JPH0484731A - Effective flexual rigidity measuring apparatus for elevator guide rail - Google Patents

Abstract

PURPOSE:To make it possible to perform the simple, highly accurate measurement of effective flexual rigidity by imparting a testing load in the horizontal direction on guide rails, and measuring the bending deflection. CONSTITUTION:A supporting frame 9 for bridging a pair of guide rails 1 is provided at the upper part of a riding car. a hydraulic jack 13 in contact with both rails 2, a load bearing frame 11 having load cells 12 at both ends and a horizontal-displacement measuring apparatus 14 whose both ends are in contact with the rails 1 are provided on the frame 9. The load cells 12, the jack 13 and the measuring device 14 are connected to a measurement controlling box 18 at the upper part of the riding car. The measuring device 14 constitutes a bending-deflection measuring device 20 for the rails 1 in the horizontal direction. The bearing frame 11 having the jack 13 and the load cells 12 constituted a test-load imparting device 21 in the horizontal direction. The specified load is applied on the rails 1 with the device 21 and the load is measured with the load cells 12. The bending deflection in the horizontal direction is measured with the device 20. In this way, the simple, highly accurate measurement can be performed.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a device for measuring the effective bending stiffness of a guide rail that guides the raising and lowering of an elevator car or a counterweight.

[Prior Art] In general, elevators are not only used as a means of transportation after a building is completed, but are also often used as temporary lifts for vertical transportation of equipment and personnel during building construction work. .

For this reason, the guide rails for the elevators are not attached to the building until the building frame is completed all the way to the top floor, but the guide rails are installed at the same time as the building frame is stacked up from the lower floors. It is attached to the building frame and is first used as a temporary lift for construction work on the lower floors. Afterwards, as the building blocks were piled up to the upper floors, guide rails were added upward as well.

[Problems to be Solved by the Invention] Since the conventional elevator has the above-mentioned configuration, the columns on the lower floors of the building naturally experience compressive stress as the load increases as the buildings are piled up. Although the compressive strain increases, the guide rail of the elevator, which is already integrally attached to the building frame via brackets, will also be subjected to almost the same compressive stress along with the pillars of the building.

The walls of the hoistway for elevators and escalators in steel structures, which are the mainstream of modern high-rise buildings, are made of inset-type Brext lightweight aerated concrete panels, so attaching guide rails directly to these walls poses strength problems. It will happen. Therefore, the guide rails have to be supported only by the steel frame floor beams installed on each floor, but the pitch of the support brackets of the guide rails becomes undesirably large.

Since this guide rail is thinner than the pillars of the building, its second moment of area is extremely small relative to the pillars, and if it is subjected to compressive stress of the same degree as the pillars of the building, it will easily come into contact with the layer, making it earthquake resistant. Guide rails should not come into contact when a large load is applied when the emergency stop device of the elevator is activated, but if compressive force is applied as residual stress to the guide rail in advance, contact may occur. This reduces the margin for layers.

Furthermore, according to recent research by the present inventors, even when the compressive load on the guide rail is limited to a range that has a sufficient safety factor for the layer in contact with the layer, the compressive load is still applied to the guide rail. This reduces the effective bending rigidity of the guide rail, which makes it difficult to stably guide the elevator car up and down, and especially when the car is raised and lowered at high speed, lateral vibration due to forced vibration or coefficient-excited self-excited vibration occurs. It became clear that it was easy to induce. In other words, it has been newly discovered that the compressive load on the guide rail must be more strictly limited than the value allowed by the ordinance.

If we consider elevators for high-rise buildings from this perspective, they will not be used as temporary lifts for construction work as mentioned above;
Moreover, even if the installation of guide rails for elevators and escalators is carried out after the building frame is completed to the top floor, various equipment, interior materials, office equipment, fixtures, documents, etc. will be installed inside the building. As the elevators are brought in and installed, the load applied to the pillars of the building increases, causing the pillars to shrink, and the guide rails of the elevators to match this will also shrink after installation, so this cannot be ignored.

In addition, the common method is to install guide rails in a building by stacking them up from the bottom, but even the compressive load of the guide rail's own weight impairs the guide rail's flexural rigidity and induces lateral vibrations at the corners. It was found that this cannot be ignored as a factor. Therefore, it is necessary to remove or reduce this harmful vertical compressive load from the rail, but first it is necessary to be able to easily measure the compressive load on the guide rail with relatively good accuracy. .

However, the compressive load on the guide rail is a large absolute value, and it is extremely difficult, although not impossible, to directly measure the compressive load on the guide rail.

An object of the present invention is to measure the effective bending stiffness of a guide rail for an elevator by making it possible to easily and relatively accurately measure the extent to which the compressive load applied to the guide rail reduces the effective bending stiffness of the guide rail. The purpose of this invention is to provide a measuring device.

[Means for Solving the Problems] In order to achieve the above object, the present invention provides a load applying device that applies a horizontal test load to a guide rail, and a load applying device that applies a horizontal test load to a guide rail, and a horizontal direction of the guide rail when this test load is applied. A measuring device for measuring bending deflection.

[Function] Since the device for measuring the effective bending stiffness of a guide rail for an elevator according to the present invention has the above-described configuration, a test load in the horizontal direction is applied to the guide rail at the installation site of the elevator, and the horizontal test load of the guide rail at this time is measured. Since the bending deflection in the direction is measured, the spring constant of the guide rail's lateral deflection can be determined from the load and deflection, and thereby the effective bending stiffness of the guide rail can be easily and accurately measured.

[Example] Embodiments of the present invention will be described below based on the drawings.

FIG. 2 is a front view showing a state in which an apparatus for measuring the effective bending stiffness of a guide rail for an elevator according to an embodiment of the present invention is attached to an elevator.

A pair of guide rails 1 are arranged substantially perpendicularly along the side walls of the hoistway, and are supported and fixed by steel frame floor beam rail brackets 2 installed on each floor of the building. The guide shoe 7 is engaged with the guide rail 1 and the auxiliary rubber layer 5 is attached to the car frame 6.
The seat is constructed by supporting the heel 4 through the heel. This rider is connected to one end of the main rope 3,
A counterweight (not shown) is connected to the other end of the main rope 3, which hangs down through a sheave provided in the upper machine room.

Two lifters 8 made up of, for example, light-load screw jacks are mounted on the top of the car, and a measuring instrument control box 18 is removably installed between them.

Further above the car, a support frame 9 is provided that bridges the pair of guide rails 1, and both ends of the support frame 9 are attached with bolts 10.
It is removably supported on the guide rail 1 by.

On this support frame 9, there is provided a load-bearing frame 11 that is provided with a hydraulic jack 13 and a load cell 12 at both ends that are in contact with both guide rails 1, and a horizontal displacement measuring device 14 that is in contact with the guide rail 1 at both ends. . This load cell 12 is connected to the measuring instrument control box 18 via a wiring cord 15, and the hydraulic jack 13 is connected to the measuring instrument control box 18 via a hose 16.
8 is connected. Further, the horizontal displacement measuring device 14 includes 1
The total amount of horizontal deflection between the pair of guide rails 1 is transmitted to the measuring instrument control box 18 via the wiring cord 17. In this way, the horizontal displacement measuring device 14 is a measuring device that measures the bending deflection of the guide rail 1 in the horizontal force direction together with a part of the structure inside the measuring device control box 18! 20 and also has a hydraulic jack 13 and a load cell 12.
shows the guide rail 1 along with a part of the configuration inside the measuring instrument control box 18.
A load applying device 121 is configured to apply a test load in the horizontal direction to.

Although the detailed structure of the support frame 9 is omitted from illustration, when the opposing distance between the pair of guide rails 1 is changed by the load applying device [21], it is horizontally moved so as not to provide resistance to this change. Bolt 10 through a moving slide mechanism
It is supported to the guide rail 1 by. In addition, the guide shoe 7 at the corner of the ride is also loaded! 21, when the opposing distance between the pair of guide rails 1 changes, the load applying device 2 is installed as shown in FIG.
Move the seat to a position sufficiently far away from 1 and stop it.

When measuring the effective bending rigidity of the actual guide rail l, a measuring device 20 and a load applying device 21 are used as shown in FIG.
The measuring instrument control box 18 is operated to supply pressure oil to the pressure oil jack via the hose 16. 13, and a predetermined test load is applied to the guide rail l by the load applying device 121. The load at this time can be determined from the hydraulic pressure, but the load cell 1
2, and the result is wiring code 15.
It is sent to the measuring instrument control box 18 via. In this state,
The horizontal bending deflection of the guide rail 1 is measured by the measuring device 20, and the measurement results are sent to the measuring device control box 18 via the wiring cord 17.

By the way, when a vertical load, that is, a compressive load in the longitudinal direction of the guide rail is applied to a guide rail arranged vertically, the rigidity of the guide rail against lateral deflection decreases.

According to the theoretical analysis of the present invention, the effective spring constant at this time decreases linearly as the compressive load P increases, as shown in FIG. In Fig. 3, Ko is the spring constant of the rail when the compressive load P is zero, and pe is the magnitude of the compressive load when the rail starts to attach. From this characteristic diagram, it can be seen that the effective spring constant of the guide rail The compressive load can be determined.

Now, if we consider the mechanism by which compressive stress is generated in the guide rail, there is usually a slight gap between the upper and lower ends of the elevator guide rail and the ceiling or bottom of the hoistway. The compressive stress is zero at both ends. However, as the shrinkage of the building is transmitted to the guide rail via the rail bracket 2, a compressive load is generated on the guide rail. This force is transmitted to the guide rail in the form of a shearing force determined by the fastening force and friction coefficient between the rail clip (not shown) of the rail bracket 2 and the rail flange, but the frictional force per rail clip is small. The frictional shearing force of the rail clips of the rail bracket, which are provided at multiple locations in the vertical direction, accumulates and exerts a large compressive load on the guide rail. Therefore, the compressive stress, which is zero at both the upper and lower ends of the guide rail, that is, the top and bottom floors of the building, gradually increases toward the middle floors of the building.

The maximum value is reached near the middle floor of the building. The spring constant of the bending deflection of the guide rail under conditions where no compressive load is applied to the guide rail can be theoretically determined by calculation, but
Based on the above theory, it may be experimentally determined near the top or bottom floor of a building using the method shown in FIG. 1, which is more practical. In this way, the spring constant of the bending deflection of the guide rail under the condition that no compressive load is applied to the guide rail is set to 0.
is determined as a reference value, and 6 is the reference value K for the spring constant that indicates the bending rigidity of the rail at any floor position H.
The increase/decrease in bending rigidity may be evaluated using the ratio to ll, that is, the spring constant: 7/0.

Next, from the state shown in FIG. 1, move the load applying device 21 to another position.
To move the car, first raise the car to bring the top of the lifter 8 close to the bottom surface of the support frame 9, then stop the elevator car and gradually move the lifter 8 manually. Raise the lifter 8 to bring it into contact with the support frame 9.

Next, the bolt 10 is loosened, and the entire load applying device 21 is placed on the lifter 8 to be in the state shown in FIG. 2, and in this state, the seat can be moved up and down to any desired position.

In addition, in FIG. 2, the wiring cord 15, hydraulic hose 16
, wiring cord 17, etc. are not shown.

After moving the car to a predetermined height, by tightening the bolts 10, the weight of the load applying device f21 is transferred to the guide rail l.
If only the first car is moved sufficiently downward, the state shown in FIG. 2 will be achieved again.

In the embodiment described above, the guide rails 1 arranged opposite to each other
In addition, since the load applying device 21 is configured to apply a test load in the direction of pushing both guide rails apart from the inside, the forces acting on both guide rails 1 are balanced, and the support frame 9 etc. that supports this load applying device 21 are The required strength is reduced, and therefore the load applying device 21 can be made smaller and lighter. However, in other embodiments of the invention, a similar effect can be obtained by using a load applying device that applies a horizontal test load to only one guide rail 1. Furthermore, since the rigidity of the rail bracket 2 against horizontal loads is usually sufficiently high, the above embodiment is constructed on the assumption that the displacement of the left and right guide rails 1 is caused only by the deflection of the guide rails 1 and there is no problem. However, in cases where this premise is favorable, for example, it is sufficient to apply a ruler to the guide rail 1 which is curved due to bending deflection and accurately measure only the bending deflection.

[Effects of the Invention] As explained above, according to the present invention, a horizontal test load is applied to the guide rail at the installation site of the elevator, and the horizontal bending deflection of the guide rail at this time is measured. The effective bending stiffness of the guide rail can be measured easily and accurately, which helps in accurately and quickly removing vertical loads, improves the seismic resistance of elevators, and improves the stiffness of the guide rail when the emergency stop is activated. This can contribute to improving the bending stability and preventing the occurrence of rolling vibration of the car due to a decrease in bending rigidity due to the compressive load of the guide rail.

[Brief explanation of the drawing]

FIGS. 1 and 2 are front views showing the operating and moving conditions of an apparatus for measuring the effective bending rigidity of a guide rail for an elevator according to an embodiment of the present invention. 1... Guide rail, 2... Rail bracket, 3... Main rope, 9... Support frame, 12... Old... Load cell, 13... ...Hydraulic jack, 14...Horizontal displacement measuring device, 18...
...Measuring instrument control box, 2o...Measuring device, 2
1...Loading device. Agent: Patent Attorney Takeshi Kenjibu (1 other person) Diagram 2 Procedural Amendment (Chief) August 22, 1990

Claims (1)

[Claims] 1. It is characterized by comprising a load applying device that applies a horizontal test load to the guide rail, and a measuring device that measures the horizontal bending deflection of the guide rail when the test load by this load applying device is applied. Effective bending stiffness measuring device for elevator guide rails.