause the compensating cable 44 to jump out of the groove, wear, or even break. Example 1
[0029] like Figure 4 , Figure 5 The diagram shown is a schematic representation of Embodiment 1 of the present invention. Figure 4 As shown, for elevators with different traction ratios on the car side and counterweight side, the compensation device is equipped with an adjustable mechanism 61 to compensate for the mismatch in the length of the compensation cable 44 caused by the different traction ratios.
[0030] like Figure 5 As shown, the adjustable mechanism 61 in this embodiment is a conical wheel structure. The adjustable mechanism 61 is installed inside the elevator pit and fixed to the pit floor by a mounting bracket. The conical wheel 62 is supported by bearings on the mounting bracket, and the outer surface of the conical wheel 62 has a spiral rope groove. The car-side compensating cable 44a is introduced from the large end (diameter d1) of the conical wheel 62, then spirally wound several turns along the rope groove (not shown in this figure), and then led out from the small end (diameter d2) of the conical wheel 62 as the counterweight-side compensating cable 44b. The ends of the car-side compensating cable 44a and the counterweight-side compensating cable 44b are suspended on the car 21 and the counterweight 23, respectively.
[0031] If the traction ratio on the car side is M, and the traction ratio on the counterweight side is N, and M < N, when the car 21 rises a distance Δx, the descent distance of the counterweight 23 is (M / N)·Δx (the specific distance depends on the rope winding method). To ensure that the total length of the compensating cable 44 remains constant, the difference between the cable length released from the large end and the cable length taken in from the small end when the conical wheel 62 rotates must be equal to the difference between Δx and (M / N)·Δx. By designing the taper of the conical wheel 62, the rate of change of diameter is made to satisfy the following: for each rotation, the difference between the circumference of the large end and the circumference of the small end is equal to the above-mentioned ratio. Typically, the taper needs to be accurately calculated based on the actual traction ratio, and continuous compensation is achieved through a finite number of winding turns.
[0032] Furthermore, in this embodiment, the surface of the conical wheel 62 is coated with a wear-resistant coating, and the pitch of the rope groove matches the diameter of the compensating cable 44. Example 2
[0033] like Figure 6 The diagram shown is a schematic diagram of Embodiment 2 of the present invention. Similar to Embodiment 1, for elevators with different traction ratios on the car side and counterweight side, the compensation device is equipped with an adjustable mechanism 61 to compensate for the mismatch in the length of the compensation cable 44 caused by the different traction ratios.
[0034] In this embodiment, the adjustable mechanism 61 is a wheel assembly structure with different diameters. For example... Figure 6 As shown, an adjustable mechanism 61 is installed in the elevator pit and fixed to the pit floor by a mounting bracket. The mounting bracket supports a large and small pulley assembly 63 via bearings. The outer surface of the large and small pulley 63 has a spiral rope groove. The large pulley (first pulley) and the small pulley (second pulley) are coaxially fixed and rotate synchronously. If the traction ratio on the car side is M, the traction ratio on the counterweight side is N, and M < N, then the diameter of the large pulley is D1, the diameter of the small pulley is D2, and D1 / D2 = N / M (or the reciprocal based on the winding direction). The compensating cable 44 is divided into two sections: one end of the car-side compensating cable 44a is connected to the bottom of the car 21, and the other end is wound and fixed to the large pulley (not shown in the figure); one end of the counterweight-side compensating cable 44b is connected to the bottom of the counterweight 23, and the other end is wound and fixed to the small pulley (not shown in the figure). The two compensating cables are wound in opposite directions to ensure that when the car and counterweight are running vertically, the ratio of the release length to the retraction length of the large and small wheel sets is equal to N / M (or the reciprocal of the running direction), which perfectly matches the displacement ratio on both sides.
[0035] When the traction ratio on the car side and the counterweight side changes, the wheel sets 63 with different diameter ratios can be replaced. Example 3
[0036] like Figure 7The diagram shown is a schematic of Embodiment 3 of the present invention. Similar to Embodiment 1, for elevators with different traction ratios on the car side and counterweight side, the compensation device is equipped with an adjustable mechanism 61 to compensate for the mismatch in the length of the compensation cable 44 caused by the different traction ratios. In this embodiment, the adjustable mechanism 61 is a compensation wheel of a movable pulley system. In this embodiment, the traction ratio of the car side traction cable is M=1, and the traction ratio of the counterweight side traction cable is N=2. Therefore, the compensation wheel in the pit has different winding ratios on the car side and the counterweight side, and the winding ratio of the compensation cable 44 on both sides is M / N. This type of compensation wheel of a movable pulley system effectively compensates for the mismatch in the length of the compensation cable 44 caused by the different traction ratios. Example 4
[0037] like Figure 8 The diagram shown is a schematic diagram of Embodiment 4 of the present invention. Similar to Embodiment 1, for elevators with different traction ratios on the car side and counterweight side, the compensation device is a variable density compensation cable, that is, the linear density of the compensation cable itself varies along the length direction, so that the weight change of the suspended portion of the compensation cable matches the weight change of the traction cable on the car side and counterweight side.
[0038] In this embodiment, the diameter of the compensating cable 44 remains constant, and it is composed of segments spliced together from materials of different densities, or the density is gradually varied by changing the core wire material. For example, section A near the car 21 uses a lightweight material (such as a nylon core), section B in the middle uses a medium-density material, and section C near the counterweight 23 uses a heavy material (such as a steel wire core). Its density distribution function is calculated based on the traction ratio and elevator travel, so that the relationship between the weight of the compensating cable and the suspension length matches the weight change of the traction rope on the car side and the counterweight side. If the traction ratio on the car side is M, the traction ratio on the counterweight side is N, and M < N, then from the car side compensating cable 44a to the counterweight side compensating cable 44b, the different segments of the compensating cable have the relationship ρ1 < ρ2 < ρ3 < ρ4 < ρ5 < ρ6 < ...
[0039] In this embodiment, the outer layer of the compensation cable 44 is covered with abrasion-resistant braided material, and the inner core is a variable density material. Example 5
[0040] like Figure 9The diagram shown is a schematic representation of Embodiment 5 of the present invention. Similar to Embodiment 1, for elevators with different traction ratios on the car side and counterweight side, the compensation device is a compensation cable 44. The compensating cable 44 is composed of materials with uniform density, but its diameter varies at different locations. Its diameter variation function is calculated based on the traction ratio and elevator travel, ensuring that the relationship between the weight of the compensation cable and the suspension length matches the weight variation of the traction ropes on the car side and counterweight side. If the traction ratio on the car side is M, the traction ratio on the counterweight side is N, and M < N, then the diameters of the continuous different segments of the compensation cable from the car side compensation cable 44a to the counterweight side compensation cable 44b have the relationship d1 < d2 < d3 < d4 < ...
[0041] This invention, based on references 1 and 2, further solves the matching problem of compensating cables in variable traction ratio elevators, and can be widely applied to various unconventional traction ratio elevator systems. Each solution can be used individually or in combination according to actual needs. The invention has been described in detail above through specific embodiments and examples, but these do not constitute a limitation of the invention. Many modifications and improvements can be made by those skilled in the art without departing from the principles of the invention, and these should also be considered within the scope of protection of this invention.
Claims
1. An elevator compensation device for elevators where the traction ropes on the car side and the counterweight side have different traction ratios, characterized in that: The compensation device includes a compensation cable and an adjustable mechanism; the adjustable mechanism adjusts the length of the compensation cable to match the length changes of the compensation cable on the car side and the counterweight side.
2. The compensation device according to claim 1, characterized in that: The adjustable mechanism is a conical wheel, and the compensating cable is wound around the conical surface of the conical wheel. The length of the compensating cable is automatically matched by the difference in circumference at different diameters of the conical wheel.
3. The compensation device according to claim 2, characterized in that: The taper of the conical wheel is determined based on the traction ratio difference, such that for every unit angle the conical wheel rotates, the difference in the length of the compensating cable on both sides is equal to the displacement difference between the car and the counterweight.
4. The compensation device according to claim 1, characterized in that: The adjustable mechanism consists of a first wheel and a second wheel with different diameters, which are coaxially fixed. The compensation cable is divided into two sections and wound around the first wheel and the second wheel respectively. The diameter ratio of the two wheels matches the traction ratio. The two sections of the compensation cable are wound in opposite directions.
5. The compensation device according to claim 4, characterized in that: The ratio of the diameter D1 of the first wheel to the diameter D2 of the second wheel is equal to the ratio of the counterweight-side traction ratio to the car-side traction ratio, and the two compensating cables are wound in opposite directions.
6. The compensation device according to claim 4, characterized in that: The ratio of the diameter D1 of the first wheel to the diameter D2 of the second wheel is equal to the reciprocal of the ratio of the counterweight traction ratio to the car traction ratio, and the two compensating cables are wound in opposite directions.
7. The compensation device according to claim 1, characterized in that: The adjustable mechanism is a movable pulley system, and the compensating cable passes around the movable pulley system to achieve automatic matching of the length of the compensating cable.
8. The compensation device according to claim 7, characterized in that: The ratio of the compensating cable winding on the car side and the counterweight side is M / N, where M is the traction ratio of the traction cable on the car side and N is the traction ratio of the traction cable on the counterweight side.
9. The elevator compensation device according to claim 1, characterized in that: The compensation cable is a compensation chain, compensation cable, or compensation rope.
10. An elevator compensation device for elevators where the traction ropes on the car side and the counterweight side have different traction ratios, characterized in that: The compensation device includes a compensation cable; the weight change of the suspended portion of the compensation cable matches the weight change of the traction ropes on the car side and the counterweight side.
11. The elevator compensation device according to claim 10, characterized in that: The linear density of the compensation cable varies along its length, and its density distribution function is calculated based on the traction ratio and elevator travel.
12. The elevator compensation device according to claim 10, characterized in that: The diameter of the compensation cable varies along its length, and its diameter variation function is calculated based on the traction ratio and elevator travel.