Car unbalance compensation device, elevator and car self-adaptive compensation control method

Abstract

This invention discloses a car off-center load balancing device, an elevator, and a car adaptive balancing control method, relating to the field of elevator technology. The car off-center load balancing device includes two first guide rails, a balancing assembly, and a car. The two first guide rails are arranged along a first direction. The balancing assembly includes a crossbeam and two supports. The two ends of the crossbeam are slidably limited to the two first guide rails. The two supports are located on the crossbeam and are perpendicular to it, arranged along a second direction. Each support has an electromagnetic actuator at both ends. The car is slidably positioned between the two first guide rails along the first direction. The upper end of the car is movably connected to the balancing assembly. Matching parts are located near the four corners of the upper end of the car. Each matching part is attracted to an electromagnetic actuator, and each electromagnetic actuator is connected to a matching part via an elastic block. The electromagnetic actuators of this invention can generate controllable and variable magnetic attraction with the matching parts at the four corners of the car to prevent the car from shifting due to off-center loading on that side.

Description

Technical Field

[0001] This invention relates to the field of elevator technology, and in particular to a car off-center load balancing device, an elevator, and a car adaptive balancing control method. Background Technology

[0002] During the process of carrying passengers or goods, the existing elevator car is prone to a center of gravity shift due to uneven distribution of personnel standing positions or goods placement positions, resulting in an off-center loading condition. After the car is off-center loaded, it will tilt, causing uneven force on the car guide structure and the guide rails on both sides, resulting in local load concentration on one side of the guide rail. Long-term operation can easily lead to problems such as abnormal wear of the guide rails, uneven wear of the guide shoes, and abnormal noise and vibration during operation. Summary of the Invention

[0003] This invention proposes a car off-center load balancing device, an elevator, and a car adaptive balance control method. The aim is to provide a car off-center load balancing device that can dynamically adjust the car off-center load to maintain the car balance.

[0004] One embodiment of the present invention provides a car off-center load balancing device, comprising: Two first guide rails are set along the first direction; The balancing assembly includes a crossbeam and two supports. The two ends of the crossbeam are slidably limited to the two first guide rails. The two supports are disposed on the crossbeam and are respectively perpendicular to the crossbeam. The supports are arranged along a second direction, and each of the supports is provided with an electromagnetic actuator at both ends. The car is slidably disposed between the two first guide rails along the first direction. The upper end of the car is movably connected to the balance assembly. The upper end of the car is provided with a mating part near the four corners. Each mating part is attracted to an electromagnetic actuator. Each electromagnetic actuator is connected to a mating part by an elastic block.

[0005] In one embodiment, the crossbeam is provided with four suspension cables, with each pair of suspension cables located on both sides of the crossbeam along a second direction, which is perpendicular to the first direction.

[0006] In one embodiment, the electromagnetic actuator includes an iron core and a winding. The iron core is disposed on the support, and the winding is wound around the iron core. The iron core is correspondingly disposed with the mating part.

[0007] In one embodiment, the first guide rail includes a rod and a protrusion, the protrusion being disposed on the side of the rod facing the car, the protrusion having two opposing side surfaces and a top surface connecting the two side surfaces; The end of the crossbeam is provided with a first pulley that rotates in a second direction and two second pulleys that rotate in a third direction. The first pulley rolls against the top surface, and each of the second pulleys rolls against one of the side surfaces.

[0008] In one embodiment, the car off-center load balancing device further includes a support portion, which is located at the end of the car away from the balancing assembly, and the two ends of the support portion roll against the two first guide rails respectively.

[0009] In one embodiment, two guide shoes are provided on each of the two side walls of the car, and the two guide shoes are respectively located on both sides of the protrusion.

[0010] In one embodiment, the car off-center load balancing device further includes a top plate, the top plate being provided with a drive member and a lifting cable, one end of the lifting cable being located at the drive end of the drive member; The crossbeam is provided with two pulleys on the side facing away from the support, and the lifting cable is wound around the two pulleys in sequence, with the other end of the lifting cable located on the top plate.

[0011] In one embodiment, the car off-center load balancing device further includes a second guide rail and a counterweight. The second guide rail is disposed on the top plate and extends along a first direction. The counterweight is disposed on the second guide rail and is slidably disposed on the second guide rail. The counterweight is connected to the lifting cable. The top plate is equipped with a transition wheel, one end of which is driven and connected to the drive end of the drive component, and the other end is wound and connected to the lifting cable.

[0012] An embodiment of the present invention also provides an elevator including the car off-center load balancing device described above.

[0013] An embodiment of the present invention also proposes a car adaptive balance control method, applied to the car off-center load balancing device as described above, comprising: Real-time data collection of load distribution and tilt angle information of the car; determination of the car's off-center load status and degree based on the collected load distribution and tilt angle information. The current and output electromagnetic force of each electromagnetic actuator are adaptively adjusted according to the off-center load state and degree. The attitude correction compensation of the four corner positions of the car is achieved through the electromagnetic force between each electromagnetic actuator and the corresponding mating part. The electromagnetic actuation force is adjusted in real time in a closed loop according to the car's operating conditions to achieve adaptive dynamic balance control of the car's off-center load.

[0014] This invention employs a balancing assembly with electromagnetic actuators at the four corners of the car. These actuators generate controllable and variable magnetic attraction with their mating parts at the corners. When the load on one corner of the car is large, resulting in an off-center load, the electromagnetic actuator on that side increases its magnetic attraction to prevent the car from shifting due to off-center loading. Specifically, the car off-center load balancing device includes two first guide rails, the balancing assembly, and the car. The two first guide rails provide a guiding reference for the car's lifting and lowering, constraining the car to slide smoothly along a first direction and preventing lateral or longitudinal movement. The balancing assembly includes a crossbeam and two supports at both ends of the crossbeam. The balancing assembly is H-shaped, with the supports extending along a second direction. The ends of the supports correspond to the upper corners of the car. Four electromagnetic actuators are positioned at the four corners of the car, attracting the actuators to their mating parts, with elastic blocks between them. When one side of the car is unbalanced, the pressure on that side is greater, and the elastic block will undergo tensile deformation. By adjusting the electromagnetic force generated by the electromagnetic actuator on that side, the magnetic attraction force can be increased, and a pulling force that balances the pressure can be provided, thus avoiding unilateral deviation and unilateral wear. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0016] Figure 1 A schematic diagram of a structural embodiment of the car off-center load balancing device provided by the present invention; Figure 2 This is a structural schematic diagram of the car's off-center load balancing device from another angle. Figure 3 This is a cross-sectional view of the car's eccentric load balancing device. Figure 4 This is a schematic diagram of the balancing component. Figure 5 This is a schematic diagram of the structure of an electromagnetic actuator; Figure 6 This is a cross-sectional view of the beam; Figure 7 This is a flowchart of the car adaptive balance control method proposed in this application.

[0017] Explanation of icon numbers: 100. Car eccentric load balancing device; 1. First guide rail; 11. Rod; 12. Protrusion; 12a. Side surface; 12b. Top surface; 2. Balancing assembly; 21. Crossbeam; 211. First pulley; 212. Second pulley; 213. Lifting pulley; 22. Support; 23. Electromagnetic actuator; 231. Iron core; 232. Winding; 24. Elastic block; 3. Car; 31. Fitting part; 32. Guide shoe; 4. Slings; 5. Supporting part; 6. Top plate; 61. Drive unit; 611. Worm gear; 62. Lifting cable; 63. Transition wheel; 7. Second guide rail; 71. Counterweight; 8. Pressure sensor; 9. Angle sensor. Detailed Implementation

[0018] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of various embodiments. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0019] It should be noted that if directional indications (such as up, down, left, right, front, back, etc.) are involved in multiple embodiments of the present invention, the directional indications are only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indications will also change accordingly.

[0020] Furthermore, if the various embodiments of this invention involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the use of "and / or" or "and / or" throughout the text implies three parallel solutions. For example, "A and / or B" includes solution A, solution B, or a solution where both A and B are satisfied simultaneously. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this invention.

[0021] During passenger or freight transport, existing elevator cars often experience uneven load distribution due to factors such as people standing in close proximity or goods being stacked on one side, leading to eccentric loads. This causes the car's center of gravity to deviate from its geometric center, resulting in an off-center load condition. Under off-center load, the car is prone to lateral tilting, causing an imbalance in the force distribution between the guide mechanism and the guide rails. One side of the guide rails experiences localized compression and friction, which over time leads to abnormal wear on the guide rail working surfaces and rapid wear of the guide shoes. This also causes problems such as car vibration, abnormal noise, and reduced leveling accuracy, severely impacting the elevator's operational stability and service life. Traditional off-center load balancing methods often employ passive adjustment methods such as mechanical counterweights and elastic buffers. These methods cannot dynamically compensate for torque based on real-time off-center load conditions, resulting in delayed adjustments and limited accuracy. They fail to fundamentally solve the problems of uneven guide rail stress and wear caused by off-center loads.

[0022] To address the aforementioned problems, this invention proposes a car off-center load balancing device 100 to solve or at least alleviate the technical problems mentioned above.

[0023] Please see Figure 1 In one embodiment of the present invention, the car off-center load balancing device 100 includes two first guide rails 1, a balancing component 2, and a car 3. The two first guide rails 1 are arranged along a first direction. The balancing component 2 includes a crossbeam 21 and two supports 22. The two ends of the crossbeam 21 are slidably limited to the two first guide rails 1. The two supports 22 are arranged on the crossbeam 21 and are respectively perpendicular to the crossbeam 21. The supports 22 are arranged along a second direction. Each support 22 has an electromagnetic actuator 23 at both ends. The car 3 is slidably arranged between the two first guide rails 1 along the first direction. The upper end of the car 3 is movably connected to the balancing component 2. The upper end of the car 3 is provided with a mating part 31 near the four corners. Each mating part 31 is attracted to an electromagnetic actuator 23. Each electromagnetic actuator 23 and a mating part 31 are connected by an elastic block 24.

[0024] It is understandable that by setting up the balancing component 2, the balancing component 2 is equipped with electromagnetic actuators 23 at the four corners of the corresponding car 3. The electromagnetic actuators 23 can generate controllable and variable magnetic attraction with the mating parts 31 at the four corners of the car 3. When the load at one corner of the car 3 is large and an off-center load is generated, the electromagnetic actuators 23 acting on that side will increase their magnetic attraction to avoid the car 3 from being off-center and causing it to deviate.

[0025] Specifically, the car off-center load balancing device 100 includes two first guide rails 1, a balancing component 2, and a car 3. The two first guide rails 1 provide a guiding reference for the lifting and lowering of the car 3, constraining the car 3 to slide regularly along a first direction and preventing the car 3 from moving left and right or forward and backward. The balancing component 2 includes a crossbeam 21 and two supports 22 located at both ends of the crossbeam 21. The balancing component 2 is H-shaped. The supports 22 extend along a second direction, with the ends of the supports corresponding to the upper corners of the car 3. The supports 22 are equipped with four electromagnetic actuators 23 at the four corners of the car 3. The electromagnetic actuators 23 are attracted to the mating parts 31, and elastic blocks 24 are provided between them. When one side of the car 3 is under off-center load, the pressure on that side is greater, and the elastic blocks 24 will undergo tensile deformation. By adjusting the electromagnetic force generated by the electromagnetic actuators 23 on that side, the magnetic attraction force can be increased, thus providing a tension force to balance the pressure, thereby avoiding unilateral deviation and unilateral wear.

[0026] Pressure sensors 8 and angle sensors 9 are respectively arranged at the four corners of the bottom of the car 3. Each pressure sensor 8 collects the load pressure signal of the corresponding corner in real time and uploads it to the controller. The controller performs differential calculation and comparative analysis on the four pressure signals, and determines the off-center load direction, off-center load amount, and off-center load torque of the car 3 based on the pressure difference. Combined with the tilt angle signal of the car 3, a comprehensive judgment basis for the off-center load state is formed. When the pressure value of a corner or one side exceeds the balance threshold, it is determined that an off-center load has occurred in the corresponding area. The controller outputs control commands according to the degree of off-center load, independently adjusts the excitation current of the corresponding electromagnetic actuator 23, changes the electromagnetic attraction between the electromagnetic actuator 23 and the mating part 31, and applies an adaptive compensation force to the corner of the car 3 to counteract the off-center load torque and correct the attitude of the car 3. At the same time, the system performs closed-loop feedback adjustment according to the real-time operating conditions of the car 3, continuously corrects the electromagnetic attraction output, so that the car 3 always maintains a horizontal balance state, thereby realizing high-precision, high-response speed off-center load adaptive balance control based on four-corner pressure detection.

[0027] Please see Figure 1To support the car 3, four suspension cables 4 are installed on the crossbeam 21. Two cables 4 are symmetrically arranged on both sides of the crossbeam 21 along a second direction, which is perpendicular to the first direction. The lower ends of the cables 4 are connected to the corresponding positions on the upper ends of the car 3, forming a balanced suspension structure. The cables 4 serve both as load-bearing suspension components for the car 3, ensuring reliable load transfer and safe suspension, and as a flexible connection between the car 3 and the balance assembly 2, allowing for controllable relative displacement and attitude deflection in the horizontal plane, providing freedom of motion for electromagnetic correction. When the car 3 tilts due to eccentric loading, under the flexible constraint of the cables 4, the car 3 can undergo a small attitude adjustment relative to the balance assembly 2. At this time, the electromagnetic actuator 23 adjusts the electromagnetic attraction force in real time according to the eccentric loading state, applying a compensating force to the corresponding corner of the car 3 to counteract the eccentric loading torque and correct the car 3's attitude, thereby achieving adaptive dynamic balance compensation of the eccentric load without disrupting normal suspension.

[0028] It should be noted that the sling 4 can be made of steel wire rope, high-strength fiber sling or chain sling 4, and this application does not limit it.

[0029] Please see Figure 5 The electromagnetic actuator 23 employs an iron core 231 and a winding 232 to form an electromagnetic actuation structure. The winding 232 is tightly wound around the outer circumference of the iron core 231, and the working end face of the iron core 231 is directly opposite the mating part 31 on the car 3. After the winding 232 is connected to the excitation current, a controllable magnetic field circuit is formed inside and around the iron core 231, generating an adjustable electromagnetic attraction between the iron core 231 and the mating part 31. The magnitude of this attraction changes linearly with the amplitude of the excitation current. By independently controlling the excitation current of each electromagnetic actuator 23, the electromagnetic attraction at the corresponding position can be precisely adjusted, thereby applying differentiated forces to the four corners of the car 3 to counteract the off-center load torque and correct the car 3's posture. This structure features fast response speed, high control precision, and stable output, enabling non-contact dynamic off-center load compensation, effectively avoiding mechanical friction and wear, and improving the real-time performance and reliability of balance adjustment.

[0030] Please see Figure 6The first guide rail 1 is composed of a rod 11 and a protrusion 12. The protrusion 12 is fixed to the side of the rod 11 facing the car 3. The protrusion 12 forms a guide structure with two opposite sides 12a and a top surface 12b connecting the two sides 12a. The end of the crossbeam 21 is equipped with a first pulley 211 that rotates in a second direction and two second pulleys 212 that rotate in a third direction. The first pulley 211 rolls against the top surface 12b of the protrusion 12, and the two second pulleys 212 roll against the two sides 12a of the protrusion 12 respectively, thereby forming a three-sided rolling guide fit with the top surface 12b supporting and the sides limiting. This structure converts the sliding friction between the crossbeam 21 and the first guide rail 1 into rolling friction through multi-dimensional rolling contact, significantly reducing running resistance and mechanical wear. At the same time, it forms full-dimensional constraints in the vertical, horizontal and lateral directions, effectively limiting the balancing component 2 from swaying, swinging and deviating during the lifting process, ensuring that the balancing component 2 slides stably and smoothly along the first direction, providing a stable installation and motion reference for the electromagnetic actuator 23 to implement precise off-center load compensation, and improving the overall operating accuracy and reliability of the device.

[0031] Please see Figure 1 The car off-center load balancing device 100 also includes a support part 5, which is fixedly installed at the bottom end of the car 3 away from the balancing component 2. Both ends of the support part 5 form a rolling engagement with the two first guide rails 1. The support part 5 provides auxiliary support and guiding constraint to the bottom of the car 3, and together with the balancing component 2 and the first guide rails 1, forms an integrated structure that coordinates the upper and lower ends of the car 3 for guidance, ensuring that the car 3 maintains balanced force during lifting and lowering. Through the rolling contact engagement, sliding friction is converted into rolling friction, reducing the frictional resistance and mechanical wear between the bottom of the car 3 and the first guide rails 1. Simultaneously, it suppresses lateral swaying and tilting of the bottom of the car 3, improving the stability of the car 3's operation and preventing the bottom shaking caused by off-center load from exacerbating wear on one side of the guide rails. This provides reliable bottom attitude constraint for the adaptive correction of the electromagnetic actuator 23, further improving the accuracy of off-center load balancing adjustment and the smoothness of elevator operation.

[0032] In one embodiment, two guide shoes 32 are respectively provided on the two side walls of the car 3. The two guide shoes 32 on the same side are positioned on both sides of the protrusion 12 of the first guide rail 1, forming a clearance fit or a rolling fit with the protrusion 12. The guide shoes 32 are used to limit and constrain the lateral displacement and swing of the car 3, forming a double-sided clamping guide structure with the protrusion 12. During the lifting and lowering of the car 3, its left and right deviation and tilting tendencies are continuously limited, ensuring that the car 3 runs stably along the set trajectory of the first guide rail 1. Through the lateral limiting effect of the guide shoes 32 and the protrusion 12, the local impact and unilateral compression of the car 3 on the guide rail under the off-center load condition can be effectively reduced, the abnormal wear of the guide rail and guide components can be reduced, and a stable motion reference can be provided for the adaptive correction of the electromagnetic actuator 23. This avoids excessive shaking of the car 3 from affecting the balance adjustment accuracy and improves the smoothness and safety of elevator operation.

[0033] To facilitate the installation of the drive component 61, the car off-center load balancing device 100 is also equipped with a top plate 6. The top plate 6 serves as the upper mounting base of the entire device, used to fix the drive component 61 and the lifting cable 62. The drive component 61 is fixed to the top plate 6, and one end of the lifting cable 62 is connected to the drive end of the drive component 61, which provides traction power. Two lifting pulleys 213 are installed on the side of the crossbeam 21 facing away from the bracket 22. The lifting cable 62 is wound around and supported on the two lifting pulleys 213 in sequence, and the other end of the lifting cable 62 is fixedly connected to the top plate 6, forming a closed-loop traction transmission structure. When the drive component 61 operates, it drives the lifting cable 62 to move, transmitting power to the crossbeam 21 and the balancing assembly 2 through the lifting pulleys 213, thereby driving the car 3 to rise and fall along the first guide rail 1. This pulley traction method can make the force more balanced, reduce the lateral torque of the off-center load on the drive mechanism, reduce the drive load, and at the same time ensure smooth lifting and lowering motion, providing a stable working platform for the electromagnetic actuator 23, so that the off-center load balance adjustment is not affected by the lifting power, and improve the reliability and adjustment accuracy of the device.

[0034] Please see Figure 3The car off-center load balancing device 100 is also equipped with a second guide rail 7 and a counterweight 71. The second guide rail 7 is fixedly installed on the top plate 6 and extends along the first direction. The counterweight 71 is movably mounted on the second guide rail 7 and can slide back and forth along the first direction. The counterweight 71 is connected to the lifting cable 62 to form a balanced counterweight structure. The top plate 6 is equipped with a transition wheel 63. One end of the transition wheel 63 is connected to the drive end of the drive component 61, and the other end is wound with the lifting cable 62 to realize the transmission reversal and tension balance of the lifting cable 62. By matching the weight of the counterweight 71 with that of the car 3, part of the weight of the car 3 and the load can be effectively offset, reducing the workload and energy consumption of the drive component 61. The second guide rail 7 provides directional sliding guidance for the counterweight 71, preventing the counterweight 71 from swinging or deviating during operation and ensuring the stability of the tension of the lifting cable 62. The transition wheel 63 can optimize the transmission path, ensure smooth transmission of driving power, maintain the force balance of the traction system, reduce transmission fluctuations caused by off-center load, provide a stable power foundation and force environment for the adaptive balance adjustment of the electromagnetic actuator 23, and improve the overall operating efficiency, stability and safety of the elevator.

[0035] Please continue reading. Figure 3 The driving component 61 is a motor, and the driving end of the motor is a worm gear 611. The worm gear 611 meshes with a gear at one end of the transition wheel 63 to form a worm gear 611 transmission pair. When the motor is running, it drives the worm gear 611 to rotate, and the worm gear 611 drives the transition wheel 63 to rotate synchronously through meshing transmission, thereby realizing the winding and unwinding of the lifting cable 62 to complete the smooth transmission of the lifting power of the car 3. The worm gear 611 transmission has the characteristics of constant instantaneous transmission ratio, smooth transmission, excellent self-locking, and strong load-bearing capacity. It can effectively suppress the impact and vibration during the lifting process, avoid the interference of power transmission fluctuations on the attitude of the car 3, and achieve immediate locking when the motor stops working to prevent the car 3 from slipping unexpectedly. This transmission structure is compact, has low operating noise, and high reliability. It can provide stable and precise power input for the balancing component 2 and the electromagnetic correction mechanism, ensuring that the off-center load compensation process is not affected by transmission disturbances, and significantly improving the smoothness, safety, and control accuracy of elevator operation.

[0036] The present invention also proposes an elevator, which includes the car off-center load balancing device 100 as described above. The specific structure of the car off-center load balancing device 100 is as described in the above embodiments. Since the elevator adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be described in detail here.

[0037] The elevator proposed in this application can be widely used in various scenarios with high personnel flow, variable load distribution, and high requirements for operational stability, including residential buildings, commercial office buildings, hotels, shopping malls, hospitals, schools, and other buildings with frequent personnel access. It is suitable for working conditions where uneven passenger distribution can easily lead to off-center loading. At the same time, it can be applied to cargo-carrying environments such as factories, warehouses, and logistics centers, and is suitable for heavy-load off-center loading conditions such as unilateral or eccentric stacking of goods. It can also be used in public places with stringent requirements for operational stability, safety, and service life, such as rail transit hubs, government centers, and high-rise complexes. It can effectively reduce the wear of guide rails and guide shoes, reduce maintenance frequency, improve elevator operational reliability and ride comfort, and meet the needs of passenger and cargo carrying and stable operation in different usage environments.

[0038] Please see Figure 7 This application also proposes an adaptive balance control method for a car, applied to the car off-center load balancing device 100 as described above, comprising the following steps: S10, real-time acquisition of load distribution information and attitude tilt angle information of the car 3, and determination of the off-center load state and degree of the car 3 based on the acquired load distribution and attitude tilt angle; S20, adaptive adjustment of the energizing current and output electromagnetic force of each electromagnetic actuator 23 according to the off-center load state and degree of the off-center load, and attitude correction compensation of the four corner positions of the car 3 through the electromagnetic force between each electromagnetic actuator 23 and the corresponding mating part 31; S30, real-time closed-loop adjustment of the electromagnetic actuator force according to the operating conditions of the car 3, to realize adaptive dynamic balance control of the off-center load of the car 3.

[0039] During operation, the load detection unit (i.e., pressure sensor 8) and tilt detection unit (i.e., angle sensor 9) collect real-time load distribution and overall tilt angle signals at the four corners of the car 3. The detected data is transmitted to the controller, which determines the direction, torque, and degree of the off-center load based on preset thresholds and the off-center load model. When the car 3 experiences unilateral or diagonal off-center loading, it exhibits a small attitude deviation relative to the balance assembly 2 under the flexible constraint of the sling 4. The controller outputs corresponding control commands based on the deviation, independently adjusting the current flowing through the windings 232 of the four-corner electromagnetic actuators 23. This alters the electromagnetic attraction between the core 231 and the mating part 31, applying a controllable compensation force to the corresponding corner of the car 3. The controller, considering the car 3's lifting speed, position, and other operating conditions, performs real-time closed-loop correction of the electromagnetic actuator 23's output force, dynamically offsetting the tilting torque caused by the off-center load, allowing the car 3 to quickly return to a horizontal equilibrium posture. During the entire adjustment process, the first guide rail 1, the support part 5 and the guide shoe 32 work together to maintain the stability of the car 3. The counterweight system and the traction system ensure smooth power. The elastic block 24 buffers and absorbs shocks, realizing adaptive off-center load balance control with no mechanical wear, high response speed and high precision. This fundamentally alleviates the problems of unilateral force on the guide rail, abnormal wear and running vibration caused by off-center load.

[0040] The above description is merely an exemplary embodiment of the present invention and does not limit the patent scope of the present invention. Any equivalent structural transformations made using the contents of the present invention specification and drawings under the technical concept of the present invention, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present invention.

Claims

1. A car off-center load balancing device, characterized in that, include: Two first guide rails are set along the first direction; The balancing assembly includes a crossbeam and two supports. The two ends of the crossbeam are slidably limited to the two first guide rails. The two supports are disposed on the crossbeam and are respectively perpendicular to the crossbeam. The supports are arranged along a second direction, and each of the supports is provided with an electromagnetic actuator at both ends. The car is slidably disposed between the two first guide rails along the first direction. The upper end of the car is movably connected to the balance assembly. The upper end of the car is provided with a mating part near the four corners. Each mating part is attracted to an electromagnetic actuator. Each electromagnetic actuator is connected to a mating part by an elastic block.

2. The car off-center load balancing device as described in claim 1, characterized in that, The crossbeam is provided with four suspension cables, with each pair of suspension cables located on both sides of the crossbeam along a second direction, which is perpendicular to the first direction.

3. The car off-center load balancing device as described in claim 2, characterized in that, The electromagnetic actuator includes an iron core and a winding. The iron core is disposed on the support, and the winding is coiled around the iron core. The iron core is correspondingly disposed with the mating part.

4. The car off-center load balancing device as described in any one of claims 1 to 3, characterized in that, The first guide rail includes a rod and a protrusion. The protrusion is located on the side of the rod facing the car. The protrusion has two oppositely arranged side surfaces and a top surface connecting the two side surfaces. The end of the crossbeam is provided with a first pulley that rotates in a second direction and two second pulleys that rotate in a third direction. The first pulley rolls against the top surface, and each of the second pulleys rolls against one of the side surfaces.

5. The car off-center load balancing device as described in claim 4, characterized in that, The car off-center load balancing device also includes a support part, which is located at the end of the car away from the balancing component, and the two ends of the support part roll against the two first guide rails respectively.

6. The car off-center load balancing device as described in claim 5, characterized in that, Two guide shoes are provided on each of the two side walls of the car, and the two guide shoes are respectively located on both sides of the protrusion.

7. The car off-center load balancing device as described in any one of claims 1 to 3, characterized in that, The car off-center load balancing device also includes a top plate, the top plate is provided with a driving component and a lifting cable, one end of the lifting cable is provided at the driving end of the driving component; Two lifting pulleys are provided on the side of the crossbeam facing away from the support. The lifting cable is wound around the two lifting pulleys in sequence, and the other end of the lifting cable is provided on the top plate.

8. The car off-center load balancing device as described in claim 7, characterized in that, The car off-center load balancing device further includes a second guide rail and a counterweight. The second guide rail is disposed on the top plate and extends along the first direction. The counterweight is disposed on the second guide rail and slides on the second guide rail. The counterweight is connected to the lifting cable. The top plate is equipped with a transition wheel, one end of which is driven and connected to the drive end of the drive component, and the other end is wound and connected to the lifting cable.

9. An elevator, characterized in that, Includes the car off-center load balancing device as described in any one of claims 1 to 8.

10. A car adaptive balancing control method, applied to the car off-center load balancing device as described in any one of claims 1 to 8, characterized in that, include: Real-time data collection of load distribution and tilt angle information of the car; determination of the car's off-center load status and degree based on the collected load distribution and tilt angle information. The current and output electromagnetic force of each electromagnetic actuator are adaptively adjusted according to the off-center load state and degree. The attitude correction compensation of the four corner positions of the car is achieved through the electromagnetic force between each electromagnetic actuator and the corresponding mating part. The electromagnetic actuation force is adjusted in real time in a closed loop according to the car's operating conditions to achieve adaptive dynamic balance control of the car's off-center load.

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