Round through door double counterweight sightseeing elevator

Abstract

The application discloses a kind of circular through door double counterweight sightseeing elevator, it is related to elevator technical field, including rack, fixed installation in rack's traction machine, by traction machine driven rotation's traction wheel, circular through door car, first counterweight and second counterweight, traction wheel is equipped with first steel band groove and second steel band groove, first counterweight is connected with circular through door car by first steel band through guide pulley assembly and is wound in the first steel band groove of traction wheel, second counterweight is connected with circular through door car by second steel band through guide pulley assembly and is wound in the second steel band groove of traction wheel.The first steel band of the application completely covers the lower half of traction wheel, the second steel band completely covers the upper half of traction wheel, the traction force of two groups of steel bands acts on the upper and lower different areas of traction wheel respectively, forming the mutual check of upper and lower force, the force of traction wheel is more dispersed, improve the problem of one-way concentrated load, help to maintain transmission accuracy and coaxiality precision, prolong the service life of traction wheel and related components.

Description

Technical Field

[0001] This invention relates to the field of elevator technology, specifically to a circular through-door double-counterweight sightseeing elevator. Background Technology

[0002] Circular through-door elevators are used in tourist buildings, villas, and other similar settings due to their design and openness. To balance the car's weight and reduce drive power, a counterweight is typically required. In existing structures, a common practice is to use a single, large-volume counterweight positioned off-center on one side of the car. This makes it difficult to centrally position the car within the shaft, resulting in a large footprint and inconvenience in terms of installation and maintenance within the limited annular space of the circular shaft.

[0003] Some schemes adopt a double counterweight configuration, but the traction force distribution of the counterweight and the car still has shortcomings. For example, if the two traction steel belts are connected to the center of the car top from the same side of the traction sheave, or if they are connected from both sides but the rope winding method is improper, it is easy to cause the car to be eccentrically stressed, resulting in tilting or swaying during operation. Summary of the Invention

[0004] The purpose of this invention is to provide a circular through-door double-counterweight sightseeing elevator to solve the problems mentioned in the background art.

[0005] To achieve the above-mentioned objectives, the present invention adopts the following technical solution: This invention provides a circular through-door double counterweight sightseeing elevator, comprising a frame, a traction machine fixedly installed on the frame, a traction sheave driven by the traction machine, a circular through-door car, a first counterweight, and a second counterweight. The traction sheave has a first steel belt groove and a second steel belt groove. The first counterweight is connected to the circular through-door car via a first steel belt wound around the first steel belt groove of the traction sheave through a guide wheel assembly. The second counterweight is connected to the circular through-door car via a second steel belt wound around the second steel belt groove of the traction sheave through a guide wheel assembly. The first and second counterweights are symmetrically arranged on the left and right sides of the circular through-door car. The traction sheave outputs traction force through the first and second steel belts to drive the circular through-door car to perform lifting and lowering movements.

[0006] Furthermore, the first steel belt and the second steel belt are connected to one end of the circular through-door car, extending from one side of the traction wheel and vertically connected to the center of the top of the circular through-door car.

[0007] Furthermore, the guide wheel assembly includes a first main guide wheel fixedly installed at one end of the frame, a second main guide wheel fixedly installed at the other end of the frame, a first auxiliary wheel fixedly installed on the lower side of the traction wheel, and a second auxiliary wheel arranged alternately with the first auxiliary wheel and located on the upper side of the traction wheel; The first steel belt, at the end away from the first counterweight, sequentially passes over the first main guide wheel, the second auxiliary wheel, the first auxiliary wheel, and the traction sheave, and connects to the top of the circular through-door car; the second steel belt, at the end away from the second counterweight, sequentially passes over the second main guide wheel, the first auxiliary wheel, and the traction sheave, and connects to the top of the circular through-door car. The first main wheel and the second auxiliary wheel are installed at the same height.

[0008] Furthermore, the first steel belt and the second steel belt are connected to one end of the circular through-door car, extending from both sides of the traction sheave and vertically connected to the top of the circular through-door car. The first steel belt and the second steel belt are symmetrical about the plane passing through the central axis of the circular through-door car.

[0009] Furthermore, the guide wheel assembly includes a third main guide wheel fixedly installed at one end of the frame, a fourth main guide wheel fixedly installed at the other end of the frame, and a third auxiliary wheel and a fourth auxiliary wheel fixedly installed below the traction sides respectively. The first steel belt, at the end furthest from the first counterweight, sequentially passes over the upper half of the third main guide wheel, the upper half of the third auxiliary wheel, the lower half of the traction wheel, and the upper half of the fourth auxiliary wheel, and connects to the top of the circular through-door car. The second steel belt, at the end furthest from the second counterweight, successively passes over the upper half of the fourth main guide wheel, the lower half of the fourth auxiliary wheel, and the upper half of the traction wheel, and connects to the top of the circular through-door car.

[0010] Furthermore, a first roller and a second roller are coaxially mounted on the traction sheave in sequence along the axial direction. The first roller is rotatably mounted on the traction sheave by a first one-way locking assembly, and the first steel strip groove is machined on the outer circumferential surface of the first roller. The second roller is rotatably mounted on the traction sheave by a second one-way locking assembly, and the second steel strip groove is machined on the outer circumferential surface of the second roller. The working circumferential diameters of the first steel strip groove and the second steel strip groove are the same.

[0011] Furthermore, each of the first and second steel belts is equipped with a progressive torsion wheel assembly on its corresponding circuit. The progressive torsion wheel assembly is arranged between the drum and the vertical section of the hoistway to drive the steel belt to gradually twist 90 degrees, so that the narrow side of the steel belt in the vertical section faces the sightseeing side of the circular through door car.

[0012] Furthermore, each set of progressive torsion wheel groups includes 3-4 torsion wheels arranged sequentially along the direction of the steel belt travel. The axis of each torsion wheel deflects sequentially by 22.5-30 degrees along the torsion direction, with a cumulative deflection angle of 90 degrees. The steel belt is in full contact with the wheel surface of each guide wheel with its wide surface, and the corresponding angle is completed in the free section between two adjacent torsion wheels.

[0013] Furthermore, the outer circumferential surface of the torsion wheel is provided with a spiral groove, and a brush is embedded in the spiral groove. The tips of the brush bristles are flush with or higher than the surface of the torsion wheel, which is used to sweep the surface of the steel belt when the steel belt passes through.

[0014] Furthermore, the outer wall of the circular through-door car is formed by surrounding it with high-strength tempered transparent glass.

[0015] Compared with existing technologies, one or more of the above technical solutions have the following beneficial effects: 1. The first and second counterweights of this invention are arranged symmetrically on the left and right and have the same horizontal distance from the circular through-door car, so that the circular through-door car can be installed in the center of the hoistway, making more reasonable use of space and reducing the size of the hoistway civil engineering; at the same time, the counterweight mass is distributed to both sides, reducing the volume and weight of a single counterweight, which is convenient for arrangement and maintenance in the narrow installation space of the circular hoistway.

[0016] 2. By using a steel belt lead-out method and a guide wheel assembly, the present invention can concentrate the traction force of the double steel belts at the top center of the circular through-door car, so that the mechanical force center of gravity coincides with the traction force center, thereby reducing the tilting and deflection of the circular through-door car due to eccentric force, and improving the verticality and running stability of the lifting process.

[0017] Furthermore, when a dual-sided symmetrical distributed traction structure is adopted, the traction load is dispersed, which alleviates the local stress concentration at the top of the circular through-door car, and helps to ensure the structural reliability and safety redundancy of long-term operation.

[0018] 3. In this invention, the first steel belt completely covers the lower half of the traction sheave and the second steel belt completely covers the upper half of the traction sheave. The traction force of the two sets of steel belts acts on different areas of the upper and lower parts of the traction sheave, forming a mutual balance between the upper and lower forces. The force on the traction sheave is more dispersed, which improves the problem of unidirectional concentrated load, helps to maintain transmission accuracy and coaxiality accuracy, and extends the service life of the traction sheave and related components.

[0019] 4. This invention, through the cooperation of the first and second rollers with a unidirectional locking assembly in opposite directions, achieves a working mode where only one side of the steel belt acts as the active traction during lifting, while the other side is tensioned accordingly. This method eliminates the internal stress caused by the difference in transmission radius during forced synchronous drive. The output torque of the traction machine only needs to overcome the effective off-center load and friction loss of the single-sided transmission chain, reducing the operating load and having a positive impact on reducing energy consumption.

[0020] Meanwhile, the upward and downward directions are alternately supported by different steel belts, and the load on both sides of the steel belts is symmetrical and the wear is balanced. When the passive side is idling, it hardly bears any effective tension, which helps to extend the maintenance cycle and service life of the steel belt.

[0021] 5. In this invention, a progressive torsion pulley system is installed before the steel belt enters the vertical section of the hoistway. This allows the steel belt to gradually twist 90 degrees in segments within the free section between multiple torsion pulleys, ultimately with its narrow side facing the observation side of the circular through-door car. In this way, the steel belt appears as only a thin line in the passenger's field of vision, significantly reducing the obstruction of the view from the wide side and enhancing the sense of openness and the viewing experience of the circular through-door car.

[0022] Furthermore, the segmented, gradual torsion method disperses torsional deformation over a longer free section, resulting in a low torsion rate and avoiding stress concentration and fatigue damage caused by forced torsion at a single point. The spiral grooves and built-in brushes on the torsion wheel continuously sweep and clean the surface of the steel belt as it passes through, promptly removing and expelling dust and other adhering substances. This keeps the steel belt clean without increasing running resistance or damaging its surface, reducing the frequency of manual maintenance.

[0023] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit the invention. Attached Figure Description

[0024] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.

[0025] Figure 1 This is a schematic diagram of the overall structure of Example 1; Figure 2 This is a schematic diagram of the cross-sectional structure of the shaft in Example 1; Figure 3 This is a schematic diagram of the traction machine, traction wheel, and guide wheel assembly structure of Embodiment 1; Figure 4 This is a partial structural diagram of the guide wheel assembly in Embodiment 2; Figure 5 yes Figure 4 A schematic diagram of the side view structure; Figure 6 This is a schematic diagram of the first and second roller structures in Embodiment 3; Figure 7 This is a schematic diagram of the progressive torsion wheel assembly structure in Example 4; Figure 8 yes Figure 7 A partial structural diagram at point A.

[0026] In the picture: 1-Frame; 2-Traction machine; 21-Traction sheave; 3-Circular through-door car; 4-First counterweight; 41-First steel belt; 5-Second counterweight; 51-Second steel belt; 6-Guide wheel assembly; 61-First main guide wheel; 62-Second main guide wheel; 63-First auxiliary wheel; 64-Second auxiliary wheel; 65-Third main guide wheel; 66-Fourth main guide wheel; 67-Third auxiliary wheel; 68-Fourth auxiliary wheel; 7-First drum; 8-Second drum; 9-Progressive torsion wheel assembly; 91-Torsion wheel; 92-Helical groove; 93-Brush. Detailed Implementation

[0027] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0028] Example 1, please refer to Figures 1-3 This embodiment provides a circular through-door double counterweight sightseeing elevator, which is assembled inside the elevator shaft. It includes a frame 1, a traction machine 2, a traction sheave 21, a circular through-door car 3, a first counterweight 4, a second counterweight 5, a first steel belt 41, a second steel belt 51, and a guide wheel assembly 6. The device employs a symmetrical counterweight system with dual counterweights and synchronous traction via dual steel belts to achieve stable lifting and lowering of the circular through-door car 3.

[0029] The frame 1 is fixed to the top side wall and top beam of the elevator shaft using expansion bolts, serving as the load-bearing base for the entire traction drive system. A traction machine 2 is installed near the center of the frame 1. The traction machine 2 is a permanent magnet synchronous gearless traction machine to achieve a compact structure, high transmission efficiency, and low operating noise. The traction sheave 21 of the traction machine 2 is horizontally positioned and coaxially fixed to the output shaft of the traction machine 2. Symmetrically arranged first and second steel strip grooves are formed on the traction sheave 21, with two first and two second steel strip grooves, and the two first steel strip grooves are symmetrically arranged between the two second steel strip grooves.

[0030] The passageway is supported by a circular through-door car 3. The circular through-door car 3 has an integral cylindrical structure with symmetrical through-door elevator doors installed on both the front and rear sides, forming a transparent two-way passageway. The outer wall of the circular through-door car 3 is made of high-strength tempered transparent glass, providing an unobstructed view and making it suitable for scenarios such as sightseeing buildings, villas, and landscape architecture.

[0031] This device is equipped with a first counterweight 4 and a second counterweight 5 of identical specifications and weight. Both sets of counterweights are formed by stacking and encapsulating counterweight steel plates. The counterweight parameters are set based on the self-weight and rated load of the circular through-door car 3 to offset the self-weight load of the circular through-door car 3 and reduce the drive load of the traction machine 2. The first counterweight 4 and the second counterweight 5 are symmetrically arranged in the gap between the left and right sides of the circular through-door car 3 in the shaft, and the horizontal distance between the two sets of counterweights and the circular through-door car 3 is equal, forming a completely symmetrical counterweight system. This structure allows the circular through-door car 3 to be centrally located in the center of the shaft, which is beneficial for optimizing the shaft space layout and reducing the space occupied by civil engineering; at the same time, it distributes the mass of the traditional single large-volume counterweight to the two sets of counterweights on both sides of the shaft, reducing the volume and weight of a single counterweight, making the structural layout more compact and adaptable to the installation conditions of a circular elevator shaft.

[0032] The first counterweight 4 is wound around the first steel belt groove of the traction sheave 21 via the first steel belt 41 and guide wheel assembly 6, and is fixedly connected to the circular through-door car 3; the second counterweight 5 is wound around the second steel belt groove of the traction sheave 21 via the second steel belt 51 and guide wheel assembly 6, and is also fixedly connected to the circular through-door car 3. The two sets of steel belt drive circuits are independent of each other and arranged symmetrically. When the equipment is working, the traction sheave 21 can synchronously output traction force to the first steel belt 41 and the second steel belt 51, driving the circular through-door car 3 to rise and fall at a uniform speed in the vertical direction in a synchronous traction manner with the two steel belts.

[0033] In this embodiment, the first steel belt 41 and the second steel belt 51 are both vertically led out from the same side of the traction sheave 21 at one end of the circular through-door car 3, and the lower ends of the two steel belts are fixed together at the center of the top of the circular through-door car 3. This concentrates the traction force of the two steel belts at the center of the top of the circular through-door car 3, so that the mechanical force center of gravity of the circular through-door car 3 coincides with the transmission traction force center, reducing the possibility of tilting, deflection or swaying of the circular through-door car 3 due to eccentric force, and improving the verticality and running stability of the lifting process.

[0034] The guide wheel assembly 6 includes a first main guide wheel 61, a second main guide wheel 62, a first auxiliary wheel 63, and a second auxiliary wheel 64. The first main guide wheel 61 and the second main guide wheel 62 are fixedly installed at the left and right ends of the frame 1, respectively. The first auxiliary wheel 63 is arranged on the lower side of the traction sheave 21, and the second auxiliary wheel 64 is located on the same side as the first auxiliary wheel 63 and arranged on the upper side of the traction sheave 21. Each main guide wheel and auxiliary wheel is fixed to the frame 1 by a detachable wheel seat and fastening bolts, allowing for flexible rotation and easy disassembly and maintenance. In terms of assembly dimensions and position matching, the first main guide wheel 61 and the second auxiliary wheel 64 are installed at the same height, and the first auxiliary wheel 63 is positioned at a preset position on the lower side of the traction sheave 21 so that the first steel belt 41 and the second steel belt 51 wrapped around the outside of the traction sheave 21 remain parallel and vertical, increasing the wrap angle and contact area between the steel belt and the traction sheave 21, and improving the transmission friction.

[0035] The end of the first steel belt 41 away from the first counterweight 4 passes sequentially around the first steel belt groove of the first main guide wheel 61, the second auxiliary wheel 64, the first auxiliary wheel 63 and the traction wheel 21, and is fixed vertically downward at the center of the top of the circular through-door car 3; the end of the second steel belt 51 away from the second counterweight 5 passes sequentially around the second steel belt groove of the second main guide wheel 62, the first auxiliary wheel 63 and the traction wheel 21, and is also fixed vertically downward at the center of the top of the circular through-door car 3.

[0036] During operation, the traction machine 2 is powered on and starts, driving the traction sheave 21 to rotate at a uniform speed in either the forward or reverse direction. The traction sheave 21 applies synchronous traction force to the first steel belt 41 and the second steel belt 51 through two sets of independent steel belt grooves. Under the traction of the steel belts, the first counterweight 4 and the second counterweight 5 form a reverse lifting linkage with the circular through-door car 3. That is, when the circular through-door car 3 moves upward, the left and right counterweights move downward synchronously, and when the circular through-door car 3 moves downward, the left and right counterweights move upward synchronously. In conjunction with the concentrated force structure at the top center of the circular through-door car 3 and the guide transmission layout, the stable lifting and lowering of the circular through-door car 3 is achieved.

[0037] Example 2, as Figures 4-5 As shown, this embodiment differs from Embodiment 1 in that adjustments have been made to the steel belt lead-out layout, the traction force form of the circular through-door car 3, the configuration of the guide wheel assembly 6, and the steel belt winding path, in order to improve the overall stress state of the traction wheel 21 and enhance the operational stability and service life of the equipment.

[0038] In this embodiment, the first steel belt 41 and the second steel belt 51 are connected to one end of the circular through-door car 3, which are vertically extended from the left and right sides of the traction sheave 21, respectively. The lower ends of the two steel belts are fixed to symmetrical positions on the top of the circular through-door car 3, and the first steel belt 41 and the second steel belt 51 are symmetrically distributed about the central axis of the circular through-door car 3. Compared with the single-point concentrated force method of Embodiment 1, this double-sided symmetrical distributed traction structure can disperse the traction load on the top of the circular through-door car 3, alleviate local stress concentration and the resulting fatigue damage risk, and help ensure the structural stability and safety redundancy of long-term operation.

[0039] Accordingly, the guide wheel assembly 6 is configured with a third main guide wheel 65, a fourth main guide wheel 66, a third auxiliary guide wheel 67, and a fourth auxiliary guide wheel 68. The third main guide wheel 65 and the fourth main guide wheel 66 are fixedly installed at the left and right ends of the frame 1, respectively; the third auxiliary guide wheel 67 and the fourth auxiliary guide wheel 68 are respectively arranged on both sides of the traction sheave 21, and the axes of the third auxiliary guide wheel 67 and the fourth auxiliary guide wheel 68 are on the same horizontal plane as the axis of the traction sheave 21. Each main guide wheel and auxiliary guide wheel is also fixed to the frame 1 by a detachable wheel seat for easy maintenance.

[0040] The specific path of the steel belt winding is as follows: the end of the first steel belt 41 away from the first counterweight 4 passes around the upper half of the third main guide wheel 65 and the upper half of the third auxiliary wheel 67 in sequence, completely covers and winds around the lower half of the traction sheave 21, then passes around the upper half of the fourth auxiliary wheel 68, and is vertically downward and fixedly connected to the top left side of the circular through door car 3; the end of the second steel belt 51 away from the second counterweight 5 passes around the upper half of the fourth main guide wheel 66 and the lower half of the fourth auxiliary wheel 68 in sequence, completely covers and winds around the upper half of the traction sheave 21, and is vertically downward and fixedly connected to the top right side of the circular through door car 3.

[0041] In common double-steel-belt winding methods, the two sets of steel belts are mostly concentrated on the same side of the traction sheave 21. The self-weight load of the two sets of counterweights will continuously exert a downward force in the same direction on the traction sheave 21. The traction sheave 21 is subjected to a unidirectional concentrated load for a long time, which is prone to slight deformation and coaxiality deviation, affecting transmission accuracy and equipment life. This embodiment adopts an upper and lower partition transmission structure in which the first steel belt 41 covers the lower half of the traction sheave 21 and the second steel belt 51 covers the upper half of the traction sheave 21. The traction force of the two sets of steel belts acts on different areas of the upper and lower parts of the traction sheave 21 respectively. The upper and lower forces counterbalance each other, so that the force on the traction sheave 21 is distributed, improving transmission stability and coaxiality accuracy.

[0042] Example 3, as Figure 6As shown, this embodiment further improves the transmission method between the traction sheave 21 and the steel belt based on the structure of embodiment 2. The traction sheave 21 of the traction machine 2 is coaxially equipped with a first roller 7 and a second roller 8 along the axial direction. The first roller 7 is rotatably mounted on the traction sheave 21 via a first one-way locking assembly (not shown), and its outer circumferential surface is machined with a first steel belt groove to accommodate and pull the first steel belt 41. The second roller 8 is rotatably mounted on the traction sheave 21 via a second one-way locking assembly (not shown), and its outer circumferential surface is machined with a second steel belt groove to accommodate and pull the second steel belt 51. The forming rotation reference of the first steel belt groove and the second steel belt groove are coplanar, that is, their working circumferential diameters are the same, ensuring that the linear speeds of the first steel belt 41 and the second steel belt 51 are consistent during transmission.

[0043] Both the first and second one-way locking components are one-way overrunning clutch structures, which can employ one-way bearings or one-way ratchet mechanisms. The locking directions of the two sets of one-way locking components are set to be completely opposite.

[0044] For ease of explanation, the rotation direction of the traction sheave 21 driving the circular through-door car 3 upward is defined as forward: the first one-way locking component is locked when the traction sheave 21 rotates forward, transmitting the torque of the traction sheave 21 to the first roller 7, and is in a free overrunning state when rotating in the reverse direction, allowing the first roller 7 to rotate freely relative to the traction sheave 21; the second one-way locking component is the opposite, freely overrunning when rotating forward and locking when rotating in the reverse direction, transmitting the torque to the second roller 8.

[0045] The guide wheel assembly 6 and the steel belt winding path are the same as in Embodiment 2. In this structure, the transmission system automatically exhibits alternating active traction and passive follow-up tension according to the change in the rotation direction of the traction wheel 21.

[0046] When the circular through-door car 3 ascends, the traction sheave 21 rotates in the forward direction, the first one-way locking assembly locks, and the traction sheave 21 forms a rigid connection with the first roller 7. Power is transmitted through the first roller 7 to the first steel belt 41, which acts as the active side to drive the circular through-door car 3 to rise smoothly. At this time, the second one-way locking assembly is in a free overrunning state, and the second roller 8, along with the second steel belt 51, remains taut and moves under the gravity of the circular through-door car 3 and the second counterweight 5. The second steel belt 51 only acts as the driven tensioning side and does not participate in traction work. When the circular through-door car 3 descends, the traction sheave 21 rotates in the reverse direction, the second one-way locking assembly locks, and the second steel belt 51 becomes the active side to drive the circular through-door car 3 to descend. The first one-way locking assembly overruns, and the first steel belt 41 moves and tensions accordingly. Throughout the entire lifting process, only one side of the steel belt bears the active traction, while the other side moves passively.

[0047] When the circular through-door car 3 reaches the floor, the brake of the traction machine 2 mechanically locks the traction sheave 21. Under the action of gravity, the circular through-door car 3 and the counterweight exert tension on the steel belts on both sides, creating a tendency for the corresponding rollers to rotate. Since the locking directions of the two one-way locking components are opposite, regardless of whether the circular through-door car 3 has an unexpected downward or upward movement tendency, the rotation direction of one roller is always rigidly stopped by its corresponding one-way locking component. This roller is locked to the braked traction sheave 21, and the steel belts mechanically hold the circular through-door car 3 in its current position, serving as a parking and anti-fall function.

[0048] The combination of the aforementioned split roller and the reverse unidirectional locking assembly can eliminate the internal resistance problem in traditional dual steel belt forced synchronous transmission. In the traditional structure, the two steel belts are forced synchronously driven by the same traction wheel 21. However, factors such as manufacturing tolerances, differences in elastic modulus, uneven plastic elongation, and rope groove wear can cause slight differences in the actual transmission radius of the two transmission chains, generating internal resistance stress, increasing the energy consumption of the traction machine 2 and the load on the transmission components.

[0049] In this embodiment, only one side of the steel belt actively pulls during the lifting process. The other side, due to the one-way locking component being in an overrunning state, can freely adapt to the linear velocity of the active side, without forced synchronization constraints. This eliminates the internal friction of synchronization on both sides. The output torque of the traction machine 2 only needs to cover the effective off-center load of the circular through-door car 3 and the counterweight, as well as the friction loss of the single-sided transmission chain. The operating load is reduced, which helps to save energy and extend the service life of the drive system. At the same time, the upward and downward movements are actively pulled by different steel belts, and the cumulative traction working time of the two is approximately equal. The force load is symmetrical, and the wear is more balanced. When the steel belt is driven on the passive side, it hardly bears any effective tension, resulting in low friction loss, which is beneficial to extending the maintenance cycle and service life of the steel belt and roller groove.

[0050] Example 4, as Figures 7-8 As shown, this embodiment, based on embodiment 1, further optimizes the routing of the steel belt to meet the viewing requirements of the sightseeing elevator. A progressive torsion pulley group 9 is installed, allowing the steel belt to gradually complete a 90-degree twist as it enters the vertical section of the shaft from the horizontal winding section, ultimately facing the narrow side of the circular through-door car 3 towards the sightseeing side. This reduces the obstruction of the sightseeing view by the steel belt while ensuring transmission performance, thus improving the overall sense of openness of the elevator.

[0051] The outer wall of the circular through-door sightseeing elevator's car 3 is often made of transparent glass, allowing passengers to enjoy a wide view. The steel strip cross-section is usually a flat rectangle, with the width of the wider side significantly greater than the thickness of the narrower side. In conventional winding methods, after the steel strip enters the vertical section of the hoistway, its wider side is parallel to or at an angle to the outer wall of the circular through-door car 3, creating a relatively wide vertical obstruction area on the side of the car 3, significantly cutting off the view. In this embodiment, progressive torsion wheel sets 9 are added to the first steel strip 41 and the second steel strip 51 loops between the roller and the vertical section of the hoistway, ensuring that the narrower side of the steel strip in the vertical section faces the passenger's line of sight.

[0052] Each progressive torsion wheel group 9 includes a positioning frame and 3 to 4 torsion wheels 91 arranged sequentially along the direction of the steel belt travel and installed on the positioning frame. The positioning frame is installed on the frame through a connector. The axis of each torsion wheel 91 deflects progressively in the torsion direction. The deflection angle of each torsion wheel 91 relative to the previous torsion wheel 91 is 22.5 degrees to 30 degrees, and the total deflection of the whole group is 90 degrees.

[0053] Taking the three-wheel torsion wheel 91 scheme as an example, the deflection angles of each wheel are 30 degrees, 60 degrees, and 90 degrees respectively; for the four-wheel torsion wheel 91 scheme, the angles are 22.5 degrees, 45 degrees, 67.5 degrees, and 90 degrees. During the movement of the steel belt, the wide side adheres to the wheel surface of each torsion wheel 91, completing segmented torsion at corresponding angles within the free section between adjacent torsion wheels 91. Finally, the narrow side faces the circular through-door car 3, entering the vertical section of the hoistway. The torsion process occurs within the free section, with the torsion wheels 91 providing directional positioning and support, without applying a forced torsion torque to the steel belt. This allows the torsional deformation to be distributed across multiple longer free sections, resulting in a smaller single-segment torsion angle, thus avoiding localized stress concentration and fatigue damage caused by forced torsion at a single point.

[0054] This structure ensures that the wide section of the vertical steel strip no longer extends in front of the passenger's line of sight, and the steel strip appears as only a thin line in the field of vision, greatly reducing the visual obstruction area and making full use of the transparent circular through-door car 3's transparent sightseeing advantage.

[0055] Furthermore, a spiral groove 92 is formed on the outer circumferential surface of the torsion wheel 91, and a brush 93 is embedded in the spiral groove 92. The tips of the brush bristles are basically flush with or slightly higher than the wheel surface, allowing for slight contact with the wide surface of the steel belt. When the steel belt passes through with its wide surface against the wheel surface, the brush bristles perform oblique, crisscrossing sweeping cleaning of the steel belt surface along the spiral direction, covering the transverse range of the wide surface of the steel belt. Dust, fibers, and other adhering substances are continuously stripped away. The dust loosening effect caused by the change in posture of the steel belt surface during the segmented torsion process, combined with the active sweeping action of the brush bristles, ensures that the steel belt receives continuous and uniform surface cleaning treatment throughout the multi-segment torsion process. The contact pressure of the brush bristles on the steel belt is small, which does not damage the surface coating or substrate of the steel belt, nor does it significantly increase the running resistance.

[0056] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art within the scope of the technology disclosed in the present invention, based on the technical solution and inventive concept of the present invention, should be covered within the scope of protection of the present invention.

Claims

1. A circular through-door double-counterweight sightseeing elevator, comprising a frame, a traction machine fixedly installed on the frame, a traction sheave driven to rotate by the traction machine, a circular through-door car, a first counterweight, and a second counterweight, characterized in that, The traction sheave is provided with a first steel belt groove and a second steel belt groove. The first counterweight is connected to the circular through-door car by being wound around the first steel belt groove of the traction sheave through the first steel belt and the guide wheel assembly. The second counterweight is connected to the circular through-door car by being wound around the second steel belt groove of the traction sheave through the second steel belt and the guide wheel assembly. The first and second counterweights are symmetrically arranged on the left and right sides of the circular through-door car. The traction sheave outputs traction force through the first and second steel belts to drive the circular through-door car to perform lifting and lowering movements. Each of the first and second steel belts is equipped with a progressive torsion wheel assembly on its corresponding circuit. The progressive torsion wheel assembly is arranged between the drum and the vertical section of the hoistway to drive the steel belt to gradually twist 90 degrees so that the narrow side of the steel belt in the vertical section faces the sightseeing side of the circular through door car. Each progressive torsion wheel set includes 3-4 torsion wheels arranged sequentially along the direction of the steel belt travel. The axis of each torsion wheel is deflected sequentially by 22.5-30 degrees along the torsion direction, with a cumulative deflection angle of 90 degrees. The steel belt is in full contact with the wheel surface of each guide wheel with its wide side, and the corresponding angle is completed in the free section between two adjacent torsion wheels. The outer circumferential surface of the torsion wheel is provided with a spiral groove, and a brush is embedded in the spiral groove. The tips of the brush bristles are flush with or higher than the surface of the torsion wheel, which is used to sweep the surface of the steel belt as it passes through.

2. The circular through-door double-counterweight sightseeing elevator according to claim 1, characterized in that, The first steel belt and the second steel belt are connected to one end of the circular through door car, extending from one side of the traction wheel and vertically connected to the center of the top of the circular through door car.

3. The circular through-door double-counterweight sightseeing elevator according to claim 2, characterized in that, The guide wheel assembly includes a first main guide wheel fixedly installed at one end of the frame, a second main guide wheel fixedly installed at the other end of the frame, a first auxiliary wheel fixedly installed on the lower side of the traction wheel, and a second auxiliary wheel arranged alternately with the first auxiliary wheel and located on the upper side of the traction wheel; The first steel belt, at the end furthest from the second counterweight, passes sequentially around the first main guide wheel, the second auxiliary wheel, the first auxiliary wheel, and the traction sheave, and connects to the top of the circular through-door car; the second steel belt, at the end furthest from the first counterweight, passes sequentially around the second main guide wheel, the first auxiliary wheel, and the traction sheave, and connects to the top of the circular through-door car. The first main wheel and the second auxiliary wheel are installed at the same height.

4. The circular through-door double-counterweight sightseeing elevator according to claim 1, characterized in that, The first steel belt and the second steel belt are connected to one end of the circular through door car, extending from both sides of the traction sheave and vertically connected to the top of the circular through door car. The first steel belt and the second steel belt are symmetrical about the plane passing through the central axis of the circular through door car.

5. The circular through-door double-counterweight sightseeing elevator according to claim 4, characterized in that, The guide wheel assembly includes a third main guide wheel fixedly installed at one end of the frame, a fourth main guide wheel fixedly installed at the other end of the frame, and a third auxiliary wheel and a fourth auxiliary wheel fixedly installed below the two sides of the traction respectively. The first steel belt, at the end furthest from the first counterweight, sequentially passes over the upper half of the third main guide wheel, the upper half of the third auxiliary wheel, the lower half of the traction wheel, and the upper half of the fourth auxiliary wheel, and connects to the top of the circular through door car. The second steel belt, at the end furthest from the second counterweight, successively passes over the upper half of the fourth main guide wheel, the lower half of the fourth auxiliary wheel, and the upper half of the traction wheel, and connects to the top of the circular through-door car.

6. The circular through-door double-counterweight sightseeing elevator according to claim 5, characterized in that, The traction sheave is coaxially mounted with a first roller and a second roller in sequence. The first roller is rotatably mounted on the traction sheave by a first one-way locking assembly, and the outer circumferential surface of the first roller is machined with the first steel strip groove. The second roller is rotatably mounted on the traction sheave by a second one-way locking assembly, and the outer circumferential surface of the second roller is machined with the second steel strip groove. The working circumferential diameters of the first steel strip groove and the second steel strip groove are the same.

7. The circular through-door double-counterweight sightseeing elevator according to claim 1, characterized in that, The outer wall of the circular through-door car is made of high-strength tempered transparent glass.

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