Elevator

Abstract

Elevator which features: a cabin (4); a counterweight (5); a cabin suspension roller device (7, 8) comprising a pair of supports (71, 81) provided parallel to each other on a lower section of the cabin (4) and a cabin suspension roller (72, 73, 82, 83) arranged between the pair of supports (71, 81) and held by the pair of supports (71, 81); a weight suspension roller (9, 10) provided on the counterweight (5); a main rope (16) wound around the cabin suspension pulley (72, 73, 82, 83) and the weight suspension pulley (9, 10) and suspending the cabin (4) and the counterweight (5); and a compensating link comprising a chain body (24a, 24b) with a first end section connected to only one of the supports of the pair of supports (71, 81) and with a second end section connected to the counterweight (5), and suspended between the one support (71, 81) and the counterweight (5); wherein the first end section is located in a region of one support (71, 81) when viewed in a vertical direction.

Description

Technical area

[0001] The present invention relates to an elevator in which compensation elements are suspended between a car and a counterweight. Technological background

[0002] Conventionally, elevators are known in which balance chains are suspended between a car and a counterweight to compensate for a balance discrepancy between one side of the car and the other side of the counterweight. In a conventional elevator, one end of a balance chain is connected to a lower section of a car, and the other end of the balance chain is connected to a lower section of a counterweight (see PTL 1). Citation listPatent literature [PTL 1] JP S61- 11 677 U [PTL 2] JP 2012- 153 467 A [PTL 3] JP 2001- 048 444 A [PTL 3] EP 2 465 805 A1 Summary of the inventionTechnical problem

[0003] In conventional elevators, a load of a balance chain exerted on a lower portion of a car increases when the car is located on a highest floor, thus it is necessary to reinforce the lower portion of the car, resulting in an increase in cost.

[0004] The present invention has been made to solve the above-mentioned problem, and an object thereof is to obtain an elevator which enables a reduction in costs. Solution to the problem

[0005] An elevator according to the present invention is an elevator provided with a car, a counterweight, a car suspension pulley device including a pair of beams provided at a lower portion of the car in parallel with each other, a car suspension pulley disposed between the pair of beams and supported by the pair of beams, a weight suspension pulley provided on the counterweight, a main rope wound around the car suspension pulley and the weight suspension pulley and suspending the car and the counterweight; and a compensation link including a funicular body having a first end portion connected to only one of the pair of beams and a second end portion connected to the counterweight, and suspended between the one beam and the counterweight.wherein the first end portion is located in a region of the one support when viewed in a vertical direction; Advantageous effects of the invention

[0006] In the elevator according to the present invention, a compensation link is connected to a beam of a car suspension pulley device and a counterweight, respectively, so that a downward load of the compensation link can be applied to the beam, to which an upward load of a main rope on which the car is suspended is applied in a direction that cancels the upward load, so that the strength of the beam does not need to be increased. Furthermore, since a first end portion of the chain body is connected to only one beam, it is possible to eliminate a part fixed so as to span a pair of beams, thereby reducing the number of parts and simplifying a configuration. As a result, costs can be reduced.Further, the first end portion of the chain body is located in a region of the one beam when viewed in the vertical direction, so that the compensation link can be prevented from becoming an obstacle when maintenance work is performed on the lower portion of the cab, with the result that maintenance work can be performed more easily. Short description of the drawings Fig. 1 is a perspective view showing an elevator according to a first embodiment of the present invention. Fig. Figure 2 is a bottom view showing the state of a car and a counterweight used in Fig. 1 when viewed from below. Fig. Figure 3 is a cross-sectional view taken along the line III-III shown in Fig. 2 is shown. Fig. Figure 4 is a schematic plan view showing the relationship between a straight line overlapping a first compensation chain and a first U-shaped bolt or screw and a first angle member shown in Fig. 2 are shown. Fig. Figure 5 is a schematic side view showing the connection state of the first compensation chain with respect to the first U-shaped bolt and the first angle link shown in Fig. 4 are shown. Fig. 6 is a bottom view showing the state of a car and a counterweight in an elevator according to a second embodiment of the present invention when viewed from below. Fig. Figure 7 is a cross-sectional view taken along a line VII-VII shown in Fig. 6 is shown. Description of the embodiments

[0007] Preferred embodiments of the present invention will be described below with reference to the drawings. Example 1

[0008] Fig. Fig. 1 is a perspective view showing an elevator according to a first embodiment of the present invention. Fig. 2 is a bottom view showing the state of a car and a counterweight installed in Fig. 1 when viewed from below. In the drawings, a pair of car guide rails 2 and a pair of counterweight guide rails 3 are each arranged vertically in a shaft 1. Respective lower end portions of the pair of car guide rails 2 and the pair of counterweight guide rails 3 are fixed to a bottom surface of the shaft 1. In this example, a straight line connecting the pair of car guide rails 2 is oriented perpendicular to a straight line connecting the pair of counterweight guide rails 3 when the shaft 1 is viewed in a vertical direction.

[0009] A car 4 is arranged between the pair of car guide rails 2, and a counterweight 5 is arranged between the pair of counterweight guide rails 3. The car 4 is movable in an up / down direction while being guided by the pair of car guide rails 2. The counterweight 5 is movable in the up / down direction while being guided by the pair of counterweight guide rails 3.

[0010] The cab 4 has a cab frame including a lower frame 41 and a cab main body 42 to which the lower frame 41 is fixed. The lower frame 41 is horizontally fixed to a lower portion of the cab main body 42. Further, the lower frame 41 is arranged on a straight line connecting the pair of cab guide rails 2 when the cab 4 is viewed in the vertical direction.

[0011] A pair of emergency stop devices 43 are provided on the lower frame 41. Of the pair of emergency stop devices 43, one of the emergency stop devices 43 faces one of the car guide rails 2, and the other emergency stop device 43 faces the other car guide rail 2. When the speed of the car 4 becomes excessive, each of the emergency stop devices 43 individually grips each of the car guide rails 2, thereby applying a braking force to the car 4 and stopping the car 4.

[0012] A hoisting machine 6, that is, a drive device for generating a driving force that moves the car 4 and the counterweight 5, is provided in an upper portion of the shaft 1. The hoisting machine 6 is supported by a machine frame (not shown) arranged in the upper portion of the shaft 1. The machine frame is fixed to the respective upper end portions of the pair of car guide rails 2 and / or the pair of counterweight guide rails 3. Thus, the elevator in this example is a machine room-less elevator that does not have a machine room.

[0013] The hoisting machine 6 includes a hoisting machine main body 61, which includes a motor, and a drive roller 62 provided on the hoisting machine main body 61. The drive roller 62 is rotated by the driving force of the hoisting machine main body 61. In this example, a radial dimension of the hoisting machine 6 is larger than its axial dimension. Furthermore, in this example, the hoisting machine 6 is arranged such that an axis of the drive roller 62 is oriented horizontally.

[0014] A first car suspension roller device 7 and a second car suspension roller device 8 are provided at a lower portion of the car 4 so as to avoid the lower frame 41. The first and second car suspension roller devices 7 and 8 are arranged horizontally and are arranged such that the car main body 42 is received thereby from below. Further, the first and second car suspension roller devices 7 and 8 are arranged on opposite sides with respect to a straight line connecting the pair of car guide rails 2 when the car 4 is viewed in the vertical direction. In other words, when the car 4 is viewed in the vertical direction, a straight line connecting the pair of car guide rails 2 passes between the first car suspension roller device 7 and the second car suspension roller device 8.In this example, the first and second cabin suspension roller devices 7 and 8 are as shown in . Fig. 2, when the car 4 is viewed in the vertical direction, arranged in symmetrical positions with respect to the straight line connecting the pair of car guide rails 2.

[0015] The first cab suspension roller device 7 includes a pair of first supports 71 horizontally fixed to a lower surface of the cab main body 42, and two first cab suspension rollers 72 and 73 supported by the pair of first supports 71. The pair of first supports 71 are arranged parallel to each other. Each of the first cab suspension rollers 72 and 73 is arranged spaced apart from each other in a longitudinal direction of the first supports 71. Further, each of the first cab suspension rollers 72 and 73 is arranged between the pair of first supports 71.

[0016] The second cab suspension roller device 8 includes a pair of second supports 81 horizontally fixed to the lower surface of the cab main body 42, and two second cab suspension rollers 82 and 83 supported by the pair of second supports 81. The pair of second supports 81 are arranged parallel to each other. Each of the second cab suspension rollers 82 and 83 is arranged apart from each other in a longitudinal direction of the second supports 81. Further, each of the second cab suspension rollers 82 and 83 is arranged between the pair of second supports 81.

[0017] In this example, each of the first carriers 71 and each of the second carriers 81, as in Fig. 2, when the car 4 is viewed in the vertical direction, it is arranged so as to be oriented parallel to a straight line connecting the pair of car guide rails 2. Further, in this example, the respective axes of the first car suspension rollers 72 and 73 and the second car suspension rollers 82 and 83 are perpendicular to the straight line connecting the pair of car guide rails 2.

[0018] Each of the first beams 71 includes lower beam members 711 and upper beam members 712, which are fixed to the lower surface of the cabin main body 42 above the lower beam members 711. The lower beam members 711 and the upper beam members 712 are arranged along the longitudinal direction of the first beams 71. Further, the lower beam members 711 and the upper beam members 712 are connected to each other. Each of the first cabin suspension rollers 72 and 73 is connected to each of the lower beam members 711. In this example, a length of the upper beam members 712 is greater than a length of the lower beam members 711. As a result, the longitudinal end portions of the upper beam members 712, when viewed in the vertical direction, protrude from the longitudinal end portions of the lower beam members 711 toward outer sides in the longitudinal direction of the first beams 71, as shown in FIG. Fig. 2 shown.

[0019] Each of the second beams 81 includes lower beam members 811 and upper beam members 812, which are fixed to the lower surface of the cabin main body 42 above the lower beam members 811. The lower beam members 811 and the upper beam members 812 are arranged along the longitudinal direction of the second beams 81. Further, the lower beam members 811 and the upper beam members 812 are connected to each other. Each of the second cabin suspension rollers 82 and 83 is attached to each of the lower beam members 811. In this example, a length of the upper beam members 812 is greater than a length of the lower beam members 811. As a result, the longitudinal end portions of the upper beam members 812, when viewed in the vertical direction, protrude from the longitudinal end portions of the lower beam members 811 toward outer sides in the longitudinal direction of the second beams 81, as shown in Fig. 2 shown.

[0020] A first weight suspension roller 9 and a second weight suspension roller 10 are provided at an upper portion of a counterweight 5. In this example, when the counterweight 5 is viewed in the vertical direction, the first and second weight suspension rollers 9 and 10 are arranged to be spaced apart from each other in a direction following a straight line connecting the pair of counterweight guide rails 3. Further, in this example, when the counterweight 5 is viewed in the vertical direction, the respective axes of the first and second weight suspension rollers 9 and 10 are oriented perpendicular to a straight line connecting the pair of counterweight guide rails 3.

[0021] A shock absorber receiving member 31 is provided at the center of a lower portion of the counterweight 5. When the counterweight 5 descends and arrives at the location of a weight-side shock absorber (not shown) provided in the shaft 1 at its bottom portion, the counterweight 5 collides with the weight-side shock absorber via the shock absorber receiving member 31. As a result, an impact to which the counterweight 5 is subjected is mitigated.

[0022] Two car-side return pulleys 11 and 12, a counterweight return pulley 13, a first rope fixing device 14, and a second rope fixing device 15 are also provided in the upper portion of the hoistway 1. In this example, when the hoistway 1 is viewed in the vertical direction, respective axes of both the car-side return pulleys 11 and 12 and the counterweight-side return pulley 13 are parallel to a straight line connecting the pair of car guide rails 2. Further, in this example, each of the car-side return pulleys 11 and 12, the counterweight-side return pulley 13, the first rope fixing device 14, and the second rope fixing device 15 are supported in the same manner as the hoisting machine 6 by the machine frame (not shown) arranged in the hoistway 1 in the upper portion thereof.

[0023] The car 4 and the counterweight 5 are suspended in the hoistway 1 by a plurality of main ropes 16. A rope, a belt, or the like, for example, is used as the main rope 16. One end portion of the main rope 16 is connected to the first rope fixing device 14, and the other end portion of the main rope 16 is connected to the second rope fixing device 15. The main rope 16 extends from the first rope fixing device 14 and is wound around each of the first car suspension pulleys 72 and 73, each of the car-side return pulleys 11 and 12, each of the second car suspension pulleys 83 and 82, the drive pulley 62, the second weight suspension pulley 10, the counterweight-side return pulley 13, and the first weight suspension pulley 9 in this order, so as to arrive at the second rope fixing device 15.Thus, in this example, a system for suspending the cabin 4 and the counterweight 5 by the main rope 16 represents a 4:1 suspension system.

[0024] A pair of compensation chains 24a and 24b, or chain bodies, are suspended between the car 4 and the counterweight 5 as compensation links that compensate for a balance discrepancy between one side of the car 4 and one side of the counterweight 5. Each of the compensation chains 24a and 24b is formed by serially connecting a plurality of rings. Accordingly, each of the compensation chains 24a and 24b bends or tilts freely due to the relative displacement of the plurality of rings. In each of the compensation chains 24a and 24b, the plurality of rings are connected in series, while the orientation of the rings alternates orthogonally in the circumferential direction of the compensation chains 24a and 24b.

[0025] Of the pair of compensation chains 24a and 24b suspended between the car 4 and the counterweight 5, the first compensation chain 24a is suspended between the first beams 71 and the counterweight 5, and the second compensation chain 24b is suspended between the second beams 81 and the counterweight 5.

[0026] As a result, an upward load due to the car 4 suspended by the main rope 16 and a downward load due to the first compensation chain 24a suspended by the first beams 71 are applied to the first beams 71. Also, an upward load due to the car 4 suspended by the main rope 16 and a downward load due to the second compensation chain 24b suspended by the second beams 81 are applied to the second beams 81.

[0027] Each compensation chain of the pair of compensation chains 24a and 24b has a first end portion, i.e., a car-side end portion, and a second end portion, i.e., a counterweight-side end portion. The first end portion of the first compensation chain 24a is connected to only one of the first beams 71 of the pair of first beams 71. In this example, the first end portion of the first compensation chain 24a is connected to the first beam 71 of the pair of first beams 71 located on a side near the counterweight 5. Furthermore, in this example, the first end portion of the first compensation chain 24a is connected to the end portion of the upper beam link 712 of the first beam 71 on the counterweight 5 side. Furthermore, the first end portion of the first compensation chain 24a is located in the area of ​​one of the first supports 71 when viewed in the vertical direction, as shown in Fig. 2. The second end portion of the first compensation chain 24a is connected to the lower portion of the counterweight 5. Furthermore, the second end portion of the first compensation chain 24a is located in the region of the counterweight 5 when viewed in the vertical direction.

[0028] The first end portion of the second compensation chain 24b is connected to only one of the second beams 81 of the pair of second beams 81. In this example, the first end portion of the second compensation chain 24b is connected to the second beam 81 of the pair of second beams 81 located on a side close to the counterweight 5. Furthermore, the first end portion of the second compensation chain 24b in this example is connected to the end portion of the upper support link 812 of the second beam 81 on the side of the counterweight 5. Furthermore, the first end portion of the second compensation chain 24b is located in the area of ​​one of the second beams 81 when viewed in the vertical direction, as shown in Fig. 2. The second end portion of the second compensation chain 24b is connected to the lower portion of the counterweight 5. Furthermore, the second end portion of the second compensation chain 24b is located in the area of ​​the counterweight 5 when viewed in the vertical direction. In a state where each of the compensation chains 24a and 24b is suspended between the car 4 and the counterweight 5, curved portions are formed at respective lower end portions of each of the compensation chains 24a and 24b.

[0029] Fig. Figure 3 is a cross-sectional view along the line III-III shown in Fig. 2. A U-shaped bolt or screw 21a, i.e., a first connecting tool, is directly attached to the first support 71, and a U-shaped bolt or screw 21b, i.e., a first connecting tool, is directly attached to the second support 81. A first U-shaped bolt 21a is attached to the end portion of the upper support member 712 of one of the first supports 71 on the counterweight 5 side. Furthermore, the first U-shaped bolt 21a is located in the area of ​​the one of the first supports 71 when viewed in the vertical direction, as shown in Fig. 2. A second U-shaped bolt 21b is fixed to the end portion of the upper support member 812 of one of the second supports 81 on the side of the counterweight 5. Furthermore, the second U-shaped bolt 21b is located in the area of ​​the one of the second supports 81 when viewed in the vertical direction, as shown in Fig. 2 shown.

[0030] A pair of angle links 22a and 22b, i.e., second connecting tools, are fixed to the lower surface of the counterweight 5. Each of the angle links 22a and 22b has an L-shaped cross section. The pair of angle links 22a and 22b are arranged to be spaced apart from each other in the width direction of the counterweight 5. Thus, a first angle link 22a is arranged at a position closer to the first supports 71 than the shock absorber receiving link 31 located at the center of the counterweight 5, and a second angle link 22b is arranged at a position closer to the second supports 81 than the shock absorber receiving link 31 when the cab 4 and the counterweight 5 are viewed in the vertical direction. Furthermore, through holes for a chain connection are formed in each of the pair of angle links 22a and 22b.

[0031] The first end portion of the first compensation chain 24a is attached to the first U-shaped bolt 21a fixed to the first support 71, and the second end portion of the first compensation chain 24a is attached to the first angle link 22a fixed to the counterweight 5 using a through hole. In other words, the first compensation chain 24a is connected to one of the first supports 71 via the first U-shaped bolt 21a and to the counterweight 5 via the first angle link 22a.

[0032] The first end portion of the second compensation chain 24b is attached to the second U-shaped bolt 21b fixed to the second beam 81, and the second end portion of the second compensation chain 24b is attached to the second angle link 22b fixed to the counterweight 5 using a through hole. In other words, the second compensation chain 24b is connected to one of the second beams 81 via the second U-shaped bolt 21b and to the counterweight 5 via the second angle link 22b.

[0033] Here, since each of the U-shaped bolts 21a and 21b is fixed to the first and second beams 71 and 81, the position of each of the U-shaped bolts 21a and 21b when the car 4 is viewed in the vertical direction is determined by the position of the first and second car suspension roller devices 7 and 8. Further, the positions of the first and second car suspension roller devices 7 and 8 when the car 4 is viewed in the vertical direction are determined by the position, size, etc., of each of the car-side return rollers 11 and 12, the drive roller 62, and the counterweight 5.

[0034] However, when the counterweight 5 is viewed in the vertical direction, the positions of each of the angle links 22a and 22b represent positions in which a guide shoe (not shown) and the shock absorber receiving link 31 of the counterweight 5 are avoided. Thus, in some cases, it is not possible to arrange the pair of compensation chains 24a and 24b so that they are parallel in the width direction of the shaft 1.

[0035] Accordingly, in the present embodiment, when the shaft 1 is viewed in the vertical direction, a straight line A overlapping the first compensation chain 24a and a straight line B overlapping the second compensation chain 24b are straight lines that are not parallel but intersect each other, as shown in Fig. 2. This means that when the shaft 1 is viewed in the vertical direction, a straight line A connecting the first and second end portions of the first compensation chain 24a and a straight line B connecting the first and second end portions of the second compensation chain 24b are not parallel to each other. Thus, in the present embodiment, when the shaft 1 is viewed in the vertical direction, the straight line A overlapping the first compensation chain 24a is inclined with respect to a straight line following the longitudinal direction of the pair of first beams 71, and the straight line B overlapping the second compensation chain 24b is inclined with respect to a straight line following the longitudinal direction of the pair of second beams 81.Furthermore, in this example, when the shaft 1 is viewed in the vertical direction, a distance between the two straight lines A and B overlapping the pair of compensation chains 24a and 24b, respectively, continuously widens from the counterweight 5 toward the car 4.

[0036] Here Fig. 4 is a schematic plan view showing the relationship between a straight line A overlapping the first compensation chain 24a and the first U-shaped bolt 21a and the first angle member 22a shown in Fig. 2. Furthermore, Fig. 5 is a schematic side view showing the connection state of the first compensation chain 24a with respect to the first U-shaped bolt 21a and the first angle link 22a shown in Fig. 4. When the shaft 1 is viewed in the vertical direction, the first U-shaped bolt 21a and the first angle member 22a are each arranged on the straight line A overlapping the first compensation chain 24a, and are arranged in a state following the straight line A overlapping the first compensation chain 24a, as shown in Fig. 4. Further, when the shaft 1 is viewed in the vertical direction, the second U-shaped bolt 21b and the second angle member 22b are arranged on the straight line B overlapping the second compensation chain 24b, and are arranged in a state following the straight line B overlapping the second compensation chain 24b. As a result, when the shaft 1 is viewed in the vertical direction, the straight line A overlapping the first compensation chain 24a and the straight line B overlapping the second compensation chain 24b are not parallel to each other, as shown in Fig. 2. Therefore, none of the U-shaped bolts 21a and 21b are parallel to each other, and none of the angle links 22a and 22b are parallel to each other. As a result, twisting of the first and second end portions in each of the compensation chains 24a and 24b in the circumferential direction is avoided.

[0037] Next, operations will be described. When the hoisting machine 6 is driven and the drive pulley 62 rotates, the main rope 16 moves in accordance with the rotation of the drive pulley 62, and the car 4 and the counterweight 5 move up and down in opposite directions to each other in accordance with the rotation of the drive pulley 62. At this time, each of the compensation chains 24a and 24b moves in accordance with the movement of the car 4 and the counterweight 5 while maintaining the position of the curved portions. Furthermore, at this time, there is no twisting in the circumferential direction in each of the compensation chains 24a and 24b, thus a force by which each of the compensation chains 24a and 24b rocks from side to side is less likely to be exerted thereon even if the car 4 and the counterweight 5 move.

[0038] As the car 4 ascends and the counterweight 5 descends, the car 4 moves upward and away from the respective curved portions of each of the compensation chains 24a and 24b, and the counterweight 5 moves closer to it from above. As a result, the respective loads of the compensation chain 24a exerted on the first beam 71 and the compensation chain 24b exerted on the second beam 81 increase, and the respective loads of each of the compensation chains 24a and 24b exerted on the counterweight 5 decrease.

[0039] In contrast, when the car 4 descends and the counterweight 5 ascends, the counterweight 5 moves upward and away from the respective curved portions of each of the compensation chains 24a and 24b, and the car 4 moves closer to it from above. As a result, the respective loads of the compensation chain 24a exerted on the first beam 71 and the compensation chain 24b exerted on the second beam 81 decrease, and the respective loads of each of the compensation chains 24a and 24b exerted on the counterweight 5 increase.

[0040] In this way, a compensation discrepancy between the side of the car 4 and the side of the counterweight 5, which occurs due to the movement of the main rope 16, is compensated by the change in the loads of the respective compensation chains 24a and 24b between the side of the car 4 and the side of the counterweight 5.

[0041] In such an elevator, the first end portion of the first compensation chain 24a is connected to only one of the first beams 71 and the first end portion of the second compensation chain 24b is connected to only one of the second beams 81, thus it is possible to eliminate a part fixed so as to span the pair of first beams 71 and a part fixed so as to span the pair of second beams 81, whereby a number of parts can be reduced and the configuration can be simplified.Furthermore, since the first compensation chain 24a is suspended between the first beams 71 and the counterweight 5, a downward load of the first compensation chain 24a can be applied to the first beams 71, to which the upward load of the main rope 16 by which the car 4 is suspended is applied, in a direction that cancels the upward load, so that the strength of the first beams 71 does not need to be increased. Furthermore, since the second compensation chain 24b is suspended between the second beams 81 and the counterweight 5, it can be made so that the strength of the second beams 81 does not need to be increased in the same way as the first beams 71. As a result, costs can be reduced.Further, when viewed in the vertical direction, the first end portion of the first compensation chain 24a is located in the region of one of the first beams 71, and the first end portion of the second compensation chain 24b is located in the region of one of the second beams 81, when viewed in the vertical direction. Thus, it is not necessary to ensure a connection space for each of the compensation chains 24a and 24b in a lower portion of the cab main body 42, and it is possible to increase a working space below the cab main body 42. As a result, the compensation chain 24a can be prevented from becoming an obstacle when performing maintenance work on equipment installed in the lower portion of the cab main body 42, and the labor involved in this maintenance work can be reduced.It should be noted that examples of the equipment installed in the lower portion of the cab main body 42 include, for example, the emergency stop devices 43, the first and second cab suspension pulleys 72, 73, 82, 83, and the like.

[0042] Further, when viewed in the vertical direction, the straight line A overlapping the first compensation chain 24a is inclined with respect to a straight line following the longitudinal direction of the pair of first beams 71, and a straight line B overlapping the second compensation chain 24b is inclined with respect to a straight line following the longitudinal direction of the pair of second beams 81. Therefore, even if the positions of the first and second suspension roller bodies 7 and 8 are arranged to be further outward in the horizontal direction than the end portions of the counterweight 5 in the width direction, beam links for connecting the compensation chains 24a and 24b are not caused to extend in the horizontal direction from the first and second cabin suspension roller devices 7 and 8, and the compensation chains 24a and 24b can be directly connected to the first and second beams. 71 and 81 are connected.As a result, it is possible to simplify the configuration and reduce costs, and to increase the working space below the cab main body 42 so as to reduce the labor involved in maintenance work.

[0043] Furthermore, when viewed in the vertical direction, the first U-shaped pin 21a and the first angle link 22a are arranged to respectively follow the straight line A overlapping the first compensation chain 24a, which allows for elimination of twisting of the first compensation chain 24a in the circumferential direction. As a result, even if the car 4 or the counterweight 5 moves closer to the curved portion formed at the lower end portion of the compensation chain 24a, a force in a lateral direction due to twisting is less likely to occur in the compensation chain 24a, so that the first compensation chain 24a can be less likely to rock from side to side.Further, when viewed in the vertical direction, the second U-shaped bolt 21b and the second angle link 22b are also arranged to respectively follow the straight line B overlapping the second compensation chain 24b, so that, similarly to the first compensation chain 24a, a force in a lateral direction due to twisting is less likely to occur in the compensation chain 24b, so that the second compensation chain 24b can be made less likely to rock from side to side. Example 2

[0044] In the first embodiment, the first end portion of the first compensation chain 24a is connected to the upper support link 712 of the first support 71 and the first end portion of the second compensation chain 24b is connected to the upper support link 812 of the second support 81, however, the first end portion of the first compensation chain 24a could also be connected to the lower support link 711 of the first support 71 and the first end portion of the second compensation chain 24b could also be connected to the lower support link 811 of the second support 81.

[0045] Fig. Fig. 6 is a bottom view showing the state of a car and a counterweight in an elevator according to the second embodiment of the present invention when viewed from below. Fig. 7 a cross-sectional view along the line VII-VII in Fig. 6. In each of the first supports 71, the length of the lower support member 711 is greater than the length of the upper support member 712. Furthermore, in each of the second supports 81, the length of the lower support member 811 is greater than the length of the upper support member 812.

[0046] The first end portion of the first compensation chain 24a is connected to only one of the pair of first supports 71, namely, the first support 71 located on a side closer to the counterweight 5. Furthermore, the first end portion of the first compensation chain 24a is connected to the end portion of the lower support link 711 of the first support 71 on the counterweight 5 side. Furthermore, the first end portion of the first compensation chain 24a is located in the region of one of the first supports 71 when viewed in the vertical direction.

[0047] The first end portion of the second compensation chain 24b is connected to only one second beam of the pair of second beams 81, namely, the second beam 81 located on a side closer to the counterweight 5. Furthermore, the first end portion of the second compensation chain 24b is connected to the end portion of the lower support link 811 of the second beam 81 on the counterweight 5 side. Furthermore, the first end portion of the second compensation chain 24b is located in the region of one of the second beams 81, as viewed in the vertical direction.

[0048] The first U-shaped bolt 21a is fixed to the end portion of the lower support member 711 of one of the first supports 71 on the side of the counterweight 5. Further, the first U-shaped bolt 21a is located in the area of ​​the one of the first supports 71 when viewed in the vertical direction, as shown in Fig. 6. The second U-shaped bolt 21b is fixed to the end portion of the lower support member 811 of one of the second supports 81 on the side of the counterweight 5. In addition, the second U-shaped bolt 21b is located in the area of ​​the one of the second supports 81 when viewed in the vertical direction, as shown in Fig. 6. Other configurations are the same as those of the first embodiments.

[0049] In such an elevator, the first end portion of the first compensation chain 24a is connected to the lower support link 711 of one of the first supports 71, and the first end portion of the second compensation chain 24b is connected to the lower support link 811 of one of the second supports 81, thus making it possible to more easily connect the first compensation chain 24a to the first support 71 and the second compensation chain 24b to the second support 81.

[0050] It should be noted that in each of the above-described embodiments, the first U-shaped bolt 21a and the first angle link 22a, when viewed in the vertical direction, are each arranged to follow a straight line A that overlaps the first compensation chain 24a. However, the present invention is not limited to such a configuration, and the first U-shaped bolt 21a could also be arranged to be oriented perpendicular to the straight line A that overlaps the first compensation chain 24a, and the first angle link 22a could also be arranged to be oriented perpendicular to the straight line A that overlaps the first compensation chain 24a. Such a configuration also makes it possible to eliminate twisting of the first compensation chain 24a and makes the first compensation chain 24 less likely to rock from side to side.

[0051] Furthermore, in each of the above-described embodiments, the second U-shaped bolt 21b and the second angle link 22b are also arranged, when viewed in the vertical direction, to follow the straight line B that overlaps the second compensation chain 24b, respectively. However, the present invention is not limited to such a configuration, and the second U-shaped bolt 21b could also be arranged to be oriented perpendicular to the straight line B that overlaps the second compensation chain 24b, and the second angle link 22b could also be arranged to be oriented perpendicular to the straight line B that overlaps the second compensation chain 24b. Such a configuration also makes it possible to eliminate twisting of the second compensation chain 24b and makes the second compensation chain 24b less likely to rock from side to side.

[0052] Furthermore, in each of the above-described embodiments, the first compensation chain 24a is suspended between the first beam 71 and the counterweight 5, and the second compensation chain 24b is suspended between the second beam 81 and the counterweight 5. However, the compensation chain 24a may be suspended only between the first beam 71 and the counterweight 5, or the compensation chain 24b may be suspended only between the second beam 81 and the counterweight 5. Such a configuration also eliminates the need to increase the strength of the first and second beams 71 and 81, so that costs can be reduced.

[0053] Furthermore, in each of the above-described embodiments, the suspension method of the car 4 and the counterweight 5 is a 4:1 suspension method, but the suspension method of the car 4 and the counterweight 5 could also be set to a 2:1 suspension method. In such a case, the car-side return rollers 11 and 12 and the counterweight-side return roller 13 are omitted, a car suspension roller device having the same configuration as the first car suspension roller device 7 is provided at the lower portion of the car 4, and a weight suspension roller having the same configuration as the first weight suspension roller 9 is provided at an upper portion of the counterweight 5.Furthermore, in such a case, the main rope 16 connected to the first and second rope fixing devices 14 and 15 is provided in the hoistway 1 so as to extend from the first rope fixing device 14 and wind around the car suspension pulleys of the car suspension pulley device, the drive pulley 62, and the weight suspension pulley in this order, respectively, so as to arrive at the second rope fixing device 15. Further, in such a case, a compensation chain, ie, a chain body, is suspended between a support of the car suspension pulley device and the counterweight 5 as a compensation link.

[0054] Furthermore, in each of the above-described embodiments, the compensation chain 24a is used as a compensation link to be suspended between the first support 71 and the counterweight 5. However, the present invention is not limited to such a configuration, and a compensation rope, for example, a chain body formed by twisted wires, or a compensation cable, that is, a chain body in which a compensation chain having a first end portion and a second end portion is coated with a coating material, could also be used as a compensation link to be suspended between the first support 71 and the counterweight 5. Examples of elastic materials for use in the compensation cables include rubber and the like.

[0055] Furthermore, in each of the above-described embodiments, the compensation chain 24b is used as a compensation link to be suspended between the second support 81 and the counterweight 5. However, the present invention is not limited to such a configuration, and a compensation rope, for example, a chain body formed by twisted wires, or a compensation cable, that is, a chain body in which a compensation chain having a first end portion and a second end portion is coated with a coating material, could also be used as the compensation link to be suspended between the second support 81 and the counterweight 5. Examples of elastic materials for use in the compensation cable include rubber and the like.

[0056] Furthermore, in each of the above-described embodiments, the first connecting tools attached to the first and second beams 71 and 81 are U-shaped bolts 21a and 21b, but angle members provided with through holes for connecting compensation members could also be used as the first connecting tools. Furthermore, in the above examples, the second connecting tools attached to the counterweight 5 are angle members, but U-shaped bolts could also be used as the second connecting tools.

Claims

[1] Elevator which has: a cabin (4); a counterweight (5); a cabin suspension roller device (7, 8) comprising a pair of supports (71, 81) provided at a lower portion of the cabin (4) in parallel with each other, and a cabin suspension roller (72, 73, 82, 83) arranged between the pair of supports (71, 81) and held by the pair of supports (71, 81); a weight suspension roller (9, 10) provided on the counterweight (5); a main rope (16) wound around the car suspension pulley (72, 73, 82, 83) and the weight suspension pulley (9, 10) and suspending the car (4) and the counterweight (5); and a compensation link comprising a chain body (24a, 24b) having a first end portion connected to only one of the supports of the pair of supports (71, 81) and a second end portion connected to the counterweight (5), and suspended between the one support (71, 81) and the counterweight (5); wherein the first end portion is located in a region of the one support (71, 81) when viewed in a vertical direction. [2] An elevator according to claim 1, wherein, when viewed in the vertical direction, a straight line overlapping the chain body (24a, 24b) is inclined with respect to a straight line following a longitudinal direction of the pair of beams (71, 81). [3] Elevator according to claim 1 or 2, wherein the chain body (24a, 24b) is a chain; a first connecting tool (21a, 21b) is attached to the one carrier (71, 81); a second connecting tool (22a, 22b) is attached to the counterweight (5); the first end portion of the chain (24a, 24b) is connected to the one carrier (71, 81) by being attached to the first connecting tool (21a, 21b), and the second end portion of the chain (24a, 24b) is connected to the counterweight (5) by being attached to the second connecting tool (22a, 22b); the first connecting tool (21a, 21b) is arranged in a state following a straight line overlapping the chain (24a, 24b) or a state perpendicular to the straight line overlapping the chain (24a, 24b) when viewed in the vertical direction; and the second connecting tool (22a, 22b) is arranged in a state following the straight line overlapping the chain (24a, 24b) or a state perpendicular to the straight line overlapping the chain (24a, 24b) when viewed in the vertical direction.

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