JP2016210583A - elevator - Google Patents

Abstract

PROBLEM TO BE SOLVED: To obtain an elevator capable of restricting swings of main ropes employing 2:1 roping in a lateral direction and of suppressing vibration transmitted to the main ropes.SOLUTION: An elevator comprises a plurality of main ropes 8 suspending a car 5 and a counterweight 6 in a hoist way 2 with 2:1 roping. A roller support body 31 is coupled to the car 5. The roller support body 31 is supported by first guide rails 3a and 3b in a liftable manner. A plurality of rollers are supported by the roller support body 31. The plurality of rollers restrict swings of the plurality of main ropes 8 in a lateral direction of the hoist way 2 by being brought into contact with the main ropes 8 guided above the car 5 from a first sheave 20 in a rotatable manner.SELECTED DRAWING: Figure 1

Description

  Embodiments of the present invention relate to a traction type elevator that employs 2: 1 roping.

  When the structure where the elevator is installed is shaken by an earthquake or a strong wind, the main rope that suspends the car and the counterweight on the hoistway may swing greatly in the lateral direction of the hoistway. In particular, in a high-rise elevator, the overall length of the main rope increases, so the swing width of the main rope increases.

  When the operation of the elevator is continued in a state where the main rope is greatly shaken, the swing of the main rope is transmitted to the car, which is one factor that causes a deterioration in the ride comfort.

  In order to prevent the main rope swing from being transmitted to the car, in an elevator employing 1: 1 roping, a steadying mechanism is installed above the car. The conventional steady rest mechanism includes a restraining block in which a plurality of insertion holes through which the main ropes are individually inserted are formed. The restraint block restrains the horizontal runout of the main rope by moving up and down following the car.

Japanese Patent No. 569816

  In a 1: 1 roping elevator, one end of the main rope is directly connected to the car, so the main rope does not travel relative to the car and the restraining block.

  However, in an elevator that employs 2: 1 roping, the main rope travels along the height direction of the hoistway with respect to the car because the main rope is wound around the car sheave provided on the car.

  For this reason, when the restraint block through which the main rope is inserted is applied to an elevator of 2: 1 roping, it cannot be denied that a large sliding resistance is generated between the main rope and the restraint block. Therefore, the constraining block is worn out at an early stage due to contact with the main rope, and it becomes difficult to maintain the main rope steadying function for a long period of time.

  An object of the present invention is to obtain an elevator capable of restraining lateral vibration of a main rope adopting 2: 1 roping and suppressing vibration transmitted from the main rope to a car for a long period of time.

According to the embodiment, the elevator is moved up and down the hoistway along the first guide rail and the hoistway having a pair of first guide rails and a pair of second guide rails. And a counterweight that is moved up and down the hoistway along the second guide rail and has the second sheave, and wound around the first sheave and the second sheave. A plurality of main ropes that are hung and suspending the car and the counterweight from the hoistway by 2: 1 roping.
A roller support is connected to the car. The roller support is straddled between the first guide rails and supported by the first guide rails so as to be movable up and down. A plurality of rollers are supported by the roller support. The roller restrains the swing of the main rope in the lateral direction of the hoistway by rotatably contacting the main rope guided from the first sheave to the upper side of the car.

It is a side view which shows roughly the elevator which concerns on 1st Embodiment which employ | adopted 2: 1 roping. It is sectional drawing which follows the F2-F2 line | wire of FIG. FIG. 5 is a plan view of the positional relationship between the main rope and the first to fourth roller rows viewed from the direction of an arrow F3 in FIG. 1 in the first embodiment. In 1st Embodiment, it is a side view which shows the state which pinched | interposed the main rope with the two rollers from the horizontal direction. In 1st Embodiment, it is sectional drawing which shows the relationship between the diameter of a main rope, and the depth of the groove | channel of a roller. In 2nd Embodiment, it is a top view which shows the positional relationship of a main rope and the 1st thru | or 4th roller row | line | column. In 2nd Embodiment, it is sectional drawing which shows the relationship between the diameter of a main rope, and the depth of the groove | channel of one roller. In a 3rd embodiment, it is a top view showing the state where a plurality of main ropes were inserted between one common roller and a plurality of individual rollers. In 4th Embodiment, it is a side view which shows the state by which the main rope was wound around the said two rollers through between two rollers.

[First embodiment]
The first embodiment will be described below with reference to FIGS. 1 to 5.

  FIG. 1 schematically shows a traction type elevator 1 employing 2: 1 roping. As shown in FIG. 1, an elevator 1 includes a hoistway 2, a pair of first guide rails 3a and 3b, a pair of second guide rails 4a and 4b, a car 5, a counterweight 6, and a hoisting machine 7. A plurality of main ropes 8 are provided as main elements.

  The first guide rails 3 a and 3 b and the second guide rails 4 a and 4 b extend in a straight line along the height direction of the hoistway 2 and are spaced from each other in the width direction of the hoistway 2. Are arranged in parallel.

  The car 5 is supported by the hoistway 2 through the first guide rails 3a and 3b so as to be movable up and down. The car 5 includes a car frame 9 and a car body 10. The car frame 9 has left and right vertical frames 11 a and 11 b, a lower beam 12, and an upper beam 13. The vertical frames 11a and 11b extend in the height direction of the hoistway 2 between the first guide rails 3a and 3b. The lower beam 12 is bridged horizontally between the lower ends of the vertical frames 11a and 11b. The upper beam 13 is bridged horizontally between the upper ends of the vertical frames 11a and 11b.

  The car body 10 is a box-shaped element on which passengers get on and off, and is supported by a car frame 9. The car body 10 is surrounded by left and right vertical frames 11 a and 11 b, a lower beam 12, and an upper beam 13.

  Lower guide devices 14a and 14b are attached to the left end and the right end of the lower beam 12, respectively. The lower guide devices 14a and 14b guide the car 5 along the first guide rails 3a and 3b so as to be movable up and down by sandwiching the first guide rails 3a and 3b from three directions.

  The upper beam 13 of the car frame 9 is positioned above the car body 10. As shown in FIG. 2, the upper beam 13 has a pair of beam members 16a and 16b. The beam members 16 a and 16 b extend horizontally in the width direction of the hoistway 2 and are arranged in parallel in the depth direction of the hoistway 2 with a space between each other. A rope insertion path 17 is formed between the beam members 16a and 16b.

  As shown in FIGS. 1 and 2, the sheave bracket 18 is supported on the lower surface of the upper beam 13. The sheave bracket 18 has a pair of beam members 19a and 19b. The beam members 19 a and 19 b extend horizontally in the width direction of the hoistway 2, and are arranged in parallel to each other in the depth direction of the hoistway 2.

  A first sheave 20 is rotatably supported on a middle portion of the beam members 19a and 19b via a pivot shaft 21. The first sheave 20 is located above the car body 10.

  As shown in FIG. 2, a plurality of joints 23 are interposed between the lower surface of the upper beam 13 and the upper surface of the sheave bracket 18. Each joint 23 includes a first base plate 24a, a second base plate 24b, and a plurality of balls 25.

  The first base plate 24a and the second base plate 24b are arranged in parallel with a space therebetween. The first base plate 24a is horizontally fixed to the lower surfaces of the beam members 16a and 16b constituting the upper beam 13. The second base plate 24b is horizontally fixed to the upper surfaces of the beam members 19a and 19b constituting the sheave bracket 18. The ball 25 is rotatably interposed between the first base plate 24a and the second base plate 24b, and a region in which the ball 25 is accommodated is sealed with a sealing material (not shown).

  For this reason, the joint 23 supports the sheave bracket 18 so as to be movable in an arbitrary direction within a horizontal plane. That is, the joint 23 can be rephrased as a horizontal bearing that allows relative horizontal movement between the sheave bracket 18 and the upper beam 13. Due to the presence of the horizontal bearing, the first sheave 20 is kept in a state where it can freely move in the horizontal direction with respect to the upper beam 13 of the car 5.

  The counterweight 6 is supported by the hoistway 2 through the second guide rails 4a and 4b so as to be movable up and down. A second sheave 26 is rotatably supported at the center of the upper end of the counterweight 6.

  The hoisting machine 7 is installed in a machine room 27 at the upper end of the hoistway 2. The main rope 8 is wound around the drive sheave 7 a of the hoisting machine 7. The main rope 8 suspends the car 5 and the counterweight 6 from the hoistway 2 by 2: 1 roping. The main rope 8 is not directly connected to the car 5 and the counterweight 6, but is wound around the first sheave 20 of the car 5 and the second sheave 26 of the counterweight 6. One end and the other end of the main rope 8 are fixed to the upper end of the hoistway 2, respectively.

  The hoisting machine 7 moves the car 5 and the counterweight 6 up and down along the hoistway 2 by hoisting or unwinding the main rope 8. The raising / lowering speed of the car 5 and the counterweight 6 is ½ of the traveling speed of the main rope 8, and the tension applied to the main rope 8 is also ½ of the load weight.

  As shown in FIG. 2, the plurality of main ropes 8 are arranged in a line at a predetermined interval P in the depth direction of the hoistway 2. The main rope 8 wound around the first sheave 20 of the car 5 includes a first portion 8 a that connects the first sheave 20 and the drive sheave 7 a of the hoisting machine 7, and the first sheave 20. And a second part 8b connecting the upper end of the hoistway 2 with the second part 8b.

  The first part 8a and the second part 8b extend in the height direction of the hoistway 2 with a space between each other, and are guided above the car 5 through the rope insertion passage 17 of the upper beam 13. Yes. The first part 8 a and the second part 8 b of the main rope 8 change in total length in accordance with the up and down movement of the car 5.

  Further, a compensating rope 28 is bridged between the bottom of the car 5 and the lower end of the counterweight 6. The compensating rope 28 hangs from the car 5 and the counterweight 6 toward the bottom of the hoistway 2.

  As shown in FIGS. 1 to 3, a steadying mechanism 30 is provided above the upper beam 13 of the car 5. The steadying mechanism 30 is an element for suppressing lateral shaking of the main rope 8 that suspends the car 5 from the hoistway 2, and the details of the steadying mechanism 30 will be described below.

  The steady rest mechanism 30 includes a roller support 31 that straddles between the first guide rails 3a and 3b. The roller support 31 has a pair of support beams 32a and 32b. The support beams 32 a and 32 b extend horizontally in the width direction of the hoistway 2 and are arranged in parallel in the depth direction of the hoistway 2 with a space between each other.

  Upper guide devices 33 a and 33 b are attached to the left end portion and the right end portion of the roller support 31. The upper guide devices 33a and 33b guide the roller support 31 along the first guide rails 3a and 3b so as to be movable up and down by sandwiching the first guide rails 3a and 3b from three directions. Further, the upper guide devices 33 a and 33 b restrain the roller support 31 so that the roller support 31 does not move in the lateral direction of the hoistway 2.

  As shown in FIGS. 1 and 2, the roller support 31 is connected to the upper beam 13 of the car 5 via a support mechanism 34 so as to move up and down integrally with the car 5. The support mechanism 34 includes, for example, four support columns 35. The struts 35 are arranged at intervals in the width direction and the depth direction of the hoistway 2 and are erected vertically along the hoistway 2.

  Specifically, the support column 35 is interposed between both ends of the upper surfaces of the beam members 16a and 16b and both ends of the lower surfaces of the support beams 33a and 33b, so that the roller support 31 and the upper beam 13 are connected. The interval between is specified.

  In the present embodiment, the lower end of each column 35 is connected to the upper surfaces of the beam members 16a and 16b via a ball joint 36a. Similarly, the upper end of each support column 35 is connected to the lower surfaces of the support beams 33a and 33b via other ball joints 36b. Accordingly, the positional relationship of the upper beam 13 and the roller support 31 along the height direction of the hoistway 2 is unchanged, but can be relatively displaced with respect to the lateral direction of the hoistway 2.

  As shown in FIGS. 2 and 3, the first to fourth roller rows 40 a, 40 b, 40 c, and 40 d are disposed between the support beams 32 a and 32 b of the roller support 31. The first roller row 40a and the second roller row 40b are elements for restraining the swing of the first portion 8a of the main rope 8 and sandwich the first portion 8a of the main rope 8 therebetween. They are arranged parallel to each other.

  Each of the first roller row 40 a and the second roller row 40 b includes a plurality of rollers 41 corresponding to the number of main ropes 8. The roller 41 is made of, for example, a synthetic resin or a rubber-like elastic body that is more flexible than the main rope 8. The plurality of rollers 41 constituting the first roller row 40a are rotatably supported between the support beams 32a and 32b via the first roller shaft 42. The spacing between adjacent rollers 41 is maintained by spacers 43. Collars 44a and 44b are interposed between the rollers 41 located at both ends of the first roller row 40a and the support beams 32a and 32b, respectively.

  The plurality of rollers 41 constituting the second roller row 40 b are rotatably supported between the support beams 32 a and 32 b via the second roller shaft 45. The spacing between the adjacent rollers 41 is maintained by the spacer 46. Collars 47a and 47b are respectively interposed between the rollers 41 located at both ends of the second roller row 40b and the support beams 32a and 32b.

  Furthermore, as shown in FIG. 4, the roller 41 of the first roller row 40a and the roller 41 of the second roller row 40b cooperate with each other to individually move the first portion 8a of the main rope 8 from the horizontal direction. A plurality of pairs of rollers 48 are sandwiched. The two rollers 41 constituting the roller pair 48 are in rolling contact with the first portion 8a of the main rope 8 when the main rope 8 travels as the car 5 moves up and down.

  On the other hand, the third roller row 40c and the fourth roller row 40d are elements for restraining the swing of the second portion 8b of the main rope 8, and the first portion 8b of the main rope 8 is interposed therebetween. They are arranged in parallel with each other.

  Since the third roller row 40c and the fourth roller row 40d have the same configuration as the first roller row 40a and the second roller row 40b, respectively, the first roller row 40a and the second roller row 40b. The same reference numerals are assigned and the description thereof is omitted.

  As shown in FIGS. 4 and 5, arc-shaped grooves 50 into which the main ropes 8 enter are formed on the outer peripheral surfaces of the two rollers 41 constituting the roller pair 48. The groove 50 is an element that restricts the displacement of the main rope 8 sandwiched between the rollers 41 in the longitudinal direction of the roller rows 40a, 40b, 40c, and 40d. According to this embodiment, the depth d of the groove 50 is set to be much smaller than half of the diameter D of the main rope 8.

  As a result, a gap S that avoids the interference of the rollers 41 is formed between the outer peripheral surfaces of the two rollers 41 that face each other with the main rope 8 interposed therebetween.

  According to the first embodiment, the steadying mechanism 30 that moves up and down together with the car 5 is provided at a position away from the upper beam 13 of the car 5. The first roller row 40a and the second roller row 40b of the steadying mechanism 30 have a plurality of rollers 41 that sandwich the first portions 8a of the plurality of main ropes 8 individually from the horizontal direction. Similarly, the third roller row 40c and the fourth roller row 40d of the steady stop mechanism 30 have a plurality of rollers 41 that sandwich the second portions 8b of the plurality of main ropes 8 individually from the horizontal direction. .

  For this reason, when the car 5 of the hoistway 2 moves up and down along the first guide rails 3 a and 3 b, the first part 8 a and the second part 8 b of the traveling main rope 8 are individually between the rollers 41. Pass through. The rollers 41 allow the main rope 8 to move along the height direction of the hoistway 2 by rolling contact with the main rope 8, but restrain the movement of the main rope 8 in the lateral direction of the hoistway 2.

  As a result, the first portion 8a and the second portion 8b of the main rope 8 that suspends the passenger car 5 from the hoistway 2 are greatly affected in the lateral direction of the hoistway 2 due to the influence of, for example, an earthquake or a strong wind. Even if it swings, the swing of the main rope 8 is forcibly suppressed in the process in which the first portion 8 a and the second portion 8 b of the main rope 8 pass between the rollers 41. In other words, the swing of the main rope 8 is converged before being transmitted to the first sheave 20 of the car 5. Therefore, the lateral vibration transmitted from the main rope 8 to the car 5 is reduced, and the riding comfort is improved.

  Furthermore, since the roller 41 is brought into rolling contact with the main rope 8, the lateral movement of the main rope 8 that travels following the up-and-down movement of the car 5 is restricted, so that the contact between the main rope 8 and the roller 41 is achieved. The resistance generated in the portion can be minimized. For this reason, the roller 41 is not worn out at an early stage, and the swing of the main rope 8 can be stably suppressed over a long period of time.

  In addition, in this embodiment, the sheave bracket 18 that supports the first sheave 20 is maintained in a state in which it can freely move in the horizontal direction with respect to the upper beam 13 of the car 5. For this reason, even if the roller 41 of the steady stop mechanism 30 cannot stop the main rope 8 from shaking laterally, the sheave bracket 18 moves freely in the horizontal direction, so that the main rope 8 The vibration transmitted to one sheave 20 is absorbed.

  Therefore, the vibration transmitted from the main rope 8 to the car 5 via the first sheave 20 can be attenuated, and there is an advantage that it contributes to an improvement in riding comfort.

[Second Embodiment]
6 and 7 disclose a second embodiment. The second embodiment is different from the first embodiment in matters relating to the second roller row 40b and the fourth roller row 40d. The rest of the configuration of the steady rest mechanism 30 is the same as that of the first embodiment. Therefore, in the second 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 FIG. 6, the plurality of rollers 60 constituting the second roller row 40b and the fourth roller row 40d have a cylindrical outer peripheral surface 60a without a groove into which the main rope 8 enters. In other words, one roller 41 constituting the roller pair 48 has a groove 50 into which the main rope 8 enters, while the other roller 60 has a cylindrical outer peripheral surface 60a having no groove. Therefore, the other roller 60 has a function of pushing the main rope 8 into the groove 50 so that the main rope 8 does not come out of the groove 50 of the one roller 41.

  Furthermore, in the present embodiment, the depth d of the groove 50 is desirably about half of the diameter D of the main rope 8 so that the main rope 8 does not come out of the groove 50.

  According to the second embodiment, the main rope 8 can be sandwiched between the two rollers 41 and 60 from the horizontal direction to restrain the horizontal runout of the main rope 8. The same effect can be obtained.

[Third embodiment]
FIG. 8 discloses a third embodiment. In the third embodiment, the roller combined with the first roller row 40 a and the roller combined with the third roller row 40 c are each constituted by one common roller 70.

  The common roller 70 corresponding to the first roller row 40 a has a cylindrical outer peripheral surface 70 a with which the first portions 8 a of all the main ropes 8 are in contact, and the roller support 31 via the second roller shaft 45. The support beams 32a and 32b are rotatably supported. Since the rollers 41 of the first roller row 40a are individually in contact with the first portions 8a of the plurality of main ropes 8, they can be referred to as individual rollers.

  Similarly, the common roller 70 corresponding to the third roller row 40 c has a cylindrical outer peripheral surface 70 a with which the second portions 8 b of all the main ropes 8 are in contact, and the roller via the second roller shaft 45. It is rotatably supported between the support beams 32a and 32b of the support 31. Since the rollers 41 of the third roller row 40c are individually in contact with the second portions 8b of the plurality of main ropes 8, they can be referred to as individual rollers.

  The common roller 70 has a function of pushing the main rope 8 into the groove 50 so that the main rope 8 does not come out of the groove 50 of the individual roller 41. Therefore, the common roller 70 and the individual roller 41 cooperate with each other to sandwich the main rope 8 from the horizontal direction.

  According to the third embodiment, the main rope 8 can be sandwiched between the common roller 70 and the individual rollers 41 from the horizontal direction to restrain the horizontal runout of the main rope 8. The same effect as the embodiment can be obtained.

  In the third embodiment, as shown by a two-dot chain line in FIG. 8, a plurality of grooves 71 into which the main rope 8 enters may be formed on the outer peripheral surface 70 a of the common roller 70 with a gap.

[Fourth Embodiment]
FIG. 9 discloses a fourth embodiment. In the fourth embodiment, the two rollers 41 constituting the roller pair 48 are shifted from each other in the height direction of the hoistway 2 and are offset by a distance L in the horizontal direction. Further, the two rollers 41 are in contact with the main rope 8 from opposite directions. Therefore, the main rope 8 is wound around the groove 50 of the two rollers 41 while passing between the two rollers 41.

  Also in the fourth embodiment, since the main rope 8 is wound around the roller 41 so as to pass between the two rollers 41, the lateral swing of the main rope 8 is caused by the two rollers 41. Therefore, the same effect as in the first embodiment can be obtained.

  Further, since the two rollers 41 are separated from each other in the height direction of the hoistway 2, even if the depth of the groove 50 is set to half the diameter of the main rope 8, the two rollers 41 do not interfere with each other. .

  Although several embodiments of the present invention have been described, these embodiments are presented by way of example and are not intended to limit the scope of the invention. These novel embodiments can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the scope of the invention. These embodiments and modifications thereof are included in the scope and gist of the invention, and are included in the invention described in the claims and the equivalents thereof.

  For example, the sheave bracket 18 and the upper beam 13 of the car 5 may be connected via a rubber damper, or the sheave bracket 18 may be directly fixed to the upper beam 13.

  2 ... hoistway, 3a, 3b ... first guide rail, 4a, 4b ... second guide rail, 5 ... car, 6 ... counterweight, 8 ... main rope, 20 ... first sheave, 26 ... Second sheave, 31 ... roller support, 41, 60, 70 ... roller.

Claims (9)

A hoistway having a pair of first guide rails and a pair of second guide rails;
A car that is moved up and down the hoistway along the first guide rail and has a first sheave,
The hoistway is moved up and down along the second guide rail, and a counterweight having a second sheave;
A plurality of main ropes wound around the first sheave and the second sheave to suspend the car and the counterweight from the hoistway by 2: 1 roping;
A roller support coupled to the car, straddling between the first guide rails and supported by the first guide rails so as to be movable up and down;
The main rope supported by the roller support and rotatably contacted with the main rope guided from the first sheave to the upper side of the car to restrain the main rope from swinging in the lateral direction of the hoistway. Multiple rollers,
Elevator equipped with.   The elevator according to claim 1, wherein the rollers constitute a plurality of roller pairs that sandwich the plurality of main ropes individually from a horizontal direction.   The elevator according to claim 2, wherein a groove into which the main rope enters is formed on outer peripheral surfaces of two rollers constituting the roller pair.   The elevator according to claim 2, wherein a groove into which the main rope enters is formed on an outer peripheral surface of one roller constituting the roller pair, and the other roller has a cylindrical outer peripheral surface without the groove.   The roller is a single common roller that all the main ropes contact, and a plurality of individual rollers that are in contact with the plurality of main ropes and sandwich the main rope from the horizontal direction in cooperation with the common roller, The elevator according to claim 1, comprising:   The roller constitutes a pair of rollers that are in contact with each of the main ropes from opposite directions, and the two rollers constituting the pair of rollers are arranged shifted in the height direction of the hoistway, and the main rope The elevator according to claim 1, wherein a rope is wound around the two rollers through the two rollers.   The car includes a car body and a car frame having an upper beam positioned above the car body, and the roller support is positioned above the upper beam, and the roller support The elevator according to any one of claims 1 to 6, wherein the upper beam is connected to the upper beam via a support mechanism.   The elevator according to claim 7, wherein the support mechanism is configured to allow relative movement of the roller support and the upper beam in a lateral direction of the hoistway.   The first sheave is supported by the upper beam via a bracket, and allows relative movement of the bracket and the upper beam in a horizontal direction between the bracket and the upper beam. The elevator according to claim 7 or 8, wherein a joint is interposed.

Images