Elevator hoisting system

Abstract

The application relates to an elevator traction system. The elevator traction system comprises a car guide rail, a traction main machine, a car frame and at least two groups of traction rope groups, the traction main machine is arranged at one end of the car guide rail; the car frame is slidingly installed on the car guide rail, and the bottom of the car frame is provided with at least two first traction seats arranged at intervals; each group of the traction rope groups is connected with a first traction seat in correspondence, and the traction main machine drives the multiple groups of the traction rope groups to pull the car frame to reciprocatingly slide on the car guide rail. The elevator traction system can improve the operation stability of the elevator car and reduce the occurrence of eccentricity.

Description

Technical Field

[0001] This application relates to the field of elevator technology, and in particular to elevator traction systems. Background Technology

[0002] The traction system is the core drive component of an elevator, and its performance directly determines the smoothness, safety, and energy efficiency of elevator operation. A traction system typically consists of a traction machine, traction steel cables, a counterweight, and guide sheaves. The friction (i.e., traction force) between the grooves of the traction sheave driven by the traction machine and the steel cables causes relative movement between the car and the counterweight, thus lifting and lowering the car.

[0003] However, current traction system designs are often not reasonable enough, especially for inclined elevators that run along inclined tracks. Their traction system designs face a more complex mechanical environment, resulting in less stable elevator car operation and a tendency to eccentricity. Summary of the Invention

[0004] Therefore, it is necessary to provide an elevator traction system that can improve the operational stability of the elevator car and reduce the occurrence of eccentricity.

[0005] This application provides an elevator traction system, including:

[0006] The car guide rail and the traction host are provided, wherein the traction host is located at one end of the car guide rail;

[0007] A car frame, slidably mounted on the car guide rails, and the bottom of the car frame having at least two spaced-apart first traction seats; and

[0008] At least two sets of traction ropes are provided, each set of traction ropes is connected to one of the first traction seats, and the traction host drives the car frame to slide back and forth on the car guide rail 11 by driving at least two sets of traction ropes.

[0009] In one embodiment, multiple sets of the traction ropes are arranged in parallel.

[0010] In one embodiment, the traction machine includes at least two traction wheels, one of which drives a group of traction ropes.

[0011] In one embodiment, the traction main unit includes a traction motor and two traction wheels, the two traction wheels being disposed on opposite sides of the traction motor, and the traction motor being drivenly connected to the two traction wheels.

[0012] In one embodiment, the elevator traction system further includes a counterweight frame, which is provided with at least two sets of second traction seats. One end of one set of traction ropes is connected to a first traction seat, and the other end is connected to a second traction seat.

[0013] In one embodiment, the counterweight frame is positioned near the middle section of the car guide rail.

[0014] In one embodiment, the elevator traction system further includes a maintenance passage extending along the extension direction of the guide rail, and the maintenance passage is located between two adjacent sets of traction ropes.

[0015] In one embodiment, the elevator traction system further includes a counterweight frame disposed below the maintenance access passage; and / or,

[0016] The maintenance access is configured as a maintenance ladder erected between two adjacent groups of traction ropes.

[0017] In one embodiment, the spacing between two adjacent groups of traction ropes is greater than or equal to 40 cm.

[0018] In one embodiment, the elevator traction system has two car guide rails, which are parallel and located on opposite sides of multiple sets of traction ropes; and / or,

[0019] The car guide rail extends upward at an angle close to the traction host.

[0020] The elevator traction system includes a car guide rail, a traction main unit, a car frame, and at least two sets of traction ropes. The traction main unit is located at one end of the car guide rail. The car frame is slidably installed on the car guide rail, and at least two spaced-apart first traction seats are provided at the bottom of the car frame. Each set of traction ropes is connected to a first traction seat, and the traction main unit drives multiple sets of traction ropes to pull the car frame to slide back and forth on the car guide rail. The first traction seat is also a traction point of the car frame. The car frame has at least two traction points set at intervals. In other words, in this solution, the single traction point in the prior art is divided into multiple traction points, and the multiple traction ropes in the prior art are divided into multiple groups. The multiple traction points set at intervals are pulled by independent traction rope groups 14, which can make the traction force evenly distributed in the width direction (left and right direction) of the car frame, avoid the eccentric force problem caused by unilateral traction, and also make the direction of traction force better match the direction of the component force of the overall weight of the car along the guide rail direction, reduce the lateral additional load, reduce the additional wear between the car frame and the car guide rail, reduce the risk of car deviation and shaking from the structural root, and improve the operational stability. Attached Figure Description

[0021] Figure 1 This is a top-view structural diagram of an elevator traction system according to one embodiment of this application.

[0022] Figure 2This is a structural schematic diagram of the elevator traction system in one embodiment of this application, viewed from the front.

[0023] Figure 3 for Figure 2 A magnified view of a portion of point A in the middle.

[0024] Figure 4 This is a side view structural diagram of an elevator traction system according to an embodiment of this application.

[0025] Figure 5 This is a schematic diagram of the structure of the traction host in one embodiment of this application.

[0026] Figure label:

[0027] 1. Elevator traction system; 11. Car guide rail; 12. Traction main unit; 121. Traction sheave; 122. Traction motor; 13. Car frame; 131. First traction seat; 14. Traction rope assembly; 141. Traction rope; 15. Counterweight frame; 151. Second traction seat; 16. Maintenance access; 161. Maintenance elevator. Detailed Implementation

[0028] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application are described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0029] In the description of this application, it should be understood that if terms such as "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" appear, these terms indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0030] Furthermore, where the terms "first" and "second" appear, these terms are for descriptive purposes only and should not be construed as indicating or implying 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 that feature. In the description of this application, where the term "multiple" appears, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0031] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; 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; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0032] In this application, unless otherwise expressly specified and limited, the use of descriptions such as "above" or "below" the second feature indicates that the first and second features are in direct contact or indirect contact via an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. Similarly, "below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0033] It should be noted that if an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. If an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. If so, the terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used in this application are for illustrative purposes only and do not represent the only possible implementation.

[0034] The traction system is the core drive component of an elevator, and its performance directly determines the smoothness, safety, and energy efficiency of elevator operation. A traction system typically consists of a traction machine, traction steel cables, a counterweight, and guide sheaves. The friction (traction force) between the traction sheave grooves and the steel cables, driven by the traction machine, causes relative movement between the car and the counterweight, thus lifting and lowering the car. In common vertical elevators, the car guide rails are strictly vertical, and gravity is parallel to the direction of the guide rails. Therefore, the load on the steel cables is in the same direction as the car's gravity, making the system's force distribution relatively simple and direct.

[0035] However, for inclined elevators running along inclined tracks, the design of their traction systems faces a more complex mechanical environment. For example, the car's trajectory forms an angle with the horizontal plane (usually a non-vertical fixed angle), resulting in significant unique characteristics in the layout of its traction system. Currently, however, the traction systems of common inclined elevators often simply follow the layout approach of vertical elevators, failing to optimize for inclined traction conditions. Improperly designed traction points can easily lead to uneven traction force on the elevator car, causing deviation and uneven wear, which not only reduces traction force transmission efficiency but also shortens the service life of the wire ropes.

[0036] Furthermore, this unreasonable layout and eccentric operation significantly increase the system's frictional resistance. The additional lateral pressure is converted into enormous sliding friction, requiring the traction machine to output greater power to overcome these resistances, leading to increased energy consumption and decreased operational economy. At the same time, unstable traction can also easily cause the wire rope to vibrate, further increasing dynamic resistance.

[0037] Therefore, it is necessary to propose a layout scheme for the elevator traction system 1 to overcome the above-mentioned defects and achieve smoother, more efficient and reliable operation of elevators, especially inclined elevators.

[0038] See Figures 1 to 3 , Figure 1 A schematic diagram of the elevator traction system 1 according to an embodiment of this application is shown from a top view. Figure 2 A schematic diagram of the elevator traction system 1 according to an embodiment of this application is shown from a frontal view. Figure 3 for Figure 2 A partial enlarged view at point A. An embodiment of this application provides an elevator traction system 1 (hereinafter referred to as traction system 1) including a car guide rail 11, a traction host 12, a car frame 13, and at least two sets of traction rope groups 14. The traction host 12 is located at one end of the car guide rail 11; the car frame 13 is slidably installed on the car guide rail 11, and at least two spaced-apart first traction seats 131 are provided at the bottom of the car frame 13; each set of traction rope groups 14 is correspondingly connected to a first traction seat 131, and the traction host 12 drives multiple sets of traction rope groups 14 to pull the car frame 13 to slide back and forth on the car guide rail 11.

[0039] Specifically, the car guide rail 11 guides the car's movement. The traction machine 12 is located at one end of the car guide rail 11, thereby pulling the car back and forth on the car guide rail 11 to ensure the normal operation of the elevator. The car frame 13 serves as the main support skeleton of the car, and therefore the car frame 13 is slidably installed on the car guide rail 11. The traction machine 12 pulls the car back and forth on the car guide rail 11 by pulling the car frame 13. To ensure the stability of the car frame 13's movement, at least two spaced-apart first traction seats 131 are provided at the bottom of the car frame 13. A set of traction ropes 14 is connected to a first traction seat 131, and the traction machine 12 drives multiple sets of traction ropes 14 to pull the car frame 13 back and forth on the car guide rail 11. The first traction seat 131 is also a traction point of the car frame 13. The car frame 13 has at least two traction points that are spaced apart. In other words, in this solution, the single traction point in the prior art is divided into multiple traction points, and the multiple traction ropes in the prior art are divided into multiple groups. The multiple traction points that are spaced apart are pulled by independent traction rope groups 14. This can make the traction force evenly distributed in the width direction (left and right direction) of the car frame 13, avoid the eccentric force problem caused by unilateral traction, and also make the direction of traction force better match the direction of the component force of the overall weight of the car along the guide rail direction. This reduces the lateral additional load, reduces the additional wear between the car frame 13 and the car guide rail 11, reduces the risk of car deviation and shaking from the structural root, and improves the stability of operation.

[0040] Understandably, a traction rope group 14 may have only one traction rope 141 or multiple traction ropes 141, and the multiple traction ropes 141 may be arranged sequentially along the width of the car frame 13, or they may be arranged in an array on the first traction seat 131. See reference. Figure 4 In this design, the first traction seat 131 has four mounting points for the traction ropes 141, corresponding to four traction rope groups 14, which are arranged in an array on the first traction seat 131. The traction ropes 141 are typically made of steel wire rope, but other high-strength, wear-resistant traction materials can be selected according to actual load requirements. The traction ropes 141 can be attached to the fixed structure of the first traction seat 131, or they can be detachably connected to the first traction seat 131 via adjusting connectors, facilitating subsequent maintenance and replacement. The first traction seat 131 can be welded to the car frame 13, or it can be bolted to the car frame 13, allowing for adjustment of the spacing and installation position of the traction points according to actual working conditions, adapting to inclined elevator cars of different widths.

[0041] The traction main unit 12 is located at one end of the car guide rail 11, thus eliminating the need for additional traction main units 12 in other locations within the hoistway. This saves installation space in the hoistway and optimizes the utilization of hoistway space, making it particularly suitable for inclined elevators installed along mountainsides or building slopes. Furthermore, the placement of the traction main unit 12 at one end of the car guide rail 11, combined with the structure of multiple independent traction rope groups 14, simplifies the routing of the traction ropes 141, reduces reliance on steering components such as guide wheels, lowers the loss of traction force during transmission, and reduces the possibility of failure points caused by additional components, thereby improving the overall reliability of the system.

[0042] In this configuration, the extension direction of the traction rope assembly 14 is parallel to the extension direction of the car guide rail 11, thus eliminating unnecessary turning bends. This reduces frictional loss between the traction rope 141 and the groove of the traction sheave 121, extending the service life of the traction rope 141. It also reduces reactive power loss during traction force transmission, improving the overall energy efficiency of the traction system 1. Alternatively, in other embodiments, the traction rope assembly 14 can be angled to the car guide rail 11, but this angle typically does not exceed 5° of the inclination angle of the car guide rail 11. This generally meets the actual traction requirements of the car and reduces eccentric forces.

[0043] Optionally, the car guide rail 11 extends upwards at an angle close to the traction host 12. That is, the elevator is configured as an inclined elevator. Therefore, this solution specifically optimizes the structure of the traction system 1 for the special operating conditions of inclined elevators, effectively solving the eccentric force problem that easily occurs in inclined elevators and improving operational stability. Of course, in other embodiments, the elevator can also be configured as a straight elevator, that is, the car guide rail 11 extends vertically (up and down). The car guide rail 11 can be made of I-beams or precast concrete guide rails according to the actual shaft space and load-bearing requirements to ensure the support strength and guiding accuracy of the car frame 13 during sliding.

[0044] Further optional, see Figure 1The elevator traction system 1 has two car guide rails 11, which are parallel and located on opposite sides of multiple sets of traction sheaves 121. Specifically, the two car guide rails 11 are located on opposite sides of the traction direction of the traction rope group 14, providing support and guidance to the car frame 13 from both sides. This allows the support reaction forces on both sides to balance the traction forces of the multiple sets of traction rope groups 14, further avoiding uneven force distribution caused by unilateral guidance, reducing the risk of uneven wear, and improving the stability of the car frame 13 during operation. The symmetrical arrangement of the two car guide rails 11 on opposite sides of the multiple sets of traction rope groups 14 makes the force distribution on both sides of the car frame 13 more symmetrical and uniform, further optimizing the overall force distribution. Of course, in other embodiments, the two car guide rails 11 can also be arranged asymmetrically according to the actual shaft space, as long as the support reaction forces can balance the traction forces.

[0045] Furthermore, the multiple sets of traction rope groups 14 are arranged in parallel. Specifically, the parallel arrangement of multiple sets of traction rope groups 14 ensures that the traction force direction at each traction point is consistent, avoiding the cancellation of lateral force components caused by different traction force directions. At the same time, it allows the traction force to be evenly distributed in the width direction of the car frame 13, further reducing the possibility of eccentric force, ensuring a stable stress state, and reducing unnecessary internal force loss. The tension of each traction rope group 14 can be adjusted independently. During maintenance, the tension of different sets of traction rope groups 14 can be calibrated according to the actual wear condition to ensure that the force on multiple sets of traction rope groups 14 is always uniform, avoiding overload wear of a single set of traction ropes 141, and further extending the overall service life.

[0046] Furthermore, the traction machine 12 includes at least two traction pulleys 121, one of which drives a group of traction ropes 14. This allows each traction rope group 14 to be driven independently by a single traction pulley 121. This avoids the uneven tension caused by machining errors in the traction pulley grooves that occur when a single traction pulley 121 drives multiple groups of traction ropes 141, ensuring the force accuracy of each group of traction ropes 14, further optimizing the overall force state, reducing the probability of overload wear on a single traction rope 141, and simplifying tension adjustment operations for easier maintenance. Of course, in other embodiments, at least two of the multiple groups of traction ropes 14 can be driven by the same traction pulley 121.

[0047] For example, refer to Figures 1 to 4The traction main unit 12 includes a traction motor 122 and two traction sheaves 121, which are respectively located on opposite sides of the traction motor 122. Since the traction sheaves 121 drive a set of traction rope groups 14, this solution uses two sets of traction rope groups 14 for the traction work of the elevator frame 13. This satisfies the traction load requirements while making the traction force distribution in the width direction of the elevator frame 13 more uniform and symmetrical, further balancing the overall force and effectively avoiding the problems of deviation and uneven wear caused by eccentric force, thus taking into account the cost of the elevator traction system 1. By arranging two traction sheaves 121 on both sides of the traction motor 122, on the one hand, the idle space in the axial direction of the traction motor 122 can be fully utilized, shortening the overall width dimension of the traction host 12, adapting to scenarios with compact shaft space. At the same time, it can also ensure that the rotational speed of the two sets of traction rope groups 14 is consistent, so that the forces exerted by the two traction sheaves 121 on the traction motor 122 are balanced, reducing the eccentric wear of the traction motor 122 shaft, extending the service life of the traction host 12, and improving transmission stability. On the other hand, the two traction sheaves 121 are driven by the same traction motor 122, which can further reduce the energy consumption of the elevator traction system 1 and reduce cost investment.

[0048] Understandably, when two sets of traction ropes 14 are used in this scheme to traction the car frame 13, two first traction seats 131 are provided on the car frame 13. Optionally, the two first traction seats 131 are distributed on opposite sides of the middle of the car frame 13, and the distance between the two from the middle of the car frame 13 is basically equal, thereby further ensuring the uniformity of the force on the car frame 13 and reducing the possibility of lateral deviation.

[0049] In some embodiments of this application, the elevator traction system 1 further includes a counterweight frame 15, which is provided with at least two sets of second traction seats 151. One end of each set of traction ropes 14 is connected to a first traction seat 131, and the other end is connected to a second traction seat 151. Specifically, the counterweight frame 15 is used to balance the weight of the car, reduce the traction force required by the traction host 12, thereby reducing the power demand of the traction host 12 and reducing the overall energy consumption of the system. Furthermore, in this scheme, one end of each set of traction ropes 14 is connected to a set of second traction seats 151, and the other end is connected to a second traction seat 151. In other words, each traction rope group 14 is independently connected to the first traction seat 131 of the car frame 13 and the second traction seat 151 of the counterweight frame 15. This design allows for a more orderly routing of the traction ropes 141, preventing multiple traction rope groups 141 from crossing and tangling. It also ensures that the force on the side of the counterweight frame 15 is uniform, preventing eccentric force, deviation, or jamming on the counterweight frame 15. This further improves the stability of the entire traction system 1 and reduces additional frictional losses. The counterweight frame 15 is also slidably mounted on the corresponding counterweight guide rail. Symmetrical and uniform force distribution reduces uneven wear between the counterweight frame 15 and the counterweight guide rail, extending the service life of both the counterweight guide rail and the counterweight frame 15 structure. It also reduces vibration and abnormal noise during operation, improving the passenger experience. The multiple independently connected structures also facilitate the inspection, adjustment, or replacement of a single traction rope group 14 during maintenance and repair without disassembling the entire traction structure, effectively reducing maintenance difficulty and costs.

[0050] The arrangement of the second traction seat 151 on the counterweight frame 15 can be the same as the arrangement of the first traction seat 131 on the car frame 13, that is, they are arranged at intervals along the width direction of the counterweight frame 15, ensuring that the traction force distribution on the counterweight frame 15 and the traction force distribution on the car frame 13 remain symmetrical and consistent, further optimizing the force balance of the entire traction system 1. Adaptive adjustments can also be made according to the actual structure of the counterweight frame 15 and the arrangement of the counterweight guide rails, as long as the traction force is evenly distributed and eccentric force is avoided. Each set of traction ropes 141 on the side of the counterweight frame 15 can also have its tension adjusted independently, facilitating later maintenance and calibration, and ensuring the long-term force stability of the entire system.

[0051] Furthermore, by placing the counterweight 15 near the middle section of the car guide rail 11, compared to placing it near the upper section, this arrangement extends the overall traction stroke of the traction rope 141, better ensuring the parallelism between the traction ropes, reducing bending and deflection of the traction rope 141 due to insufficient stroke, and lowering additional friction losses. Simultaneously, this arrangement allows the center of gravity of the traction system 1 to be closer to the center of the shaft, balancing the weight distribution within the shaft, reducing load fluctuations on the traction host 12, improving operational stability, and also reducing additional tension losses caused by the weight of the traction rope 141, thus improving system energy efficiency. Moreover, for inclined elevators with shafts arranged along slopes, this arrangement of the counterweight 15 better adapts to the spatial structure of mountains or building slopes, avoiding excessive occupation of the upper shaft space and improving shaft space utilization. Of course, in other embodiments, the counterweight 15 can also be placed near the upper section of the car guide rail 11. It should be noted that the counterweight frame 15 is located near the middle section of the car guide rail 11. That is, when the car is located at or near the bottom of the car guide rail 11, the counterweight frame 15 is approximately located in the middle section of the car guide rail 11.

[0052] To facilitate maintenance and repair, the elevator traction system 1 of this application is also equipped with a maintenance passage 16 extending along the car guide rail 11. The maintenance passage 16 is located between two adjacent sets of traction rope groups 14, thus utilizing the space formed by the space created by the spaced arrangement of multiple sets of traction rope groups 14. This facilitates manual maintenance of the elevator traction system 1. Furthermore, the maintenance passage 16 in this solution does not require additional space within the shaft, and does not significantly increase the area required for shaft construction. While optimizing maintenance convenience, it makes full use of the existing unused space and takes into account the shaft space utilization rate. Maintenance personnel can directly access the installation positions of core components such as the first traction seat 131, traction ropes 141, counterweight frame 15, and car frame 13 through this passage, without the need to build additional complex maintenance auxiliary structures. This reduces the difficulty and safety risks of maintenance operations and improves the efficiency of daily maintenance and troubleshooting.

[0053] Furthermore, the counterweight frame 15 can be installed below the maintenance passage 16, utilizing the unused space below the maintenance passage 16 to arrange the counterweight frame 15. This eliminates the need for a separate installation area for the counterweight frame 15, further optimizing the space utilization within the shaft. Simultaneously, this arrangement does not obstruct passage through the maintenance passage 16, allowing maintenance personnel to easily reach the work position. This spatial layout simultaneously meets the multiple needs of traction force optimization, maintenance, and counterweight arrangement within the limited shaft space, enhancing the overall design's rationality.

[0054] For example, the maintenance access 16 is configured as a maintenance ladder erected between two adjacent sets of traction rope groups 14. Specifically, the maintenance ladder has a simple structure, is easy to install, and can provide stable climbing support for maintenance personnel. It is suitable for scenarios where the inclined elevator shaft extends along the inclined direction, making it convenient for maintenance personnel to walk along the incline to reach the work point. Of course, the maintenance access 16 can also be configured as a flat maintenance walkway as needed. When the shaft space is wide enough, a flat walkway can provide better accessibility and adapt to the needs of more frequent maintenance operations.

[0055] In the specific setup, the spacing between two adjacent sets of traction ropes 14 is greater than or equal to 40cm. This satisfies the layout requirements of the maintenance passage 16 while ensuring sufficient safety clearance between each rope set to avoid mutual friction and interference. Specifically, the spacing between two sets of traction ropes 14 can be 40cm, 45cm, 50cm, 55cm, 60cm, 65cm, 70cm, 75cm, 80cm, 85cm, 90cm, 95cm, 10cm, etc.

[0056] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0057] The above embodiments merely illustrate several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. An elevator hoisting system, characterized in that The elevator traction system includes: The car guide rail and the traction host are provided, wherein the traction host is located at one end of the car guide rail; A car frame, slidably mounted on the car guide rails, and the bottom of the car frame having at least two spaced-apart first traction seats; and At least two sets of traction ropes are provided, each set of traction ropes is connected to a first traction seat, and the traction host drives the car frame to slide back and forth on the car guide rail by driving at least two sets of traction ropes.

2. The elevator traction system according to claim 1, characterized in that, Multiple sets of the aforementioned traction ropes are arranged in parallel.

3. The elevator traction system according to claim 1, characterized in that, The traction machine includes at least two traction wheels, one of which drives a group of traction ropes.

4. The elevator traction system according to claim 3, characterized in that, The traction main unit includes a traction motor and two traction wheels, which are respectively located on opposite sides of the traction motor, and the traction motor is drivenly connected to the two traction wheels.

5. The elevator traction system according to claim 1, characterized in that, The elevator traction system also includes a counterweight frame, which is provided with at least two sets of second traction seats. One end of one set of traction ropes is connected to a first traction seat, and the other end is connected to a second traction seat.

6. The elevator traction system according to claim 5, characterized in that, The counterweight frame is positioned near the middle section of the car guide rail.

7. The elevator traction system according to claim 1, characterized in that, The elevator traction system also includes a maintenance passage extending along the extension direction of the guide rail, and the maintenance passage is located between two adjacent sets of traction ropes.

8. The elevator traction system according to claim 7, characterized in that, The elevator traction system also includes a counterweight frame, which is located below the maintenance passage; and / or, The maintenance access is configured as a maintenance ladder erected between two adjacent groups of traction ropes.

9. The elevator traction system according to claim 1, characterized in that, The spacing between two adjacent groups of traction ropes is greater than or equal to 40cm.

10. The elevator traction system according to any one of claims 1 to 9, characterized in that, The elevator traction system has two car guide rails, which are parallel and located on opposite sides of multiple sets of traction ropes; and / or, The car guide rail extends upward at an angle close to the traction host.

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