JPH033882A - Rising/lowering guiding device for elevator cage - Google Patents

Abstract

PURPOSE:To realize the stable high speed traveling by selecting the distance in the rising/lowering direction of a rail engagement element installed on a same load distributing device within a prescribed range for the supporting pitch of a rail. CONSTITUTION:A plurality of rollers 11 which constitute the rail engagement elements engaged with a rail 15 for guiding a cage in the elevation direction are installed through a load distributor 21, and the max. interval L of the guide roller 11 of the same load distributing device 21 is selected to 0.2<L<P<0.7, when the supporting pitch of the rail 15 is P. Since the load acting onto the rail 15 from the cage is distributed to an another position separated sufficiently on the rail through th load distributing device 21, the load is levelled in the load distributor 21 and transmitted, even if the deflection in the horizontal direction of the rail 15 varies largely, and the cyclic change of the deflection in the horizontal direction of the rail reduces the forcible oscillation of the cage. Further, the variation of the spring constant is suppressed for the coeffi cient excitation type self-excited oscillation coefficient in variable spring con stant type which is constituted of the cage and the rail 15, and an elevator having the stable speed can be obtained.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a lifting guide device for an elevator car, and more particularly to a lifting guide device comprising a rail engager provided between a rail and a platform.

[Prior Art] Generally, high-rise buildings have a steel frame structure, and accordingly, the inner walls of the hoistway are not made of sturdy reinforced concrete, but are made of, for example, lightweight foamed concrete plates that can be inserted into the building. For this reason, it is not possible to place a large load on any arbitrary position within the hoistway, and the rail brackets that connect the rails that guide the elevator car to the inner wall of the hoistway are made of steel beams located at the floor of each floor. I have no choice but to attach it to

[Problem M to be solved by the invention] Since the conventional rail support structure was as described above, the support pitch of the rail could not be freely determined as in the case of fixing it to the inner wall of the hoistway of a reinforced concrete structure, and the rail support structure was significantly As a result, the rails tend to bend and deflect, and changes in the horizontal direction become large when a horizontal load is applied to a vertically laid rail.

This means that when the rail is viewed from the rail engager that guides the car along the rail, rail pressing results in a lower spring constant with respect to load and horizontal displacement. This spring constant is high near the rail bracket and decreases as it moves away from the rail bracket 1-, so it changes periodically based on the rail support pitch. For this reason, in elevators for high-rise buildings, as the lifting speed increases, the car tends to swing continuously in the horizontal direction at a low frequency in synchronization with the support pitch of the rails.

In the case of an elevator, when the center of gravity of the car or the center of gravity of the loaded load is offset from the center of suspension of the car by the main lobe, and an unbalanced load is applied to the car, a force couple is generated that presses the rail engager against the rail. This pressing causes forced vibration to be exerted on the car because the horizontal deflection displacement of the rail due to force changes periodically with the support pitch of the rail as a period.

Furthermore, if we consider the lateral vibration system of an elevator guided by rails with a coarse support pitch based on nonlinear vibration theory, we will find that it constitutes a coefficient-excited self-excited vibration system in which the spring constant for horizontal deflection changes periodically. I notice that In this system, even if the eccentric load mentioned above is completely zero and no pressing force is constantly applied between the rail engager and the rail, the lateral vibration of the car caused by some kind of disturbance is self-excited vibration. may grow as.

According to the stability determination theory of such a vibration system, it is effective to reduce the rate of change in the spring constant to prevent oscillation, but this is because the change in the spring constant of the horizontal deflection of the rail as seen from the car is effective. It means to reduce the ratio.

By the way, looking at the structure of an elevator car, the car consists of a brush 1 form which is an outer frame structure as a strength member, and a cage supported by anti-vibration rubber to this platform, and this platform is connected to the rails. It is guided in the ascending and descending direction by rails via gongs,
The rail engager is attached to the plan l-form via a spring. For this reason, when the rail engager passes through the rail joint, it receives a horizontal impact load due to the step at the joint, but the spring of the rail engager and the vibration isolating rubber of the cage transmit this impact load to the cage. It helps prevent.

Therefore, softening these springs and anti-vibration rubber and lowering the spring constant is effective in absorbing the impact load when passing through a step in the joint, and also in reducing the change in spring constant of the horizontal deflection of the rail. It should have the same effect as reducing the ratio, and we conducted a test thinking that it might be useful in preventing the car from rolling, but this attempt was not successful.
It was found that depending on the conditions, the lateral sway of the car could actually increase.

The reason for this is interpreted to be that the vibration system becomes a multi-free system and becomes more complex, making the coefficient excitation type self-excited vibration system more unstable. Furthermore, regardless of the cause of the rolling motion of the car, experience has shown that the rolling motion, once occurring, tends to gradually increase over time. This is because the rail is repeatedly subjected to the reaction force of horizontal shaking vibrations, which causes errors in the accuracy of rail stationery.

Additionally, tests have shown that rails generally have sufficient bending strength, and no plastic deformation of the rails is observed.
There was an angular misalignment in the part where the rails were fastened together by a joint plate, and a misalignment in the part where the rails were fastened to the rail bracket.

Therefore, in order to prevent the accuracy of rail installation from becoming inaccurate, it is effective to reduce the force applied to these fastening parts.

SUMMARY OF THE INVENTION Therefore, an object of the present invention is to provide a lifting guide device for an elevator car that achieves stable high-speed running by reducing the rolling vibration of the car caused by either forced vibration or self-excited vibration. be.

[Means for Solving the Problems] In order to achieve the above object, the present invention provides a plurality of rail engagers that are engaged with the rails via a load distribution device to guide the elevator car in the up-and-down direction. The maximum spacing between the plurality of rail engagers of the distribution device is 0, 2 < L / P < 0, where P is the support pitch of the rails.
, 7.

[Function] According to the lifting guide device for an elevator car according to the present invention, the load from the car to the rail is distributed to another position sufficiently distant on the rail via the load distribution device.
The deflection of the rail itself is reduced, and even if the deflection in the horizontal direction of the rail varies greatly, it is averaged and transmitted to each of the multiple rail engagers provided in the vertical direction by the load distribution device, so that the rail deflection is reduced. This reduces forced vibration of the car due to periodic changes in horizontal deflection, and
This reduces the rate of change in the spring constant of a variable spring constant coefficient excitation self-excited vibration system consisting of a car and rails, enabling stable running.

[Embodiments] Hereinafter, embodiments of the present invention will be described with reference to the drawings. 1. FIG. 1 is a front view showing a lifting guide device for suppressing horizontal shaking of a car in the left-right direction.

A plan l-form suspended by a main rope 1 is composed of a crosshead 2, an upright frame 3, and a lower frame 4, and a cage 5 is supported on this plan l-form via vibration-proof rubber 6. A pair of upper stands 1-7 are connected to the upper part of the brush 1-form, and a pair of lower stands 8 are connected to the lower part of the brush 1-form.
are connected, and each of these stands has a capacity of 13.14
A load distribution device 21 is constructed by attaching an upper equalizer beam 9 and a lower equalizer beam 10 in a rotatable manner. A pair of guide rollers 11.12 are provided at the upper and lower ends of each equalizer beam 9° 1-o at a distance from each other. This constitutes a rail engager that guides the car in the up-and-down direction while rolling. The rail 15 is supported via a rail clip 17 to a bracket 16 connected to a steel beam located on each floor of the building (not shown in detail), and the support pitch of the rail 15 by the brackets 1-16 is as follows. It is P.

In this embodiment, the ratio between the support pitch P and the distance of the rail 15 is L/P=0.5, and the horizontal force is applied to the pin 13 due to the reaction force of the rolling car or the couple generated by the eccentric load. When a force is applied, this force is transmitted to the guide rollers 11 at both the upper and lower ends in three equal parts.

Figure 2 shows the load distribution device 2 installed at the upper left of the car in Figure 1.
1 is a perspective view showing a practical embodiment of No. 1, in which X
The direction indicates the left and right direction of the car, and the X direction indicates the front and back direction of the car.

Guys 1 to 11 contacting the rail 15 in the X direction are rotatably provided at both ends of the upper equalizer beam 9 which is rotatably connected to the upper stand 7 via a pin 13. A pair of guide rollers 11' are rotatably provided. Looking in detail at the connection between the upper stands 1 to 7 and the equalizer beam 9, the upper stand 7 has a receiving portion 9a formed therein, and this receiving portion has a pin portion of the intermediate fitting 20 in the center hole of the portion 9a. 20a is rotatably inserted. This intermediate metal fitting 2
0 and the upper equalizer beam 9 are rotatably connected by the pin 13 at the front.

Therefore, the rotation at the pin 20a acts in such a way that the load applied to the rail 15 through the pair of rollers 11- is divided into two by the horizontal vibration in the X direction, and the rotation at the pin part 20a acts in the X direction. The load applied to the rail 15 via the pair of rollers 1]' is divided into two by the horizontal shaking of the rail 15.

- Figure 3 is an enlarged view of the main part of Figure 1, and shows the rail bracket 16.
This shows a state in which the position of the pin 13 matches the position of the pin 13.

If the roller [1-1] were mounted directly at the pin 13 without going through the load distribution device 21, the roller would be at the rail bracket 1-16, that is, at the support point of the rail 15, and would be pressed against the roller. The deflection of the rail 15 when force F is applied is zero. Therefore, at this position, the spring constant of the lateral displacement of the rail 15 becomes infinite.

However, if the roller 11 is mounted with a load distribution device 21 having a sufficiently large distance between the parts as shown in the figure, the position of the roller 1]- will be a distance L from the support point of the rail 15.
Since they are separated by /2 in the vertical direction, roller 1
At the 1- position, the rail 15 is bent to some extent, and the rail 1
The spring constant of the lateral displacement of 5 does not become infinite.

On the other hand, FIG. 4 shows a state in which the pin 13 is located at an intermediate position between vertically adjacent rail brackets 100.

If the roller 11 were attached directly to the pin 13 without using the load distribution device 2, then the roller 1
1 pushes the rail 15 at the position where it is most flexible.

Therefore, at this position, the spring constant for lateral displacement of the rail 15 becomes extremely small.

However, in the configuration in which the load distribution device 21 as described above is provided, the position of the roller 11 is vertically separated by a distance of 4/2 from here, so the bending moment generated in the rail 15 is significantly reduced, and the bending moment generated in the rail 15 is significantly reduced. 110 of 5. The amount of displacement will be smaller. Furthermore, in this state, the roller 11 and the rail 15 are in contact with each other at a position that is one distance downward from the center position of the beam where the bending displacement of the rail 15 as a beam is maximum. The lateral displacement of the rail J5 transmitted to the rail J5 becomes one piece smaller. Therefore, the spring constant for the lateral displacement of the rail 15 does not have to become very small.

The conditions shown in FIGS. 3 and 4 above indicate the maximum and minimum conditions for the spring constant of the lateral displacement of the shield 15, so by providing the load distribution device 21 with a sufficiently large distance, the spring constant can be adjusted. The maximum value of decreases, the minimum value increases,
- The amount of variation in the spring constant between cycles can be significantly reduced.

FIG. 5 is a characteristic diagram showing the deflection due to horizontal displacement of the rail 15, in which the horizontal axis indicates the coordinate in the longitudinal direction of the rail 15, and the vertical axis indicates the deflection. Furthermore, O indicates the origin, and Po indicates the rail support point. When the origin ○ is a rail support point, it indicates the adjacent support point, and the distance between the support points, that is, the support pitch, is P. It is.

Let us now consider the overall equivalent deflection when the distance 1 between the rollers 11, which are rail engagers attached to the load distribution device 21, is P/2. Assuming that the roller, which is the lower rail engager, receives the full load and is at the origin ◯, the rail deflection relative to the lower rail engager will be as shown by curve A. On the other hand, since the phase of the rail engager on the "-" side is advanced by P/2, the deflection under the condition of receiving the full load seen from this point is like curve B, which is curve A shifted by P/2 in phase. become. Here, since the load is distributed from pin 13 to the rail engagement 1 2 of the unit in 1/2 increments, the curve A
It is sufficient to consider curves A' and B', which are obtained by halving the height of curve B. Therefore, the overall equivalent deflection at the pin 13 of the load distribution device 21 is 1/2 the sum of curves A' and B', ie, the average value, and can be represented as curve C. Note that here, in order to make the explanation easier to understand, the interaction of loads applied to two distant points on the continuous beam is ignored.

The reciprocal of this overall equivalent deflection curve C is the load distribution device 21
By comparing curves C and C, variations in the overall equivalent spring constant can be greatly suppressed by providing the load distribution device 21, and the deflection itself can also be reduced.

In this way, when L/P = 0 and 5, this reduction effect is at its maximum, and no matter which way you shift it from this point, the effect decreases, and when L/P = O, the effect disappears, so varnish 1 Considering ~ etc., 0, 2 < L/P
It is preferable to carry out the test within the range of < 0, 7.

In the embodiment of the present invention, the rated speed is 80 r/min.
Considering that rolling motion is not a problem for elevators with speeds less than n, it is desirable to apply this method to elevators with a rated speed of 80 m/min or higher.

Furthermore, in steel-framed high-rise buildings, the floor pitch of general floors is constant, but the floor heights of lobby floors and the like are particularly large. In such a case, if the rail support points were provided to match the steel beam girder at the floor position, the rail support pitch P would become significantly large in some areas, so it is necessary to add a beam girder in the middle of the floor. However, the rail support pitch P is not determined by the dimensions of such exceptional parts, but by the fact that the elevator is at high speed. The rail support pitch can be determined based on the assumption that the rail support pitch is also equalized on general floors with equal pitches on which the train can run.

Further, the present invention is not limited to elevators for steel-framed buildings, but can also be applied to, for example, elevators for buildings in which rails are supported at equal pitches on reinforced concrete walls. If there are different sizes of rail support pitches provided in the high-speed traveling section of the elevator, the larger one can be set as the rail support pitch P.

Further, in the illustrated embodiment, a balance structure is shown as the load distribution device 21 that divides the load into three equal parts at a ratio of 1:1, but 1:2, 2:
The structure may be such that the load is distributed at a ratio of 3 or the like. Further, the load distribution device 21 is not limited to a balance structure using links, but may have a structure using hydraulic pressure, lobes, etc.

In addition, although the structure in which the load distribution device 2 is provided on each side of the car is illustrated, if the equalizer beams 9 and 10 of the load distribution device 21 extend greatly to both the top and bottom sides of the car,
If a problem arises in relation to the top clearance of the hoistway and the clearance to the pit 1, a load distribution device may be provided on either the upper or lower sides of the car. However, in ultra-high-speed elevators, an oil buffer with a large flow rate is installed at pitch I~, and since the clearance between pitch I~ is sufficiently large, a load distribution device 2 is installed only at the bottom of the car. If so, the reason why passengers feel the car's sway is mainly due to the movement of the car's floor, and since the floor of the car is heavier than the ceiling, the reaction force of the sway exerted on the rail 15 is The load is also large, and almost the same effect as when the load distribution device 21 is provided on both sides can be expected.

[Effects of the Invention] As explained above, according to the present invention, the load acting on the rail from the car is distributed to separate positions sufficiently distant on the rail via the load distribution device, so that the horizontal direction of the rail is Even if the deflection varies greatly, it is averaged and transmitted by the load distribution device, reducing forced vibration of the car due to periodic changes in the horizontal deflection of the rail, and the variable spring constant composed of the car and the rail. Compared to the coefficient excitation type self-excited vibration system of this type, a stable speed elevator can be obtained by suppressing changes in the spring constant.

[Brief explanation of drawings]

FIG. 1 is a front view showing an elevating guide device according to an embodiment of the present invention, FIG. 2 is a perspective view showing an example of a specific configuration of the main part of FIG. 1, and FIGS. 3 and 4 are FIG. 6 is a front view showing different states of the load distribution device which is the main part of the figure, and FIG. 5 is a characteristic diagram showing the deflection of the horizontal displacement of the rail. 7..." Nissan 1, 8...Lower stand, 9 Upper equalizer beam, "-〇...Lower equalizer beam,
11.12...roller, 13.14 pin, 15...
Rail, 16 Rail bracket 1~. 21...Load distribution device, L...distance, P rail support pitch. Figure 1 JP-A-3-3882 (6) Figure 2 Figure 3 Figure 4

Claims (1)

[Claims] 1. A rail engaging element provided on the car is engaged with the rail,
In a lift guide device for an elevator car that guides the car along the rail, a plurality of the rail engagers are provided via a load distribution device, and the plurality of rail engagers provided on the same load distribution device are raised and lowered. A lifting guide device for an elevator car, characterized in that the distance L in the direction is selected such that, where P is the support pitch of the rail, 0.2<L/P<0.7.