Elevator hoisting system and elevator arrangement

Abstract

The utility model relates to elevator traction technical field especially relates to a kind of elevator traction system and elevator device.Elevator traction system, applied to elevator device, elevator device includes car, elevator traction system includes tractor, tractor includes traction wheel;Car roof wheel, car roof wheel is located at the top of car, and the number of car roof wheel is one;Counterweight assembly, counterweight assembly includes counterweight wheel, counterweight wheel is located at the outside of car;And traction rope, the first end of traction rope from traction wheel is wound around car roof wheel, the second end of traction rope from traction wheel is wound around counterweight wheel.Elevator traction system according to the utility model, by setting tractor, traction rope, set one car roof wheel in the top of car, counterweight wheel is located at the outside of car, since the number of car roof wheel is one, compared with the elevator traction system using at least two car roof wheels, the elevator traction system of the utility model can produce smaller noise, so as to reduce vibration noise in car.

Description

[0001] This application is based on and claims priority to Chinese patent applications No. 202510851644.X, filed on June 23, 2025, and No. 202521300969.0, filed on June 23, 2025, the entire contents of which are incorporated herein by reference. Technical Field

[0002] This utility model relates to the field of elevator traction technology, and in particular to an elevator traction system and an elevator device. Background Technology

[0003] This section provides only background information relevant to this disclosure and is not necessarily prior art.

[0004] Elevators are convenient and safe transportation devices, mainly used to transport people and goods, saving walking time between floors.

[0005] An elevator system includes an elevator traction system and a car system. The main function of the elevator traction system is to output and transmit power to make the elevator run. It mainly consists of a traction machine, traction ropes, and car top sheaves. The traction sheaves of the traction machine and the car top sheaves are connected by traction ropes. There are at least two car top sheaves, which are located on the top of the car in the car system. During the operation of the elevator traction system, there is a lot of vibration and noise in the car. Utility Model Content

[0006] The purpose of this invention is to at least solve the problem that existing elevator traction systems cause excessive vibration and noise in the elevator car.

[0007] This objective is achieved through the following technical solutions: A first aspect of the present invention provides an elevator traction system applied to an elevator device, the elevator device including a car, the elevator traction system comprising: A traction machine, the traction machine including a traction sheave; A car roof roller, wherein the car roof roller is located on the top of the car, and the number of the car roof rollers is one; Counterweight assembly, the counterweight assembly including counterweight rollers, the counterweight rollers being disposed outside the car; and The traction rope has a first end extending from the traction sheave and is wound around the car top sheave, and a second end extending from the traction sheave and is wound around the counterweight sheave.

[0008] According to the elevator traction system of this utility model, a traction machine and traction rope are installed, a car top sheave is installed on the top of the car, and a counterweight sheave is located outside the car. The traction rope extends from the first end of the traction sheave and wraps around the car top sheave, and the second end extends from the traction sheave and wraps around the counterweight sheave. Thus, the traction of the car can be achieved through the traction sheave of the traction machine. Since there is only one car top sheave, compared to elevator traction systems using at least two car top sheaves, under the premise that other structures are the same, the elevator traction system of this utility model can generate less noise, thereby reducing vibration noise in the car. In addition, the single car top sheave structure is simple, easy to install, and low in cost. In the machine room, since there are no guide wheels near the traction machine, the support structure of the traction machine can be greatly simplified, the installation of the traction machine is simple, and the support structure cost of the traction machine is low.

[0009] In addition, the elevator traction system according to this utility model may also have the following additional technical features: In some embodiments of this invention, the wrap angle of the traction sheave is between 170° and 180°.

[0010] In some embodiments of this utility model, the wrap angle of the traction sheave is between 175° and 180°.

[0011] In some embodiments of this utility model, the diameter of the car top wheel is more than 45 times the diameter of the traction rope.

[0012] In some embodiments of this utility model, the ratio of the diameter of the car top wheel to the diameter of the traction rope is between 50 and 80.

[0013] In some embodiments of this utility model, the axis of the traction sheave is parallel to and spaced apart from the axis of the car top sheave, and the horizontal distance between the traction sheave and the car top sheave is in the range of 0 to 200 mm; and / or, the vertical distance between the center of the traction sheave and the center of the car top sheave is in the range of 1800 to 2500 mm. In some embodiments of this utility model, the horizontal distance between the traction sheave and the car top sheave is in the range of 0 to 100 mm, and / or the vertical distance between the center of the traction sheave and the center of the car top sheave is in the range of 2000 to 2300 mm. In some embodiments of this utility model, the traction sheave is located above the car top sheave, and the traction sheave is located on the side of the car top sheave facing the counterweight assembly.

[0014] In some embodiments of this utility model, the distance between the fixed position of the first end of the traction rope and the car top wheel in the horizontal direction is equal to the distance between the traction wheel and the car top wheel in the horizontal direction.

[0015] In some embodiments of this utility model, the traction rope is sequentially wound around the car top wheel, the traction wheel, and the counterweight wheel.

[0016] In some embodiments of this utility model, the traction rope is arranged vertically in the portion between the traction sheave and the counterweight sheave.

[0017] In some embodiments of this utility model, the elevator traction system further includes a support member on which the traction machine is mounted.

[0018] A second aspect of the present invention provides an elevator device, the elevator device comprising: The elevator traction system mentioned in the above embodiments; A car system, the car system including a car, the car top wheel being disposed on the top of the car.

[0019] In some embodiments of this utility model, a car door is provided on one side of the car, and the counterweight assembly is located on the side of the car away from the car door, or the counterweight assembly is located on the outside of the side of the car. Attached Figure Description Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of the invention. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings: Figure 1 A schematic diagram of the elevator device according to an embodiment of the present invention in use is shown. Figure 2 for Figure 1 An enlarged structural diagram of the upper part of the elevator device shown; Figure 3 for Figure 1 The elevator device shown is a structural schematic diagram (top view) from a second perspective. Figure 4 A schematic diagram of an elevator device equipped with guide wheels; Figure 5 This is another structural schematic diagram of an elevator device.

[0020] The attached figures are labeled as follows: 100. Elevator installation; 10. Elevator traction system; 11. Traction machine; 111. Traction sheave; 12. Car top sheave; 13. Counterweight assembly; 131. Counterweight sheave; 132. Counterweight component; 133. Counterweight buffer; 14. Traction rope; 141. First end; 142. Second end; 15. Support component; 16. First mounting component; 17. Second mounting component; 18. First guide rail; 19. Second guide rail; 191. Guide wheel; 20. Car system; 21. Car; 22. Car door; 30. Car buffer; 200. Load-bearing beam; 300. Shaft passage; 400. Hall entrance; 500, floor area; 600, computer room; H, the vertical distance between the center of the traction sheave and the center of the car top sheave; L1, the horizontal distance between the traction sheave and the car top sheave; L2, the distance between the fixed position of the first end of the traction rope and the car top wheel in the horizontal direction; α, the wrap angle of the traction sheave; XX, the depth direction of the elevator installation; YY, the width direction of the elevator unit; ZZ, the height direction of the elevator device. Detailed Implementation

[0021] Exemplary embodiments of the present disclosure will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.

[0022] It should be understood that the terminology used herein is for the purpose of describing particular exemplary embodiments only and is not intended to be limiting. Unless the context clearly indicates otherwise, the singular forms “a,” “an,” and “described” as used herein may also include the plural forms. The terms “comprising,” “including,” “containing,” and “having” are inclusive and therefore indicate the presence of the stated features, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, steps, operations, elements, components, and / or combinations thereof. The method steps, processes, and operations described herein are not construed as requiring them to be performed in a particular order described or illustrated unless the order of performance is explicitly indicated. It should also be understood that additional or alternative steps may be used.

[0023] Although terms such as first, second, third, etc., may be used in this document to describe multiple elements, components, regions, layers, and / or segments, these elements, components, regions, layers, and / or segments should not be limited by these terms. These terms may be used only to distinguish one element, component, region, layer, or segment from another. Unless the context clearly indicates otherwise, terms such as "first," "second," and other numerical terms used herein do not imply order or sequence. Therefore, the first element, component, region, layer, or segment discussed below may be referred to as the second element, component, region, layer, or segment without departing from the teachings of the exemplary embodiments.

[0024] For ease of description, spatial relative terms may be used in the text to describe the relationship of one element or feature relative to another element or feature, as shown in the figure. These relative terms include, for example, "inside," "outside," "middle," "outer," "below," "below," "above," "over," etc. Such spatial relative terms are intended to include different orientations of the device in use or operation, other than those depicted in the figure. For example, if the device in the figure is flipped, an element described as "below other elements or features" or "below other elements or features" would subsequently be oriented "above other elements or features" or "above other elements or features." Therefore, the example term "below" can include both upper and lower orientations.

[0025] like Figure 4 As shown, Figure 4 This diagram illustrates the structure of an elevator system with guide wheels. The elevator system includes an elevator traction system and a car system. The main function of the elevator traction system is to output and transmit power, enabling the elevator to operate. The traction system mainly consists of a traction machine, traction ropes, guide wheels, and a car top sheave. The traction sheave of the traction machine is connected to both the car top sheave and the guide wheel 191 via traction ropes. There is one car top sheave. Because this elevator system has guide wheels, the wrap angle of the traction wheels is reduced, thus decreasing the traction capacity of the elevator system. Furthermore, the guide wheel 191 in this elevator traction system requires the support components to support not only the traction machine but also the guide wheel 191, making the support structure complex and demanding high strength.

[0026] like Figure 5 As shown, Figure 5 This is another structural diagram of the elevator device. Figure 5 In this system, there are two car top rollers, which are spaced apart on the top of the car in the elevator car system. During the operation of the elevator traction system, the vibration of the car top rollers is relatively large, which can easily lead to greater vibration and noise in the car.

[0027] Therefore, in order to solve the problems of large vibration of the car top wheel and complex structure of the guide wheel support, this utility model proposes an elevator traction system. Only one car top wheel is needed to realize the normal operation of the elevator. Since there is only one car top wheel, the elevator traction system can reduce the impact of the car top wheel vibration on the car, thereby reducing the vibration noise in the car and improving the comfort of the elevator in the car. Moreover, the elimination of the guide wheel also simplifies the guide wheel support structure.

[0028] like Figures 1 to 3 As shown, where, Figure 1 A schematic diagram of the elevator device 100 according to an embodiment of the present invention in its use state is shown. Figure 2 for Figure 1 An enlarged structural schematic diagram of the upper part of the elevator device 100 shown. Figure 3 for Figure 1 The diagram shown is a top view of the elevator device 100 from a second perspective. According to a first aspect of the present invention, an elevator traction system 10 is proposed and applied to the elevator device 100. The elevator device 100 includes a car 21. The elevator traction system 10 includes a traction machine 11, a car top sheave 12, a counterweight assembly 13, and a traction rope 14. The traction machine 11 includes a traction sheave 111. The car top sheave 12 is located on the top of the car 21, and there is only one car top sheave 12. The counterweight assembly 13 includes a counterweight sheave 131, which is located outside the car 21. The first end 141 of the traction rope 14 extends from the traction sheave 111 and is wound around the car top sheave 12. The second end 142 of the traction rope 14 extends from the traction sheave 111 and is wound around the counterweight sheave 131.

[0029] It should be noted that existing elevator traction systems 10 typically have two car top rollers 12, spaced apart on the top of the car 21. During operation, both car top rollers 12 are active, causing them to vibrate and significantly impacting the car 21, resulting in noticeable noise. Therefore, this invention changes the number of car top rollers 12 from two to one, reducing their vibration and thus lowering the noise level inside the car 21.

[0030] The car top pulley 12 is an important component of the elevator traction system 10, mainly used for guiding and balancing the car 21. The car top pulley 12 typically works in conjunction with the guide rails to ensure that the car 21 moves along the correct path during operation, preventing it from tilting or swaying. Additionally, the car top pulley 12 works with the counterweight pulley 131, using the friction of the traction rope 14 to balance the weight of the elevator car 21 and the counterweight 132, ensuring smooth ascent and descent of the elevator unit 100.

[0031] In addition, the traction machine 11 here is the power equipment of the elevator device 100, also known as the elevator main unit. The function of the traction machine 11 is to deliver and transmit power to make the elevator device 100 run. In addition to the traction sheave 111, the traction machine 11 also includes components such as motor, brake, coupling, gearbox, frame and auxiliary handwheel. The traction machine 11 can adopt a permanent magnet synchronous gearless structure. The specific structure of the traction machine 11 will not be described in detail here.

[0032] The counterweight component 13 here mainly plays a balancing role, reducing the power of the traction machine 11 and the torque of the traction sheave 111. The counterweight component 13 is connected to the car 21 through the traction rope 14, and plays a balancing role when the elevator device 100 is running, making the operation of the elevator device 100 more stable and efficient.

[0033] According to the elevator traction system 10 of this utility model, by setting up a traction machine 11, a traction rope 14, a car top wheel 12 on the top of the car 21, and a counterweight wheel 131 on the outside of the car 21, the first end 141 of the traction rope 14 leading from the traction wheel 111 is wound around the car top wheel 12, and the second end 142 of the traction rope 14 leading from the traction wheel 111 is wound around the counterweight wheel 131. Thus, the traction of the car 21 can be achieved by the traction wheel 111 of the traction machine 11. Since there is only one car top wheel 12, compared with the elevator traction system 10 that uses at least two car top wheels 12, under the premise that other structures are the same, the elevator traction system 10 of this utility model can generate less noise, thereby reducing the vibration noise in the car 21. In addition, the structure of one car top wheel 12 is simple, easy to install, and low in cost.

[0034] Moreover, such as Figure 1As shown, the second end 142 of the traction rope 14, which extends from the traction sheave 111, is wound around the counterweight sheave 131. This eliminates the need for a guide wheel between the traction sheave 111 and the counterweight sheave 131. For machine rooms, since there is no guide wheel 191 near the traction machine 11, the support structure of the traction machine 11 can be greatly simplified, making installation easier and reducing the cost of its support structure. Furthermore, eliminating the guide wheel between the traction sheave 111 and the counterweight sheave 131 allows for a larger wrap angle of the traction sheave 111, thereby improving the traction capacity of the elevator traction system 10.

[0035] In some embodiments of this utility model, the diameter of the car top wheel 12 is more than 45 times the diameter of the traction rope 14, such as 48 times, 55 times, or 60 times the diameter of the traction rope 14. This allows the car top wheel 12 to rotate at a low speed and vibrate less, and the traction rope 14 to make a smaller noise when entering the groove, thereby reducing the noise generated by the car top wheel 12. This results in less vibration and noise inside the car 21 and improves the comfort of the car 21.

[0036] It is important to clarify that there is a specific relationship between the diameter of the car top pulley 12 and the diameter of the traction rope 14. The ratio of the diameter of the car top pulley 12 to the diameter of the traction rope 14 should not be too small, so that the traction rope 14 can run smoothly on the car top pulley 12, reducing the probability of wear and failure of the traction rope 14. In other words, when the diameter of the car top pulley 12 is too small, the bending radius of the traction rope 14 when passing over the car top pulley 12 will be reduced, resulting in greater bending stress inside the traction rope 14. This repeated bending stress will accelerate the fatigue damage of the traction rope 14, causing broken wires and structural damage on the surface of the traction rope 14, thereby significantly shortening the actual service life of the traction rope 14.

[0037] Furthermore, if the diameter of the car top pulley 12 is too small, the traction rope 14 will bear greater stress when passing over the car top pulley 12, exacerbating the friction and fatigue between the internal metal wires of the traction rope 14. Frequent bending will increase the risk of wear and breakage of the traction rope 14, directly affecting its safe use. Since the traction rope 14 may break due to fatigue or wear, this will increase the risk of safety accidents and directly affect the safe operation of the elevator device 100. However, the diameter of the car top pulley 12 should not be too large either. An excessively large diameter will increase the space occupied by the car top pulley 12 and reduce the travel distance of the elevator device 100.

[0038] Specifically, the ratio of the diameter of the car top wheel 12 to the diameter of the traction rope 14 is between 50 and 80, such as 60, 70 or 80. The diameter of the car top wheel 12 should not be too large. If the diameter of the car top wheel 12 is too large, such as when the ratio of the diameter of the car top wheel 12 to the diameter of the traction rope 14 is greater than 80, such as when the ratio of the diameter of the car top wheel 12 to the diameter of the traction rope 14 is 110 or 120, the space occupied by the car top wheel 12 will be too large, making maintenance inconvenient and affecting the travel of the elevator device 100, thus reducing the range of motion of the elevator device 100.

[0039] With the specifications of the traction rope 14 fixed, if the diameter of the car top wheel 12 is set to be more than 45 times the diameter of the traction rope 14, compared with the related technology where the diameter of the car top wheel is 40 times the diameter of the traction rope, it is equivalent to increasing the diameter of the car top wheel 12. This helps to reduce the rotational speed of the car top wheel 12, reduce the meshing noise between the car top wheel 12 and the traction rope 14, reduce the vibration of the car top wheel 12, and thus reduce the vibration and noise of the car 21.

[0040] refer to Figure 1 Given that the specifications and position of the traction sheave 111 are fixed, if the diameter of the car top sheave 12 is set to be more than 45 times the diameter of the traction rope 14, compared to the related technology where the diameter of the car top sheave is 40 times the diameter of the traction rope, it is equivalent to increasing the diameter of the car top sheave 12. Placing such a car top sheave 12 with an increased diameter on the top of the car 21, compared to the related technology where a car top sheave with a diameter 40 times the diameter of the traction rope is placed at the same position on the top of the car, can significantly increase the wrap angle of the traction sheave 111 due to the larger diameter of the car top sheave 12, thereby improving the traction capacity of the elevator traction system 10.

[0041] In short, in the technical solution of this application, by increasing the ratio of the diameter of the car top wheel 12 to the diameter of the traction rope 14 (that is, setting the diameter of the car top wheel 12 to be more than 45 times the diameter of the traction rope 14), the wrap angle of the traction sheave 111 can be increased, thereby improving the traction capacity of the elevator traction system 10. Moreover, while satisfying the requirement to increase the wrap angle of the traction sheave 111, it is not necessary to increase the diameter of the traction sheave 111, thus not increasing the cost and size of the traction machine 11, not causing an increase in the cost of the elevator device 100, and not causing an increase in the space of the machine room.

[0042] In some embodiments of this utility model, the traction wheel 111 is located above the car top wheel 12, and the traction wheel 111 is located on the side of the car top wheel 12 facing the counterweight assembly 13. That is, the traction wheel 111 is located diagonally above the car top wheel 12, and the traction wheel 111 is located in the vertical space defined by the car top wheel 12 and the counterweight assembly 13.

[0043] Specifically, the traction machine 11 is located inside the machine room 600; therefore, the traction sheave 111 is also located inside the machine room 600. The traction sheave 111 is positioned above the car top sheave 12 along the direction of gravity, as shown below. Figure 1 As shown, the direction of gravity here is consistent with the height direction of the elevator device 100. The height direction of the elevator device 100 is the ZZ direction, the depth direction of the elevator device 100 is the XX direction, and the width direction of the elevator device 100 is the YY direction.

[0044] The machine room 600 here is an independent space in the building specifically used to house the core equipment of the elevator unit 100. It is usually located on the top or side of the shaft 300 of the elevator unit 100. Its main function is to install and protect the main unit, control cabinet and other key equipment of the elevator unit 100, and to ensure the safe and stable operation of the elevator unit 100.

[0045] Furthermore, the traction sheave 111 is located on the side of the car top sheave 12 facing the counterweight assembly 13, meaning that the traction sheave 111 is situated within the space between the car top sheave 12 and the counterweight assembly 13. The counterweight assembly 13 also includes a counterweight component 132 and a counterweight buffer 133. The counterweight sheave 131 is located on the counterweight component 132, specifically on the upper surface of the counterweight component 132, allowing for easy connection between the counterweight sheave 131 and the traction sheave 111 via the traction rope 14.

[0046] The counterweight buffer 133 is located at the bottom of the shaft 300 where the elevator device 100 is located. It can absorb or dissipate the kinetic energy of the counterweight 132 when the elevator device 100 is out of control, so that the counterweight 132 can be safely decelerated and stopped, and the counterweight 132 is prevented from directly hitting the bottom of the shaft 300, thereby protecting the safety of passengers and the elevator device 100.

[0047] In some embodiments of this utility model, the elevator traction system 10 further includes a support member 15, on which a traction machine 11 is mounted. The support member 15 is located on the load-bearing beam 200. The traction machine 11 is typically equipped with guide wheels. The guide wheels and the car top wheel 12 are respectively located on both sides of the traction machine 11. The traction rope 14 passes around the traction wheel 111 and the guide wheel 191 and reaches the counterweight wheel 131, thus connecting the traction machine 11 and the counterweight 132. The guide wheels and the traction machine 11 are both located in the machine room 600. The setting of the guide wheels will reduce the wrap angle of the traction wheel 111, thereby reducing the traction capacity of the elevator traction system 10 and increasing the cost of the elevator traction system 10. The setting of the guide wheel 191 will make the structure of the support member 15 more complex. Since the support member 15 needs to support both the traction machine 11 and the guide wheel 191, the support strength requirement of the support member 15 is better, which increases the cost of the support member 15.

[0048] In this invention, the guide wheel 191 is eliminated, which simplifies the structure of the support member 15 and reduces the need for excessive support strength, thus lowering its cost. Furthermore, eliminating the guide wheel 191 also increases the wrap angle of the traction sheave 111, which will be described in more detail later.

[0049] Optionally, the elevator traction system 10 further includes a first mounting member 16 and a second mounting member 17, wherein the first mounting member 16 and the second mounting member 17 are respectively disposed on both sides of the traction machine 11 along the XX direction, wherein the first mounting member 16 is used to fix the first end 141 of the traction rope 14, and the second mounting member 17 is used to fix the second end 142 of the traction rope 14, thereby achieving the fixation of the first end 141 and the second end 142 of the traction rope 14.

[0050] Specifically, the first mounting component 16 and the second mounting component 17 are respectively fixed to the load-bearing beam 200. The installation position of the second mounting component 17 allows the traction rope 14 to be vertically positioned between the counterweight sheave 131 and the second mounting component 17. The installation position of the first mounting component 16 also has requirements, which will be described in more detail later.

[0051] like Figure 1 As shown, since the guide wheel located between the traction sheave 111 and the counterweight sheave 131 is omitted, and the second end 142 of the traction rope 14 extending from the traction sheave 111 is vertically wound around the counterweight sheave 131, that is, the portion of the traction rope 14 between the traction sheave 111 and the counterweight sheave 131 is vertically arranged, it is beneficial to increase the wrap angle of the traction sheave 111, thereby improving the traction capacity of the elevator traction system 10.

[0052] In some embodiments of this utility model, the axis of the traction sheave 111 is parallel to and spaced apart from the axis of the car top sheave 12, and the horizontal distance between the traction sheave 111 and the car top sheave 12 is in the range of 0 to 200 mm, while the vertical distance between the center of the traction sheave 111 and the center of the car top sheave 12 is in the range of 1800 to 2500 mm. (Refer to...) Figure 2As shown, the horizontal distance between the traction sheave 111 and the car top sheave 12 is L1, which is in the range of 0 to 200 mm. Specifically, L1 can be 10 mm, 20 mm, 30 mm, 50 mm, 100 mm, 150 mm, or 200 mm, etc. The vertical distance between the center of the traction sheave 111 and the center of the car top sheave 12 is H, which is in the range of 1800 to 2500 mm. Specifically, H can be 1800 mm, 1900 mm, 2000 mm, 2100 mm, 2200 mm, 2300 mm, or 2400 mm, etc. It can be understood that "the vertical distance between the center of the traction sheave 111 and the center of the car top sheave 12 is H" refers to the vertical distance between the center of the traction sheave 111 and the center of the car top sheave 12 when the car 21 is at the top of the hoistway 300.

[0053] This invention limits the horizontal distance between the traction sheave 111 and the car top sheave 12 to a range of 0 to 200 mm, and limits the vertical distance between the center of the traction sheave 111 and the center of the car top sheave 12 to a range of 1800 to 2500 mm. This allows for the limitation of the wrap angle of the traction sheave 111, increasing the wrap angle of the traction sheave 111 to be as close as possible to 180 degrees, thereby increasing the traction capacity of the traction machine 11.

[0054] More specifically, the horizontal distance L1 between the traction sheave 111 and the car top sheave 12 is in the range of 0 to 100 mm. Specifically, the horizontal distance L1 between the traction sheave 111 and the car top sheave 12 can be 15 mm, 25 mm, 35 mm, 45 mm, 55 mm, 65 mm, 75 mm, 85 mm, 90 mm, or 95 mm, etc., which can realize the control of the distance between the traction sheave 111 and the car top sheave 12.

[0055] Specifically, the vertical distance H between the center of the traction sheave 111 and the center of the car top sheave 12 is in the range of 2000 to 2300 mm. Specifically, H can be 2050 mm, 2150 mm, 2250 mm, 2280 mm, or 2290 mm, etc.

[0056] It should be clarified that the purpose of controlling the horizontal distance L1 between the traction sheave 111 and the car top sheave 12, and the vertical distance H between the center of the traction sheave 111 and the center of the car top sheave 12, is to control the wrap angle of the traction sheave 111. Without setting the guide wheel 191, the wrap angle of the traction sheave 111 can be increased.

[0057] In some embodiments of this utility model, such as Figure 2As shown, the distance between the fixed position of the first end 141 of the traction rope 14 and the car top wheel 12 in the horizontal direction is L2, which is equal to the distance between the traction wheel 111 and the car top wheel 12 in the horizontal direction, L1. That is to say, the dimensions of L2 and L1 are basically the same. This ensures that the horizontal component of the traction rope 14 on both sides of the car top wheel 12 in the XX direction is basically the same. This prevents the traction rope 14 from generating additional horizontal force on the car top wheel 12 and from generating additional force on the sliding process of the car 21, making the movement of the car 21 more stable and smooth.

[0058] It should be noted that L1 and L2 here are basically the same under the premise of taking tolerances into account. That is to say, L1 and L2 can be considered to be basically the same if they are within the same size range. For example, if L1 and L2 are both within the range of 98 to 99 mm, such as L1 being 98.5 mm and L2 being 99.7 mm, then L1 and L2 can be considered to be basically the same.

[0059] Optionally, the counterweight assembly 13 further includes a first guide rail 18, wherein there are two first guide rails 18, and the two first guide rails 18 are arranged in parallel and spaced apart, which allows the counterweight 132 to move vertically along the first guide rail 18, limiting the movement trajectory of the counterweight 132, and making the operation of the counterweight 132 smooth and stable.

[0060] Optionally, the traction rope 14 here can be a steel wire rope, that is, the traction rope 14 can be a traction steel wire rope, which is usually woven from multiple steel wires, and the structure is divided into single-layer and multi-layer. Multi-layer steel wire rope is made of multiple layers of steel wires woven together, which has a stronger load-bearing capacity, higher safety, and features high strength, wear resistance, and corrosion resistance. Common specifications are "8×19S" and "6×19S", which indicate that the traction steel wire rope is composed of 8 strands and 6 strands, respectively, with each strand containing 19 steel wires. Since the traction steel wire rope is usually cylindrical, the diameter of the traction steel wire rope here can be the average of the dimensions in multiple directions of the cross-section, such as the average of the dimensions in three mutually perpendicular directions.

[0061] Alternatively, the traction rope 14 can also be made of other materials, such as synthetic fiber rope or natural fiber rope. Both of these materials are made of high-strength synthetic fibers and are lightweight, high-strength, wear-resistant, and corrosion-resistant. In addition, synthetic fiber rope or natural fiber rope is not prone to rust, is easy to carry and use, and is a widely used material in various industries. Synthetic fiber rope is commonly used in trailers, transportation, ships, and other fields.

[0062] The following will combine Figure 2 The wrap angle of the traction sheave 111 is described in detail.

[0063] The wrap angle of the traction sheave 111 refers to the arc of the traction steel wire rope as it passes through the rope groove. The wrap angle is represented by α. The larger the wrap angle α is, the greater the friction, that is, the greater the traction force, which improves the safety of the elevator device 100.

[0064] Specifically, α = 180° - atan(L1 / H). This formula can be used to calculate the value of α. Since we have limited the range of L1 and the range of H, the value of α here can be close to 180°. Under normal circumstances, the wrap angle α of the traction sheave 111 will be greater than 170° and less than or equal to 180°. When L1 is 0 mm, α = 180°. At this time, the wrap angle of the traction sheave 111 can be maximized.

[0065] This invention increases the traction capacity of the elevator traction system 10 by designing a larger wrap angle α for the traction sheave 111, and achieves a lightweight design for the car 21 and the counterweight 132, thus reducing costs. Because the weight of the car 21 and the counterweight 132 are reduced, the number of traction ropes 14 and the weight of the compensating chain can be optimized, and the drive requirements for the traction machine 11 are also reduced, thereby lowering the overall cost of the elevator unit 100.

[0066] refer to Figure 1 and Figure 2 In the description of this application, "the wrap angle α of the traction sheave 111" refers to the wrap angle of the traction sheave 111 when the car 21 is at the top of the hoistway 300. Exemplarily, the "wrap angle α of the traction sheave 111" can be between 170° and 180°. Further, the "wrap angle α of the traction sheave 111" can be between 175° and 180°.

[0067] Since the elevator traction system 10 requires the wrap angle of the traction sheave 111 (i.e., the wrap angle α of the traction sheave 111) when the car 21 is at the top of the shaft 300 to calculate and evaluate the traction capacity, taking an elevator with a load capacity of 1000kg and a rated speed of 1.75m / s as an example, it was found that: for a scheme with a wrap angle α of 155°, the weight of the car 21 may need to increase by 200kg compared to a scheme with a wrap angle α of 170°; for a scheme with a wrap angle α of 155°, the weight of the car may need to increase by 250kg compared to a scheme with a wrap angle α of 175°. Therefore, it was found that the scheme with a wrap angle α of 155° has insufficient traction capacity compared to schemes with a wrap angle α between 170° and 180°, making it impossible to achieve a lightweight car design. The present application adopts a scheme where the wrap angle α of the traction sheave 111 is between 170° and 180°, which is conducive to achieving a lightweight design of the car 21 and the entire elevator traction system 10.

[0068] Furthermore, when the wrap angle α of the traction sheave 111 is 155°, the tension of the traction rope 14 will generate a large horizontal component force on the traction sheave 111. This will generate a large lateral shear force on the vibration damping rubber between the support member 15 below the traction machine 11 and the load-bearing beam 200, thus affecting the service life of the vibration damping rubber. However, the solution adopted in this application, where the wrap angle α of the traction sheave 111 is between 170° and 180°, will not generate a large horizontal component force on the traction sheave 111. The lateral shear force on the vibration damping rubber between the support member 15 below the traction machine 11 and the load-bearing beam 200 will be smaller, thus helping to extend the service life of the vibration damping rubber.

[0069] refer to Figure 1 and Figure 2 The angle between the section of the traction rope 14 extending from the car top wheel 12 to the traction wheel 111 and the vertical line passing through the center of the car top wheel 12 is denoted as "angle β between the traction rope 14 and the car top wheel 12". When the portion of the traction rope 14 that is wound around both sides of the car top wheel 12 is symmetrical (that is, the section of the traction rope 14 extending from the car top wheel 12 to the first end 141 is symmetrical with the section of the traction rope 14 extending from the car top wheel 12 to the traction wheel 111), the angle between the traction ropes 14 on both sides of the car top wheel 12 is 2β.

[0070] Understandably, as the car 21 descends in the hoistway 300, the angle β between the traction rope 14 and the car top sheave 12 gradually decreases, the angle 2β between the traction ropes 14 on both sides of the car top sheave 12 gradually decreases, the length of the traction rope 14 wound on the car top sheave 12 gradually increases, and the contact area between the traction rope 14 and the car top sheave 12 gradually increases. Conversely, as the car 21 ascends in the hoistway 300, the angle β between the traction rope 14 and the car top sheave 12 gradually increases, the angle 2β between the traction ropes 14 on both sides of the car top sheave 12 gradually increases, the length of the traction rope 14 wound on the car top sheave 12 gradually decreases, and the contact area between the traction rope 14 and the car top sheave 12 gradually decreases.

[0071] It is understandable that when the car 21 is at the top of the hoistway 300, the angle β between the traction rope 14 and the car top wheel 12 is equal to the difference between 180° and the wrap angle α of the traction wheel 111.

[0072] For example, when the car 21 is at the top of the hoistway 300 and the wrap angle α of the traction sheave 111 is 175°, the angle β between the traction rope 14 and the car top sheave 12 is 5° (i.e., 180°-175°=5°), and the angle 2β between the traction ropes 14 on both sides of the car top sheave 12 is 10°. As the car 21 descends in the hoistway 300, the angle between the traction ropes 14 on both sides of the car top sheave 12 gradually decreases from 10° (for example, approaching 0°). As the car 21 ascends in the hoistway 300, the angle between the traction ropes 14 on both sides of the car top sheave 12 gradually increases from 0° back to 10°. Thus, during the ascent and descent of the car 21, the angle between the traction ropes 14 on both sides of the car top sheave 12 varies from 0° to 10°.

[0073] Assuming that when the car 21 is at the top of the hoistway 300, and the wrap angle α of the traction sheave 111 is 155°, the angle β between the traction rope 14 and the car top sheave 12 is 25° (i.e., 180°-155°=25°), and the angle 2β between the traction ropes 14 on both sides of the car top sheave 12 is 50°. As the car 21 descends in the hoistway 300, the angle between the traction ropes 14 on both sides of the car top sheave 12 gradually decreases from 50° (for example, approaching 0°). As the car 21 ascends in the hoistway 300, the angle between the traction ropes 14 on both sides of the car top sheave 12 gradually increases from 0° back to 50°. Thus, during the ascent and descent of the car 21, the angle between the traction ropes 14 on both sides of the car top sheave 12 varies from 0° to 50°.

[0074] The above comparison reveals that, compared to the scheme with a wrap angle α of 175°, the scheme with a 155° wrap angle of the traction sheave 111 results in a significantly larger range of included angles (e.g., varying between 0° and 50°) between the two sides of the traction ropes 14 on the car top sheave 12 during the car 21's ascent and descent. This leads to a large variation in the contact area between the traction ropes 14 and the car top sheave 12, resulting in significant changes in the surface pressure of the rope grooves on the car top sheave 12. This causes additional wear on the rope grooves of the car top sheave 12, reducing the... The service life of the rope groove of the car top wheel 12; when the wrap angle α of the traction sheave 111 is 175°, during the lifting and lowering of the car 21, the included angle of the traction ropes 14 on both sides of the car top wheel 12 changes relatively little (such as changing between 0° and 10°). In this way, the contact position of the traction ropes 14 relative to the car top wheel 12 is relatively stable (with little change), the surface pressure of the rope groove of the car top wheel 12 is relatively stable, and it is not easy to cause additional wear on the rope groove of the car top wheel 12, which is conducive to extending the service life of the rope groove of the car top wheel 12.

[0075] Furthermore, to ensure stable movement of the car 21, the speed of the traction rope 14 is constantly changing. Compared to the scheme with a wrap angle α of 175° for the traction sheave 111, the horizontal component of the traction rope 14's speed changes more significantly during the car 21's ascent and descent, resulting in a larger range of speed variation. This leads to wear on the traction rope 14 and affects its service life. Conversely, when the wrap angle α of the traction sheave 111 is 175°, the horizontal component of the traction rope 14's speed changes less during the car 21's ascent and descent, and the range of speed variation is smaller, reducing wear and extending its service life.

[0076] Furthermore, compared to the scheme with a wrap angle of 175° for the traction sheave 111, the scheme with a wrap angle α of 155° results in a significant increase in the included angle of the traction ropes 14 on both sides of the car top sheave 12 during the ascent of the car 21 (e.g., from 0° to 50°). This leads to a substantial reduction in the length of the traction ropes 14 wound on the car top sheave 12, a significant reduction in the contact area between the traction ropes 14 and the car top sheave 12, and a substantial increase in the surface pressure of the traction ropes 14 on the car top sheave 12. Simultaneously, the speed of the traction ropes 14 increases significantly, making it easier to cause wear on the rope grooves of the car top sheave 12 and the traction ropes 14. Moreover, the increased rope speed and surface pressure also increase the meshing noise between the car top sheave 12 and the traction ropes 14, resulting in poorer vibration and noise levels in the car 21. When the wrap angle α of the traction sheave 111 is 175°, during the ascent of the car 21, the included angle of the traction ropes 14 on both sides of the car top sheave 12 increases only slightly (e.g., from 0° to 10°), the length of the traction rope 14 wound on the car top sheave 12 decreases only slightly, the contact area between the traction rope 14 and the car top sheave 12 decreases only slightly, the surface pressure of the traction rope 14 on the car top sheave 12 increases only slightly, and the speed of the traction rope 14 increases only slightly. This makes it less likely to cause wear on the rope groove of the car top sheave 12 and the traction rope 14, which helps to extend the service life of the rope groove of the car top sheave 12 and the traction rope 14. Moreover, since the rope speed increases only slightly and the surface pressure increases only slightly, it helps to reduce the meshing noise between the car top sheave 12 and the traction rope 14, thus improving the vibration and noise problems of the car 21.

[0077] Furthermore, during the lifting and lowering of the car 21, as the angle between the traction ropes 14 on both sides of the car top wheel 12 changes, the rope ends (i.e., the first end 141 and the second end 142) of the traction wheel 111 will also move accordingly with the traction ropes 14. Since the first end 141 is usually equipped with the elevator's weighing device, when the first end 141 of the traction rope 14 moves a large amplitude, the function and accuracy of the weighing device will be affected, and it will be unable to accurately weigh the car. For the scheme with a wrap angle α of 155° for the traction sheave 111, compared to the scheme with a wrap angle α of 175°, the included angle of the traction ropes 14 on both sides of the car top sheave 12 changes more widely during the lifting and lowering of the car 21. This results in a larger amplitude of movement at the first end 141 of the traction ropes 14, significantly impacting the function and accuracy of the weighing device. Overcoming this problem would require a special car-side rope head structure to synchronize the rotation of the weighing device and the car-side rope head. Such a complex rope head structure increases system complexity and cost, and also makes it difficult to guarantee the reliability of the rope head structure. However, when the wrap angle α of the traction sheave 111 is 175°, the included angle of the traction ropes 14 on both sides of the car top sheave 12 changes less widely during the lifting and lowering of the car 21, and the amplitude of movement at the first end 141 of the traction ropes 14 is smaller. The function and accuracy of the weighing device are less affected, eliminating the need for a special car-side rope head structure to overcome this problem. This simplifies the structure, controls costs, and ensures the stability of the rope head.

[0078] Of course, the scheme with a wrap angle α of 175° for the traction sheave 111 is just an example. When the wrap angle α of the traction sheave 111 is between 170° and 180°, compared with the scheme with a wrap angle α of 155°, both can achieve the above advantages, such as not causing wear on the car top sheave 12 and the traction rope 14, extending the service life of the car top sheave 12 and the traction rope 14, reducing the meshing noise between the car top sheave 12 and the traction rope 14, improving the vibration and noise problems of the car 21, as well as simplifying the rope head structure design, reducing manufacturing costs, and improving system stability. These advantages will not be elaborated here.

[0079] refer to Figure 1 Given that the specifications and position of the traction sheave 111 are fixed, if the diameter of the car top sheave 12 is set to be more than 45 times the diameter of the traction rope 14, compared with the related technology where the diameter of the car top sheave is 40 times the diameter of the traction rope, it is equivalent to increasing the diameter of the car top sheave 12. Setting such a car top sheave 12 with an increased diameter on the top of the car 21, compared with the related technology where a car top sheave with a diameter 40 times the diameter of the traction rope is set in the same position on the top of the car, can significantly increase the wrap angle of the traction sheave 111 due to the increased diameter of the car top sheave 12.

[0080] In some embodiments of this application, reference is made to Figure 1 and Figure 2 Since there is only one car top wheel 12, by setting the diameter of the car top wheel 12 to be more than 45 times the diameter of the traction rope 14, and by setting the horizontal distance between the traction sheave 111 and the car top wheel 12 to be within the range of 0 to 200 mm, and by omitting the guide wheel located between the traction sheave 111 and the counterweight sheave 131, the traction rope 14 is arranged vertically in the section between the traction sheave 111 and the counterweight sheave 131. This allows the wrap angle α of the traction sheave 111 to be between 170° and 180°, thereby ensuring the traction capacity of the elevator traction system 10. Furthermore, it is not necessary to increase the diameter of the traction sheave 111, which will not increase the cost and size of the traction machine 11, will not lead to an increase in the cost of the elevator device 100, and will not lead to an increase in the space of the machine room.

[0081] According to the technical solution of this application, by increasing the ratio of the diameter of the car top wheel 12 to the diameter of the traction rope 14, and limiting the horizontal distance between the traction wheel 111 and the car top wheel 12, it is possible to eliminate the guide wheel and one car top wheel, and with the traction wheel 111 having a conventional specification, to make the wrap angle α of the traction wheel 111 between 170° and 180°. This can effectively ensure the traction capacity of the elevator traction system 10, simplify the structural support of the traction machine 11 and the car top wheel 12, reduce the cost of the elevator traction system 10, improve the service life and reliability of the elevator traction system 10, reduce the vibration and noise of the car 21, and improve the riding comfort of the car 21.

[0082] In some embodiments of this utility model, the traction rope 14 is wound around the car top wheel 12, the traction wheel 111 and the counterweight wheel 131 in sequence, and the guide wheel 191 is not required, which can also achieve efficient traction of the car 21.

[0083] A second aspect of the present invention provides an elevator device 100, which includes an elevator traction system 10 and a car system 20 as mentioned in the above embodiments. The elevator traction system 10 includes a car top wheel 12; the car system 20 includes a car 21, and the car top wheel 12 is disposed on the top of the car 21.

[0084] According to the elevator device 100 of this utility model, the structure of the elevator traction system 10 is improved. The elevator traction system 10 is provided with a traction machine 11, a traction rope 14, a car top wheel 12 on the top of the car 21, and a counterweight wheel 131 located outside the car 21. The first end 141 of the traction rope 14, which is led out from the traction wheel 111, is wound around the car top wheel 12, and the second end 142 of the traction rope 14, which is led out from the traction wheel 111, is wound around the counterweight wheel 131. Thus, the traction of the car 21 can be achieved through the traction wheel 111 of the traction machine 11. Since there is only one car top wheel 12, compared with the elevator traction system 10 which uses at least two car top wheels 12, the elevator traction system 10 of this utility model can generate less noise, thereby reducing the vibration noise in the car 21 and improving the comfort of the elevator device 100.

[0085] It should be noted that, in addition to the elevator traction system 10 and the car system 20, the elevator device 100 here also includes a door system, a guide system, an electrical control system and a safety protection system. The door system includes the car door 22 and the hall door 400 of the car 21, which can ensure the safety of passengers or goods entering and exiting the car 21 and prevent accidents from happening during the operation of the elevator device 100.

[0086] Specifically, the guiding system includes two second guide rails 19, which are used to limit the running trajectory of the car 21 and ensure the vertical movement of the car 21. The electrical control system includes a main board, controller, frequency converter, sensors, etc., which are responsible for signal processing and floor scheduling to ensure that the elevator operates safely and efficiently according to a predetermined program. The safety protection system includes a speed governor, safety brake, buffers, etc., to ensure the safety of the elevator in emergency situations. The car buffer 30 and counterweight buffer 133 are important components of the safety protection system.

[0087] The car buffer 30 is a critical safety device installed at the bottom of the hoistway 300 of the elevator unit 100, forming the last physical protective barrier for the elevator unit 100. The main function of the car buffer 30 is to absorb the impact kinetic energy of the car 21 in extreme situations, preventing the car 21 from directly impacting the bottom of the hoistway 300 through deceleration and buffering. The working principle of the car buffer 30 is to absorb and dissipate the energy of the car 21, causing the car 21 to decelerate and eventually stop. During the operation of the elevator unit 100, if the safety brake fails, the friction of the traction sheave groove is insufficient, the braking force of the holding brake is insufficient, the mechanical failure of the traction machine 11 or the control system malfunctions, the car 21 may fall uncontrollably. In this case, the car buffer 30 will act as a buffer, preventing the car 21 of the elevator unit 100 from directly hitting the bottom, protecting the safety of passengers and the elevator unit 100.

[0088] Optionally, the elevator device 100 also includes guide shoes (not shown). The guide shoes are slidable nylon blocks between the second guide rail 19 and the car 21. They can fix the car 21 on the second guide rail 19, allowing the car 21 to move only up and down.

[0089] In some embodiments of this utility model, a car door 22 is provided on one side of the car 21. When the car door 22 is opened, it is convenient for people or goods to enter and exit the car 21.

[0090] The counterweight assembly 13 is located on the side of the car 21 away from the car door 22, or the counterweight assembly 13 is located on the outside of the side of the car 21. That is to say, the counterweight assembly 13 can be located on the rear side of the car 21, or the counterweight assembly 13 can also be located on the left or right side of the car 21 along the width direction, which can enable the normal operation of the elevator traction system 10. It should be noted that the first end 141 of the traction rope 14 is fixed on the first mounting member 16, and the traction rope 14 is sequentially wound around the car top wheel 12, the traction wheel 111 and the counterweight wheel 131, and the second end 142 of the traction rope 14 is fixed on the second mounting member 17.

[0091] Optionally, the car 21 is typically a rectangular or cylindrical structure, usually comprising a frame and a body. The frame is the main load-bearing component of the car 21, consisting of an upper beam, columns, a bottom beam, and tie rods. The frame needs to withstand various loads during the operation of the elevator 100, including its own weight, the load itself, and the reaction force generated when the safety brake operates or impacts the car buffer 30. Therefore, the frame design must ensure sufficient strength to withstand an impact force of 1500 kg. The body is the enclosed enclosure forming the space of the car 21, constructed of non-flammable materials that do not produce harmful gases or fumes. The body includes a floor plate, walls, and roof. The floor plate is typically made of anti-slip steel, while the walls and roof are made of lightweight alloy materials, such as aluminum alloy, magnesium alloy, or titanium alloy.

[0092] When the car 21 has a rectangular structure, the top of the car is usually a rectangular plate. The car top wheel 12 is located at the center point of the rectangular plate, which facilitates the positioning and installation of the car top wheel 12 and makes the car 21 have better balance. Compared with the structure of using two car top wheels 12, the structure of using one car top wheel 12 in this utility model can quickly realize the installation of the car top wheel 12 and make the car 21 have better balance.

[0093] Alternatively, when the car 21 has a cylindrical structure, the top of the car is usually a circular plate. The car top wheel 12 is located at the center point of the circular plate, which facilitates the positioning and installation of the car top wheel 12 and makes the car 21 have better balance. Compared with the structure of using two car top wheels 12, the structure of using one car top wheel 12 in this utility model can quickly realize the installation of the car top wheel 12 and make the car 21 have better balance.

[0094] During the operation of the elevator device 100, the car top wheel 12 usually needs to cooperate with the second guide rail 19 to ensure that the car 21 moves up and down along the correct path during operation, and to prevent the car 21 from tilting or shaking during operation.

[0095] Specifically, during operation, the car 21 needs to move up and down along the height direction of the elevator device 100. In addition, the car top wheel 12 cooperates with the counterweight wheel 131 to balance the weight of the car 21 and the counterweight 132 of the elevator device 100 through the friction of the traction rope 14, so as to ensure that the elevator device 100 can move up and down smoothly.

[0096] Elevator 100 is typically used in buildings with multiple floors 500, each floor 500 having a different height. For example, the second floor of a building may have a floor 500, the third floor may also have a floor 500, and the fourth floor may also have a floor 500. Each floor 500 is equipped with a hall door 400 to enclose the shaft 300.

[0097] For the structure of other parts of this application, please refer to the prior art; further details will not be provided here.

[0098] The above description is merely a preferred embodiment of this utility model, but the protection scope of this utility model is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this utility model should be included within the protection scope of this utility model. Therefore, the protection scope of this utility model should be determined by the scope of the claims.

Claims

1. An elevator traction system, applied to an elevator assembly, the elevator assembly including a car, characterized in that, The elevator traction system includes: A traction machine, the traction machine including a traction sheave; A car roof roller, wherein the car roof roller is located on the top of the car, and the number of the car roof rollers is one; Counterweight assembly, the counterweight assembly including counterweight rollers, the counterweight rollers being disposed outside the car; and The traction rope has a first end extending from the traction sheave and is wound around the car top sheave, and a second end extending from the traction sheave and is wound around the counterweight sheave.

2. The elevator traction system according to claim 1, characterized in that, The wrap angle of the traction sheave is between 170° and 180°.

3. The elevator traction system according to claim 2, characterized in that, The wrap angle of the traction sheave is between 175° and 180°.

4. The elevator traction system according to any one of claims 1 to 3, characterized in that, The diameter of the car top wheel is more than 45 times the diameter of the traction rope.

5. The elevator traction system according to claim 4, characterized in that, The ratio of the diameter of the car top wheel to the diameter of the traction rope is between 50 and 80.

6. The elevator traction system according to any one of claims 1 to 3, characterized in that, The axis of the traction sheave is parallel to and spaced apart from the axis of the car top sheave, and the horizontal distance between the traction sheave and the car top sheave is in the range of 0 to 200 mm; and / or, the vertical distance between the center of the traction sheave and the center of the car top sheave is in the range of 1800 to 2500 mm.

7. The elevator traction system according to claim 6, characterized in that, The horizontal distance between the traction sheave and the car top sheave is in the range of 0 to 100 mm, and / or the vertical distance between the center of the traction sheave and the center of the car top sheave is in the range of 2000 to 2300 mm.

8. The elevator traction system according to claim 1, characterized in that, The traction sheave is located above the car top sheave, and the traction sheave is located on the side of the car top sheave facing the counterweight assembly.

9. The elevator traction system according to claim 1, characterized in that, The distance between the fixed position of the first end of the traction rope and the car top wheel in the horizontal direction is equal to the distance between the traction wheel and the car top wheel in the horizontal direction.

10. The elevator traction system according to claim 1, characterized in that, The traction rope is sequentially wound around the car top wheel, the traction wheel, and the counterweight wheel.

11. The elevator traction system according to claim 1, characterized in that, The traction rope is arranged vertically in the section between the traction sheave and the counterweight sheave.

12. The elevator traction system according to claim 1, characterized in that, The elevator traction system also includes: A support member on which the traction machine is mounted.

13. An elevator device, characterized in that, The elevator device includes: The elevator traction system as described in any one of claims 1 to 12; A car system, the car system including a car, the car top wheel being disposed on the top of the car.

14. The elevator device according to claim 13, characterized in that, The car has a door on one side, and the counterweight assembly is located on the side of the car away from the door, or the counterweight assembly is located on the outside of the side of the car.

Images