A parallel multi-car high-efficiency elevator

Abstract

This utility model discloses a parallel multi-car high-efficiency elevator, including a shaft with at least three through holes at the top. A machine room is fixedly connected to the top of the shaft, and a steel beam spanning the shaft is fixedly connected to the bottom of the machine room. A traction machine is installed on the steel beam, and the traction sheave of the traction machine is frictionally driven to the traction wire rope. The first end of the traction wire rope passes through the through hole and is fixedly connected to a counterweight. A buffer is fixedly connected to the shaft directly below the counterweight. The second end of the traction wire rope passes through the through hole, passes around the return rope sheave, and then passes through the through hole again to be anchored to the surface of the steel beam. The return rope sheave is fixed to the top of the first car. The rigid connection structure enhances the operational stability, and multiple safety protection devices ensure safe use. At the same time, it optimizes the convenience of installation and maintenance and extends the service life of the equipment.

Description

Technical Field

[0001] This utility model relates to the field of elevator engineering technology, specifically to a parallel multi-car high-efficiency elevator. Background Technology

[0002] A car elevator is a vertical transportation device, mainly composed of a car, counterweight, traction system, guide rails, control system, and safety devices. An electric motor drives a traction sheave, which in turn moves the car up and down within the hoistway via steel cables, transporting passengers or goods between floors. Traditional elevators typically employ a single-car, single-hoistway design. The car and counterweight are connected by steel cables to balance the load, and safety is ensured by devices such as speed governors, buffers, and safety brakes. Its core function is to efficiently and safely complete vertical transportation, and it is widely used in construction, commercial, residential, and industrial fields.

[0003] In existing elevator technology, traditional single-car elevators often face problems such as low operating efficiency and long waiting times when operating in high-rise buildings or densely populated areas, especially during morning and evening peak hours, as the single-car reciprocating transport mode cannot meet the high-frequency demand for elevator use. At the same time, some multi-car elevator designs have problems such as insufficient utilization of shaft space and poor stability of car connection structures. For example, the rigid connection between cars lacks adjustability and buffer protection, making it easy for structural wear to occur due to vibration or load changes during operation.

[0004] A parallel multi-car high-efficiency elevator is proposed to address the problems mentioned above. Utility Model Content

[0005] The purpose of this utility model is to provide a parallel multi-car high-efficiency elevator to solve the problems mentioned in the background art. In the current elevator technology, traditional single-car elevators in high-rise buildings or densely populated places have low operating efficiency and long waiting time because the reciprocating transportation mode cannot meet the peak demand. Some multi-car elevators also face problems such as insufficient utilization of shaft space and poor stability due to the lack of adjustability and buffer protection of rigid car connections, which easily leads to structural wear.

[0006] To achieve the above objectives, this utility model provides the following technical solution: a parallel multi-car high-efficiency elevator, including a shaft, at least three through holes are opened inside the top of the shaft, a machine room is fixedly connected to the top of the shaft, a steel beam spanning above the shaft is fixedly connected to the bottom of the machine room, a traction machine is installed on the steel beam, and the traction sheave of the traction machine is connected to the traction steel wire rope by friction transmission.

[0007] The first end of the traction wire rope is fixedly connected to a counterweight through a through hole, and a buffer is fixedly connected to the shaft directly below the counterweight.

[0008] The second end of the traction wire rope passes through the through hole in sequence, passes around the return rope wheel, and then passes through the through hole again to be anchored to the surface of the steel beam. The return rope wheel is fixed to the top of the first car. The first car is fixedly connected to the second car through the car frame. A buffer two is provided directly below the second car and is fixedly connected to the hoistway.

[0009] The shaft sidewall is equipped with elevator landing doors corresponding to the building floors. The first car and the second car correspond to different floors when the elevator is stopped.

[0010] Preferably, the top of the machine room is provided with an anti-overhead buffer, and the vertical projection of the anti-overhead buffer is located directly above the traction machine.

[0011] Preferably, there are three through holes, and the positions of the three through holes correspond one-to-one with the positions of the traction steel wire ropes passing through the well. The inner wall of the through hole is provided with a wear-resistant bushing, and the wear-resistant bushing is made of polyurethane elastomer.

[0012] Preferably, the first and second buffers are hydraulic buffers or polyurethane buffers.

[0013] Preferably, the return rope pulley is fixed to the center of the top of the first car by a detachable bracket.

[0014] Preferably, the second end of the traction wire rope is fixed to the side of the steel beam via a wedge joint or a pressing joint.

[0015] Preferably, the car frame includes at least two layers of support frames, which are fixed together by rigid connectors. Each rigid connector includes a connecting rod, one end of which is fixedly connected to the upper support frame, and the other end is fitted with a sliding sleeve. Bolts are symmetrically threaded on both sides of the sliding sleeve, and the ends of the two bolts are fitted into the connecting rod. A plug-in rod is fitted inside the connecting rod near the sliding sleeve, one end of which is fixedly connected to a boss, and the other end of which is fixedly connected to the lower support frame.

[0016] Preferably, the connecting rod has four radially evenly distributed limiting holes near one end of the sliding sleeve. Each limiting hole contains a steel ball. One side of the steel ball is fitted to the boss, and the other side is fitted to the inner wall of the sliding sleeve. The sliding sleeve has symmetrical grooves on the left and right sides of the staggered bolt. Each of the two grooves contains a spring. One end of the spring is fixed to the sliding sleeve, and the other end is connected to a limiting block. One side of the limiting block is fixedly connected to the connecting rod.

[0017] Compared with the prior art, the beneficial effects of this utility model are: this parallel multi-car high-efficiency elevator enhances operational stability through a rigid connection structure, ensures safe use through multiple safety protection devices, optimizes installation and maintenance convenience, and extends equipment service life. The specific details are as follows:

[0018] 1. Improved Space Utilization and Operational Efficiency: This utility model achieves multi-car coordinated operation by setting up a first car and a second car connected by a car frame within the same shaft. When the elevator is stopped, the two cars can each correspond to different floors, effectively reducing the problems of frequent starts and stops and long waiting times for single-car elevators in high-rise buildings, thus improving elevator transportation efficiency and vertical traffic turnover capacity. Simultaneously, multiple cars can operate within a single shaft, eliminating the need for additional building space and improving the utilization rate of building shaft resources. This is particularly suitable for commercial buildings and residential complexes with high space requirements. 2. Optimized Structural Stability and Load-Bearing Capacity: The car frame adopts a design with at least two layers of support frames, each layer fixed by rigid connectors, ensuring the structural strength of the connection between the first and second cars. In the rigid connectors, the cooperation between the connecting rod and the plug rod enables quick assembly and disassembly of the upper and lower frames, while the combination of the sliding sleeve and bolt improves the stability of the locked state. The fitting design of the steel ball and the boss further enhances the radial load-bearing capacity of the connectors, preventing shaking or deformation during long-term operation. This multi-level rigid connection structure enhances the overall impact resistance and stability of the elevator car, ensuring structural safety during elevator operation.

[0019] 3. Enhanced Safety Protection System: Multiple through-holes at the top of the hoistway, combined with wear-resistant bushings, effectively reduce frictional wear on the traction wire rope during operation, extending its service life. This also prevents direct contact wear between the wire rope and the hoistway, reducing safety hazards. Buffer 1 below the counterweight and Buffer 2 below the second car provide effective cushioning in the event of an accidental elevator fall, reducing impact force. The anti-overrush buffer at the top of the machine room further prevents the risk of the traction machine and other equipment overrushing. These multiple buffer devices create a comprehensive safety barrier, improving the safety factor of elevator operation.

[0020] 4. Improved ease of installation and maintenance: The return rope pulley is fixed to the top of the first car via a detachable bracket, facilitating subsequent inspection, replacement and maintenance operations; the traction wire rope is anchored to the steel beam with a wedge joint or a pressed joint, ensuring a firm connection and easy disassembly, thus reducing the labor costs of installation and maintenance.

[0021] 5. Extended Equipment Service Life: The polyurethane elastomer wear-resistant bushing installed on the inner wall of the through-hole has excellent wear resistance and cushioning effect, reducing frictional damage between the traction wire rope and the through-hole, and lowering the wear rate of the wire rope. Buffer 1 and Buffer 2 are made of hydraulic or polyurethane material, which not only provides good cushioning effect but also has good aging resistance, extending the service life of the buffer device. The optimized protection of vulnerable components in the overall structural design reduces the equipment failure rate, extends the overall service life of the elevator, and lowers subsequent maintenance costs. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the front cross-section structure of this utility model;

[0023] Figure 2 This utility model Figure 1 Enlarged structural diagram at point A in the middle;

[0024] Figure 3 This utility model Figure 1 Enlarged structural diagram at point B;

[0025] Figure 4 This is a schematic diagram of the rigid connector structure in this utility model;

[0026] Figure 5 This is a schematic diagram of the structure of the connecting rod and the plug-in rod in the separated state in this utility model;

[0027] Figure 6 This is a schematic diagram of the sliding sleeve structure in this utility model;

[0028] Figure 7 This utility model Figure 4 Schematic diagram of the cross-sectional structure of the middle sliding sleeve.

[0029] In the diagram: 1. Shaft; 101. Through hole; 2. Machine room; 201. Anti-collision buffer; 3. Steel beam; 4. Traction machine; 5. Traction sheave; 6. Traction wire rope; 7. Counterweight; 8. Buffer 1; 9. Return rope sheave; 10. First car; 11. Car frame; 12. Second car; 13. Buffer 2; 14. Floor; 15. Elevator landing door; 16. Rigid connector; 1601. Connecting rod; 1602. Sliding sleeve; 1603. Bolt; 1604. Insert rod; 1605. Boss; 1606. Limiting hole; 1607. Steel ball; 1608. Groove; 1609. Spring; 1610. Limiting block. Detailed Implementation

[0030] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model. Example

[0031] like Figure 1-4 As shown, this utility model provides a parallel multi-car high-efficiency elevator, including a hoistway 1, a machine room 2, steel beams 3, a traction machine 4, traction steel wire ropes 6, a counterweight 7, a first car 10, a second car 12, and corresponding buffer mechanisms. This elevator adopts a double-car structure, allowing independent operation within the same hoistway, improving transportation efficiency. Simultaneously, it optimizes the layout of the traction system, ensuring operational stability and safety.

[0032] like Figure 1 As shown, a machine room 2 is fixedly connected to the top of the hoistway 1, and a steel beam 3 spanning above the hoistway 1 is fixedly connected to the bottom of the machine room 2. The steel beam 3 serves as the main load-bearing structure, providing a stable installation foundation for the drive system. A traction machine 4 is installed on the steel beam 3. The traction sheave 5 of the traction machine 4 forms a friction drive connection with the traction wire rope 6, driving the wire rope to move through friction. An anti-overrush buffer 201 is installed on the top of the machine room 2. The vertical projection of the anti-overrush buffer 201 is located directly above the traction machine 4. In the event of an accident causing the car to overrush, the buffer can absorb the impact energy and ensure equipment safety.

[0033] like Figure 1 As shown, the first end of the traction wire rope 6 passes through the through hole 101 and is fixedly connected to the counterweight 7. The counterweight 7 can balance the weight of the car and reduce the energy consumption of the traction machine. A buffer 8 is fixedly connected to the hoistway 1 directly below the counterweight 7. The second end of the traction wire rope 6 passes through the through hole 101 in sequence, passes around the return rope wheel 9, and passes through the through hole 101 again to be anchored to the surface of the steel beam 3. The return rope wheel 9 is fixed to the center of the top of the first car 10 by a detachable bracket, which is convenient for later maintenance and replacement. The first car 10 is fixedly connected to the second car 12 by the car frame 11. A buffer 13 is fixedly connected to the hoistway 1 directly below the second car 12. Buffer 8 and buffer 13 can be hydraulic buffers or polyurethane buffers, which play a buffering and protective role when the car or counterweight falls out of control.

[0034] like Figure 1As shown, elevator landing doors 15 are installed on the side wall of the shaft 1 at the corresponding building floors. The first car 10 and the second car 12, when stopped, correspond to different floors 14, enabling the two cars within the same shaft to independently serve different floors and improving elevator operating efficiency. The second end of the traction wire rope 6 is fixed to the side of the steel beam 3 via a wedge joint or a compression joint, ensuring that the anchorage strength of the wire rope meets the requirements for safe operation.

[0035] like Figure 1 and Figure 4 As shown, the car frame 11 includes at least two layers of support frames, which are fixed together by rigid connectors 16. Each rigid connector 16 includes a connecting rod 1601, one end of which is fixedly connected to the upper support frame, and the other end is fitted with a sliding sleeve 1602. Bolts 1603 are symmetrically threaded onto both sides of the sliding sleeve 1602, with the ends of the two bolts 1603 forming a close fit with the connecting rod 1601. The main function of the bolts 1603 is to provide secondary fixation to the position of the sliding sleeve 1602. After the sliding sleeve 1602 is adjusted to the appropriate position, tightening the bolts 1603 causes its ends to press tightly against the surface of the connecting rod 1601, generating sufficient friction to restrict the movement of the sliding sleeve 1602. This prevents the sliding sleeve 1602 from moving and causing instability in the rigid connector 16, thus ensuring the overall structural strength of the car frame.

[0036] like Figure 5 and Figure 7 As shown, a plug-in rod 1604 is fitted inside the connecting rod 1601 near the sliding sleeve 1602. One end of the plug-in rod 1604 is fixedly connected to a boss 1605, and the other end is fixedly connected to the lower support frame. Four limiting holes 1606 are radially and evenly distributed on the connecting rod 1601 near the sliding sleeve 1602. A steel ball 1607 is placed inside each limiting hole 1606. One side of the steel ball 1607 is fitted to the boss 1605, and the other side is fitted to the inner wall of the sliding sleeve 1602. Through the squeezing action of the boss 1605 on the steel ball 1607, the steel ball 1607 is secured between the limiting hole 1606 and the inner wall of the sliding sleeve 1602, achieving initial positioning of the connecting rod 1601 and the sliding sleeve 1602.

[0037] like Figure 6-7As shown, the sliding sleeve 1602 has symmetrical grooves 1608 on both sides of the staggered bolt 1603. A spring 1609 is installed in each of the two grooves 1608. One end of the spring 1609 is fixed to the sliding sleeve 1602, and the other end is connected to a limiting block 1610. One side of the limiting block 1610 is fixedly connected to the connecting rod 1601. The spring 1609 is always in a compressed state, and the limiting block 1610 provides initial restraint to the sliding sleeve 1602, further enhancing the connection stability between the sliding sleeve 1602 and the connecting rod 1601. This, combined with the fixing effect of the bolt 1603, forms multiple layers of secure fixing.

[0038] Working principle: Before using this type of parallel multi-car high-efficiency elevator, it is necessary to check the overall condition of the device to ensure it can operate normally. Figure 1 - Figure 7 As shown, in terms of power transmission, the traction machine 4, mounted on the steel beam 3, serves as the core drive component, with its traction sheave 5 and traction wire rope 6 forming a friction drive. When the traction machine 4 starts, the rotation of the traction sheave 5 causes the traction wire rope 6 to move in a specific direction. The first end of the traction wire rope 6 passes through the through hole 101 at the top of the shaft 1 and is fixedly connected to the counterweight 7, reducing the load on the traction machine 4 through the gravity balancing effect of the counterweight 7. The second end of the traction wire rope 6 passes through the through hole 101 in sequence, then passes around the return rope sheave 9 fixed to the top of the first car 10 to change the direction of force, passes through the through hole 101 again, and is anchored to the side of the steel beam 3 through a wedge joint or a pressing joint, forming a closed force transmission path.

[0039] In terms of coordinated control of elevator car operation, the first car 10 is rigidly connected to the second car 12 via the car frame 11. The multi-layer support frame of the car frame 11 is fixed by rigid connectors 16. When the traction steel wire rope 6 drives the first car 10 to rise and fall, the second car 12 is synchronously driven to move within the hoistway 1 through the force transmission of the car frame 11. Since the first car 10 and the second car 12 correspond to different floors 14 when the elevator is stopped, the function of floor-level stopping of the two cars within the same hoistway can be realized, improving elevator transportation efficiency.

[0040] The structural design of the rigid connector 16 ensures the stability and adjustability of the car connection. The connecting rod 1601 is fixed to the upper support frame, and one end of the plug rod 1604 is connected to the lower support frame, while the other end is embedded in the connecting rod 1601 through the boss 1605. Steel balls 1607 are installed in the radial limiting holes 1606 of the connecting rod 1601, forming radial positioning under the squeezing action of the boss 1605 and the inner wall of the sliding sleeve 1602. The springs 1609 on both sides of the sliding sleeve 1602 push the limiting blocks 1610 to abut against the connecting rod 1601, achieving initial fixation; the bolts 1603 pass through the sliding sleeve 1602 through the threaded connection and fit against the connecting rod 1601, providing secondary fixation of the position of the sliding sleeve 1602, and preventing the rigid connector 16 from becoming unstable due to the movement of the sliding sleeve 1602.

[0041] The safety protection system functions synchronously during operation: Buffer 8 and Buffer 13 at the bottom of shaft 1 correspond to the underside of counterweight 7 and second car 12, respectively; the anti-impact buffer 201 at the top of machine room 2 is located directly above traction machine 4, forming a two-way safety buffer protection; the polyurethane elastomer wear-resistant bushing on the inner wall of through hole 101 reduces frictional loss of traction steel wire rope 6, ensuring long-term stable operation of the transmission system. When the elevator receives a floor stop command, traction machine 4 adjusts the length of traction steel wire rope 6 to drive first car 10 and second car 12 to precisely stop at the corresponding elevator door 15, completing the passenger transport cycle.

[0042] Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A parallel multi-car high-efficiency elevator, comprising a shaft (1), characterized in that: The top of the shaft (1) has at least three through holes (101). The top of the shaft (1) is fixedly connected to a machine room (2). The bottom of the machine room (2) is fixedly connected to a steel beam (3) spanning above the shaft (1). A traction machine (4) is installed on the steel beam (3). The traction wheel (5) of the traction machine (4) is connected to the traction wire rope (6) by friction transmission. The first end of the traction wire rope (6) is fixedly connected to the counterweight (7) through the through hole (101), and a buffer (8) fixedly connected to the shaft (1) is provided directly below the counterweight (7). The second end of the traction wire rope (6) passes through the through hole (101) in sequence, passes around the return rope wheel (9) and passes through the through hole (101) again to be anchored to the surface of the steel beam (3). The return rope wheel (9) is fixed to the top of the first car (10). The first car (10) is fixedly connected to the second car (12) through the car frame (11). The second car (12) is provided with a buffer two (13) fixedly connected to the hoistway (1) directly below it. The shaft (1) has elevator doors (15) on the side wall corresponding to the building floor position. The first car (10) and the second car (12) correspond to different floors (14) when the elevator is stopped.

2. The parallel multi-car high-efficiency elevator according to claim 1, characterized in that: The top of the machine room (2) is equipped with an anti-overhead buffer (201), and the vertical projection of the anti-overhead buffer (201) is located directly above the traction machine (4).

3. The parallel multi-car high-efficiency elevator according to claim 1, characterized in that: The number of through holes (101) is three, and the positions of the three through holes (101) correspond one-to-one with the positions of the traction steel wire ropes (6) passing through the shaft (1). The inner wall of the through hole (101) is provided with a wear-resistant bushing, and the material of the wear-resistant bushing is polyurethane elastomer.

4. The parallel multi-car high-efficiency elevator according to claim 1, characterized in that: The first buffer (8) and the second buffer (13) are hydraulic buffers or polyurethane buffers.

5. A parallel multi-car high-efficiency elevator according to claim 1, characterized in that: The return rope wheel (9) is fixed to the center of the top of the first car (10) by a detachable bracket.

6. A parallel multi-car high-efficiency elevator according to claim 1, characterized in that: The second end of the traction wire rope (6) is fixed to the side of the steel beam (3) by a wedge joint or a pressing joint.

7. A parallel multi-car high-efficiency elevator according to claim 1, characterized in that: The car frame (11) includes at least two layers of support frames, which are fixed together by rigid connectors (16). The rigid connectors (16) include connecting rods (1601), one end of which is fixedly connected to the upper support frame, and the other end is fitted with a sliding sleeve (1602). Bolts (1603) are symmetrically threaded on the left and right sides of the sliding sleeve (1602). The ends of the two bolts (1603) are fitted with the connecting rod (1601). A plug-in rod (1604) is fitted inside the connecting rod (1601) near the sliding sleeve (1602). A boss (1605) is fixedly connected to one end of the plug-in rod (1604), and the other end of the plug-in rod (1604) is fixedly connected to the lower support frame.

8. A parallel multi-car high-efficiency elevator according to claim 7, characterized in that: The connecting rod (1601) has four radially evenly distributed limiting holes (1606) near the end of the sliding sleeve (1602). Each limiting hole (1606) is provided with a steel ball (1607). One side of the steel ball (1607) is fitted and connected to the boss (1605), and the other side is fitted and connected to the inner wall of the sliding sleeve (1602). The sliding sleeve (1602) has symmetrical grooves (1608) on the left and right sides of the staggered bolt (1603). Each of the two grooves (1608) is provided with a spring (1609). One end of the spring (1609) is fixed to the sliding sleeve (1602), and the other end is connected to a limiting block (1610). One side of the limiting block (1610) is fixedly connected to the connecting rod (1601).

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