Machine room shaft arrangement for an elevator

Abstract

This invention discloses a machine room shaft layout structure for an elevator, comprising a traction system, a car, and a counterweight assembly. The counterweight assembly is connected to the car assembly via the traction system. The traction assembly includes a main unit, a machine frame beam, wire ropes, and rope end mounting components. The car assembly has a car body and two car deflector pulleys. The counterweight assembly has a counterweight deflector pulley. Its innovation lies in eliminating the machine room guide wheels and mounting components, relying solely on the two machine frame beams to mount the main unit and rope end. After exiting the main unit traction pulley, the wire rope enters the shaft, wraps around the two car deflector pulleys, and the other end wraps around the counterweight deflector pulley before returning to the machine room, where it is fixed to the machine frame beam by the rope end mounting components. This allows for a traction wrap angle of up to 180°, which is beneficial for car loading and emergency braking calculations, reduces the overall weight of the elevator traction system, and lowers material and main unit costs.

Description

Technical Field

[0001] This invention relates to the field of elevator machine room and shaft technology, and in particular to a machine room and shaft layout structure for an elevator. Background Technology

[0002] In existing elevator technology, when the elevator car uses a 2:1 suspension ratio and only one counterweight sheave is installed on the car side, the horizontal distance between the car counterweight sheave and the counterweight counterweight sheave is relatively large. Therefore, in addition to the traction sheave of the main unit, a guide sheave needs to be installed in the machine room to position the wire rope at its lowering point. Furthermore, the traction sheave and the car counterweight sheave are typically arranged at a 0° or 90° angle in the hoistway projection, which necessitates the installation of an additional support beam in the machine room to secure the rope end (see attached diagram for details). Figure 5 ).

[0003] The existing technology has many defects and shortcomings, as follows:

[0004] The main technical problem is that the traction wrap angle of the entire traction system is reduced due to the guide wheels in the machine room, resulting in a decrease in traction capacity. This severely limits the configuration of the elevator traction system, for example, requiring the addition of traction counterweights and other weights to maintain the normal operation of the elevator.

[0005] Secondary technical issues:

[0006] The configuration of the computer room with guide wheels requires the corresponding guide wheel support components, which makes the layout of the computer room more complicated, the overall structure more complex, and the area occupied more.

[0007] The main unit and guide wheels on the crane beam are located near the middle of the beam, far from the support points at both ends, resulting in a long lever arm. This places extremely high demands on the mechanical strength of the crane beam. In practical applications, it may be necessary to increase the size of the crane beam, thereby increasing costs.

[0008] As a rotating component, the guide wheel increases noise in the computer room during operation, affecting the computer room environment. Summary of the Invention

[0009] The purpose of this invention is to provide a machine room shaft layout structure for an elevator with a machine room, where the traction wrap angle can reach 180°. The larger the wrap angle α, the more advantageous it is for calculating the car loading condition (first condition) and the emergency braking condition (second condition). The overall weight of the elevator traction system can be reduced, thereby lowering the elevator material cost. While reducing the weight of the traction system, the cost of the main unit can also be reduced accordingly. This invention effectively overcomes a series of problems existing in the prior art and comprehensively improves elevator performance and machine room space utilization.

[0010] To achieve the above objectives, the present invention provides the following technical solution: a machine room shaft layout structure for an elevator, comprising a traction assembly, a car assembly, and a counterweight assembly; the counterweight assembly is connected to the car assembly via the traction assembly; the traction assembly includes a main machine, a frame beam, wire ropes, and wire rope end mounting components; the car assembly includes a car body and a car deflector sheave; the counterweight assembly includes a counterweight deflector sheave; wherein: the guide wheel and its mounting components are eliminated in the machine room, and the main machine and rope end are mounted solely on the two frame beams; the car body is equipped with two car deflector sheaves, and the wire rope, after exiting the main machine traction sheave, directly enters the shaft, one end passes over the two car deflector sheaves on the car body, and the other end passes over the counterweight deflector sheave and returns to the machine room, where it is fixed to the frame beam by the wire rope end mounting components.

[0011] As a further improvement to the technical solution of the present invention, the counterweight assembly also includes a counterweight frame body; the counterweight frame body is installed in the hoistway; the main traction sheave and the car anti-rope sheave are not arranged at 90° or 0°, but are installed by rotating at a specific angle, so that the centerline of the counterweight frame body is aligned with the center of the car body.

[0012] As a further improvement to the technical solution of the present invention, the frame beam is provided with a first opening, and the wire rope head on the counterweight side is directly installed on the frame beam through the opening, while the wire rope head on the car side is mounted between the two frame beams through the wire rope head mounting piece.

[0013] As a further improvement to the technical solution of the present invention, the traction assembly also includes a main unit mounting base; the main unit is mounted on the two frame beams via the main unit mounting base.

[0014] As a further improvement to the technical solution of the present invention, the car assembly also includes an upper crossbeam of the car frame; when the counterweight is placed on the side, the upper crossbeam of the car frame is provided with a second opening, and the car anti-cord pulley is equipped with an anti-cord pulley shaft, which passes through the second opening and is fixed on the upper crossbeam of the car frame.

[0015] As a further improvement to the technical solution of the present invention, when the counterweight is rear-mounted, the car body is equipped with a counter-rope wheel beam, which consists of two C-shaped structural members, a protective cover, and a wire rope anti-jump device; the C-shaped structural members are provided with a third opening, and the car counter-rope wheel is equipped with a counter-rope wheel axle, which is fixed to the counter-rope wheel beam through the third opening; the protective cover is placed on the car counter-rope wheel; the wire rope anti-jump device is set at the position where the wire rope enters and exits the car counter-rope wheel; the counter-rope wheel beam is arranged crosswise with the crossbeam on the car frame, and is connected at the intersection by a connector.

[0016] As a further improvement to the technical solution of the present invention, the arrangement of the main traction sheave and the car anti-rope sheave, which is not 90° or 0°, is achieved by rotating the angle of the main traction sheave or by rotating the angle of the car anti-rope sheave.

[0017] As a further improvement to the technical solution of the present invention, the counterweight assembly also includes a counterweight block and a counterweight guide rail; the counterweight guide rail is fixed in the shaft, the counterweight frame body is installed on the counterweight guide rail, the counterweight block uses the counterweight frame body as a carrier and can freely rise and fall with the counterweight frame body in the direction of the counterweight guide rail, and the counterweight frame body is connected to the car body through a steel wire rope.

[0018] As a further improvement to the technical solution of the present invention, the car assembly further includes a car guide rail; the car body is installed in the hoistway via the car guide rail.

[0019] The present invention has the following beneficial effects:

[0020] The traction wrap angle can reach 180°. The larger the wrap angle α, the more advantageous it is for the calculation of the car loading condition (first condition) and the emergency braking condition (second condition). The overall weight of the elevator traction system can be reduced, which can reduce the cost of elevator materials. While the weight of the traction system is reduced, the cost of the main unit can also be reduced accordingly.

[0021] The computer room only needs to be equipped with two frame beams, without guide wheels, and the rope ends are directly installed on the frame beams, eliminating the need for rope end beams, guide wheel beams, and other configurations. The computer room occupies less space, and the computer room area can be further reduced.

[0022] With two anti-rope pulleys installed in the car, the main unit can be arranged closer to the support point of the frame beam, the lever arm is smaller, the stress on the frame beam is better, and the size of the main unit mounting parts can be reduced.

[0023] After the guide wheels are removed from the computer room, the number of rotating parts is reduced, which means that the noise sources in the computer room are also reduced, and the noise level in the computer room can be reduced to a certain extent.

[0024] The counterweight frame is positioned close to the centerline of the shaft, allowing for greater space extension in the width direction and resulting in higher utilization of shaft space. Attached Figure Description

[0025] Other features, objects, and advantages of the present invention will become more apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings:

[0026] Figure 1 This is a schematic diagram of the machine room shaft layout structure according to an embodiment of the present invention;

[0027] Figure 2 This is a schematic diagram of the traction component structure according to an embodiment of the present invention;

[0028] Figure 3-1 is a side view of the car assembly according to an embodiment of the present invention;

[0029] Figure 3-2 is a top view of the car assembly according to an embodiment of the present invention;

[0030] Figure 4 This is a schematic diagram of the structure of the heavy component according to an embodiment of the present invention;

[0031] Figure 5 A schematic diagram of the layout structure of a computer room with guide wheels (existing technology);

[0032] Figure 6 This is a schematic diagram of an alternative machine room shaft layout structure according to an embodiment of the present invention.

[0033] In the attached diagram: 1-Traction assembly; 2-Car assembly; 3-Counterweight assembly; 11-Main unit; 12-Frame beam; 13-Wire rope; 14-Wire rope end mounting piece; 15-Main unit mounting base; 21-Car body; 22-Car deflector pulley; 23-Car frame upper crossbeam; 24-Deflector pulley beam; 31-Counterweight deflector pulley; 32-Counterweight frame body; 33-Counterweight block; 241-C-type structural component; 242-Protective cover; 243-Wire rope anti-jump device. Detailed Implementation

[0034] The present invention will now be described in detail with reference to the accompanying drawings and specific embodiments. The illustrative embodiments and descriptions of the present invention are used to explain the present invention, but are not intended to limit the present invention.

[0035] It should be noted that all directional indicators (such as up, down, left, right, front, back, upper end, lower end, top, bottom, etc.) in the embodiments of the present invention are only used to explain the relative positional relationship and movement of each component in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indicator will also change accordingly.

[0036] In this invention, unless otherwise explicitly specified and limited, the term "connection" should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral part; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0037] Furthermore, in this invention, descriptions involving "first," "second," etc., 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 that feature. Additionally, the technical solutions of various embodiments can be combined with each other, but only on the basis of being achievable by those skilled in the art. If the combination of technical solutions is contradictory or impossible to implement, such a combination should be considered non-existent and not within the scope of protection claimed by this invention.

[0038] The present invention will be further described in detail below with reference to the accompanying drawings.

[0039] Please see Figures 1 to 4 as well as Figure 6 This invention provides a technical solution: a machine room shaft layout structure for an elevator, including a traction assembly 1, a car assembly 2, and a counterweight assembly 3; the counterweight assembly 3 is connected to the car assembly 2 via the traction assembly 1; the traction assembly 1 includes a main machine 11, a frame beam 12, a wire rope 13, and a wire rope end mounting component 14; the car assembly 2 includes a car body 21 and a car anti-rope sheave 22; the counterweight assembly 3 includes a counterweight anti-rope sheave 31; wherein: the guide wheel and its mounting component are eliminated in the machine room, and the main machine 11 and the rope end are installed only by the two frame beams 12; the car body 21 is equipped with two car anti-rope sheaves 22, and the wire rope 13 enters the shaft directly after exiting the main machine traction sheave, one end passes around the two car anti-rope sheaves 22 on the car body 21, and the other end passes around the counterweight anti-rope sheave 31 and returns to the machine room, and is fixed to the frame beam 12 by the wire rope end mounting component 14.

[0040] Specifically, in this embodiment, the counterweight assembly 3 further includes a counterweight frame body 32; the counterweight frame body 32 is installed inside the hoistway; the main traction sheave and the car anti-rope sheave 22 are not arranged at 90° or 0°, but are installed by rotating at a specific angle, so that the centerline of the counterweight frame body 32 is aligned with the centerline of the car body 21. This allows the counterweight frame body 32 to be arranged closer to the centerline of the hoistway, making full use of the hoistway space to increase the width of the counterweight frame body 32. Compared with the same counterweight block stacking height, the larger the counterweight frame width, the lower the density of the counterweight blocks can be, allowing the use of low-density synthetic counterweight blocks, resulting in lower costs. A larger width also allows for a corresponding reduction in height, which can also reduce the impact of the counterweight assembly 3 on the sum of the top floor height and the pit depth.

[0041] Specifically, in this embodiment, the machine frame beam 12 has a first opening. The wire rope end on the counterweight side is directly installed on the machine frame beam 12 through the first opening, and the wire rope end on the car side is supported between the two machine frame beams 12 through the wire rope end mounting piece 14. The entire machine room is supported by only two machine frame beams 12 on the load-bearing wall, reducing the number of machine room beams.

[0042] Specifically, in this embodiment, the traction assembly 1 further includes a host mounting base 15; the host 11 is mounted on the two frame beams 12 via the host mounting base 15.

[0043] Specifically, in this embodiment, the car assembly 2 further includes a car frame upper crossbeam 23; when the counterweight is placed on the side, the car frame upper crossbeam 23 is provided with a second opening, and the car anti-rope pulley 22 is equipped with an anti-rope pulley shaft, which passes through the second opening and is fixed on the car frame upper crossbeam 23.

[0044] Specifically, in this embodiment, when the counterweight is placed at the rear, the car body 21 is equipped with a reverse rope wheel beam 24, which consists of two C-shaped structural members 241, a protective cover 242, and a wire rope anti-jump device 243. The C-shaped structural members 241 are provided with a third opening, and the car reverse rope wheel 22 is equipped with a reverse rope wheel axle. The reverse rope wheel axle passes through the third opening and is fixed to the reverse rope wheel beam 24. The protective cover 242 covers the car reverse rope wheel 22. The wire rope anti-jump device 243 is located at the position where the wire rope 13 enters and exits the car reverse rope wheel 22. The reverse rope wheel beam 24 and the upper crossbeam 23 of the car frame are arranged crosswise and connected at the intersection by a connector.

[0045] Specifically, in this embodiment, the arrangement of the main traction sheave and the car anti-rope sheave 22 is not 90° or 0°, but is achieved by rotating the main traction sheave 11 or by rotating the car anti-rope sheave 22.

[0046] Specifically, in this embodiment, the counterweight assembly 3 further includes a counterweight block 33 and a counterweight guide rail; the counterweight guide rail is fixed in the shaft, the counterweight frame body 32 is installed on the counterweight guide rail, the counterweight block 33 uses the counterweight frame body 32 as a carrier, and can freely rise and fall with the counterweight frame body 32 in the direction of the counterweight guide rail, and the counterweight frame body 32 is connected to the car body 21 through a steel wire rope 13.

[0047] Specifically, in this embodiment, the car assembly 2 further includes a car guide rail; the car body 21 is installed in the hoistway via the car guide rail.

[0048] Example:

[0049] The elevator machine room shaft layout structure of the present invention mainly includes a traction assembly 1, a car assembly 2, and a counterweight assembly 3 (see reference). Figure 1 The specific composition of each component is as follows:

[0050] Traction assembly 1: Composed of main unit 11, main unit mounting base 15, frame beam 12, wire rope 13, and wire rope end mounting component 14 (see reference). Figure 2 The main unit 11 is securely mounted on two frame beams 12 via the main unit mounting base 15. The frame beams 12 are provided with specific openings for precise positioning and secure installation.

[0051] Car assembly 2: includes car body 21, car guide rail, upper crossbeam of car frame 23, anti-rope sheave beam 24, and car anti-rope sheave 22 (see reference). Figure 3-1 and Figure 3-2 When the counterweight is placed on the side, the upper crossbeam 23 of the car frame is provided with an opening adapted to the shaft of the car's anti-rollover sheave 22; when the counterweight is placed at the rear, the car frame is equipped with an anti-rollover sheave beam 24 consisting of two "C"-shaped structural members, a protective cover 242, and a wire rope anti-jump device 243.

[0052] Counterweight assembly 3: Consists of counterweight frame body 32, counterweight block 33, counterweight counter-rotating rope pulley 31, and counterweight guide rail (see reference). Figure 4 The counterweight frame body 32 is used to support the counterweight block 33. The specifications and materials of the counterweight block 33 have been carefully selected to meet the overall performance requirements of the elevator.

[0053] The core innovation of this invention lies in the decisive elimination of the guide wheels and their mounting components in the machine room. The machine room relies solely on two frame beams 12 to mount the main unit 11 and the rope end. Simultaneously, two anti-rope pulleys are innovatively configured on the car frame. After exiting the main unit traction sheave, the wire rope enters the shaft directly, with one end successively passing over the two anti-rope pulleys on the car frame, and the other end passing over the counterweight anti-rope pulley 31 before returning to the machine room. Finally, it is securely fixed to the frame beam 12 by the wire rope end mounting component 14.

[0054] This innovative design brings a number of significant advantages:

[0055] The traction wrap angle is significantly increased: After eliminating the guide sheave, the traction wrap angle of the wire rope 13 on the traction sheave can reach 180° (π rad). According to the traction force calculation standard in GB / T 7588.2-2020, Section 5.11, the larger the traction wrap angle α, the more advantageous it is in the calculation of car loading conditions (first condition) and emergency braking conditions (second condition). This allows for a reduction in the overall weight of the elevator traction system, effectively lowering the elevator material cost. Simultaneously, with the reduction in the weight of the traction system, the specifications and cost of the main unit 11 can also be reduced accordingly.

[0056] Optimized layout of the counterweight frame 32: The main traction sheave and the car anti-rope sheave 22 are not arranged at the conventional 90° or 0° angles, but are cleverly rotated at a small angle for installation, ensuring precise alignment between the centerline of the counterweight frame 32 and the centerline of the car. This allows the counterweight frame 32 to be positioned closer to the centerline of the hoistway, fully expanding the hoistway space and increasing its width. With the same stacking height of the counterweight blocks 33, a larger counterweight frame 32 allows for a lower density of the counterweight blocks 33, enabling the use of low-density synthetic counterweight blocks 33 and further reducing costs. Moreover, while increasing the width, the height can be correspondingly reduced, thus minimizing the impact of the counterweight assembly 3 on the sum of the top layer height and the pit depth.

[0057] The computer room structure is simplified: the main unit is mounted on two support beams 12 via a main unit mounting base 15, and the support beams 12 have pre-set corresponding openings. The wire rope ends on the counterweight side can be directly passed through the openings on the support beams 12 and securely installed on them; the wire rope ends on the car side are cleverly mounted between the two support beams 12 using wire rope end mounting parts 14. The entire computer room requires only two support beams 12 mounted on the load-bearing wall, significantly reducing the number of beams in the computer room and effectively simplifying the structure.

[0058] The car counterweight sheave 22 is ingeniously designed: In the car assembly 2, reasonable installation methods for the car counterweight sheave 22 are designed for two different scenarios: side-mounted and rear-mounted counterweight. When the counterweight is side-mounted, the upper crossbeam 23 of the car frame has an opening, and the car counterweight sheave 22 is equipped with a counterweight sheave shaft. The counterweight sheave shaft passes through the opening in the upper crossbeam, and the car counterweight sheave 22 is securely fixed to the upper crossbeam 23 of the car frame. When the counterweight is rear-mounted, the car frame is equipped with a counterweight sheave beam 24. This counterweight sheave beam 24 consists of two "C"-shaped structural members, a protective cover 242, and a wire rope anti-jump device 243. The "C"-shaped structural members have openings, and the car counterweight sheave 22 is equipped with a counterweight sheave shaft. The counterweight sheave shaft passes through the opening in the counterweight sheave beam 24, and the car counterweight sheave 22 is fixed to the counterweight sheave beam 24. A protective cover 242 is installed on the outside of the car deflector 22 to provide reliable protection; the wire rope anti-jump device 243 is installed near the position where the wire rope enters and exits the deflector, effectively preventing the wire rope 13 from derailing. The deflector beam 24 and the upper crossbeam 23 of the car frame are arranged in a cross configuration and connected at the intersection by connectors. By setting two car deflectors 22, the problem that the wire rope 13 cannot enter the hoistway vertically from the traction sheave after the guide wheel is removed from the machine room, making it difficult to form a 180° traction wrap angle, is successfully solved.

[0059] Alternative solutions

[0060] In the above technical solution, the main traction sheave and the car anti-cord sheave 22 are not arranged at 90° or 0°, but are usually achieved by rotating the main traction sheave. In this case, the car-side wire rope end needs to be installed between the two frame beams 12 through a rope end mounting device. However, an alternative solution is to rotate the angle of the car anti-cord sheave 22 so that the main traction sheave is arranged vertically in the machine room layout diagram. The car-side wire rope end can be adjusted to the position of the frame beam 12 and, like the counterweight-side rope end, directly installed on the frame beam 12 (see reference). Figure 6 ).

[0061] In summary, compared with the prior art, the present invention has the following beneficial effects:

[0062] The traction wrap angle can reach 180°. The larger the wrap angle α, the more advantageous it is for the calculation of the car loading condition (first condition) and the emergency braking condition (second condition). The overall weight of the elevator traction system can be reduced, which can reduce the cost of elevator materials. While the weight of the traction system is reduced, the cost of the main unit can also be reduced accordingly.

[0063] The computer room only needs to be equipped with two frame beams 12, without guide wheels, and the rope ends are directly installed on the frame beams 12. The rope end beams, guide wheel beams and other configurations are no longer needed. The computer room occupies less space, and the computer room area can be further reduced.

[0064] With two anti-rope pulleys installed in the car, the main unit can be arranged closer to the support point of the frame beam 12, resulting in a smaller lever arm, better stress distribution on the frame beam 12, and a reduction in the size of the main unit mounting components.

[0065] After the guide wheels are removed from the computer room, the number of rotating parts is reduced, which means that the noise sources in the computer room are also reduced, and the noise level in the computer room can be reduced to a certain extent.

[0066] The counterweight is positioned close to the centerline of the shaft, allowing for more space to extend in the width direction and resulting in higher utilization of shaft space.

[0067] The technical solutions provided by the embodiments of the present invention have been described in detail above. Specific examples have been used to illustrate the principles and implementation methods of the embodiments of the present invention. The descriptions of the embodiments above are only for helping to understand the principles of the embodiments of the present invention. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the embodiments of the present invention. Therefore, the content of this specification should not be construed as a limitation of the present invention.

Claims

1. A machine room shaft layout structure for an elevator, comprising a traction assembly, a car assembly, and a counterweight assembly; the counterweight assembly is connected to the car assembly via the traction assembly; the traction assembly includes a main unit, a frame beam, wire ropes, and wire rope end mounting components; the car assembly includes a car body and a car deflector sheave; the counterweight assembly includes a counterweight deflector sheave; characterized in that: The machine room eliminates the guide wheels and their mounting components, relying solely on the two frame beams to install the main unit and rope ends; the car body is equipped with two car anti-rope pulleys, and the wire rope enters the hoistway directly after exiting the main unit traction pulley, with one end passing over the two car anti-rope pulleys on the car body and the other end passing over the counterweight anti-rope pulley before returning to the machine room, and is fixed to the frame beams by the wire rope end mounting components.

2. The machine room shaft layout structure of an elevator with a machine room according to claim 1, characterized in that: The counterweight assembly also includes a counterweight frame body; the counterweight frame body is installed in the hoistway; the main traction sheave and the car anti-rope sheave are not arranged at 90° or 0°, but are installed by rotating at a specific angle, so that the centerline of the counterweight frame body is aligned with the center of the car body.

3. The machine room shaft layout structure of an elevator according to claim 1, characterized in that: The machine frame beam has a first opening, through which the wire rope end on the counterweight side is directly installed on the machine frame beam, and the wire rope end on the car side is mounted between the two machine frame beams through the wire rope end mounting piece.

4. The machine room shaft layout structure of an elevator with a machine room according to claim 1, characterized in that: The traction assembly also includes a main unit mounting base; the main unit is mounted on the two frame beams via the main unit mounting base.

5. The machine room shaft layout structure of an elevator with a machine room according to claim 1, characterized in that: The car assembly also includes a car frame upper crossbeam; when the counterweight is placed on the side, the car frame upper crossbeam is provided with a second opening, and the car anti-cord pulley is equipped with an anti-cord pulley shaft, which passes through the second opening and is fixed to the car frame upper crossbeam.

6. The machine room shaft layout structure of an elevator with a machine room according to claim 1, characterized in that: When the counterweight is rear-mounted, the car body is equipped with a counter-rope sheave beam, which consists of two C-shaped structural members, a protective cover, and a wire rope anti-jump device. The C-shaped structural members have a third opening, and the car counter-rope sheave is equipped with a counter-rope sheave shaft, which passes through the third opening and is fixed to the counter-rope sheave beam. The protective cover covers the car counter-rope sheave. The wire rope anti-jump device is located at the position where the wire rope enters and exits the car counter-rope sheave. The counter-rope sheave beam is arranged to cross the crossbeam of the car frame and is connected at the intersection by a connector.

7. The machine room shaft layout structure of an elevator with a machine room according to claim 2, characterized in that: The arrangement of the main traction sheave and the car anti-cord sheave, which is not at 90° or 0°, is achieved by rotating the angle of the main traction sheave or by rotating the angle of the car anti-cord sheave.

8. The machine room shaft layout structure of an elevator with a machine room according to claim 1, characterized in that: The counterweight assembly also includes a counterweight block and a counterweight guide rail; the counterweight guide rail is fixed inside the hoistway, the counterweight frame body is installed on the counterweight guide rail, the counterweight block uses the counterweight frame body as a carrier and can freely rise and fall with the counterweight frame body in the direction of the counterweight guide rail, and the counterweight frame body is connected to the car body through a steel wire rope.

9. The machine room shaft layout structure of an elevator with a machine room according to claim 1, characterized in that: The car assembly also includes a car guide rail; the car body is installed in the hoistway via the car guide rail.

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