Elevator single-side force suspension hoisting system

Abstract

The utility model relates to elevator technical field especially relates to a kind of elevator unilateral force suspension hoisting system. It includes rack, car, counterweight, elevator guide rail and hoisting machine, rack one side is fixed on unilateral building stress surface, hoisting machine is provided with hoisting wheel, it further includes main suspension, vice suspension, car roof main wheel group, car roof vice wheel group and counterweight wheel, rack other side is horizontally provided with suspension beam, rack bottom is fixed with elevator guide rail top, elevator guide rail bottom is fixed on ground, main suspension one end is connected on suspension beam, main suspension other end is sequentially connected on rack after passing car roof main wheel group, hoisting wheel, counterweight wheel, vice suspension one end is connected on suspension beam, vice suspension other end is sequentially connected on rack after passing car roof vice wheel group, car roof main wheel group, hoisting wheel, counterweight wheel. Using this hoisting system only needs to install elevator by means of single-face building stress surface, can adapt most existing building.

Description

Technical Field

[0001] This utility model relates to the field of elevator technology, and in particular to an elevator single-sided force-bearing suspension traction system. Background Technology

[0002] The market demand for elevator installation and renovation is currently experiencing explosive growth, becoming one of the core needs for urban renewal and upgrading of old residential communities.

[0003] However, many existing buildings were not designed with elevator installation in mind during the initial construction phase, resulting in significant limitations in the compatibility of existing building structures with traditional traction elevators. These traction systems rely on stable load-bearing structures, often requiring the reconstruction of a complete shaft. The civil engineering construction process faces numerous stringent requirements, including clear standards for the shaft's load-bearing strength and spatial dimensions, and the need for at least two solid load-bearing walls to provide structural support to ensure the elevator's safety and stability. This complex civil engineering modification process not only significantly increases construction time and costs but may also cause additional damage to the existing building structure, making the modification process cumbersome and inconvenient, and failing to efficiently meet the urgent market demands. Utility Model Content

[0004] The technical solution to be solved by this utility model is to provide an elevator single-sided force-bearing suspension traction system. With this traction system, the elevator can be installed by relying on the force of a single building wall or steel structure frame, which can be adapted to most existing buildings.

[0005] The technical solution adopted in this utility model is: an elevator single-sided load-bearing suspension traction system, which includes a frame, a car, a counterweight, elevator guide rails, and a traction machine. One side of the frame is fixed to the single-sided load-bearing surface of the building, and the traction machine is fixed to the frame and equipped with a traction sheave. It also includes a main suspension, a secondary suspension, a car top main sheave assembly, a car top secondary sheave assembly, and a counterweight sheave. A suspension beam is horizontally arranged on the other side of the frame. The bottom of the frame is fixed to the top of the elevator guide rails, and the bottom of the elevator guide rails is fixed to the ground. The car top main wheel assembly is located below the suspension beam on the car top, on the side closer to the frame. The car top auxiliary wheel assembly is located below the suspension beam on the car top, on the side farther from the frame. One end of the main suspension is connected to the suspension beam on the side closer to the frame, and the other end of the main suspension passes through the car top main wheel assembly, traction sheave, and counterweight sheave in sequence before connecting to the frame. One end of the auxiliary suspension is connected to the suspension beam on the side farther from the frame, and the other end of the auxiliary suspension passes through the car top auxiliary wheel assembly, car top main wheel assembly, traction sheave, and counterweight sheave in sequence before connecting to the frame.

[0006] Preferably, the main suspension and the auxiliary suspension are sequentially routed from the side of the counterweight wheel away from the car to the side of the counterweight wheel closer to the car and then connected to the frame.

[0007] Preferably, the top of the car is provided with an upper beam frame, and the car top main wheel assembly and car top auxiliary wheel assembly are rotatably connected to the upper beam frame.

[0008] Preferably, it also includes a diagonal bracing rib, wherein the frame is fixed to a frame support point on a single-sided load-bearing surface of the building, one end of the diagonal bracing rib is connected to the side of the suspension beam away from the frame, and the other end of the diagonal bracing rib is connected to a diagonal support point on a single-sided load-bearing surface of the building, and the diagonal support point is located above the frame support point.

[0009] Preferably, the traction sheave, the car top main wheel assembly, and the counterweight sheave are each provided with three wheel grooves, the car top auxiliary wheel assembly is provided with two wheel grooves, the main suspension is a steel belt, and the steel belt of the main suspension is sequentially wound around the wheel groove between the car top main wheel assembly, the traction sheave, and the counterweight sheave, and the auxiliary suspension is two steel belts, and the two steel belts of the auxiliary suspension are first wound around the wheel groove on the car top auxiliary wheel assembly and then sequentially wound around the wheel grooves on both sides of the car top main wheel assembly, the traction sheave, and the counterweight sheave.

[0010] Preferably, the traction sheave, the main wheel assembly on the car top, and the counterweight sheave are each provided with four wheel grooves, the auxiliary wheel assembly on the car top is provided with two wheel grooves, the main suspension consists of two steel belts, and the two steel belts of the main suspension are sequentially wound around the two wheel grooves in the middle of the main wheel assembly on the car top, the traction sheave, and the counterweight sheave. The auxiliary suspension consists of two steel belts, and the two steel belts of the auxiliary suspension are first wound around the wheel grooves on the auxiliary wheel assembly on the car top and then sequentially wound around the wheel grooves on both sides of the main wheel assembly on the car top, the traction sheave, and the counterweight sheave.

[0011] Preferably, the traction sheave, the main wheel assembly on the car top, and the counterweight sheave are each provided with five wheel grooves, the auxiliary wheel assembly on the car top is provided with two wheel grooves, the main suspension consists of three steel belts, and the three steel belts of the main suspension are sequentially wound around the first, third, and fifth wheel grooves of the main wheel assembly on the car top, the traction sheave, and the counterweight sheave, respectively. The auxiliary suspension consists of two steel belts, and the two steel belts of the auxiliary suspension are first wound around the wheel grooves on the auxiliary wheel assembly on the car top, and then sequentially wound around the second and fourth wheel grooves of the main wheel assembly on the car top, the traction sheave, and the counterweight sheave, respectively.

[0012] Compared with existing technologies, the present invention has the following advantages: By setting a car top main wheel assembly and a car top auxiliary wheel assembly on the top of the car, and extending a suspension beam from the frame, the main and auxiliary suspensions are respectively connected to the suspension beam by passing around the car top main wheel assembly and the car top auxiliary wheel assembly, and then the frame is connected to the ground through the elevator guide rail. In this way, most of the force can be transferred to the ground after passing through the suspension beam, frame, and guide rail. Thus, only one side of the load-bearing surface is needed for good support, so the elevator can be installed with only one side of the frame mounting surface bearing the force. This can be adapted to most existing buildings. Moreover, because this structure requires fewer guide wheels, the cost of the traction system can be reduced. Furthermore, the overall structure is simpler, saves space, and is easier to install.

[0013] This configuration of the main and auxiliary suspensions and counterweight wheels allows the counterweight to be closer to the car, resulting in a more compact overall structure and a smaller footprint.

[0014] Setting up an upper beam frame makes it easier to install the car roof main wheel assembly and the car roof auxiliary wheel assembly.

[0015] Setting diagonal bracing can flexibly distribute the stress, facilitate installation, and reduce the stress requirements of civil engineering. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of an embodiment of an elevator traction system according to the present invention.

[0017] Figure 2 This is a schematic diagram of the structure of an elevator traction system according to Embodiment 1 of this utility model after removing the frame, upper beam frame and counterweight.

[0018] Figure 3 This is a simplified diagram of one embodiment of an elevator traction system according to the present invention.

[0019] Figure 4 This is a schematic diagram of the structure of an elevator traction system according to Embodiment 2 of this utility model after removing the frame, upper beam frame and counterweight.

[0020] Figure 5 This is a simplified diagram of a third embodiment of an elevator traction system according to the present invention.

[0021] As shown in the figure: 1. Frame; 2. Counterweight; 3. Traction sheave; 4. Main suspension; 5. Auxiliary suspension; 6. Main wheel assembly on car top; 7. Auxiliary wheel assembly on car top; 8. Counterweight wheel; 9. Suspension beam; 10. Upper beam frame; 11. Diagonal bracing; 12. Car; 13. Frame support point; 14. Diagonal bracing support point; 15. Top support point of guide rail; 16. Ground support point of guide rail; 17. Counterweight guide rail. Detailed Implementation

[0022] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this utility model, and should not be construed as limiting this utility model.

[0023] Example 1: An elevator traction system, such as Figures 1-3 As shown, it includes a frame 1, a car 12, a counterweight 2, elevator guide rails, a traction machine, a main suspension 4, and an auxiliary suspension 5, wherein: The frame 1 is fixed on the frame support point 13 of a single-sided building wall or steel structure frame, and a suspension beam 9 is horizontally installed on it. The suspension beam 9 is located above the top of the car 12, and the suspension beam 9 and the frame 1 can be used as a single load-bearing body. The traction machine is fixed on the frame 1, and a traction wheel 3 is provided on it to drive the main and auxiliary suspension transmission. In this embodiment, the traction wheel 3 is a whole, with three wheel grooves and only one shaft, which can be wound around three steel belts. The car 12 includes a car guide rail. The car can move vertically inside the hoistway along the car guide rail. It is a conventional car of the prior art. The upper end of the car guide rail is fixed to the top support point 15 of the guide rail of the frame 1, and the lower end of the car guide rail is fixed to the ground support point 16 of the guide rail on the ground. The top of the car 12 is provided with an upper beam frame 10. The car top main wheel assembly 6 and the car top auxiliary wheel assembly 7 are installed on the upper beam frame 10. The car top main wheel assembly 6 is located below the side of the suspension beam 9 close to the frame 1, and the car top auxiliary wheel assembly 7 is located below the side of the suspension beam 9 away from the frame 1. In this embodiment, the car top main wheel assembly 6 is a whole, which is provided with three wheel grooves and only one shaft, which can be wound by three steel belts. The car top auxiliary wheel assembly 7 is provided with two wheel grooves. The positions of the two wheel grooves of the car top auxiliary wheel assembly 7 correspond to the positions of the two wheel grooves on both sides of the car top main wheel assembly 6, which can be wound by two steel belts. Counterweight 2, including counterweight guide rail 17, can slide on counterweight guide rail 17, such as... Figure 3 As shown, the upper end of the counterweight guide rail 17 is fixed on the top support point 15 of the guide rail of the frame, and the lower end of the counterweight guide rail 17 is fixed on the ground support point 16 of the guide rail. In this embodiment, the counterweight wheel 8 is a whole, with three wheel grooves and only one shaft for the three steel belts to be wound around. Elevator guide rails, including car guide rails and counterweight guide rails 17, can transfer a portion of the force on the frame to the ground as long as at least one guide rail connects the frame to the ground. The main suspension 4, in this embodiment, is a steel belt. One end of the steel belt is fixed to the side of the suspension beam 9 near the frame 1, and the other end of the steel belt passes through the wheel groove between the car top main wheel group 6, the traction wheel 3, and the counterweight wheel 8 in sequence before connecting to the frame 1. The auxiliary suspension 5, in this embodiment, consists of two steel belts. One end of the two steel belts is fixed to the side of the suspension beam 9 away from the frame 1, and the other end of the two steel belts passes around the auxiliary wheel group 7 on the car top and then passes around the wheel grooves on both sides of the main wheel group 6 on the car top, the traction wheel 3, and the counterweight wheel 8 in sequence before connecting to the frame 1. Moreover from Figure 2 and Figure 3As can be clearly seen, the main suspension 4 and the auxiliary suspension 5 are connected to the frame 1 after passing from the side of the counterweight wheel 8 away from the car 12 to the side of the counterweight wheel 8 closer to the car 12. In this way, the counterweight 2 is closer to the car 12 instead of being far away from the car 12, which makes the overall volume smaller.

[0024] Furthermore, in this embodiment, the main stress is on the frame and the suspension beam, and the frame is connected to the ground through the car guide rail and the counterweight guide rail. In other words, the frame can transfer most of the force to the ground through the guide rail. This allows the frame to be fixed on only one side of the load-bearing surface to ensure the stable operation of the system.

[0025] Furthermore, by adopting this traction structure, excluding the traction sheave 3, there are only three guide sheaves in total: the counterweight sheave 8, the car top main sheave group 6, and the car top auxiliary sheave group 7. The overall number of guide sheaves is small, which can reduce some costs.

[0026] With this configuration, the top of the car 12 is a triangular three-point stress distribution, with two points on the side away from the frame and one point on the side closer to the frame, resulting in a more even distribution of stress.

[0027] Example 2: like Figure 4 As shown, the difference from Embodiment 1 is that in Embodiment 2, the main suspension 4 consists of two steel belts, and the counterweight wheel 8, the car roof main wheel assembly 6, and the car roof auxiliary wheel assembly 7 have four wheel grooves. The two steel belts of the main suspension 4 are respectively wound around the middle two wheel grooves of the car roof main wheel assembly 6, the traction wheel 3, and the counterweight wheel 8. The two steel belts of the auxiliary suspension 5 are wound around the wheel grooves on the car roof auxiliary wheel assembly 7 and then sequentially wound around the wheel grooves on both sides of the car roof main wheel assembly 6, the traction wheel 3, and the counterweight wheel 8.

[0028] Example 3: like Figure 5 As shown, the difference from Embodiment 1 is that Embodiment 3 also includes a diagonal bracing 11. One end of the diagonal bracing 11 is connected to the side of the suspension beam 9 away from the frame 1, and the other end of the diagonal bracing 11 is fixed to the diagonal support point 14 of the single-sided building wall or steel structure frame. The diagonal support point 14 is located above the frame support point 13, which makes the suspension beam 9 and the frame 1 more evenly stressed and more reliable.

[0029] Example 4: The difference from Embodiment 1 is that in Embodiment 4, the main suspension 4 consists of two steel belts, the auxiliary suspension 5 consists of one steel belt, and the car roof auxiliary wheel assembly 7 consists of one wheel groove. The two steel belts of the main suspension 4 are sequentially wound around the wheel grooves on both sides of the car roof main wheel assembly 6, traction sheave 3, and counterweight sheave 8. The steel belt of the auxiliary suspension 5 is first wound around the car roof auxiliary wheel assembly 7 and then sequentially wound around the wheel groove in the middle of the car roof main wheel assembly 6, traction sheave 3, and counterweight sheave 8.

[0030] Example 5: The difference from Embodiment 2 is that in Embodiment 5, the two steel belts of the main suspension 4 are respectively wound around the two wheel grooves on both sides of the car roof main wheel assembly 6, traction wheel 3, and counterweight wheel 8, while the two steel belts of the auxiliary suspension 5 are first wound around the car roof auxiliary wheel assembly 7 and then sequentially wound around the wheel groove in the middle of the car roof main wheel assembly 6, traction wheel 3, and counterweight wheel 8.

[0031] Example 6: The difference from Embodiment 1 is that in Embodiment 6, the main suspension 4 has three steel belts, the auxiliary suspension 5 has two steel belts, the counterweight wheel 8, the car roof main wheel assembly 6 and the car roof auxiliary wheel assembly 7 have five wheel grooves, and the car roof auxiliary wheel assembly 7 has two wheel grooves. The three steel belts of the main suspension 4 are respectively wound around the three middle wheel grooves of the car roof main wheel assembly 6, the traction wheel 3 and the counterweight wheel 8, and the two steel belts of the auxiliary suspension 5 are wound around the wheel grooves on both sides of the car roof auxiliary wheel assembly 7, the car roof main wheel assembly 6, the traction wheel 3 and the counterweight wheel 8.

[0032] Example 7: The difference from Embodiment Six is ​​that in Embodiment Seven, the three steel belts of the main suspension 4 are respectively wound around the first, third, and fifth wheel grooves of the car roof main wheel assembly 6, traction sheave 3, and counterweight sheave 8. The two steel belts of the auxiliary suspension 5 are first wound around the two wheel grooves on the car roof auxiliary wheel assembly 7 and then sequentially wound around the second and fourth wheel grooves of the car roof main wheel assembly 6, traction sheave 3, and counterweight sheave 8. That is, the main and auxiliary suspensions are arranged alternately.

[0033] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

[0034] For those skilled in the art, various changes and modifications will undoubtedly be apparent after reading the above description. Therefore, the appended claims should be considered as covering all changes and modifications that encompass the true intent and scope of this utility model. Any and all equivalent scope and content within the scope of the claims should be considered as still falling within the intent and scope of this utility model.

Claims

1. A single-sided load-bearing suspension traction system for an elevator, comprising a frame (1), a car (12), a counterweight (2), elevator guide rails, and a traction machine, wherein one side of the frame (1) is fixed to the load-bearing surface of the building on one side, the traction machine is fixed to the frame (1), and a traction sheave (3) is provided on the traction machine, characterized in that: It also includes a main suspension (4), a secondary suspension (5), a car top main wheel assembly (6), a car top secondary wheel assembly (7), and a counterweight wheel (8). A suspension beam (9) is horizontally arranged on the other side of the frame (1). The bottom of the frame (1) is fixed to the top of the elevator guide rail, and the bottom of the elevator guide rail is fixed to the ground. The car top main wheel assembly (6) is located below the suspension beam (9) on the top of the car (12) near the frame (1). The car top secondary wheel assembly (7) is located away from the suspension beam (9) on the top of the car (12). Below one side of the frame (1), one end of the main suspension (4) is connected to the side of the suspension beam (9) near the frame (1), and the other end of the main suspension (4) passes through the car top main wheel assembly (6), traction sheave (3), and counterweight sheave (8) in sequence before being connected to the frame (1). One end of the auxiliary suspension (5) is connected to the side of the suspension beam (9) away from the frame (1), and the other end of the auxiliary suspension (5) passes through the car top auxiliary wheel assembly (7), car top main wheel assembly (6), traction sheave (3), and counterweight sheave (8) in sequence before being connected to the frame (1).

2. The elevator single-sided force-bearing suspension traction system according to claim 1, characterized in that: The main suspension (4) and the auxiliary suspension (5) are connected to the frame (1) after passing from the side of the counterweight wheel (8) away from the car (12) to the side of the counterweight wheel (8) near the car (12).

3. The elevator single-sided force-bearing suspension traction system according to claim 1, characterized in that: The car is provided with an upper beam frame (10) on the top, and the car top main wheel assembly (6) and car top auxiliary wheel assembly (7) are rotatably connected to the upper beam frame (10).

4. The elevator single-sided force-bearing suspension traction system according to claim 1, characterized in that: It also includes a diagonal bracing (11), the frame (1) is fixed on the frame support point (13) on the single-sided building stress surface, one end of the diagonal bracing (11) is connected to the side of the suspension beam (9) away from the frame (1), and the other end of the diagonal bracing is connected to the diagonal support point (14) on the single-sided building stress surface, and the diagonal support point (14) is located above the frame support point (13).

5. The elevator single-sided force-bearing suspension traction system according to claim 1, characterized in that: The traction sheave (3), the car top main wheel assembly (6), and the counterweight sheave (8) are each provided with three wheel grooves. The car top auxiliary wheel assembly (7) is provided with two wheel grooves. The main suspension (4) is a steel belt, and the steel belt of the main suspension (4) is sequentially wound around the wheel groove between the car top main wheel assembly (6), the traction sheave (3), and the counterweight sheave (8). The auxiliary suspension (5) is two steel belts, and the two steel belts of the auxiliary suspension (5) are first wound around the wheel groove on the car top auxiliary wheel assembly (7) and then sequentially wound around the wheel grooves on both sides of the car top main wheel assembly (6), the traction sheave (3), and the counterweight sheave (8).

6. The elevator single-sided force-bearing suspension traction system according to claim 1, characterized in that: The traction sheave (3), the car top main wheel assembly (6), and the counterweight sheave (8) are all provided with four wheel grooves. The car top auxiliary wheel assembly (7) is provided with two wheel grooves. The main suspension (4) consists of two steel belts, and the two steel belts of the main suspension (4) are sequentially wound around the two wheel grooves in the middle of the car top main wheel assembly (6), the traction sheave (3), and the counterweight sheave (8). The auxiliary suspension (5) consists of two steel belts, and the two steel belts of the auxiliary suspension (5) are first wound around the wheel grooves on the car top auxiliary wheel assembly (7) and then sequentially wound around the wheel grooves on both sides of the car top main wheel assembly (6), the traction sheave (3), and the counterweight sheave (8).

7. The elevator single-sided force-bearing suspension traction system according to claim 1, characterized in that: The traction sheave (3), the car top main wheel assembly (6), and the counterweight sheave (8) are each provided with five wheel grooves. The car top auxiliary wheel assembly (7) is provided with two wheel grooves. The main suspension (4) consists of three steel belts, and the three steel belts of the main suspension (4) are sequentially wound around the first, third, and fifth wheel grooves of the car top main wheel assembly (6), the traction sheave (3), and the counterweight sheave (8). The auxiliary suspension (5) consists of two steel belts, and the two steel belts of the auxiliary suspension (5) are first wound around the wheel grooves on the car top auxiliary wheel assembly (7) and then sequentially wound around the second and fourth wheel grooves of the car top main wheel assembly (6), the traction sheave (3), and the counterweight sheave (8).

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