A rope pulley arrangement for a side-by-side elevator

Abstract

The utility model discloses a kind of for side counterweight elevator's rope wheel structure, to solve the problem of existing side counterweight elevator, counterweight module width adjustment when car rope wheel position variation causes car barycenter deviation, loading space is influenced.This structure includes car, the counterweight module in the left and right side of car, first car rope wheel and second car rope wheel are respectively arranged above car left and right, counterweight module installs counterweight rope wheel;Non-center line that is also equipped with with two car rope wheel rotation axis all perpendicular, non-center line and car left and right direction center line form angle A.By angle A design, when counterweight module width adjustment, counterweight rope wheel position variation, avoid car rope wheel adjustment to cause car barycenter deviation, without changing car specification, guarantee car loading space, improve elevator adaptability and operating stability, applicable to side counterweight elevator.

Description

Technical Field

[0001] This utility model relates to the field of elevator technology, and in particular to a rope pulley structure for a side-counterweight elevator. Background Technology

[0002] Elevators, as vertical transportation tools, are widely used in various scenarios such as residential buildings, commercial buildings, and industrial sites. Their operational stability, space utilization, and structural rationality directly affect the user experience and transportation efficiency. In the elevator traction system, the car sheave, main engine sheave, and counterweight sheave are the core transmission components. These three are connected in series through the traction rope to realize the winding and tension transmission of the traction rope, thereby driving the car and counterweight module to move up and down in opposite directions along the shaft. This is a key structure to ensure the normal operation of the elevator. In existing elevators, the side-counterweight structure has become one of the mainstream layout forms due to its ability to optimize shaft space layout and adapt to different architectural design requirements. In this structure, the counterweight module is not located directly behind the car, but rather on either the left or right side of the car, making the longitudinal space allocation of the shaft more flexible. However, the current sheave arrangement scheme of side-counterweight elevators has significant design flaws, which restrict the practicality and adaptability of the elevator. Specifically, the counterweight sheaves in existing side-counterweight elevators are usually located at the center of the counterweight module, while two car sheaves are correspondingly located on the top of the car, and these two car sheaves are symmetrically distributed from left to right, with their rotation axes perpendicular to the center line extending from the left and right of the car. The aforementioned arrangement of the car sheaves presents a key problem: because the counterweight sheave, main sheave, and car sheave are linked through the traction rope, the positions of each sheave are mutually constrained and influence each other. In practical applications, when the front-to-back width of the counterweight module needs to be increased to meet load requirements or adapt to a specific shaft design, the front-to-back position of the counterweight sheave will inevitably need to be adjusted accordingly. To ensure the tension balance and transmission stability of the traction rope, the positions of the main sheave and car sheave also need to be adjusted synchronously in the front-to-back direction. However, the overall space of the shaft is usually fixed and limited, especially in small buildings or elevator retrofitting in older buildings, where the redundancy of shaft space is minimal. When the car sheave adjusts its position along with the counterweight sheave, it directly causes a shift in the car's center of gravity, thus forcing modifications to the entire car's structural specifications (such as front-to-back length and installation position). This adjustment will not only increase the design and manufacturing costs of elevators, but will also severely compress the effective loading space inside the car, reduce the transportation efficiency of elevators, and may even cause elevators to fail to meet actual usage needs due to space limitations, greatly affecting the adaptability and practicality of side-counterweight elevators. In summary, the existing car rope sheave arrangement scheme of the side-counterweight elevator is not reasonable enough. It cannot meet the adjustment requirements of the front and rear width of the counterweight module without affecting the car loading space and structural stability, and there is obvious room for improvement. Utility Model Content

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, the present invention proposes a rope pulley structure for a side-counterweight elevator.

[0004] A rope sheave structure for a side-counterweight elevator designed for this purpose includes a car and a counterweight module. The counterweight module is located on either the left or right side of the car. A first car rope sheave and a second car rope sheave are respectively arranged on the left and right sides above the car. The counterweight module is equipped with counterweight rope sheaves and also includes a non-center line that is perpendicular to the rotation axis of the first car rope sheave and the rotation axis of the second car rope sheave. The non-center line forms an angle A with the center line of the car extending in the left and right direction.

[0005] Preferably, a main unit is installed in the shaft above the counterweight module, and the main unit is connected to a main unit rope pulley.

[0006] Preferably, the car is fixedly connected to a car frame, and the first car pulley and the second car pulley are rotatably mounted on the car frame.

[0007] Compared with existing technologies, this invention breaks away from the traditional fixed layout where the rotation axes of the car sheaves are strictly perpendicular to the left and right center lines of the car by setting a non-center line perpendicular to the rotation axes of the first and second car sheaves, and making the non-center line form an angle A with the left and right center lines of the car. This tilted design can compensate for the angle between the non-center line and the car center line when the counterweight module needs to increase its front and rear width due to load requirements or shaft adaptation, thus preventing the car's center of gravity from shifting directly when the car sheaves are adjusted. Compared with the problem of the car's center of gravity changing with the adjustment of the sheaves in existing structures, this structure can always keep the car's center of gravity stable within a reasonable range, without requiring changes to the overall structural specifications of the car to balance the center of gravity, fundamentally ensuring the stability and safety of the car operation. Attached Figure Description

[0008] Figure 1 This is a top view of the shaft; Figure 2 This is one of the elevation views of the shaft; Figure 3 This is the second elevation view of the shaft. Detailed Implementation

[0009] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0010] See Figures 1-3A rope sheave structure for a side-counterweight elevator includes a car 10 and a counterweight module 20. The counterweight module 20 is located on either the left or right side of the car 10. A first car rope sheave 30 and a second car rope sheave 40 are respectively arranged on the left and right sides above the car 10. The counterweight module 20 is equipped with a counterweight rope sheave 50 and also includes a non-center line 300 that is perpendicular to the rotation axis of the first car rope sheave 30 and the rotation axis of the second car rope sheave 40. The non-center line 300 forms an angle A with the center line 100 extending in the left and right direction of the car 10.

[0011] In actual operation, this inclined sheave structure achieves coordinated adaptation between sheave position adjustment and car stability and loading space through the angle design between the non-centerline and the car centerline. Its specific operating principle is as follows: In the assembly and operation system of this structure, the traction rope sequentially winds around the first car sheave, the second car sheave, the counterweight sheave, and the main engine sheave, forming a closed transmission circuit, providing the power transmission basis for the lifting and lowering of the car and counterweight module. The core design lies in the fact that the rotation axes of the first and second car sheaves are parallel to each other, and there exists a non-center line perpendicular to the rotation axes of both sheaves. This non-center line forms an angle A with the center line extending from the left and right of the car. This angle is crucial for the adjustment of the balance sheave position and the stability of the car. When it is necessary to increase the front and rear width of the counterweight module in practical applications to improve load-bearing capacity or adapt to specific hoistway spaces, changes in the structural dimensions of the counterweight module will cause the counterweight sheaves to shift position in the front-rear direction. Since the length of the traction rope is fixed and the tension must be kept uniform, the shift of the counterweight sheaves will be transmitted through the tension of the traction rope, creating an adjustment requirement for the positions of the first car sheaves and the second car sheaves. At this time, the angle A between the non-centerline and the car centerline plays a crucial role: compared to the traditional structure where the car sheaves can only be adjusted in a direction perpendicular to the car centerline (which easily leads to a shift in the car's center of gravity), in this structure, the angle A causes the adjustment direction of the car sheaves to tilt and shift. Its adjustment trajectory no longer points directly to the interior space of the car, but through angle compensation, the impact of the sheave position change on the car's center of gravity is dispersed to a non-sensitive area in the horizontal direction. During this process, although the winding path of the traction rope adapts to the slight adjustments in the position of the sheave, the pre-designed angle A converts the forward and backward adjustment of the sheave into a displacement in the tilt direction, preventing the car from being forced to change its structural specifications due to sheave adjustments. Simultaneously, the first and second car sheaves maintain a symmetrical distribution, and combined with the positional compensation provided by angle A, ensures that the car's center of gravity remains stable near the centerline. This guarantees the stability of the traction drive and prevents the car's loading space from being compressed, ultimately achieving a coordinated adaptation between the counterweight module width adjustment and elevator operating performance and space utilization.

[0012] In this utility model, a main unit 600 is installed in the well channel above the counterweight module 20, and the main unit 600 is connected to a main unit rope pulley 60 for transmission.

[0013] In this utility model, the car 10 is fixedly connected to a car frame 101, and the first car sheave 30 and the second car sheave 40 are rotatably mounted on the car frame 101. The core function of this embodiment is as follows: On the one hand, the car frame 101, with its high-strength rigid structure, provides a stable installation benchmark for the two car sheaves, accurately ensuring the parallelism of the sheave rotation axes and the accuracy of the angle A between the non-center line and the car center line, avoiding the car deformation from affecting the sheave position, and ensuring the design effect of the inclined sheave structure; on the other hand, the car frame 101 can disperse and transmit the traction force and vibration borne by the sheaves to the entire car, protecting the car shell, reducing the impact of vibration on passenger comfort, and also providing a convenient basis for subsequent fine-tuning and maintenance of the sheaves, ensuring the stable operation of the entire sheave structure.

[0014] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or component referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model. The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated.

[0015] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of this utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claims. The scope of protection of this utility model is defined by the appended claims and their equivalents.

Claims

1. A sheave structure for a side-counterweight elevator, comprising a car (10) and a counterweight module (20), wherein the counterweight module (20) is located on either the left or right side of the car (10), a first car sheave (30) and a second car sheave (40) are respectively arranged on the left and right sides above the car (10), and the counterweight module (20) is equipped with a counterweight sheave (50), characterized in that: It also includes a non-center line (300) that is perpendicular to the rotation axis of the first car sheave (30) and the rotation axis of the second car sheave (40); the non-center line (300) forms an angle A with the center line (100) of the car (10) extending in the left and right direction.

2. The sheave structure for a side-counterweight elevator according to claim 1, characterized in that: A main unit (600) is installed in the shaft above the counterweight module (20), and the main unit (600) is connected to the main unit rope pulley (60).

3. The rope pulley structure for a side-counterweight elevator according to claim 1, characterized in that: The car (10) is fixedly connected to the car frame (101), and the first car pulley (30) and the second car pulley (40) are rotatably mounted on the car frame (101).

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