JPS6315263Y2 - - Google Patents

Description

[Detailed explanation of the idea]

[Technical Field of the Invention] This invention relates to an improvement of a traction type elevator device. [Prior Art] In recent years, there has been a demand for elevators to save energy and resources, and as shown in Japanese Utility Model Application Publication No. 50-48646, proposals have been made to reduce the size of the hoist and the weight of the car. There is. This is intended to reduce the size and weight of both the brake device and the hoist by providing two hoists. On the other hand, in order to realize the demand for energy conservation, it is necessary to improve the traction capacity of the hoist, and it is necessary to wrap the main rope multiple times between the drive sheave and deflection sheave of the hoist. is proposed. This is shown in FIGS. 1 to 5. In Figures 1 to 3, 1 is the driving sheave of the hoist, 2
is a diversion wheel installed at a position away from the sheave 1, and the main rope 3 is wrapped around the sheave 1 and the diversion wheel 2 three times. A cage 4 is connected to one end of the main rope 3, and a counterweight 5 is connected to the other end.
Although a plurality of main ropes 3 are normally used, only one main rope is shown in the figure. Nine grooves 6 are formed on the circumferential surface of the sheave 1, and a first groove 6a, a second groove 6b, and a third groove 6c are provided adjacent to each other.
Equivalent to one bottle. Therefore, FIG. 3 shows grooves for three main ropes. The same applies to the deflection wheel 2. In addition, T ₁ is the ladder side tension of the main rope 3, T ₂ is the weight side tension, and θ ₁ to _{θ 3} are the tension on the sheave 1.
This is the main rope winding angle of each groove 6a to 6c. The setting of the traction capacity is designed in consideration of the deceleration required in an emergency situation, that is, when sudden braking is applied, in order to operate the elevator safely. Therefore, the set traction capacity is more than twice the traction capacity required during normal operation. As is well known, in a traction type elevator, the tension of the main rope 3 changes on the sheave 1, but at the same time, the main rope 3 slips slightly. The regions where this minute slip occurs are shown in FIGS. 4 and 5. Figure 4 shows the grooves 6a to 6 of the sheave 1 when the car 4 is rising.
Fig. 5 shows the contact pressure distribution of the main rope 3 with respect to c, and Fig. 5 shows the distribution when the car 4 is lowered. In both figures, a to c correspond to the third groove 6c, the second groove 6b, and the first groove 6a, the radially drawn line P indicates the contact pressure, _P1 is the contact pressure on the car 4 side, P ₂ is the contact pressure on the counterweight 5 side. The area where the microslip of the main rope 3 occurs is the area where the contact pressure P is changing. Fig. 4 First groove 6a
In this case, the contact pressure P does not change over the entire wrapping angle _θ1 . In the second groove 6b, the angle θ ₂₁ of the winding angle θ ₂ on the inner counterweight 5 side changes, and the other portions remain unchanged. In the third groove 6c, the winding angle _θ3 changes over the entire range. Therefore, a slight slip occurs on the exit side of the main rope 3, that is, when the car 4 rises, at the wrapping angle θ ₂₁ and the wrapping angle θ ₃ . Further, in the third groove 6c in FIG. 5, the contact pressure P does not change over the entire wrap angle θ ₃ . In the second groove 6b, the angle θ ₂₂ of the winding angle θ ₂ on the inner cage 4 side changes, and the other portions remain unchanged. In the first groove 6a, the winding angle _θ1 changes over the entire range. Therefore, microslips occur on the exit side of the main rope 3, that is, at the wrap angle θ ₁ and the wrap angle θ ₂₂ when the car 4 descends. The groove 6 of the sheave 1 is worn out by these minute slips of the main rope 3, but as mentioned above, the traction capacity required during normal operation is determined by the angle of the main rope 3 wound around. This is less than half of the set value, and accordingly, the amount of slippage of the main rope 3 with respect to each groove 6a to 6c differs. Since the grooves 6a to 6c wear out in proportion to the amount of slippage, not only the life of the main rope 3 and the sheave 1 is shortened, but also the riding comfort of the car 4 is impaired. This invention is intended to improve the above-mentioned problems, and aims to provide a traction elevator device in which the amount of wear of the drive sheave groove can be made uniform. [Summary of the invention] This invention aims to change the shape of the grooves of the driving sheave around which the main rope is wound, other than the first and last grooves, to be closer to the main rope than the first and last grooves. It has a shape that provides high friction. [Embodiment of the invention] An embodiment of the invention will be described below with reference to FIGS. 1, 2, and 4 to 7. In FIGS. 6 and 7, reference numeral 7 designates an undercut portion recessed in the bottom of the second groove 6b, which is not provided in the first groove 6a and the third groove 6c. Other than the above, the third
It is similar to the figure. In other words, the second groove 6b is shaped so that the frictional force applied to the main rope 3 is larger than that of the first groove 6a and the third groove 6c. As a result, the slippage ^of _{the main} rope _{3 is} reduced _.

[Table] Therefore, the total area where the main rope 3 of each groove 6a to 6c slips and the wear amount ratio of each groove 6a to 6c (with the third groove 6c as 100%) are:

[Effect of idea]

As mentioned above, in this invention, the main rope is wound around the driving sheave and deflection sheave of the elevator three or more times, and the groove in the groove of the sheave has a shape other than the groove in which the main rope is wound first and last. The shape of the rope is designed to give higher friction to the main rope than the grooves that are wrapped around it first and last, so the contact pressure between the main rope and the groove can be increased to the extent that the main rope slips less. The amount of wear on the grooves can be made uniform.

[Brief explanation of drawings]

Fig. 1 is a schematic diagram of a conventional traction type elevator, Fig. 2 is a perspective view of the drive sheave and deflection sheave portion of Fig. 1, and Fig. 3 is a sectional view of the groove of the drive sheave of Fig. 2; 4 and 5 are contact pressure distribution diagrams of the grooves of the drive sheave, FIG. 6 is a sectional view of the groove of the drive sheave showing an embodiment of the traction elevator according to this invention, and FIG. 7 is a diagram of the groove of the drive sheave. It is an enlarged view of a 2nd groove. In the figure, 1 is a drive sheave, 2 is a deflection sheave, 3 is a main rope, 4 is a cage, 5 is a counterweight, 6a to 6c are first to third grooves, and 7 is an undercut portion. Note that the same reference numerals in the figures indicate the same parts.

Claims (1)

[Scope of utility model registration request] A plurality of grooves are provided along the outer peripheral surfaces of each of the drive sheave and deflection sheave, the main rope is wound three or more times around the drive sheave and deflection sheave through these grooves, and a car is attached to one end of the main rope. In a traction type elevator device with a counterweight connected to the other end,
Among the grooves of the driving sheave, the grooves other than the grooves around which the main rope is wound first and last have a shape that has a higher friction on the main rope than the grooves around which the main rope is wound first and last. A traction type elevator device characterized in that it has a shape that gives.