Brake component of elevator

Abstract

The invention provides a brake component of an elevator, which can restrain reduction of brake force generated by contact with a brake surface of a guide rail and restrain reduction of a function of repairing concave and convex parts generated on the brake surface. In the brake (132) of the elevator, a first friction part (22) and a second friction part (23) are arranged on opposite surfaces (211) of a brake main body (21). The second friction part (23) is located on the upper side of the first friction part (22). A second friction part (23) serving as a grinding tool part is provided with a second protrusion forming part (231) facing the braking surface (91), wherein a plurality of second protrusions (232) are formed on the second protrusion forming part (231). In the second friction section (23), the plurality of abrasive grains (234) are held by the binder (233). In the second protrusion forming portion (231), at least a portion of the plurality of abrasive grains (234) is exposed from the binder (233) as a plurality of second protrusions (232). The second protrusions (232) are smaller than the first protrusions (222) of the first friction part (22).

Description

Technical Field

[0001] The present disclosure relates to a braking member for an elevator that brakes a lifting body by contacting a guide rail. Background Art

[0002] In Patent Document 1, a braking member for an elevator is disclosed, which brakes a car by sliding a first sliding member and a second sliding member on a sliding surface of a guide rail. The first sliding member makes the sliding surface a rough surface by sliding on the guide rail. The second sliding member makes the sliding surface a smooth surface by sliding on the guide rail. At least a part of the first sliding member is located on the front side of the second sliding member in the traveling direction of the car. Therefore, if the braking member contacts the sliding surface of the guide rail during the movement of the car, the sliding surface becomes a rough surface through the first sliding member, and the second sliding member slides on the sliding surface that has become a rough surface, whereby the sliding surface becomes a smooth surface and is repaired. Thus, in the elevator disclosed in Patent Document 1, it is possible to effectively increase the braking force for braking the car while minimizing the roughening of the sliding surface of the guide rail.

[0003] Prior Art Documents

[0004] Patent Documents

[0005] Patent Document 1: Japanese Patent Application Laid-Open No. 2001-289270 Summary of the Invention

[0006] Problems to be Solved by the Invention

[0007] In the elevator disclosed in Patent Document 1, when the same braking member is used multiple times, the first sliding member and the second sliding member are worn or damaged. As a result, the braking force generated by the first sliding member and the second sliding member is likely to decrease. In addition, even if the second sliding member slides on the sliding surface that has become a rough surface, the sliding surface is not easily repaired.

[0008] The present disclosure is for solving the above problems, and an object thereof is to provide a braking member for an elevator that can suppress a decrease in braking force generated by contact with a braking surface of a guide rail and can suppress a decrease in a function of repairing irregularities generated on the braking surface.

[0009] Means for Solving the Problems

[0010] The brake member of the elevator of the present disclosure includes: a brake member main body formed with an opposing surface opposing a braking surface formed along the vertical direction on a guide rail that guides the movement of a lifting body; a first friction portion provided on the opposing surface; and a second friction portion provided on the opposing surface and located above the first friction portion. A first protrusion forming portion is provided on the first friction portion facing the braking surface, and the first protrusion forming portion forms a plurality of first protrusions. The second friction portion has an abrasive portion, and a second protrusion forming portion is provided on the abrasive portion facing the braking surface, and the second protrusion forming portion forms a plurality of second protrusions. The abrasive portion has: a binder fixed to the opposing surface; and a plurality of abrasive grains held by the binder. In the second protrusion forming portion, at least a part of the plurality of abrasive grains protrudes from the binder as the plurality of second protrusions, and the second protrusions are smaller than the first protrusions. The lifting body is braked by the contact of the first protrusions and the second protrusions with the braking surface.

[0011] Advantages of the Invention

[0012] According to the brake member of the elevator of the present disclosure, it is possible to suppress a decrease in braking force generated by contact with the braking surface of the guide rail, and it is possible to suppress a decrease in the function of repairing irregularities generated on the braking surface. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Figure 1 It is a structural diagram of an elevator showing Embodiment 1.

[0014] Figure 2 It shows Figure 1 the structural diagram of the car.

[0015] Figure 3 It shows Figure 2 the front view of the brake member.

[0016] Figure 4 It is a cross-sectional view taken along line IV-IV of Figure 3 the same.

[0017] Figure 5 It shows Figure 2 the enlarged perspective view of the first protrusions in the first protrusion forming portion.

[0018] Figure 6 It shows Figure 4 the state of the braking surface when the first friction portion slides on the braking surface.

[0019] Figure 7 It shows Figure 6 the enlarged view of the rough surface.

[0020] Figure 8 It shows Figure 4 the state of the braking surface when the second friction portion slides on the rough surface.

[0021] Figure 9 is an enlarged view of the repair surface indicating Figure 8 .

[0022] Figure 10 is a cross-sectional view of a brake member in which a part of the abrasive grains Figure 4 has fallen off from the binder, indicating

[0023] Figure 11 is a cross-sectional view of a brake member of an elevator according to Embodiment 2, indicating

[0024] Figure 12 is a cross-sectional view of a brake member of an elevator according to Embodiment 3, indicating

[0025] Figure 13 is an enlarged cross-sectional view showing Figure 12 section XIII of

[0026] Figure 14 is a front view of a brake member of an elevator according to Embodiment 4, indicating

[0027] Figure 15 is a cross-sectional view along line XV-XV Figure 14 of

[0028] Figure 16 is a front view of a brake member of an elevator according to Embodiment 5, indicating

[0029] Figure 17 is a front view of a brake member of an elevator according to Embodiment 6, indicating

[0030] Figure 18 is an enlarged perspective view showing another example of the first protrusion in each embodiment, indicating

[0031] Figure 19 is an enlarged perspective view showing another example of the first protrusion in each embodiment, indicating

[0032] Figure 20 is an enlarged perspective view showing another example of the first protrusion in each embodiment, indicating

[0033] Figure 21 is an enlarged perspective view showing another example of the first protrusion in each embodiment, indicating

[0034] Figure 22 is a front view of a brake member in which the first protrusion Figure 21 is applied to the first friction portion in Embodiment 1, indicating

[0035] Reference Numeral Explanation

[0036] 7: Carriage (lifting body); 8: Counterweight (lifting body); 9: Carriage guide rail (guide rail); 10: Counterweight guide rail (guide rail); 21: Brake main body; 22: First friction part; 23: Second friction part (abrasive part); 24, 25, 26: Abrasive parts; 27: Transverse groove (groove); 28: Longitudinal groove (groove); 91: Brake surface; 211: Opposing surface; 221: First protrusion forming part; 222: First protrusion; 231, 241, 251, 261: Second protrusion forming parts; 232, 242, 252, 262: Second protrusions; 233, 243, 253, 263: Binder; 234, 244, 254, 264: Abrasive grains. Detailed implementation mode

[0037] The way for implementing the object of the present disclosure will be described with reference to the accompanying drawings. In each figure, the same or equivalent parts are labeled with the same reference numerals, and repeated descriptions are appropriately simplified or omitted. In addition, the object of the present disclosure is not limited to the following implementation modes, and within the scope not departing from the gist of the present disclosure, deformation of any constituent element of the implementation mode or omission of any constituent element of the implementation mode can be carried out.

[0038] Implementation mode 1.

[0039] Figure 1 It is a structural diagram of an elevator showing Implementation mode 1. In the figure, a machine room 2 is provided at the upper part of the hoistway 1. A traction machine 3, a deflection pulley 4 and a control device 5 are provided in the machine room 2.

[0040] The traction machine 3 has a traction machine main body 31 and a drive sheave 32. The drive sheave 32 is provided on the traction machine main body 31. The traction machine main body 31 has a motor and a brake. The motor of the traction machine main body 31 rotates the drive sheave 32. The brake of the traction machine main body 31 brakes the rotation of the drive sheave 32.

[0041] A suspension body 6 is wound around the drive sheave 32 and the deflection pulley 4. As the suspension body 6, multiple ropes or multiple belts are used. One end of the suspension body 6 is connected to a carriage 7 as a lifting body. The other end of the suspension body 6 is connected to a counterweight 8 as a lifting body. The carriage 7 and the counterweight 8 are suspended in the hoistway 1 through the suspension body 6.

[0042] The carriage 7 and the counterweight 8 move in the hoistway 1 in the vertical direction, that is, the plumb direction according to the rotation of the drive sheave 32. The control device 5 controls the traction machine 3 to move the carriage 7 and the counterweight 8 in the vertical direction.

[0043] A pair of carriage guide rails 9 and a pair of counterweight guide rails 10 are provided in the hoistway 1 as multiple guide rails. In addition, in Figure 1In the figure, for simplicity, only one of a pair of car guide rails 9 and one of a pair of counterweight guide rails 10 are shown. Each car guide rail 9 and each counterweight guide rail 10 are arranged along the vertical direction. The pair of car guide rails 9 guides the movement of the car 7 in the vertical direction. The pair of counterweight guide rails 10 guides the movement of the counterweight 8 in the vertical direction. Each car guide rail 9 and each counterweight guide rail 10 are made of steel, for example. A car buffer 11 and a counterweight buffer 12 are provided at the bottom in the hoistway 1.

[0044] At the lower part of the car 7, a pair of emergency stop devices 13 are provided corresponding to the pair of car guide rails 9. In addition, Figure 1 In the figure, only one of the pair of emergency stop devices 13 is shown. An operating rod 14 is provided on one of the emergency stop devices 13. The pair of emergency stop devices 13 are interlocked with each other via an interlocking mechanism (not shown). When the operating rod 14 is operated, one of the emergency stop devices 13 is interlocked with the other emergency stop device 13, and each emergency stop device 13 operates. That is, the pair of emergency stop devices 13 operate when the operating rod 14 is operated. When each emergency stop device 13 operates, each emergency stop device 13 grips the pair of car guide rails 9 to stop the car 7 emergently.

[0045] A speed governor 15 is provided in the machine room 2. The speed governor 15 has a speed governor main body 151 and a speed governor rope pulley 152. The speed governor rope pulley 152 is rotatably provided on the speed governor main body 151. A speed governor rope 16 is wound around the speed governor rope pulley 152.

[0046] A tension pulley 17 is arranged at the lower part in the hoistway 1. The speed governor rope 16 is wound around the tension pulley 17. Both ends of the speed governor rope 16 are connected to the operating rod 14. Thus, the speed governor rope 16 is tensioned in a loop between the speed governor rope pulley 152 and the tension pulley 17. When the car 7 moves, the speed governor rope 16 moves according to the movement of the car 7, and the speed governor rope pulley 152 rotates at a rotational speed corresponding to the movement speed of the car 7.

[0047] For example, when the descending speed of the car 7 exceeds the rated speed and reaches an excessive emergency speed due to the breakage of the suspension 6, the speed governor main body 151 grips the speed governor rope 16 by a mechanical mechanism. When the speed governor main body 151 grips the speed governor rope 16, the movement of the speed governor rope 16 stops, and the operating rod 14 is operated by the speed governor rope 16. Thus, each emergency stop device 13 operates, and the car 7 stops emergently.

[0048] Figure 2 is a structural diagram of the Figure 1 car 7. A pair of braking surfaces 91 are formed along the vertical direction on the car guide rail 9. The pair of braking surfaces 91 are formed on the car guide rail 9 facing opposite sides to each other.

[0049] Each emergency stop device 13 has a housing 131, a pair of brake members 132, and a pair of pressing mechanisms 133. The housing 131 is fixed to the lower part of the car 7. The pair of brake members 132 and the pair of pressing mechanisms 133 are supported by the housing 131.

[0050] The pair of brake members 132 respectively correspond to a pair of brake surfaces 91. In a state where the emergency stop device 13 is not operating, each brake member 132 is disposed opposite to the corresponding brake surface 91 with a gap therebetween.

[0051] The pair of pressing mechanisms 133 respectively correspond to the pair of brake members 132. When the emergency stop device 13 operates, each pressing mechanism 133 causes the corresponding brake member 132 to contact and press against the brake surface 91 of the car guide rail 9. Thereby, the car guide rail 9 is held between the pair of brake members 132. By holding the car guide rail 9 between the pair of brake members 132, the emergency stop device 13 generates a braking force for braking the car 7.

[0052] Each pressing mechanism 133 has a pressing member 134 and a pressing spring 135. The pressing member 134 has an inclined portion 134a that guides the corresponding brake member 132. The distance between the car guide rail 9 and the inclined portion 134a continuously narrows from the lower end portion to the upper end portion of the inclined portion 134a.

[0053] In each pressing mechanism 133, the pressing spring 135 is disposed between the housing 131 and the pressing member 134. When the emergency stop device 13 operates, the pressing spring 135 generates an elastic restoring force that presses the corresponding brake member 132 against the brake surface 91 of the car guide rail 9 via the pressing member 134.

[0054] When the descending speed of the car 7 reaches the emergency speed and the operating lever 14 is operated, the brake member 132 is lifted relative to the pressing member 134. At this time, after the brake member 132 contacts the brake surface 91 of the car guide rail 9 under the guidance of the inclined portion 134a, it moves upward while expanding the space between the car guide rail 9 and the pressing member 134. Thereby, the pressing spring 135 is compressed, and the brake member 132 is pressed against the brake surface 91 of the car guide rail 9 by the elastic restoring force of the pressing spring 135. When the brake member 132 is pressed against the brake surface 91, a frictional force is generated between the brake member 132 and the brake surface 91 as the braking force for braking the car 7, and the car 7 stops emergently.

[0055] A plurality of guiding devices 18 are provided on the car 7. In the present embodiment, two guiding devices 18 are provided at each of the upper and lower parts of the car 7. In addition, in Figure 2 only one of the two guiding devices 18 provided at the upper part of the car 7 and one of the two guiding devices 18 provided at the lower part of the car 7 are shown.

[0056] At the upper part of the car 7, one guiding device 18 corresponds to one car guide rail 9, and the other guiding device 18 corresponds to the other car guide rail 9. At the lower part of the car 7, also one guiding device 18 corresponds to one car guide rail 9, and the other guiding device 18 corresponds to the other car guide rail 9.

[0057] Each guiding device 18 has a plurality of guiding rollers 181. While each guiding device 18 makes the guiding rollers 181 contact the braking surface 91 of the corresponding car guide rail 9, it is guided by the corresponding car guide rail 9. Thus, the car 7 is guided in the vertical direction by a pair of car guide rails 9 via each guiding device 18. Each braking surface 91 of the pair of car guide rails 9 functions as a guiding surface for guiding the car 7 to move in the vertical direction during normal operation. In addition, each guiding device 18 may also be a guide shoe that is guided by the car guide rail 9 while sliding on the braking surface 91.

[0058] Figure 3 It represents Figure 2 The front view of the braking member 132. Figure 4 It is a sectional view taken along the line IV-IV of Figure 3 The braking member 132 has a braking member main body 21, a first friction portion 22, and a second friction portion 23.

[0059] A facing surface 211 facing the braking surface 91 of the car guide rail 9 is formed on the braking member main body 21. In the present embodiment, the braking member main body 21 is arranged such that the facing surface 211 is parallel to the braking surface 91.

[0060] The first friction portion 22 and the second friction portion 23 are provided on the facing surface 211 of the braking member main body 21. The first friction portion 22 and the second friction portion 23 are arranged in the vertical direction along the facing surface 211. The second friction portion 23 is located above the first friction portion 22. Thus, in the braking member 132, in the traveling direction A of the braking member 132 when the car 7 descends, the first friction portion 22 is located at a position closer to the front side than the second friction portion 23. In the present embodiment, the first friction portion 22 and the second friction portion 23 are continuously provided on the facing surface 211 in the vertical direction without a gap. In a state where the braking member 132 is in contact with the braking surface 91, the first friction portion 22 and the second friction portion 23 are respectively in contact with the braking surface 91.

[0061] In the first friction portion 22, a first protrusion forming portion 221 formed with a plurality of first protrusions 222 is provided facing the braking surface 91. The first protrusion forming portion 221 generates frictional force between it and the braking surface 91 by contacting the braking surface 91.

[0062] Here, in the opposing surface 211, the direction along the vertical direction is the longitudinal direction of the opposing surface 211, and the direction intersecting the vertical direction is the lateral direction of the opposing surface 211. In the present embodiment, a plurality of first protrusions 222 are arranged in the first protrusion forming portion 221 in either the longitudinal or lateral direction of the opposing surface 211.

[0063] Figure 5 is a magnified perspective view of the first protrusion 222 of the first protrusion forming portion 221 that Figure 2 represents. In the present embodiment, the shape of each first protrusion 222 is a quadrangular pyramid shape. The first friction portion 22 is arranged such that the top portions of the respective first protrusions 222 face the braking surface 91. Therefore, when the first friction portion 22 comes into contact with the braking surface 91, the top portions of the respective first protrusions 222 of the first protrusion forming portion 221 come into contact with the braking surface 91.

[0064] The material of the first friction portion 22 is a material having a hardness higher than that of the material of the car guide rail 9. As the material of the first friction portion 22, a ceramic material, an alloy material excellent in heat resistance and wear resistance, a composite material using them as main raw materials, etc. are used. As the ceramic material used as the material of the first friction portion 22, ceramic materials such as alumina, zirconia, silicon nitride, aluminum nitride, carbon nitride, cermet, and silicon aluminum oxynitride can be cited. As the alloy material used as the material of the first friction portion 22, alloy materials mainly composed of tungsten, titanium, etc. can be cited. In addition, if it is a material having a hardness higher than that of the material of the car guide rail 9, a steel material such as tool steel can also be used as the material of the first friction portion 22.

[0065] In the present embodiment, the entire material of the first friction portion 22 is the same material. Thus, each first protrusion 222 of the first protrusion forming portion 221 is harder than the car guide rail 9.

[0066] As Figure 4 shown, the second friction portion 23 is an abrasive portion. In the second friction portion 23 as the abrasive portion, a second protrusion forming portion 231 having a plurality of second protrusions 232 formed thereon is provided facing the braking surface 91. The second protrusion forming portion 231 generates a frictional force with the braking surface 91 when it comes into contact with the braking surface 91.

[0067] The second friction portion 23 has a binder 233 and a plurality of abrasive grains 234. The binder 233 is fixed to the opposing surface 211. The material of the binder 233 is a material having a hardness lower than the materials of the first friction portion 22 and the abrasive grains 234, respectively. As the material of the binder 233, a material obtained by firing a metal or a ceramic, a resin material, a metal plating material, etc. are used.

[0068] A plurality of abrasive grains 234 are held in the binder 233. Thus, the plurality of abrasive grains 234 are fixed to the opposed surface 211 via the binder 233. The plurality of abrasive grains 234 are dispersed in the binder 233. The material of the abrasive grains 234 is a material having a hardness higher than that of the material of the car guide rail 9. As the material of the abrasive grains 234, alumina-based abrasive materials, silicon carbide-based abrasive materials, diamond, CBN (Cubic Boron Nitride), etc. are used.

[0069] In the second protrusion forming portion 231, at least a part of the plurality of abrasive grains 234 protrude from the binder 233 as a plurality of second protrusions 232. The heights of the plurality of second protrusions 232 in the second protrusion forming portion 231 are different from each other. Therefore, when the second friction portion 23 contacts the brake surface 91, a part of the plurality of second protrusions 232 in the second protrusion forming portion 231 contacts the brake surface 91. That is, a part of the plurality of abrasive grains 234 protruding from the binder 233 contacts the brake surface 91.

[0070] The second protrusion 232 is smaller than the first protrusion 222. Therefore, the height of the second protrusion 232 is lower than the height of the first protrusion 222. The brake member 132 brakes the car 7 by bringing the first protrusions 222 of the first protrusion forming portion 221 and the second protrusions 232 of the second protrusion forming portion 231 into contact with the brake surface 91.

[0071] Next, the operation when the brake member 132 is pressed against the brake surface 91 of the car guide rail 9 during the downward movement of the car 7 will be described. When the brake member 132 is pressed against the brake surface 91 during the downward movement of the car 7, the first friction portion 22 and the second friction portion 23 are respectively pressed against the brake surface 91. Thus, the first protrusions 222 of the first protrusion forming portion 221 and the second protrusions 232 of the second protrusion forming portion 231 bite into the brake surface 91, and a frictional force is generated between the brake member 132 and the brake surface 91 as a braking force for braking the car 7.

[0072] After that, in a state where a frictional force is generated between the brake member 132 and the brake surface 91, as the car 7 descends, the first friction portion 22 and the second friction portion 23 slide downward on the brake surface 91. Thus, the car 7 stops suddenly. At this time, by the plowing action of the first friction portion 22 and the second friction portion 23 on the brake surface 91 respectively, the frictional force between the brake member 132 and the brake surface 91 can be ensured.

[0073] For example, in the supervision and inspection carried out after the installation of an elevator in China, it is necessary to confirm the operation of the emergency stop device 13 at the elevator installation site. To confirm the operation of the emergency stop device 13, the emergency stop device 13 needs to actually operate, making the braking member 132 contact the braking surface 91 of the car guide rail 9. Therefore, if the operation of the emergency stop device 13 is confirmed during the supervision and inspection, it is possible to damage the braking surface 91 that functions as the guiding surface for guiding the car 7, and the riding comfort of the car 7 is reduced.

[0074] Figure 6 represents Figure 4 A perspective view of the state of the braking surface 91 when the first friction portion 22 slides on the braking surface 91. Figure 7 represents Figure 6 An enlarged view of the rough surface 92. When the first friction portion 22 slides downward on the braking surface 91, the plurality of first protrusions 222 move while cutting the braking surface 91. As a result, a rough surface 92 having a plurality of irregularities is generated on the braking surface 91 as the sliding locus of the first friction portion 22. Therefore, the size of the irregularities of the rough surface 92 becomes a size corresponding to the size of the first protrusions 222.

[0075] When the first friction portion 22 and the second friction portion 23 slide downward on the braking surface 91, the second friction portion 23 is located above the first friction portion 22. Therefore, the second friction portion 23 slides on the portion of the braking surface 91 where the first friction portion 22 has slid. As a result, the second friction portion 23 slides on the rough surface 92 that is the sliding locus of the first friction portion 22.

[0076] Figure 8 represents Figure 4 A perspective view of the state of the braking surface 91 when the second friction portion 23 slides on the rough surface 92. Figure 9 represents Figure 8 An enlarged view of the repaired surface 93. When the second friction portion 23 slides downward on the rough surface 92, the plurality of second protrusions 232 move while cutting a part of the irregularities of the rough surface 92. The size of the irregularities of the rough surface 92 is a size corresponding to the size of the plurality of first protrusions 222. Therefore, by cutting a part of the irregularities of the rough surface 92 with the plurality of second protrusions 232 that are smaller than the size of the first protrusions 222, the irregularities of the rough surface 92 become smaller. As a result, the rough surface 92 is repaired by the sliding of the second friction portion 23 and becomes the repaired surface 93. The size of the irregularities of the repaired surface 93 is smaller than the size of the irregularities of the rough surface 92.

[0077] In this way, while the brake member 132 repairs the rough surface 92 that has become rough from the brake surface 91 due to the first friction portion 22 by means of the second friction portion 23, it slides on the brake surface 91. Therefore, after the brake member 132 slides on the brake surface 91 of the car guide rail 9, a repaired surface 93 with a roughness smaller than that of the rough surface 92 is formed on the brake surface 91. As a result, after the emergency stop device 13 is reset, even when the guide roller 181 passes through the repaired surface 93 during the movement of the car 7, an increase in vibration generated in the car 7 can be suppressed. Thus, the riding comfort of the car 7 is not easily reduced.

[0078] On the other hand, according to European EN standards (European Norm / European Standard), Chinese GB standards (Guo jia Biao zhun), etc., it is required to ensure the braking force for braking the car 7 even when the same brake member is used continuously three times in the type test.

[0079] In the present embodiment, when the first friction portion 22 and the second friction portion 23 slide on the brake surface 91 multiple times, among the plurality of abrasive grains 234 in the second friction portion 23, the abrasive grains 234 that come into contact with the brake surface 91 as the second protrusions 232 are worn or fall off.

[0080] Figure 10 represents Figure 4 a cross-sectional view of the brake member 132 in which a part of the abrasive grains 234 have fallen off from the binder 233. In addition, in Figure 10 , the state before the abrasive grains 234 that have fallen off from the binder 233 fell off is indicated by a dashed line.

[0081] In the second friction portion 23, if a part of the abrasive grains 234 fall off or are worn from the binder 233, the new abrasive grains 234 that do not come into contact with the brake surface 91 and are to serve as the second protrusions 232 among the plurality of abrasive grains 234 come into contact with the brake surface 91. As a result, in the second friction portion 23, a decrease in the function of the second protrusions 232 biting into the brake surface 91 can be suppressed, and a decrease in the plowing action of the second friction portion 23 on the brake surface 91 can be suppressed. That is, in the second friction portion 23, the self-generation action of the abrasive grains 234 can suppress a decrease in the function of the second friction portion 23.

[0082] Therefore, even when the brake member 132 is used multiple times, a decrease in the frictional force between the second friction portion 23 and the brake surface 91 can be suppressed. As a result, a decrease in the braking force generated when the brake member 132 comes into contact with the brake surface 91 can be suppressed. In addition, a decrease in the function of the second protrusions 232 cutting and repairing the rough surface 92 can also be suppressed. Thus, in the brake member 132, a decrease in the function of repairing the unevenness generated on the brake surface 91 due to the first friction portion 22 can also be suppressed.

[0083] In the brake member 132 of such an elevator, the second friction portion 23 is located above the first friction portion 22. In the second friction portion 23, a second protrusion forming portion 231 having a plurality of second protrusions 232 formed thereon is provided facing the brake surface 91. In the second protrusion forming portion 231, at least a part of the plurality of abrasive grains 234 protrudes from the binder 233 as the plurality of second protrusions 232. The second protrusions 232 are smaller than the first protrusions 222 of the first friction portion 22. Therefore, when the first friction portion 22 and the second friction portion 23 are in contact with the brake surface 91 respectively, braking force for braking the car 7 can be generated by the plowing action of the first protrusions 222 and the second protrusions 232 on the brake surface 91. In addition, the unevenness generated on the brake surface 91 due to the first friction portion 22 can be repaired by the second friction portion 23. Moreover, even when the brake member 132 is used multiple times, the reduction of the braking force generated by the contact between the brake member 132 and the brake surface 91 can be suppressed by the self-generation action of the abrasive grains 234 of the second friction portion 23. In addition, the reduction of the function of repairing the unevenness generated on the brake surface 91 due to the first friction portion 22 can be suppressed by the self-generation action of the abrasive grains 234 of the second friction portion 23.

[0084] Embodiment 2.

[0085] Figure 11 It is a cross-sectional view showing the brake member of the elevator according to Embodiment 2. A step 212 is formed on the opposing surface 211 of the brake member main body 21. The position of the step 212 coincides with the position of the boundary between the first friction portion 22 and the second friction portion 23. The opposing surface 211 has a first surface portion 211a and a second surface portion 211b arranged in the vertical direction with the step 212 as the boundary. The second surface portion 211b is located above the first surface portion 211a. The second surface portion 211b is located at a position farther from the brake surface 91 than the first surface portion 211a. In the present embodiment, the first surface portion 211a and the second surface portion 211b are parallel to the brake surface 91 respectively.

[0086] The first friction portion 22 is provided on the first surface portion 211a. The second friction portion 23 is provided on the second surface portion 211b. The second friction portion 23 is arranged at a position deviated from the first friction portion 22 to the side away from the brake surface 91. Thereby, a step 235 is formed between the first protrusion forming portion 221 and the second protrusion forming portion 231.

[0087] The distance from the brake surface 91 to the second protrusions 232 is larger than the distance from the brake surface 91 to the first protrusions 222. That is, the tops of the first protrusions 222 are located at positions closer to the brake surface 91 than the second protrusions 232.

[0088] Here, let the difference between the distance from the braking surface 91 to the second protrusion 232 and the distance from the braking surface 91 to the first protrusion 222 be the protrusion difference d. The larger the protrusion difference d is, the less the second protrusion 232 cuts the unevenness of the rough surface 92. Therefore, the larger the protrusion difference d is, the larger the size of the unevenness of the repaired surface 93 generated after the braking member 132 slides on the braking surface 91.

[0089] The protrusion difference d is set within a set allowable range so that the size of the unevenness of the repaired surface 93 does not become too large. When the protrusion difference d is set within the set allowable range, the unevenness of the repaired surface 93 does not become too large, and even when the guiding device 18 passes through the repaired surface 93 during normal operation, the magnitude of the vibration generated in the car 7 remains within an allowable magnitude. Other structures and operations are the same as those in the first embodiment.

[0090] In the braking member 132 of such an elevator, the top of the first protrusion 222 is located closer to the braking surface 91 than the second protrusion 232. Therefore, it is possible to prevent the unevenness generated on the braking surface 91 due to the first protrusion 222 of the first friction portion 22 from being excessively cut by the second protrusion 232 of the second friction portion 23. As a result, in the second protrusion forming portion 231 of the second friction portion 23, it is possible to prevent, for example, clogging caused by chips. Therefore, it is possible to further suppress a decrease in the function of the second friction portion 23 that repairs the unevenness generated on the braking surface 91 due to the first friction portion 22.

[0091] Embodiment 3.

[0092] Figure 12 It is a cross-sectional view showing a braking member of the elevator according to Embodiment 3. The second surface portion 211b is inclined with respect to the braking surface 91 in a direction approaching the braking surface 91 from the lower end portion to the upper end portion of the second surface portion 211b in the vertical direction. As a result, the upper end portion of the second surface portion 211b is located closer to the braking surface 91 than the lower end portion of the second surface portion 211b.

[0093] In addition, the second protrusion forming portion 231 of the second friction portion 23 is also inclined with respect to the braking surface 91 in a direction approaching the braking surface 91 from the lower end portion to the upper end portion of the second friction portion 23 in the vertical direction. As a result, the second protrusion 232 at the upper end portion of the second friction portion 23 is located closer to the braking surface 91 than the second protrusion 232 at the lower end portion of the second friction portion 23. In the present embodiment, the top of each first protrusion 222 of the first friction portion 22 is located closer to the braking surface 91 than any second protrusion 232 of the second friction portion 23.

[0094] The position of the lower end portion of the second friction portion 23 is a position deviated from the first friction portion 22 toward the side away from the brake surface 91. Thereby, a step 235 is formed between the first protrusion forming portion 221 and the second protrusion forming portion 231.

[0095] Figure 13 is an enlarged view showing Figure 12 a cross-sectional view of part XIII. When the first friction portion 22 slides downward on the brake surface 91, the first protrusion 222 cuts the brake surface 91, and the first friction portion 22 moves downward. Therefore, on the rough surface 92 generated by the first friction portion 22, a burr portion 94 is formed as a step where the material of the car guide rail 9 is plowed up by the first protrusion 222.

[0096] When the second friction portion 23 slides downward on the rough surface 92, the plurality of second protrusions 232 move while cutting a part of the unevenness of the rough surface 92. Thereby, the rough surface 92 is repaired by the sliding of the second friction portion 23. At this time, at the position of the burr portion 94, the second protrusion forming portion 231 inclined with respect to the brake surface 91 gradually approaches the rough surface 92 as the second friction portion 23 moves, and the second protrusion 232 gradually cuts the burr portion 94. Thereby, the burr portion 94 is removed from the rough surface 92. Other structures and operations are the same as those in the second embodiment.

[0097] In such a brake member 132 of the elevator, the second protrusion forming portion 231 is inclined with respect to the brake surface 91 in a direction approaching the brake surface 91 from the lower end portion of the second friction portion 23 toward the upper end portion of the second friction portion 23 in the vertical direction. Therefore, the burr portion 94 generated on the car guide rail 9 by the first friction portion 22 can be gradually cut and removed by the second protrusion 232 of the second protrusion forming portion 231. Thereby, the burden on the second protrusion forming portion 231 for cutting the burr portion 94 can be reduced. In addition, the burr portion 94 can be cut only by the second protrusions 232 in the region of the second protrusion forming portion 231 that is closer to the rough surface 92 than the height of the burr portion 94. Thereby, it is possible to suppress the second protrusion forming portion 231 from coming into excessive contact with the burr portion 94. Therefore, in the second protrusion forming portion 231, it is possible to prevent, for example, clogging caused by chips, and it is possible to further suppress a decrease in the function of the second friction portion 23 for repairing the unevenness generated on the brake surface 91 due to the first friction portion 22.

[0098] Embodiment 4.

[0099] Figure 14 is a front view showing a brake member of an elevator according to Embodiment 4. Figure 15 is along Figure 14Cross-sectional view taken along line XV-XV. The second friction portion 23 has three abrasive portions 24, 25, and 26. The three abrasive portions 24, 25, and 26 are provided on the opposing surface 211 of the brake member main body 21. The three abrasive portions 24, 25, and 26 are arranged in the vertical direction along the opposing surface 211. In the present embodiment, the abrasive portion 24 and the abrasive portion 25 are adjacent to each other in the vertical direction, and the abrasive portion 25 and the abrasive portion 26 are adjacent to each other in the vertical direction.

[0100] The abrasive portion 25 is located above the abrasive portion 24. The abrasive portion 26 is located above the abrasive portion 25. Thus, in the brake member 132, in the traveling direction A of the brake member 132 when the car 7 descends, the abrasive portion 24 is located at a position closer to the front side than the abrasive portion 25, and the abrasive portion 25 is located at a position closer to the front side than the abrasive portion 26. In the present embodiment, the abrasive portions 24, 25, and 26 are continuously provided on the opposing surface 211 without gaps in the vertical direction.

[0101] In the abrasive portion 24, a second protrusion forming portion 241 formed with a plurality of second protrusions 242 is provided facing the brake surface 91. The second protrusion forming portion 241 generates frictional force with the brake surface 91 by contacting the brake surface 91.

[0102] The abrasive portion 24 has a binder 243 and a plurality of abrasive grains 244. The binder 243 is fixed to the opposing surface 211. The plurality of abrasive grains 244 are held by the binder 243. Thus, the plurality of abrasive grains 244 are fixed to the opposing surface 211 via the binder 243. The plurality of abrasive grains 244 are dispersed in the binder 243.

[0103] In the second protrusion forming portion 241, at least a part of the plurality of abrasive grains 244 protrude from the binder 243 as the plurality of second protrusions 242. The heights of the plurality of second protrusions 242 of the second protrusion forming portion 241 are different from each other. When the second protrusion forming portion 241 contacts the brake surface 91, a part of the plurality of second protrusions 242 of the second protrusion forming portion 241 contacts the brake surface 91.

[0104] In the abrasive portion 25 located above the abrasive portion 24, a second protrusion forming portion 251 formed with a plurality of second protrusions 252 is provided facing the brake surface 91. The second protrusion forming portion 251 generates frictional force with the brake surface 91 by contacting the brake surface 91.

[0105] The abrasive portion 25 has a binder 253 and a plurality of abrasive grains 254. The binder 253 is fixed to the opposing surface 211. The plurality of abrasive grains 254 are held by the binder 253. Thus, the plurality of abrasive grains 254 are fixed to the opposing surface 211 via the binder 253. The plurality of abrasive grains 254 are dispersed in the binder 253.

[0106] In the second protrusion forming portion 251, at least a part of the plurality of abrasive grains 254 protrudes from the binder 253 as a plurality of second protrusions 252. The heights of the plurality of second protrusions 252 in the second protrusion forming portion 251 are different from each other. When the second protrusion forming portion 251 comes into contact with the brake surface 91, a part of the plurality of second protrusions 252 in the second protrusion forming portion 251 comes into contact with the brake surface 91.

[0107] In the abrasive member portion 26 located above the abrasive member portion 25, a second protrusion forming portion 261 in which a plurality of second protrusions 262 are formed is provided facing the brake surface 91. The second protrusion forming portion 261 generates a frictional force with the brake surface 91 when it comes into contact with the brake surface 91.

[0108] The abrasive member portion 26 has a binder 263 and a plurality of abrasive grains 264. The binder 263 is fixed to the opposing surface 211. The plurality of abrasive grains 264 are held by the binder 263. Thus, the plurality of abrasive grains 264 are fixed to the opposing surface 211 via the binder 263. The plurality of abrasive grains 264 are dispersed in the binder 263.

[0109] In the second protrusion forming portion 261, at least a part of the plurality of abrasive grains 264 protrudes from the binder 263 as a plurality of second protrusions 262. The heights of the plurality of second protrusions 262 in the second protrusion forming portion 261 are different from each other. When the second protrusion forming portion 261 comes into contact with the brake surface 91, a part of the plurality of second protrusions 262 in the second protrusion forming portion 261 comes into contact with the brake surface 91.

[0110] The material of each of the abrasive grains 244, 254, 264 is a material having a hardness higher than that of the material of the car guide rail 9. As the material of each of the abrasive grains 244, 253, 263, an alumina-based grinding material, a silicon carbide-based grinding material, diamond, CBN (Cubic Boron Nitride), or the like is used.

[0111] The material of each of the binders 243, 253, 263 is a material having a hardness lower than that of the material of each of the first friction portion 22 and the abrasive grains 244, 254, 264. As the material of each of the binders 243, 253, 263, a material obtained by firing metal or ceramic, a resin material, a metal plating material, or the like is used.

[0112] In two abrasive member portions 24, 25 adjacent to each other in the vertical direction, the size of the abrasive grains 254 of the upper abrasive member portion 25 is smaller than the size of the abrasive grains 244 of the lower abrasive member portion 24. That is, in the traveling direction A of the brake member 132 when the car 7 descends, the size of the abrasive grains 244 of the front abrasive member portion 24 is larger than the size of the abrasive grains 254 of the rear abrasive member portion 25.

[0113] Further, among two abrasive sections 25 and 26 that are adjacent to each other in the vertical direction, the size of the abrasive grains 264 of the upper abrasive section 26 is smaller than the size of the abrasive grains 254 of the lower abrasive section 25. That is, in the traveling direction A of the brake member 132 when the car 7 descends, the size of the abrasive grains 254 of the front abrasive section 25 is larger than the size of the abrasive grains 264 of the rear abrasive section 26.

[0114] Thus, among the multiple abrasive sections 24, 25, and 26 arranged in the vertical direction, the higher the abrasive section is located, the smaller the size of the abrasive grains of the abrasive section. That is, among the multiple abrasive sections 24, 25, and 26, the closer the abrasive section is to the front side in the traveling direction A of the brake member 132 when the car 7 descends, the larger the size of the abrasive grains of the abrasive section.

[0115] Further, among the multiple abrasive sections 24, 25, and 26 arranged in the vertical direction, the higher the abrasive section is located, the lower the height of the second protrusion of the abrasive section. That is, among the multiple abrasive sections 24, 25, and 26, the closer the abrasive section is to the front side in the traveling direction A of the brake member 132 when the car 7 descends, the higher the height of the second protrusion of the abrasive section.

[0116] The second protrusions 242, 252, and 262 are smaller than the first protrusion 222. Therefore, the height of the second protrusions 242, 252, and 262 is lower than the height of the first protrusion 222. The brake member 132 brakes the car 7 by bringing the first protrusion 222 of the first protrusion forming section 221 and the second protrusions 242, 252, and 262 of the second protrusion forming sections 241, 251, and 261 into contact with the brake surface 91.

[0117] Next, the operation when the brake member 132 is pressed against the brake surface 91 during the descent of the car 7 will be described. When the brake member 132 is pressed against the brake surface 91 during the descent of the car 7, the respective abrasive sections 24, 25, and 26 of the first friction section 22 and the second friction section 23 are pressed against the brake surface 91. As a result, the first protrusion 222 and the respective second protrusions 242, 252, and 262 bite into the brake surface 91, and a frictional force is generated between the brake member 132 and the brake surface 91 as the braking force for braking the car 7.

[0118] After that, in a state where a frictional force is generated between the brake member 132 and the brake surface 91, as the car 7 descends, the first friction section 22 and the respective abrasive sections 24, 25, and 26 slide downward on the brake surface 91. Thereby, the car 7 makes an emergency stop. At this time, through the plowing action of the first friction section 22 and the respective abrasive sections 24, 25, and 26 on the brake surface 91, the frictional force between the brake member 132 and the brake surface 91 can be ensured.

[0119] When the first friction portion 22 and the abrasive portions 24, 25, 26 slide downward on the braking surface 91, the unevenness of the rough surface 92 generated on the braking surface 91 due to the first friction portion 22 is sequentially cut by the abrasive portions 24, 25, 26 of the second friction portion 23 to repair the rough surface 92. Therefore, the braking member 132 slides on the braking surface 91 while sequentially repairing the rough surface 92 that has become rough on the braking surface 91 due to the first friction portion 22 by the abrasive portions 24, 25, 26.

[0120] Each of the abrasive portions 24, 25, 26 has the self-generation action of the abrasive grains 244, 254, 264 respectively. Thus, even when the braking member 132 is used multiple times, it is possible to suppress the decrease in the frictional force between each of the abrasive portions 24, 25, 26 and the braking surface 91, and suppress the decrease in the braking force generated when the braking member 132 contacts the braking surface 91. In addition, it is also possible to suppress the decrease in the function of each of the abrasive portions 24, 25, 26 of the second friction portion 23 that repairs the unevenness generated on the braking surface 91 due to the first friction portion 22 by the self-generation action of the abrasive grains 244, 254, 264 respectively. Other structures and operations are the same as those in the first embodiment.

[0121] In such a braking member 132 of an elevator, the second friction portion 23 includes three abrasive portions 24, 25, 26 arranged in the vertical direction. In the second friction portion 23, among two abrasive portions adjacent to each other in the vertical direction, the size of the abrasive grains of the upper abrasive portion is smaller than the size of the abrasive grains of the lower abrasive portion. Therefore, by the plowing action of the abrasive grains 244, 254, 264 on the braking surface 91 respectively, a frictional force can be generated between the second friction portion 23 and the braking surface 91. In addition, the unevenness generated on the braking surface 91 due to the first friction portion 22 can be repaired by the abrasive portions 24, 25, 26 of the second friction portion 23. Since the sizes of the abrasive grains 244, abrasive grains 254, and abrasive grains 264 become smaller upward in the order of the abrasive portion 24, the abrasive portion 25, and the abrasive portion 26, the size of the unevenness of the repaired surface can be further reduced, and the repaired surface can be made smoother. Moreover, even when the braking member 132 is used multiple times, it is possible to suppress the decrease in the braking force generated when the braking member 132 contacts the braking surface 91 by the self-generation action of the abrasive grains 244, 254, 264 of the second friction portion 23 respectively. In addition, it is also possible to suppress the decrease in the function of repairing the unevenness generated on the braking surface 91 due to the first friction portion 22 by the self-generation action of the abrasive grains 244, abrasive grains 254, and abrasive grains 264 of the second friction portion 23.

[0122] Embodiment 5.

[0123] Figure 16It is a front view of the brake member of the elevator according to Embodiment 5. In the second friction portion 23, a plurality of abrasive portions 24, 25, and 26 are provided at intervals on the opposed surface 211. Thus, transverse grooves 27 are respectively formed along the opposed surface 211 between the plurality of abrasive portions 24, 25, and 26. Each transverse groove 27 is a groove along the transverse direction of the opposed surface 211. The bottom surface of each transverse groove 27 is formed by the opposed surface 211. A space is formed inside each transverse groove 27.

[0124] When the first friction portion 22 and the second friction portion 23 slide on the braking surface 91, the car guide rail 9 is cut to generate chips as foreign matter 30. In addition, oil, dust, etc. accumulated on the braking surface 91 sometimes become foreign matter 30 and adhere to the first friction portion 22 and each of the abrasive portions 24, 25, and 26. The foreign matter 30 generated when the first friction portion 22 and the second friction portion 23 slide on the braking surface 91 is easily discharged into each transverse groove 27. Other structures and operations are the same as those in Embodiment 4.

[0125] In such a brake member 132 of the elevator, transverse grooves 27 are respectively formed along the opposed surface 211 between the plurality of abrasive portions 24, 25, and 26 of the second friction portion 23. Therefore, the foreign matter 30 generated when the first friction portion 22 and the second friction portion 23 slide on the braking surface 91 can be easily discharged into each transverse groove 27. Thereby, the reduction of the functions of the first friction portion 22 and the second friction portion 23 can be further suppressed. Therefore, even when the brake member 132 is used multiple times, the reduction of the braking force generated by the contact between the brake member 132 and the braking surface 91 can be suppressed, and the reduction of the function of repairing the unevenness generated on the braking surface 91 due to the first friction portion 22 can be suppressed.

[0126] Embodiment 6.

[0127] Figure 17 It is a front view of the brake member of the elevator according to Embodiment 6. In the second friction portion 23, each of the abrasive portions 24, 25, and 26 is divided into a plurality of abrasive unit portions.

[0128] The abrasive portion 24 is divided into three abrasive unit portions 245. The three abrasive unit portions 245 are arranged at intervals in the transverse direction of the opposed surface 211.

[0129] The abrasive portion 25 is divided into three abrasive unit portions 255. The three abrasive unit portions 255 are arranged at intervals in the transverse direction of the opposed surface 211.

[0130] The abrasive portion 26 is divided into three abrasive unit portions 265. The three abrasive unit portions 265 are arranged at intervals in the transverse direction of the opposed surface 211.

[0131] Accordingly, longitudinal grooves 28 are formed along the opposing surface 211 respectively between the three abrasive unit parts 245, between the three abrasive unit parts 255, and between the three abrasive unit parts 265. Therefore, two longitudinal grooves 28 are formed in each of the abrasive parts 24, 25, and 26. Each longitudinal groove 28 is a groove along the longitudinal direction of the opposing surface 211. The bottom surface of each longitudinal groove 28 is formed by the opposing surface 211. A space is formed inside each longitudinal groove 28.

[0132] When the first friction part 22 and the second friction part 23 slide on the braking surface 91, foreign matters 30 are generated in the same manner as in Embodiment 5. The foreign matters 30 generated when the first friction part 22 and the second friction part 23 slide on the braking surface 91 are easily discharged into the transverse grooves 27 and the longitudinal grooves 28 respectively. Other structures and operations are the same as those in Embodiment 5.

[0133] In such a brake member 132 of an elevator, longitudinal grooves 28 are formed along the opposing surface 211 in each of the abrasive parts 24, 25, and 26. Therefore, the foreign matters 30 generated when the first friction part 22 and the second friction part 23 slide on the braking surface 91 can be easily discharged not only into the transverse grooves 27 but also into the longitudinal grooves 28. Thereby, even when the brake member 132 is used multiple times, a decrease in the braking force generated by the contact between the brake member 132 and the braking surface 91 can be further suppressed, and a decrease in the function of repairing the unevenness generated on the braking surface 91 due to the first friction part 22 can be further suppressed.

[0134] In addition, in Embodiment 6, longitudinal grooves 28 are formed in each of the abrasive parts 24, 25, and 26. However, longitudinal grooves 28 may not be formed in all of the abrasive parts 24, 25, and 26. For example, longitudinal grooves 28 may be formed only in the abrasive part 24 among the plurality of abrasive parts 24, 25, and 26, or may be formed only in two abrasive parts 25 and 26. In this case, among the plurality of abrasive parts 24, 25, and 26, only the abrasive part in which the longitudinal grooves 28 are formed is divided into a plurality of abrasive unit parts. That is, in Embodiment 6, at least any one of the plurality of abrasive parts 24, 25, and 26 is divided into a plurality of abrasive unit parts, and longitudinal grooves 28 may be formed between the plurality of abrasive unit parts.

[0135] In addition, in Embodiment 6, the number of longitudinal grooves 28 in the abrasive part 24, the number of longitudinal grooves 28 in the abrasive part 25, and the number of longitudinal grooves 28 in the abrasive part 26 may be one or more. In this case, in each of the abrasive parts 24, 25, and 26, a plurality of abrasive unit parts are arranged at intervals in the transverse direction of the opposing surface 211, and longitudinal grooves 28 are formed between the plurality of abrasive unit parts.

[0136] In addition, in Embodiment 6, the grooves formed along the opposing surface 211 in each of the abrasive parts 24, 25, and 26 are longitudinal grooves 28. However, transverse grooves may be formed on at least any one of the plurality of abrasive parts 24, 25, and 26. In this case, the abrasive part on which the transverse grooves are formed among the plurality of abrasive parts 24, 25, and 26 is divided into a plurality of abrasive unit parts. Further, in this case, in the abrasive part in which the transverse grooves are formed, the plurality of abrasive unit parts are arranged at intervals in the longitudinal direction of the opposing surface 211, and transverse grooves are formed between the plurality of abrasive unit parts. Also, the number of transverse grooves formed in the abrasive part may be one or more.

[0137] In addition, in Embodiment 6, transverse grooves 27 are respectively formed between the plurality of abrasive parts 24, 25, and 26. However, in Embodiment 6, the transverse grooves 27 may not be formed in the second friction part 23 as in Embodiment 4.

[0138] In addition, in Embodiments 5 and 6, transverse grooves 27 are respectively formed between the plurality of abrasive parts 24, 25, and 26. However, the transverse grooves 27 may be formed only between two adjacent abrasive parts 24 and 25, or may be formed only between two adjacent abrasive parts 25 and 26. Even so, foreign matter 30 generated when the first friction part 22 and the second friction part 23 slide on the braking surface 91 can be easily discharged into the transverse grooves 27. Therefore, in Embodiments 5 and 6, the transverse grooves 27 can be formed at at least any one place between the plurality of abrasive parts 24, 25, and 26.

[0139] In addition, in Embodiments 4 to 6, as in Embodiment 2, the top of the first protrusion 222 may be located closer to the braking surface 91 than each of the second protrusions 242, 252, and 262.

[0140] In addition, in Embodiments 4 to 6, as in Embodiment 4, each of the second protrusion forming parts 241, 251, and 261 of the second friction part 23 may be inclined with respect to the braking surface 91. In this case, each of the second protrusion forming parts 241, 251, and 261 is inclined with respect to the braking surface 91 from the lower end part of the second friction part 23 toward the upper end part of the second friction part 23 in the vertical direction. Further, in this case, the positions of each of the second protrusion forming parts 241, 251, and 261 are positions closer to the braking surface 91 in the order of the second protrusion forming part 241, the second protrusion forming part 251, and the second protrusion forming part 261 from the lower end part of the second friction part 23.

[0141] In addition, in Embodiments 4 to 6, the number of abrasive parts of the second friction part 23 is three, namely, the abrasive part 24, the abrasive part 25, and the abrasive part 26. However, the number of abrasive parts of the second friction part 23 can also be two or more than four. In this case, in the second friction part 23, a plurality of abrasive parts are arranged in the vertical direction. In addition, in this case, among two abrasive parts adjacent to each other in the vertical direction, the size of the abrasive grains of the upper abrasive part is smaller than that of the lower abrasive part. The more the number of abrasive parts of the second friction part 23 increases, the more reliably the unevenness generated on the braking surface 91 due to the first friction part 22 can be repaired.

[0142] In addition, in Embodiments 1 to 3, no groove is formed in the second friction part 23. However, a groove can also be formed in the second friction part 23 along the opposing surface 211. In this case, the second friction part 23 is divided into a plurality of abrasive unit parts, and a groove is formed between the plurality of abrasive unit parts. In addition, in this case, the bottom surface of the groove formed in the second friction part 23 is formed by the opposing surface 211. Moreover, in this case, the inside of the groove formed in the second friction part 23 becomes a space. In this way, the foreign matter 30 generated when the first friction part 22 and the second friction part 23 slide on the braking surface 91 can be easily discharged to the groove formed in the second friction part 23.

[0143] When a groove is formed in the second friction part 23 in Embodiments 1 to 3, the groove formed in the second friction part 23 can be a longitudinal groove along the longitudinal direction of the opposing surface 211, or a transverse groove along the transverse direction of the opposing surface 211. In addition, the number of grooves formed in the second friction part 23 can be one or more than one.

[0144] In addition, in each of the above embodiments, no groove is formed in the first friction part 22. However, a groove can also be formed in the first friction part 22 along the opposing surface 211. In this case, the first friction part 22 is divided into a plurality of friction unit parts, and a groove is formed between the plurality of friction unit parts. In addition, in this case, the bottom surface of the groove formed in the first friction part 22 is formed by the opposing surface 211. Moreover, in this case, the inside of the groove formed in the first friction part 22 becomes a space. In this way, the foreign matter 30 generated when the first friction part 22 and the second friction part 23 slide on the braking surface 91 can be easily discharged to the groove formed in the first friction part 22.

[0145] When a groove is formed in the first friction part 22, the groove formed in the first friction part 22 can be a longitudinal groove along the longitudinal direction of the opposing surface 211, or a transverse groove along the transverse direction of the opposing surface 211. In addition, the number of grooves formed in the first friction part 22 can be one or more than one.

[0146] In addition, in each of the above-described embodiments, the shape of the first protrusion 222 of the first friction portion 22 is a quadrangular pyramid shape. However, the shape of the first protrusion 222 is not limited thereto. For example, it can be like Figure 18 shown such that the shape of the first protrusion 222 is a triangular pyramid shape, or it can be like Figure 19 shown such that the shape of the first protrusion 222 is a conical shape. In addition, it can be like Figure 20 shown such that the shape of the first protrusion 222 is a hemispherical shape, or it can be like Figure 21 shown such that the shape of the first protrusion 222 is a triangular prism shape.

[0147] Figure 22 is a front view showing the brake member 132 applying the first protrusion 222 of Figure 21 to the first friction portion 22 of the first embodiment. When the shape of the first protrusion 222 is a triangular prism shape, the triangular bottom surface of the first protrusion 222 is perpendicular to the lateral direction of the opposed surface 211, and any one of the three vertices of the bottom surface of the first protrusion 222 faces the braking surface 91, and the first protrusion 222 is formed in the first protrusion forming portion 221. That is, as Figure 21 and Figure 22 shown, the height direction of the triangular prism that is the shape of the first protrusion 222 is made to coincide with the lateral direction of the opposed surface 211, and the ridge line formed at the boundary of the two side surfaces of the triangular prism of the first protrusion 222 faces the braking surface 91, and the first protrusion 222 is formed in the first protrusion forming portion 221. In addition, when applying the first protrusion 222 of Figure 21 to the first friction portion 22 of the second to sixth embodiments, the first protrusion 222 is also formed in the first protrusion forming portion 221 in the same orientation as Figure 22 .

[0148] In addition, in each of the above-described embodiments, the emergency stop device 13 having the brake member 132 is provided in the car 7. However, the emergency stop device 13 having the brake member 132 can also be provided in the counterweight 8 as the lifting body. In this case, the counterweight 8 is braked by the contact of the brake member 132 with the counterweight guide rail 10.

[0149] As described above, the structure shown in the above-described embodiments represents an example of the content of the present disclosure. The embodiments can be combined with other known technologies. Within the scope not departing from the gist of the present disclosure, a part of the structure of the embodiments can be omitted or changed.

[0150] Hereinafter, examples of the modes that can be included in the present disclosure are clearly described as appendices.

[0151] (Appendix 1)

[0152] A brake member for an elevator, comprising:

[0153] A brake member body, which is formed with an opposing surface that opposes a braking surface formed on a guide rail along the vertical direction, and the guide rail guides the movement of a lifting body;

[0154] A first friction portion, which is provided on the opposing surface; and

[0155] A second friction portion, which is provided on the opposing surface and is located above the first friction portion,

[0156] A first protrusion forming portion is provided on the first friction portion facing the braking surface, and the first protrusion forming portion forms a plurality of first protrusions,

[0157] The second friction portion has an abrasive member portion,

[0158] A second protrusion forming portion is provided on the abrasive member portion facing the braking surface, and the second protrusion forming portion forms a plurality of second protrusions,

[0159] The abrasive member portion has: a binder fixed to the opposing surface; and a plurality of abrasive grains held by the binder,

[0160] In the second protrusion forming portion, at least a part of the plurality of abrasive grains protrude from the binder as the plurality of second protrusions,

[0161] The second protrusions are smaller than the first protrusions,

[0162] The lifting body is braked by the first protrusions and the second protrusions contacting the braking surface.

[0163] (Supplementary Note 2)

[0164] The brake member of the elevator according to Supplementary Note 1, wherein,

[0165] The top of the first protrusion is located closer to the braking surface than the second protrusion.

[0166] (Supplementary Note 3)

[0167] The brake member of the elevator according to Supplementary Note 1 or 2, wherein,

[0168] The second protrusion forming portion is inclined with respect to the braking surface in a direction approaching the braking surface from the lower end portion to the upper end portion of the second friction portion in the vertical direction.

[0169] (Supplementary Note 4)

[0170] The brake member of the elevator according to any one of Supplementary Notes 1 to 3, wherein,

[0171] The second friction portion has a plurality of the abrasive member portions arranged along the vertical direction,

[0172] Of the two abrasive sections adjacent to each other in the vertical direction, the size of the abrasive grains of the upper abrasive section is smaller than the size of the abrasive grains of the lower abrasive section.

[0173] (Supplementary Note 5)

[0174] The brake member for an elevator according to Supplementary Note 4, wherein

[0175] At at least any one location between the plurality of abrasive sections, a groove is formed along the opposing surface.

[0176] (Supplementary Note 6)

[0177] The brake member for an elevator according to Supplementary Note 4 or 5, wherein

[0178] In at least any one of the plurality of abrasive sections, a groove is formed along the opposing surface.

[0179] (Supplementary Note 7)

[0180] The brake member for an elevator according to any one of Supplementary Notes 1 to 6, wherein

[0181] A groove is formed along the opposing surface in the first friction section.

Claims

1. A brake member for an elevator, comprising: a brake member body having an opposing surface formed thereon and opposing to a brake surface formed on a guide rail along a vertical direction, the guide rail guiding the movement of the lifting body; A first friction portion, which is disposed on the opposing surface; and a second friction portion, which is disposed on the opposing surface and located on an upper side of the first friction portion, A first protrusion forming portion is provided on the first friction portion toward the braking surface, wherein the first protrusion forming portion is formed with a plurality of first protrusions. The second friction part has a grinding tool part, A second protrusion forming portion is provided on the mold portion toward the braking surface, and the second protrusion forming portion is formed with a plurality of second protrusions. The abrasive tool portion includes: a bonding agent fixed to the facing surface; and a plurality of abrasive grains held by the bonding agent. In the second protrusion forming portion, at least a portion of the plurality of abrasive grains are exposed from the binder as the plurality of second protrusions. The second protrusion is smaller than the first protrusion, The lifting body is braked by the first protrusion and the second protrusion contacting the braking surface.

2. The brake member of an elevator according to claim 1, wherein: The top of the first protrusion is located closer to the braking surface than the second protrusion.

3. The brake member of an elevator according to claim 1 or 2, wherein: The second protrusion forming portion is inclined relative to the braking surface in a direction approaching the braking surface from a lower end portion of the second friction portion toward an upper end portion of the second friction portion in the up-down direction.

4. The brake member of an elevator according to any one of claims 1 to 3, wherein: The second friction part has a plurality of the grinding tool parts arranged in the vertical direction, Of the two grindstone portions adjacent to each other in the up-down direction, the size of the abrasive grains of the grindstone portion located on the upper side is smaller than the size of the abrasive grains of the grindstone portion located on the lower side.

5. The brake member of an elevator according to claim 4, wherein: A groove is formed along the facing surface at least at any one of the plurality of grindstone portions.

6. The brake member of an elevator according to claim 4 or 5, wherein: At least one of the plurality of grindstone portions has a groove formed along the facing surface.

7. The brake member of an elevator according to any one of claims 1 to 6, wherein: The first friction portion has a groove formed along the facing surface.

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