JP2009040587A - Elevator hoisting machine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an elevator hoisting machine capable of sufficient braking force for holding a car in a stop condition and surely stopping the car even when lubricant leaking from a bearing is adhered to a disc rotor. <P>SOLUTION: This elevator hoisting machine (6) comprises a rotary shaft (21) rotatably supported to a housing (16) via bearings (22, 23) and driven by a motor (27), a sheave (26) which integrally rotates with the rotary shaft (21) and around which a rope (8) suspending a car (4) is wound, and a disc brake device (31) for holding the car (4) at a predetermined stop position by giving a braking force to the rotary shaft (21). The disc brake device (31) comprises a plurality of disc rotors (32, 33) integrally rotating with the rotary shaft (21) adjacent to the bearings (22, 23), and brake pads (36a, 36b, 37a, 37b) nipping at least one portion of each disc rotor (32, 33). <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to an elevator hoisting machine that moves a car up and down along a hoistway, and more particularly to the structure of a disc brake device that holds the car in a predetermined stop position.

  The rope traction type elevator is equipped with a hoisting machine that moves the car up and down along the hoistway. As disclosed in Patent Document 1, for example, the hoisting machine includes a rotating shaft, a motor that drives the rotating shaft in a direction around the shaft, a sheave supported on the rotating shaft, and a braking force applied to the sheave. And a brake device for imparting.

  Both ends of the rotating shaft along the axial direction are supported by the housing via bearings. The sheave rotates integrally with the rotating shaft, and a rope for suspending the car is wound around the hoistway.

  Therefore, when the rotating shaft rotates in response to torque from the motor, the sheave rotates in the direction to wind up or rewind the rope, and the car moves up and down along the hoistway. The elevator car is moved up and down and stopped by electrically controlling the motor.

  The brake device functions as a safety device that holds the car at a predetermined stop position or forcibly stops the car when the motor is in an uncontrollable state.

The brake device includes a disc rotor that rotates integrally with the rotation shaft, and a brake pad that faces the disc rotor therebetween. The disk rotor is coaxially fixed on the rotating shaft and is adjacent to a bearing that supports one end of the rotating shaft. The brake pad is urged by, for example, a brake spring to sandwich the disk rotor, and a braking force is applied to the sheave by a frictional force generated at a contact portion between the brake pad and the disk rotor.
JP 2005-119863 A

  In an elevator hoisting machine, a lubricant such as grease is used to prevent wear and heat generation of a bearing that supports a rotating shaft. Although the lubricant is sealed in the bearing, it is practically difficult to completely eliminate the leakage of the lubricant due to the structural problem inherent to the bearing.

  Therefore, although the possibility that the lubricant leaking from the bearing adheres to the disk rotor adjacent to the bearing is extremely low, this possibility cannot be denied.

  Therefore, if the lubricant adheres to the sliding surface of the disc rotor where the brake pad contacts, the friction coefficient of the sliding surface may drop at a stretch, and slip may occur between the disc rotor and the brake pad. obtain.

  In other words, it may be difficult to secure a braking force that can hold the car in a stopped state. As a result, there is a possibility that the stopped car undesirably starts moving or the car cannot be reliably stopped in an emergency.

  An object of the present invention is to obtain a braking force sufficient to hold a car in a stopped state or to reliably stop a moving car even if lubricant leaks from a bearing adjacent to the disk rotor. The object is to obtain an elevator hoisting machine.

In order to achieve the above object, an elevator hoist according to one embodiment of the present invention includes:
A housing having a bearing; a rotating shaft supported rotatably on the housing via the bearing; and driven by a motor; fixed on the rotating shaft and rotated integrally with the rotating shaft; A sheave around which a rope to be hung is wound, and a disc brake device provided at a position adjacent to the bearing and holding the car at a predetermined stop position by applying a braking force to the rotating shaft. ing.
The disc brake device includes a plurality of disc rotors that are provided on the rotating shaft and rotate integrally with the rotating shaft, and a brake pad that sandwiches at least one portion of each disc rotor. .

In order to achieve the above object, according to an elevator hoist according to another embodiment of the present invention,
The disc brake device includes a disc rotor that is provided on the rotary shaft and rotates integrally with the rotary shaft, and a plurality of sets of brake pads that sandwich a plurality of locations that are offset from each other in the radial direction of the disc rotor. It is characterized by having.

In order to achieve the above object, according to an elevator hoist according to still another aspect of the present invention,
The disc brake device includes a disc rotor that is provided on the rotating shaft and rotates integrally with the rotating shaft, and a plurality of brake pads that sandwich the disc rotor, and the disc rotor has an outer periphery thereof. A plurality of ring-shaped sliding portions, and the sliding portions are arranged coaxially with an interval in the axial direction of the rotating shaft, and the brake pad includes the sliding portions It is characterized by being arranged at a position corresponding to.

  According to the present invention, even if the lubricant leaks from the bearing adjacent to the disk rotor, it is possible to obtain a braking force sufficient to hold the car in a stopped state or to reliably stop the moving car. it can.

  Hereinafter, a first embodiment of the present invention will be described with reference to FIGS. FIG. 1 is a side view schematically showing the structure of an elevator, and FIG. 2 is a cross-sectional view of an elevator hoist.

  A traction type elevator 1 shown in FIG. 1 has a dedicated machine room 3 at the upper end of a hoistway 2. A car 4 and a counterweight 5 are supported on the hoistway 2 through a guide rail (not shown) so as to be movable up and down. A hoisting machine 6 and a governor 7 are installed in the machine room 3. The hoisting machine 6 suspends the car 4 and the counterweight 5 from the hoistway 2 via the main rope 8.

  A compensating rope 9 is bridged between the bottom of the car 4 and the lower end of the counterweight 5. The compensating rope 9 is suspended from the car 4 and the counterweight 5 and is wound around a guide sheave 10 installed on the bottom of the hoistway 2.

  A governor rope 12 is bridged between the governor 7 and the governor tensioner 11 located at the bottom of the hoistway 2. The governor rope 12 is connected to the car 4 via a link 13 and transmits the ascending / descending speed of the car 4 to the governor 7.

  The hoisting machine 6 is for hoisting and rewinding the main rope 8 to move the car 4 and the counterweight 5 along the hoistway 2, and the hoisting machine 6 will be described below.

  As shown in FIG. 2, the hoisting machine 6 is installed on the floor plate 3 a of the machine room 3. The hoisting machine 6 has a housing 16. The housing 16 according to the present embodiment includes a pair of support walls 17a and 17b and a top plate 18. The support walls 17a and 17b stand up from the floor plate 3a and face each other with a space therebetween. The top plate 18 straddles between the upper ends of the support walls 17a and 17b.

  The support walls 17a and 17b have hollow cylindrical boss portions 20a and 20b. The boss portions 20a and 20b are arranged coaxially in the horizontal direction. A rotating shaft 21 is bridged between the boss portions 20a and 20b. The rotating shaft 21 is horizontally disposed so as to be orthogonal to the hoistway 2. One end of the rotating shaft 21 is rotatably supported by one boss portion 20 a via a first rolling bearing 22. The other end of the rotating shaft 21 is rotatably supported by the other boss portion 20b via the second rolling bearing 23.

  Each of the first and second rolling bearings 22 and 23 has a plurality of rollers 24 as rolling elements. The rollers 24 of the bearings 22 and 23 are lubricated with a lubricant such as grease. Although the lubricant is sealed in the first and second rolling bearings 22 and 23, it is possible to completely eliminate the leakage of the lubricant because of the structural limitation of the first and second rolling bearings 22 and 23. This is a difficult situation.

  A sheave 26 is coaxially fixed on the rotating shaft 21. The sheave 26 is located between the support walls 17a and 17b, and the main rope 8 is wound around the outer peripheral surface of the sheave 26.

  The rotating shaft 21 has an extension 21a at the other end. The extension 21 a extends through the support wall 17 b to the opposite side of the sheave 26 and is connected to the motor 27. The motor 27 has a rotor 28 and a stator 29. The rotor 28 is coaxially fixed to the extension portion 21 a of the rotating shaft 21 so as to rotate integrally with the rotating shaft 21. The stator 29 is fixed to the housing 16 and surrounds the rotor 28 coaxially.

  When the motor 27 is activated, the torque of the motor 27 is transmitted to the sheave 26 via the rotating shaft 21. As a result, the sheave 26 rotates in the direction to wind up or rewind the main rope 8, and the car 4 is moved up and down along the hoistway 2. During normal operation of the elevator 1, the elevator 4 is moved up and down and stopped by electrically controlling the motor 27 of the hoisting machine 6.

  As shown in FIG. 2, the hoisting machine 6 is equipped with a disc brake device 31. The disc brake device 31 is for holding the car 4 at a predetermined stop position by applying a braking force to the rotating shaft 21. The disc brake device 31 according to the present embodiment includes first and second disc rotors 32 and 33 and first and second calipers 34 and 35.

  The first and second disk rotors 32 and 33 are made of, for example, a steel plate or a stainless metal plate. The first and second disk rotors 32 and 33 are coaxially fixed to the rotary shaft 21 so as to rotate integrally with the rotary shaft 21.

  The first disk rotor 32 is located between the one support wall 17a of the housing 16 and the sheave 26, and is adjacent to the first rolling bearing 22 mounted on the one support wall 17a. The second disk rotor 33 is located between the other support wall 17b of the housing 16 and the sheave 26, and is adjacent to the second rolling bearing 23 attached to the other support wall 17b. Therefore, the first and second disk rotors 32 and 33 face each other in the axial direction of the rotary shaft 21 with the sheave 26 interposed therebetween.

  The first caliper 34 is supported on one support wall 17a of the housing 16 via a bracket (not shown). The first caliper 34 straddles a part along the circumferential direction of the first disk rotor 32 in the thickness direction. The first caliper 34 supports a pair of brake pads 36a and 36b. The brake pads 36a and 36b face each other with the first disk rotor 32 interposed therebetween, and sandwich the first disk rotor 32 by a biasing force of a brake spring (not shown). As a result, a frictional force acts on the contact portion between the first disk rotor 32 and the brake pads 36 a and 36 b, and a braking force is applied to the rotating shaft 21.

  The second caliper 35 is supported on the other support wall 17b of the housing 16 via a bracket (not shown). The second caliper 35 straddles a part of the second disk rotor 33 along the circumferential direction in the thickness direction. The second caliper 35 supports a pair of brake pads 37a and 37b. The brake pads 37a and 37b face each other with the second disk rotor 33 interposed therebetween, and sandwich the second disk rotor 33 by a biasing force of a brake spring (not shown). As a result, a frictional force acts on the contact portion between the second disk rotor 33 and the brake pads 37 a and 37 b, and a braking force is applied to the rotating shaft 21.

  According to the present embodiment, when the electromagnetic force or hydraulic pressure that inhibits the brake operation is removed, the urging force of the brake spring is simultaneously applied to the brake pads 36a, 36b, 37a, 37b of the first and second calipers 34, 35. Works. Therefore, the brake pads 36a, 36b, 37a, 37b of the first and second calipers 34, 35 sandwich the first and second disk rotors 32, 33 in synchronization with each other. Therefore, when the car 4 stops at a predetermined position in the hoistway 2, the rotating shaft 21 receives braking force from two places separated in the axial direction.

  The braking force acting on the rotating shaft 21 from the first disk rotor 32 and the braking force acting on the rotating shaft 21 from the second disk rotor 33 are large enough to individually hold the car 4 at a predetermined stop position. Is set.

  According to the first embodiment, the disc brake device 31 that holds the car 4 at a predetermined stop position has the first and second disc rotors 32 and 33 that rotate integrally with the rotary shaft 21. A braking force is applied to the rotating shaft 21 from these two disk rotors 32 and 33.

  For this reason, for example, even if the lubricant leaked from the first rolling bearing 22 adheres to the first disk rotor 32 and slip occurs between the first disk rotor 32 and the brake pads 36a and 36b, The car 4 can be held at a predetermined stop position by using the frictional force generated at the contact portion between the second disk rotor 33 and the brake pads 37a and 37b.

  At the same time, in the unlikely event that the elevator 27 moves up and down due to a failure of the motor 27 or the like, the lubrication that has leaked from the first rolling bearing 22 to the first disk rotor 32 occurs. Even if the agent adheres, the car 4 can be decelerated by the friction force generated at the contact portion between the second disk rotor 33 and the brake pads 37a and 37b, and finally stopped.

  Therefore, according to the disc brake device 31 of the first embodiment, it is possible to obtain a braking force sufficient to hold the car 4 in a stopped state or to reliably stop the moving car 4. Therefore, idling of the rotating shaft 21 during the operation of the disc brake device 31 can be prevented, and safety measures for the elevator 1 can be dramatically improved.

  In the second embodiment of the present invention, the first disk rotor 32 is used for stopping the car, and the second disk rotor 33 is used for emergency braking when the motor 27 becomes uncontrollable. Further, when the brake pads 36a and 36b of the first caliper 34 and the brake pads 37a and 37b of the second caliper 35 are operated independently of each other and the car 4 is held at a predetermined stop position, the first The brake pads 36 a and 36 b of the caliper 34 sandwich the first disk rotor 32.

  In properly using the first disk rotor 32 and the second disk rotor 33, it is desirable to make the friction coefficient of the first disk rotor 32 larger than the friction coefficient of the second disk rotor 33. For example, by selecting a material having a higher friction coefficient than the metal material constituting the second disk rotor 33 as the metal material constituting the first disk rotor 32, the first and second disk rotors 32, 33 are selected. The friction coefficients can be made different from each other.

  Further, instead of selecting a metal material, for example, as shown in FIG. 3, the sliding surfaces 32a and 32b with which the brake pads 36a and 36b are in contact with each other in the first disk rotor 32 are subjected to a rough surface treatment. Many irregularities 40 may be formed on 32a and 32b. Due to the presence of the irregularities 40, the sliding surfaces 32a and 32b of the first disk rotor 32 become rough surfaces, and the brake pads 36a and 36b are easy to bite.

  By increasing the friction coefficient of the first disk rotor 32, the frictional resistance when the first disk rotor 32 is sandwiched between the brake pads 36a and 36b is increased. As a result, a large braking force acts on the rotating shaft 21, and the car 4 can be firmly held at the stop position so that the car 4 does not start moving from the predetermined stop position.

  On the other hand, when the friction coefficient of the second disk rotor 33 for emergency braking is increased to, for example, the friction coefficient of the first disk rotor 32, the second disk rotor 33 is sandwiched between the brake pads 37a and 37b. Sometimes the moving car 4 stops suddenly. For this reason, it cannot be denied that a large impact is applied to the passengers in the car 4. At the same time, since the sheave 26 stops suddenly, a slip occurs between the sheave 26 and the main rope 8, and the car 4 cannot be stopped, and there is a possibility that the wear of the main rope 8 may be accelerated. possible.

  Accordingly, when the first disk rotor 32 and the second disk rotor 33 are properly used, the first disk rotor for stopping the car with respect to the friction coefficient of the second disk rotor 33 for emergency braking. It is essential to make the friction coefficients of the first and second disk rotors 32 and 33 different from each other so that the friction coefficient of 32 becomes large.

  According to the second embodiment, when the car 4 is held at the stop position, the second disk rotor 33 is not sandwiched between the brake pads 37a and 37b, and is not sandwiched between the second disk rotor 33. The braking force is not acting.

  However, the present invention is not limited to this, and the second disk rotor 33 may be used together when the car 4 is held at the stop position. Specifically, when the first disk rotor 32 is about to slip due to slipping due to adhesion of lubricant, for example, the first disk rotor 32 is sandwiched between the brake pads 36a and 36b. The brake pads 37 a and 37 b corresponding to the second disk rotor 33 are operated by detecting the slip of the first disk rotor 32.

  As a result, as in the first embodiment, a braking force can be applied to the rotating shaft 21 from the two disk rotors 32 and 33 when the car 4 is held at the stop position. Therefore, idling of the rotating shaft 21 during operation of the disc brake device 31 can be reliably prevented.

  In the first and second embodiments, one caliper is provided for each of the first and second disk rotors, and one part of the disk rotor is sandwiched. However, the present invention is not limited to this, and a plurality of calipers may be arranged for each disk rotor, and a plurality of locations spaced in the circumferential direction of the disk rotor may be sandwiched by brake pads supported by these calipers.

  In the first and second embodiments, the first and second disk rotors are distributed on both sides of the sheave, but may be concentrated on one side of the sheave. In addition, the number of disk rotors is not limited to two. For example, three or more disk rotors may be provided on the rotation shaft, and the number of disk rotors is not particularly limited.

  Further, in the second embodiment, the first disk rotor 32 for stopping the car is roughened, but the second disk rotor 33 may be roughened. . According to this configuration, even if the lubricant leaking from the bearing adheres to both the first and second disk rotors 32 and 33, the first and second disk rotors 32 and 32 during the operation of the disk brake device 31. 33 slips can be prevented.

  At this time, the disc brake device 31 of the hoisting machine 6 operates only when the car 4 is stopped or in an emergency, so that even if the first and second disc rotors 32 and 33 are roughened, The pads 36a, 36b, 37a, and 37b do not wear early. Therefore, frequent inspection and replacement of the brake pads 36a, 36b, 37a, and 37b are unnecessary, and no problem occurs in practical terms.

  4 and 5 disclose a third embodiment of the present invention.

  In the third embodiment, the configuration of the disc brake device 51 that applies a braking force to the rotating shaft 21 is different from that of the first embodiment, and the configuration of the hoisting machine 6 other than that is the first. This is the same as the embodiment. Therefore, in the third embodiment, the same components as those in the first embodiment are denoted by the same reference numerals, and the description thereof is omitted.

  As shown in FIGS. 4 and 5, the disc brake device 51 includes one disc rotor 52 and one caliper 53. The disk rotor 52 includes a disk-shaped inner rotor 54 and an annular outer rotor 55.

  The inner rotor 54 has a boss portion 56 at the center of rotation, and the boss portion 56 is coaxially fixed on the rotation shaft 21. The outer rotor 55 is located on the outer side along the radial direction of the inner rotor 54 and surrounds the inner rotor 54 coaxially. The inner rotor 54 and the outer rotor 55 are coupled via pins 57 at a plurality of locations spaced in the circumferential direction. Therefore, the inner rotor 54 and the outer rotor 55 are configured to rotate integrally following the rotary shaft 21.

  Further, in the present embodiment, the inner rotor 54 is used for emergency braking when the motor 27 becomes uncontrollable, and the outer rotor 55 is used for stopping the car.

  The caliper 53 is supported on one support wall 17a of the housing 16 via a bracket (not shown). The caliper 53 straddles a part along the circumferential direction of the disk rotor 52 in the thickness direction. The caliper 53 supports two sets of brake pads 59a, 59b, 60a, 60b.

  One set of brake pads 59a and 59b face each other with the inner rotor 54 interposed therebetween. The other set of brake pads 60a and 60b face each other with the outer rotor 55 interposed therebetween. For this reason, one set of brake pads 59a and 59b and the other set of brake pads 60a and 60b are displaced from each other in the radial direction of the disc rotor 52, and the other set of brake pads 60a and 60b is one set. It is located outside the brake pads 59a and 59b along the radial direction of the disc rotor 52.

  Therefore, the distance L1 from the contact portion between one set of brake pads 59a, 59b and the inner rotor 54 to the rotation center of the rotating shaft 21 is from the contact portion between the other set of brake pads 60a, 60b and the outer rotor 55. It is shorter than the distance L2 to the rotation center of the rotating shaft 21.

  The two sets of brake pads 59a, 59b and 60a, 60b sandwich the inner rotor 54 and the outer rotor 55 by the biasing force of the brake spring when the electromagnetic force or the hydraulic pressure is released. As a result, a frictional force acts on a contact portion between one set of brake pads 59a and 59b and the inner rotor 54, and a frictional force acts on a contact portion between the other set of brake pads 60a and 60b and the outer rotor 55. Thus, a braking force is applied to the rotating shaft 21.

  In the present embodiment, one set of brake pads 59a and 59b and the other set of brake pads 60a and 60b are operated independently of each other, and when the car 4 is held at a predetermined stop position, The other set of brake pads 60 a and 60 b sandwich the outer rotor 55 of the disk rotor 52.

  Furthermore, even if the force with which one set of brake pads 59a and 59b pinches the inner rotor 54 and the force with which the other set of brake pads 60a and 60b pinches the outer rotor 55 are the same, the force acting on the disc rotor 52 is controlled. The power varies depending on the difference between the distances L1 and L2 when the car stops and during emergency braking.

  Specifically, the braking force generated when the other set of brake pads 60a and 60b sandwiches the outer rotor 55 is greater than the braking force generated when the one set of brake pads 59a and 59b sandwiches the inner rotor 54. Also grows.

  According to the third embodiment, a large braking force acts on the rotating shaft 21 when the other pair of brake pads 60a and 60b sandwich the outer rotor 55, so that the car 4 starts to move from the stop position. The car 4 can be held firmly in the stop position so that it does not.

  On the other hand, the braking force acting on the rotating shaft 21 when one set of brake pads 59a and 59b sandwich the inner rotor 54 is more than the braking force acting on the rotating shaft 21 when the car 4 is held at the stop position. Becomes smaller. For this reason, at the time of emergency braking, it can be avoided that the moving car 4 suddenly stops and a large impact is applied to the passengers in the car 4.

  At the same time, the sudden stop of the sheave 26 is avoided, so that it is difficult for slip to occur between the sheave 26 and the main rope 8, and wear of the main rope 8 can be prevented.

  In the third embodiment, when the car 4 is held at the stop position, the inner rotor 54 is not sandwiched between the brake pads 59a and 59b, and no braking force acts on the inner rotor 54. .

  However, the present invention is not limited to this, and the inner rotor 54 may be used together when the car 4 is held at the stop position. Specifically, for example, when the disc rotor 52 is about to slip due to slippage due to adhesion of the lubricant even though the outer rotor 55 is sandwiched between the brake pads 60a and 60b, the slip of the disc rotor 52 is reduced. The brake pads 59a and 59b corresponding to the inner rotor 54 are detected and operated.

  As a result, as in the first embodiment, braking force can be applied to the rotary shaft 21 from both the inner rotor 54 and the outer rotor 55 when the car 4 is held at the stop position. Therefore, idling of the rotating shaft 21 during operation of the disc brake device 51 can be reliably prevented.

  In order to use the inner rotor 54 and the outer rotor 55 properly, for example, a material having a friction coefficient larger than that of the metal material constituting the inner rotor 54 is selected as the metal material constituting the outer rotor 55. It is desirable to make the friction coefficients of the outer rotor 55 different from each other.

  Further, instead of selecting a metal material, for example, a rough surface treatment may be applied to the sliding surface of the outer rotor 55 that contacts the brake pads 60a and 60b, and a large number of irregularities may be formed on the sliding surface. Due to the presence of these irregularities, the sliding surface of the outer rotor 55 becomes rough, and the brake pads 60a and 60b are easily bited.

  By increasing the coefficient of friction of the outer rotor 55, the frictional resistance when the outer rotor 55 is sandwiched between the brake pads 60a and 60b increases. As a result, a large braking force acts on the rotating shaft 21, and a larger braking force can be obtained when the car 4 is held at the stop position.

  FIG. 6 discloses a fourth embodiment of the present invention.

  The disc brake device 71 according to the fourth embodiment includes a pair of calipers 72 and 73 for one disc rotor 52. The calipers 72 and 73 are supported by one support wall 17a, for example, and face each other in the radial direction of the disk rotor 52.

  One caliper 72 straddles part of the circumferential direction of the outer rotor 55 of the disk rotor 52 in the thickness direction. The caliper 72 supports a pair of brake pads 74a and 74b. The brake pads 74a and 74b face each other with the outer rotor 55 interposed therebetween.

  The other caliper 73 straddles part of the outer rotor 55 and the inner rotor 54 of the disk rotor 52 in the thickness direction. The caliper 73 supports a pair of brake pads 75a and 75b. The brake pads 75a and 75b face each other with the inner rotor 54 interposed therebetween.

  The contact portions between the brake pads 74 a and 74 b and the outer rotor 55 are located outside the contact portions between the brake pads 75 a and 75 b and the inner rotor 54 along the radial direction of the disc rotor 52.

  Therefore, the distance L1 from the contact portion between the brake pads 75a and 75b and the inner rotor 54 to the rotation center of the rotary shaft 21 is from the contact portion between the brake pads 74a and 74b and the outer rotor 55 to the rotation center of the rotation shaft 21. It is shorter than the distance L2.

  The brake pads 74a, 74b and 75a, 75b sandwich the inner rotor 54 and the outer rotor 55 by the biasing force of the brake spring when the electromagnetic force or the hydraulic pressure is released. As a result, a frictional force acts on a contact portion between the brake pads 75a and 75b and the inner rotor 54, and a frictional force acts on a contact portion between the brake pads 74a and 74b and the outer rotor 55, thereby applying a braking force to the rotating shaft 21. Is granted.

  In this embodiment, the brake pads 74a and 74b of one caliper 72 and the brake pads 75a and 75b of the other caliper 73 are operated independently of each other, and the car 4 is held at a predetermined stop position. The brake pads 74 a and 74 b of one caliper 72 sandwich the outer rotor 55 of the disc rotor 52.

  Furthermore, even if the force with which the brake pads 74a and 74b of one caliper 72 pinch the outer rotor 55 and the force with which the brake pads 75a and 75b of the other caliper 73 pinch the inner rotor 54 are the same, they act on the disc rotor 52. The braking force to be applied varies depending on the difference between the distances L1 and L2 when the car is stopped and during emergency braking.

  Specifically, the braking force generated when the brake pads 74 a and 74 b of the caliper 72 sandwich the outer rotor 55 is greater than the braking force generated when the brake pads 75 a and 75 b of the caliper 73 sandwich the inner rotor 54. Become.

  According to the fourth embodiment, a large braking force is applied to the rotating shaft 21 when the brake pads 74a and 74b of the caliper 72 sandwich the outer rotor 55, so that the car 4 does not move from the stop position. Thus, the car 4 can be securely held at the stop position.

  On the other hand, the braking force acting on the rotating shaft 21 when the brake pads 75a and 75b of the caliper 73 sandwich the inner rotor 54 is smaller than the braking force acting on the rotating shaft 21 when the car 4 is held at the stop position. . For this reason, at the time of emergency braking, it can be avoided that the moving car 4 suddenly stops and a large impact is applied to the passengers in the car 4.

  At the same time, the sudden stop of the sheave 26 is avoided, so that it is difficult for slip to occur between the sheave 26 and the main rope 8, and wear of the main rope 8 can be prevented.

  In the fourth embodiment, when the car 4 is held at the stop position, the inner rotor 54 is not sandwiched between the brake pads 75a and 75b, and no braking force acts on the inner rotor 54. .

  However, the present invention is not limited to this, and the inner rotor 54 may be used together when the car 4 is held at the stop position. Specifically, when the outer rotor 55 is sandwiched between the brake pads 74a and 74b, for example, when the disc rotor 52 is about to slip due to slippage due to adhesion of lubricant, the slip of the disc rotor 52 is reduced. The brake pads 75a and 75b corresponding to the inner rotor 54 are detected and operated.

  Thereby, when the car 4 is held at the stop position, a braking force can be applied to the rotating shaft 21 from both the inner rotor 54 and the outer rotor 55. Therefore, idling of the rotating shaft 21 during operation of the disc brake device 71 can be reliably prevented.

  FIG. 7 discloses a fifth embodiment of the present invention.

  In the fifth embodiment, the configuration of the disc brake device 81 is different from that of the third embodiment, and the configuration of the other hoisting machines is the same as that of the third embodiment.

  As shown in FIG. 7, the disk rotor 82 of the disk brake device 81 includes a disk-shaped first rotor 83 and a ring-shaped second rotor 84. The first rotor 83 rotates integrally with the rotation shaft, and has a ring-shaped first sliding portion 85 on the outer peripheral portion thereof.

  The second rotor 84 is provided coaxially on the outer periphery of the first rotor 83. The second rotor 84 has a connecting portion 86 and a ring-shaped second sliding portion 87. The connecting portion 86 is fixed to the outer peripheral portion of the first rotor 83 by means such as welding, and protrudes in the thickness direction of the first rotor 83 from this outer peripheral portion. The second sliding portion 87 extends from the protruding end of the coupling portion 86 toward the outer side along the radial direction of the disk rotor 82 so as to face the first sliding portion 85. For this reason, the first sliding portion 85 and the second sliding portion 87 are arranged coaxially at a distance from each other in the axial direction of the disk rotor 82.

  In the present embodiment, the first sliding portion 85 is used for emergency braking when the motor of the hoist becomes uncontrollable, and the second sliding portion 87 is used for stopping the car.

  Further, the disc brake device 81 includes first brake pads 90a and 90b and second brake pads 91a and 91b. The first brake pads 90 a and 90 b are disposed at positions corresponding to the first sliding portion 85. The second brake pads 91 a and 91 b are disposed at positions corresponding to the second sliding portion 87.

  The first brake pads 90a and 90b and the second brake pads 91a and 91b are provided with the first sliding portion 85 and the second sliding portion 87 by the biasing force of the brake spring when electromagnetic force or hydraulic pressure is released. Is inserted. As a result, a frictional force acts on the contact portion between the first brake pads 90a and 90b and the first sliding portion 85, and the contact between the second brake pads 91a and 91b and the second sliding portion 87. A frictional force acts on each portion, and a braking force is applied to the disc rotor 82.

  In the present embodiment, the first brake pads 90a and 90b and the second brake pads 91a and 91b are operated independently of each other, and when the car is held at a predetermined stop position, The brake pads 91a and 91b sandwich the second sliding portion 87.

  Further, the second sliding portion 87 of the disk rotor 82 is adjacent to the sheave 26. In other words, the first rotor 83 having the first sliding portion 85 for emergency braking is interposed between the second sliding portion 87 for stopping the car and the bearing mounted on one support wall. Has been.

  As shown in FIG. 7, the second sliding portion 87 has sliding surfaces 87a and 87b with which the second brake pads 91a and 91b are in contact. Many irregularities 92 are formed on the sliding surfaces 87a and 87b by performing a rough surface treatment. Due to the presence of these irregularities 92, the sliding surfaces 87a and 87b of the second sliding portion 87 become rough surfaces, and the second brake pads 91a and 91b are easy to bite.

  Therefore, the second sliding portion 87 for stopping the car has a friction coefficient larger than that of the first sliding portion 85 for emergency braking.

  As shown in FIG. 7, the inner peripheral surface of the connecting portion 86 of the second rotor 84 is inclined toward the radially inner side of the disk rotor 82 as it proceeds from the first rotor 83 toward the second rotor 84. An inclined surface 92 is formed.

  According to the fifth embodiment, one disk rotor 82 is sandwiched between the first sliding portion 85 sandwiched between the first brake pads 90a and 90b and the second brake pads 91a and 91b. And a second sliding portion 86. In addition, by making the friction coefficients of the first and second sliding portions 85 and 86 different from each other, the first sliding portion 85 is used for emergency braking and the second sliding portion 87 is stopped by the car. We use properly for use.

  Therefore, as in the third and fourth embodiments, an optimum braking force can be obtained both when the car is stopped and during emergency braking, and the disc rotor 82 can be operated when the disc brake device 81 is in operation. It is possible to reliably prevent idling.

  Further, in the fifth embodiment, since the second sliding portion 87 for stopping the car is adjacent to the sheave 26, the first rotor 83 is attached to the second sliding portion 87 and one support wall. Partitioning between the bearings. For this reason, even if the lubricant leaks from the bearing, it becomes difficult for the lubricant to adhere to the second sliding portion 87.

  In addition, a connecting portion 86 of the second rotor 84 is welded to the outer peripheral portion of the first rotor 83 of the disk rotor 82, and the connecting portion 86 is connected to the first rotor 83 from the outer peripheral portion of the first rotor 83. The rotor 83 extends in the thickness direction.

  According to such a configuration, even if the lubricant adhering to the first rotor 83 moves in the direction of the first and second sliding portions 85 and 87 due to the centrifugal force accompanying the rotation of the disk rotor 82. The lubricant flow is blocked by the connecting portion 86.

  At the same time, the inner peripheral surface of the connecting portion 86 becomes an inclined surface 92 that inclines inward in the radial direction of the disk rotor 82 as it proceeds from the first sliding portion 85 to the second sliding portion 87. Yes. For this reason, even if the lubricant reaches the inner peripheral surface of the connecting portion 86 from the first rotor 83, the lubricant is difficult to move in the direction of the second sliding portion 87 due to the presence of the inclined surface 82. .

  Therefore, it is possible to reliably prevent the disk rotor 82 from idling when the car is held at the stop position.

  In the fifth embodiment, the second sliding portion 87 for stopping the car is roughened, but the first sliding portion 85 may be roughened. . According to this configuration, even if the lubricant leaking from the bearing adheres to both the first and second sliding portions 85 and 87, the disc rotor 82 can be prevented from slipping during the operation of the disc brake device 81.

  Since the disc brake device 81 of the hoisting machine operates only when the car 4 is stopped or in an emergency, the first and second sliding portions 85 and 87 are subjected to rough surface treatment. Even if the friction coefficient of the sliding portions 85 and 87 is increased, the first and second brake pads 90a, 90b, 91a, and 91b are not worn at an early stage. Therefore, frequent inspection and replacement of the first and second brake pads 90a, 90b, 91a, 91b are unnecessary, and no problem occurs in practical terms.

  FIG. 8 discloses a sixth embodiment of the present invention.

  In the sixth embodiment, the shape of the connecting portion 86 of the second rotor 84 is different from that of the fifth embodiment. The other configuration of the disk rotor 82 is the same as that of the fifth embodiment.

  As shown in FIG. 8, the inner peripheral surface 86a of the connecting portion 86 is parallel to the rotation center line of the disk rotor 82, and a recess 95 is formed in the middle of the inner peripheral surface 86a. The recess 95 has a groove shape continuous in the circumferential direction of the second rotor 84.

  According to such a configuration, even if the lubricant adhering to the first rotor 83 receives the centrifugal force accompanying the rotation of the disk rotor 82 and reaches the inner peripheral surface 86a of the connecting portion 86, the lubricant In the process of moving along the peripheral surface 86a, the concave portion 95 is entered. As a result, the flow of the lubricant from the inner peripheral surface 86a of the connecting portion 86 toward the second sliding portion 87 can be cut off at the position of the concave portion 95, and the lubricant is difficult to adhere to the second sliding portion 87. Become. Of course, the same effect can be obtained by using a convex portion instead of the concave portion.

  Therefore, it is possible to reliably prevent the disk rotor 82 from idling when the car 4 is held at the stop position.

  FIG. 9 discloses a seventh embodiment of the present invention.

  In the seventh embodiment, an upright wall 98 that protrudes radially inward of the second rotor 84 is formed on the inner peripheral surface 86 a of the connecting portion 86. The standing wall 98 is continuous in the circumferential direction of the second rotor 84.

  According to such a configuration, even if the lubricant adhering to the first rotor 83 receives the centrifugal force accompanying the rotation of the disk rotor 82 and reaches the inner peripheral surface 86a of the connecting portion 86, the lubricant In the process of moving along the peripheral surface 86a, the wall abuts against the standing wall 98, and further movement is restricted. As a result, the flow of the lubricant from the inner peripheral surface 86a of the connecting portion 86 toward the second sliding portion 87 can be cut off at the position of the standing wall 98, and the lubricant adheres to the second sliding portion 87. It becomes difficult.

  Therefore, it is possible to reliably prevent the disk rotor 82 from idling when the car 4 is held at the stop position.

  The hoist according to the present invention is not limited to being installed in the machine room at the upper end of the hoistway, and can be similarly applied to a machine room-less elevator that does not have a machine room.

1 is a side view schematically showing an elevator according to a first embodiment of the present invention. 1 is a cross-sectional view of an elevator hoist according to a first embodiment of the present invention. Sectional drawing which shows the shape of the sliding surface of a 1st disc rotor in the 2nd Embodiment of this invention. Sectional drawing of the winding machine for elevators concerning the 3rd Embodiment of this invention. The front view of the disc rotor of a disc brake apparatus in the 3rd Embodiment of this invention. Sectional drawing of the hoist for elevators concerning the 4th Embodiment of this invention. Sectional drawing of the outer peripheral part of the disc rotor which concerns on the 5th Embodiment of this invention. Sectional drawing of the outer peripheral part of the disc rotor which concerns on the 6th Embodiment of this invention. Sectional drawing of the outer peripheral part of the disc rotor which concerns on the 7th Embodiment of this invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 4 ... Car, 6 ... Hoisting machine, 8 ... Main rope, 16 ... Housing, 21 ... Rotating shaft, 22, 23 ... Bearing (1st and 2nd rolling bearing), 26 ... Sheave, 27 ... Motor, 31 , 51, 71, 81 ... Disc brake device, 32, 33, 52, 82 ... Disc rotor, 36a, 36b, 59a, 59b, 74a, 74b, 75a, 75b, 90a, 90b ... Brake pad, 85, 87 ... Slide Moving part (first and second sliding parts).

Claims (12)

A housing having a bearing;
A rotary shaft rotatably supported by the housing via the bearing, and driven by a motor;
A sheave fixed on the rotating shaft and rotating integrally with the rotating shaft, and a rope around which a rope for hanging the car is wound;
A disc brake device provided at a position adjacent to the bearing and holding the car at a predetermined stop position by applying a braking force to the rotating shaft, and an elevator hoisting machine,
The disc brake device includes a plurality of disc rotors that are provided on the rotary shaft and rotate integrally with the rotary shaft, and a brake pad that sandwiches at least one portion of each disc rotor. Elevator hoisting machine.   2. The disk rotor according to claim 1, wherein one of the disk rotors is used for stopping a car, the other disk rotor is used for emergency braking, and the one disk rotor is more than the other disk rotor. An elevator hoisting machine characterized by a high coefficient of friction.   3. The elevator hoisting machine according to claim 2, wherein the one disk rotor has a sliding surface with which the brake pad comes into contact, and the sliding surface is subjected to a rough surface treatment.   The elevator pad according to claim 2, wherein the brake pad corresponding to the one disk rotor and the brake pad corresponding to the other disk rotor sandwich the disk rotor by operating independently of each other. Hoisting machine. A housing having a bearing;
A rotary shaft rotatably supported by the housing via the bearing, and driven by a motor;
A sheave fixed on the rotating shaft and rotating integrally with the rotating shaft, and a rope around which a rope for hanging the car is wound;
A disc brake device provided at a position adjacent to the bearing and holding the car at a predetermined stop position by applying a braking force to the rotating shaft, and an elevator hoisting machine,
The disc brake device includes a disc rotor that is provided on the rotary shaft and rotates integrally with the rotary shaft, and a plurality of sets of brake pads that sandwich a plurality of locations that are offset from each other in the radial direction of the disc rotor. An elevator hoisting machine characterized by comprising:   6. The disk rotor according to claim 5, wherein the disk rotor includes an inner rotor positioned on the rotating shaft and an outer rotor positioned on an outer side along a radial direction of the inner rotor. An elevator hoisting machine characterized by sandwiching the inner rotor and the other set of brake pads sandwiching the outer rotor.   7. The elevator winding according to claim 6, wherein the inner rotor is used for emergency braking, the outer rotor is used for stopping a car, and the outer rotor has a higher coefficient of friction than the inner rotor. Upper machine.   8. The elevator hoisting machine according to claim 7, wherein the outer rotor has a sliding surface in contact with the brake pad, and a rough surface treatment is applied to the sliding surface.   7. The elevator hoisting machine according to claim 6, wherein the plurality of sets of brake pads sandwich the inner rotor and the outer rotor by operating independently of each other. A housing having a bearing;
A rotary shaft rotatably supported by the housing via the bearing, and driven by a motor;
A sheave fixed on the rotating shaft and rotating integrally with the rotating shaft, and a rope around which a rope for hanging the car is wound;
A disc brake device provided at a position adjacent to the bearing and holding the car at a predetermined stop position by applying a braking force to the rotating shaft, and an elevator hoisting machine,
The disc brake device includes a disc rotor that is provided on the rotating shaft and rotates integrally with the rotating shaft, and a plurality of sets of brake pads that sandwich the disc rotor,
The disk rotor has a plurality of ring-shaped sliding portions on the outer peripheral portion thereof, and the sliding portions are arranged coaxially with an interval in the axial direction of the rotating shaft, and the brake pad Is arranged at a position corresponding to each of the above sliding parts.   11. The sliding portion according to claim 10, wherein one sliding portion of the disk rotor is for emergency braking, the other sliding portion is for stopping a car, and the other sliding portion is the one sliding portion. An elevator hoisting machine having a coefficient of friction larger than that of a part.   11. The elevator hoisting machine according to claim 10, wherein the plurality of sets of brake pads sandwich the sliding portion of the disk rotor by operating independently of each other.

Images