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, an opposite surface (211) opposite to a brake surface (91) of a car guide rail (9) is formed on a brake main body (21). The first friction section (22) and the second friction section (23) are provided on the facing surface (211) and are arranged in the vertical direction. In the first friction part (22), a plurality of first abrasive grains (222) are held by a first binder (221). In the second friction section (23), a plurality of second abrasive grains (232) are held by a second binder (231). Among the first friction parts (22) and the second friction parts (23), the size of the second abrasive grains (232) of the second friction part (23) located on the upper side is smaller than the size of the first abrasive grains (222) of the first friction part (22) located on the lower side.

Description

Technical Field

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

[0002] In Patent Document 1, a brake 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 brake 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 Unexamined Patent Application Publication 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 brake 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 brake 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 the 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 that opposes a braking surface formed along the vertical direction on a guide rail, the guide rail guiding the movement of a lifting body; and a plurality of friction portions provided on the opposing surface and arranged in the vertical direction. Each friction portion has: a binder fixed to the opposing surface; and a plurality of abrasive grains held by the binder. Among two friction portions adjacent to each other in the vertical direction, the size of the abrasive grains of the friction portion located on the upper side is smaller than the size of the abrasive grains of the friction portion located on the lower side. The lifting body is braked by bringing the plurality of friction portions into contact 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 the 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 a structural diagram of the car.

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

[0016] Figure 4 It is a cross-sectional view taken along line IV-IV of Figure 2 the same.

[0017] Figure 5 It shows Figure 4 a three-dimensional view of the state of the braking surface when the first friction portion slides on the braking surface.

[0018] Figure 6 It shows Figure 5 an enlarged view of the rough surface.

[0019] Figure 7 It shows Figure 4 a three-dimensional view of the state of the braking surface when the second friction portion slides on the rough surface.

[0020] Figure 8 It shows Figure 7 an enlarged view of the repaired surface.

[0021] Figure 9 It shows Figure 4 a cross-sectional view of the brake member in which a part of the first abrasive grains has fallen off from the first binder and a part of the second abrasive grains has fallen off from the second binder.

[0022] Figure 10 It is the front view of the brake component of the elevator in Embodiment 2.

[0023] Figure 11 It is the front view of the brake component of the elevator in Embodiment 3.

[0024] Figure 12 It is the front view of the brake component of the elevator in Embodiment 4.

[0025] Figure 13 It is the front view of the brake component of the elevator in Embodiment 5.

[0026] Figure 14 It is a cross-sectional view along line XIV-XIV of Figure 13 the same.

[0027] Reference numeral description

[0028] 7: Car (lifting body); 8: Counterweight (lifting body); 9: Car guide rail (guide rail); 10: Counterweight guide rail (guide rail); 21: Brake component main body; 22: First friction part (friction part); 23: Second friction part (friction part); 24: Third friction part (friction part); 25: Transverse groove (groove); 26: Longitudinal groove (groove); 27: Transverse groove (groove); 91: Brake surface; 211: Opposing surface; 221: First binder (binder); 222: First abrasive grain (abrasive grain); 223: Friction unit part; 231: Second binder (binder); 232: Second abrasive grain (abrasive grain); 241: Third binder (binder); 242: Third abrasive grain (abrasive grain). Specific embodiments

[0029] The embodiments for implementing the object of the present disclosure will be described with reference to the accompanying drawings. In each figure, the same or corresponding 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 embodiments, and within the scope not departing from the gist of the present disclosure, deformation of any constituent element of the embodiment or omission of any constituent element of the embodiment can be carried out.

[0030] Embodiment 1.

[0031] Figure 1 It is the structural diagram of the elevator in Embodiment 1. In the figure, a machine room 2 is provided at the upper part of the hoistway 1. A traction machine 3, a deflecting pulley 4, and a control device 5 are provided in the machine room 2.

[0032] 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.

[0033] A suspension body 6 is wound around a drive sheave 32 and a deflecting sheave 4. As the suspension body 6, multiple ropes or belts are used. One end of the suspension body 6 is connected to a car 7 serving as a lifting body. The other end of the suspension body 6 is connected to a counterweight 8 serving as a lifting body. The car 7 and the counterweight 8 are suspended in a hoistway 1 by the suspension body 6.

[0034] The car 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 car 7 and the counterweight 8 in the vertical direction.

[0035] A pair of car guide rails 9 and a pair of counterweight guide rails 10 are provided in the hoistway 1 as multiple guide rails. In addition, Figure 1 for simplicity, only one of the pair of car guide rails 9 and one of the 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 guide the movement of the car 7 in the vertical direction. The pair of counterweight guide rails 10 guide 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.

[0036] 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 only one of the pair of emergency stop devices 13 is shown. A working 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 working 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 because the working 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.

[0037] 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 sheave 152. The speed governor sheave 152 is rotatably provided on the speed governor main body 151. A speed governor rope 16 is wound around the speed governor sheave 152.

[0038] 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 working rod 14. Thus, the speed governor rope 16 is tensioned in a loop between the speed governor sheave 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 sheave 152 rotates at a rotational speed corresponding to the movement speed of the car 7.

[0039] For example, when the descending speed of the car 7 exceeds the rated speed due to the breakage of the suspension body 6 and reaches an excessive emergency speed, the governor main body 151 grips the governor rope 16 by a mechanical mechanism. When the governor main body 151 grips the governor rope 16, the movement of the governor rope 16 stops, and the operating rod 14 is operated by the governor rope 16. As a result, each emergency stop device 13 operates, and the car 7 stops emergently.

[0040] Figure 2 It shows Figure 1 a structural diagram of the car 7. A pair of braking surfaces 91 are formed on the car guide rail 9 in the vertical direction. The pair of braking surfaces 91 are formed on the car guide rail 9 facing opposite sides to each other.

[0041] Each emergency stop device 13 includes a housing 131, a pair of braking 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 braking members 132 and the pair of pressing mechanisms 133 are supported by the housing 131.

[0042] The pair of braking members 132 respectively correspond to the pair of braking surfaces 91. In a state where the emergency stop device 13 is not operating, each braking member 132 is disposed opposite to the corresponding braking surface 91 with a gap therebetween.

[0043] The pair of pressing mechanisms 133 respectively correspond to the pair of braking members 132. When the emergency stop device 13 operates, each pressing mechanism 133 causes the corresponding braking member 132 to contact and press against the braking surface 91 of the car guide rail 9. As a result, the car guide rail 9 is gripped between the pair of braking members 132. By gripping the car guide rail 9 between the pair of braking members 132, the emergency stop device 13 generates a braking force for braking the car 7.

[0044] Each pressing mechanism 133 includes a pressing member 134 and a pressing spring 135. The pressing member 134 has an inclined portion 134a for guiding the corresponding braking 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.

[0045] In each pressing mechanism 133, the pressing spring 135 is disposed between the housing 131 and the pressing member 134. The pressing spring 135 generates an elastic restoring force for pressing the corresponding braking member 132 against the braking surface 91 of the car guide rail 9 via the pressing member 134 when the emergency stop device 13 operates.

[0046] When the descending speed of the car 7 reaches the emergency speed and the operating lever 14 is operated, the braking member 132 is lifted relative to the pressing member 134. At this time, after the braking member 132 contacts the braking 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. As a result, the pressing spring 135 is compressed, and the braking member 132 is pressed against the braking surface 91 of the car guide rail 9 by the elastic restoring force of the pressing spring 135. When the braking member 132 is pressed against the braking surface 91, a frictional force is generated between the braking member 132 and the braking surface 91 as the braking force for braking the car 7, and the car 7 stops urgently.

[0047] 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 portions of the car 7. In addition, Figure 2 only one of the two guiding devices 18 provided at the upper portion of the car 7 and one of the two guiding devices 18 provided at the lower portion of the car 7 are shown.

[0048] At the upper portion 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 portion 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.

[0049] Each guiding device 18 has a plurality of guiding rollers 181. Each guiding device 18 is guided by the corresponding car guide rail 9 while bringing the guiding rollers 181 into contact with the braking surface 91 of 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.

[0050] Figure 3 is a front view showing Figure 2 the braking member 132. Figure 4 is a cross-sectional view 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.

[0051] An opposing surface 211 opposing the braking surface 91 of the car guide rail 9 is formed on the braking member main body 21.

[0052] The first friction portion 22 and the second friction portion 23 are a plurality of friction portions provided on the opposing surface 211 of the brake member main body 21. In the present embodiment, the number of friction portions provided on the opposing surface 211 is two, namely the first friction portion 22 and the second friction portion 23.

[0053] The first friction portion 22 and the second friction portion 23 are arranged in the vertical direction along the opposing surface 211. Thus, the first friction portion 22 and the second friction portion 23 are disposed adjacent to each other in the vertical direction. The second friction portion 23 is located at a position above the first friction portion 22. Thus, in the brake member 132, in the traveling direction A of the brake member 132 when the car 7 descends, the first friction portion 22 is located at a position in front of 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 opposing surface 211 without a gap in the vertical direction.

[0054] In the present embodiment, as Figure 4 shown, a step 212 is formed on the opposing surface 211. 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. Thus, the portion of the opposing surface 211 provided with the second friction portion 23 is located closer to the brake surface 91 than the portion of the opposing surface 211 provided with the first friction portion 22. On the other hand, the thickness of the second friction portion 23 is thinner than the thickness of the first friction portion 22. Thus, in the state where the brake member 132 is in contact with the brake surface 91, the first friction portion 22 and the second friction portion 23 are respectively in contact with the brake surface 91.

[0055] The first friction portion 22 has a first binder 221 and a plurality of first abrasive grains 222. The first binder 221 is a binder that fixes the plurality of first abrasive grains 222 to the opposing surface 211. The first binder 221 is fixed to the opposing surface 211.

[0056] The first abrasive grains 222 are abrasive grains harder than the first binder 221. The plurality of first abrasive grains 222 are held by the first binder 221. Thus, the plurality of first abrasive grains 222 are fixed to the opposing surface 211 via the first binder 221. The plurality of first abrasive grains 222 are dispersed in the first binder 221.

[0057] In the first friction portion 22, at least a part of the plurality of first abrasive grains 222 protrudes from the first binder 221. In the first friction portion 22, irregularities with different heights are generated by the first abrasive grains 222 that protrude from the first binder 221. Thus, in the state where the first friction portion 22 is in contact with the brake surface 91, a part of the first abrasive grains 222 that protrude from the first binder 221 are in contact with the brake surface 91.

[0058] The second friction part 23 has a second binder 231 and a plurality of second abrasive grains 232. The second binder 231 is a binder that fixes the plurality of second abrasive grains 232 to the opposing surface 211. The second binder 231 is fixed to the opposing surface 211.

[0059] The second abrasive grains 232 are abrasive grains harder than the second binder 231. The plurality of second abrasive grains 232 are held by the second binder 231. Thus, the plurality of second abrasive grains 232 are fixed to the opposing surface 211 via the second binder 231. The plurality of second abrasive grains 232 are dispersed in the second binder 231.

[0060] In the second friction part 23, at least a part of the plurality of second abrasive grains 232 protrudes from the second binder 231. In the second friction part 23, unevenness with different heights is generated by the second abrasive grains 232 protruding from the second binder 231. Thus, in a state where the second friction part 23 is in contact with the brake surface 91, a part of the second abrasive grains 232 protruding from the second binder 231 comes into contact with the brake surface 91.

[0061] As materials for the first binder 221 and the second binder 231 respectively, materials obtained by firing metal or ceramics, resin materials, metal plating materials, etc. are used. In the present embodiment, the same material as that of the first binder 221 is used as the material of the second binder 231. Further, in the present embodiment, the first binder 221 and the second binder 231 are continuously connected.

[0062] The materials of the first abrasive grains 222 and the second abrasive grains 232 respectively are materials with a hardness higher than that of the material of the car guide rail 9. As materials for the first abrasive grains 222 and the second abrasive grains 232 respectively, alumina-based grinding materials, silicon carbide-based grinding materials, diamond, CBN (Cubic Boron Nitride), etc. are used. In the present embodiment, the same material as that of the first abrasive grains 222 is used as the material of the second abrasive grains 232.

[0063] The size of the second abrasive grains 232 of the second friction part 23 located on the upper side in the first friction part 22 and the second friction part 23 is smaller than the size of the first abrasive grains 222 of the first friction part 22 located on the lower side. That is, in the traveling direction A of the brake member 132 when the car 7 descends, the size of the first abrasive grains 222 of the first friction part 22 located on the front side is larger than the size of the second abrasive grains 232 of the second friction part 23 located on the rear side.

[0064] 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. As a result, the first abrasive grains 222 and the second abrasive grains 232 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.

[0065] 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. As a result, 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. Therefore, the first friction portion 22 and the second friction portion 23 are respectively in contact with the brake surface 91, and thereby the car 7 is braked.

[0066] 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 is actually operated to bring the brake member 132 into contact with the brake 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 brake surface 91 that functions as a guiding surface for guiding the car 7, and the riding comfort of the car 7 is reduced.

[0067] Figure 5 It shows Figure 4 a perspective view of the state of the brake surface 91 when the first friction portion 22 slides on the brake surface 91. Figure 6 It shows Figure 5 an enlarged view of the rough surface 92. When the first friction portion 22 slides downward on the brake surface 91, the plurality of first abrasive grains 222 move while cutting the brake surface 91. As a result, a rough surface 92 having a plurality of irregularities is generated on the brake 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 abrasive grains 222.

[0068] When the first friction portion 22 and the second friction portion 23 slide downward on the brake 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 brake 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.

[0069] Figure 7 It shows Figure 4A perspective view of the state of the braking surface 91 when the second friction portion 23 slides on the rough surface 92. Figure 8 It shows Figure 7 An enlarged view of the repair surface 93. When the second friction portion 23 slides downward on the rough surface 92, the plurality of second abrasive grains 232 move while cutting a part of the unevenness of the rough surface 92. The size of the unevenness of the rough surface 92 is a size corresponding to the size of the first abrasive grains 222. Therefore, by cutting a part of the unevenness of the rough surface 92 with the plurality of second abrasive grains 232 smaller than the size of the first abrasive grains 222, the unevenness of the rough surface 92 becomes smaller. Thus, the rough surface 92 is repaired by the sliding of the second friction portion 23 and becomes the repair surface 93. The size of the unevenness of the repair surface 93 is smaller than the size of the unevenness of the rough surface 92.

[0070] In this way, the braking member 132 slides on the braking surface 91 while using the second friction portion 23 to repair the rough surface 92 that has become rough due to the first friction portion 22. Therefore, after the braking member 132 slides on the braking surface 91 of the car guide rail 9, a repair surface 93 with a roughness smaller than that of the rough surface 92 is formed on the braking surface 91. Thus, after the emergency stop device 13 is reset, even when the guide roller 181 passes through the repair surface 93 during the movement of the car 7, an increase in vibration generated in the car 7 can be suppressed. As a result, the riding comfort of the car 7 is not easily reduced.

[0071] 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 braking member is used continuously three times in the type test.

[0072] In the present embodiment, when the first friction portion 22 and the second friction portion 23 slide on the braking surface 91 multiple times, in the first friction portion 22, the first abrasive grains 222 in contact with the braking surface 91 among the plurality of first abrasive grains 222 are worn or fall off. In addition, in the second friction portion 23, the second abrasive grains 232 in contact with the braking surface 91 among the plurality of second abrasive grains 232 are worn or fall off.

[0073] Figure 9 It shows Figure 4 A cross-sectional view of the braking member 132 in which a part of the first abrasive grains 222 fall off from the first binder 221 and a part of the second abrasive grains 232 fall off from the second binder 231. In addition, in Figure 9 , the state before the fall of the first abrasive grains 222 that have fallen off from the first binder 221 and the state before the fall of the second abrasive grains 232 that have fallen off from the second binder 231 are shown by dotted lines.

[0074] In the first friction portion 22, if a part of the first abrasive grains 222 falls off or wears off from the first binder 221, new first abrasive grains 222 that are not in contact with the braking surface 91 and are on standby among the plurality of first abrasive grains 222 come into contact with the braking surface 91. Thus, in the first friction portion 22, the reduction in the function of the first abrasive grains 222 biting into the braking surface 91 can be suppressed, and the reduction in the plowing effect of the first friction portion 22 on the braking surface 91 can be suppressed. That is, in the first friction portion 22, the reduction in the function of the first friction portion 22 can be suppressed by the self-generation of the first abrasive grains 222. Therefore, the reduction in the frictional force between the first friction portion 22 and the braking surface 91 can be suppressed.

[0075] In addition, in the second friction portion 23, if a part of the second abrasive grains 232 falls off or wears off from the second binder 231, new second abrasive grains 232 that are not in contact with the braking surface 91 and are waiting for use among the plurality of second abrasive grains 232 come into contact with the braking surface 91. Thus, in the second friction portion 23, the self-generation of the second abrasive grains 232 can suppress the reduction of the function of the second abrasive grains 232 to cut the rough surface 92 and repair the rough surface 92. That is, in the second friction portion 23, the self-generation of the second abrasive grains 232 can suppress the reduction of the function of repairing the unevenness generated on the braking surface 91 due to the first friction portion 22.

[0076] Furthermore, in the second friction portion 23, it is also possible to suppress the reduction of the plowing effect of the second friction portion 23 on the rough surface 92, and it is also possible to suppress the reduction of the frictional force between the second friction portion 23 and the rough surface 92. Therefore, through the self-generated action of the first abrasive grains 222 and the second abrasive grains 232, it is possible to suppress the reduction of the frictional force between the first friction portion 22 and the second friction portion 23 and the braking surface 91, and it is possible to suppress the reduction of the braking force generated by the contact between the brake member 132 and the braking surface 91.

[0077] In the brake member 132 of such an elevator, the size of the second abrasive grains 232 of the second friction portion 23 located on the upper side in the first friction portion 22 and the second friction portion 23 is smaller than the size of the first abrasive grains 222 of the first friction portion 22 located on the lower side. In the first friction portion 22, a plurality of first abrasive grains 222 are held by the first binder 221. In the second friction portion 23, a plurality of second abrasive grains 232 are held by the second binder 231. Therefore, when the first friction portion 22 and the second friction portion 23 are respectively in contact with the brake surface 91, braking force for braking the car 7 can be generated by the plowing action of the first abrasive grains 222 and the second abrasive grains 232 on the brake surface 91. In addition, since the size of the second abrasive grains 232 is smaller than the size of the first abrasive grains 222, 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 first friction portion 22 and the second friction portion 23 respectively. 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 second friction portion 23.

[0078] In addition, in Embodiment 1, a step 212 is formed on the opposing surface 211 of the brake member main body 21. However, as long as the first friction portion 22 and the second friction portion 23 can respectively be in contact with the brake surface 91, the opposing surface 211 may not have the step 212.

[0079] Embodiment 2.

[0080] Figure 10 It is a front view showing the brake member of the elevator of Embodiment 2. The first friction portion 22 and the second friction portion 23 are provided on the opposing surface 211 at intervals from each other. Thus, a transverse groove 25 is formed along the opposing surface 211 between the first friction portion 22 and the second friction portion 23.

[0081] Here, in the opposing surface 211, the direction along the vertical direction is the longitudinal direction of the opposing surface 211, and the direction crossing the vertical direction is the transverse direction of the opposing surface 211. In this case, the transverse groove 25 is a groove along the transverse direction of the opposing surface 211. The bottom surface of the transverse groove 25 is formed by the opposing surface 211. A space is formed inside the transverse groove 25.

[0082] 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 the second friction portion 23. 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 the transverse groove 25. Other structures and operations are the same as those in the first embodiment.

[0083] In the brake member 132 of such an elevator, a transverse groove 25 is formed between the first friction portion 22 and the second friction portion 23 along the opposing surface 211. 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 the transverse groove 25. Thereby, a further reduction in the functions of the first friction portion 22 and the second friction portion 23 can be suppressed. Therefore, even when the brake member 132 is used multiple times, a reduction in the braking force generated by the contact between the brake member 132 and the braking surface 91 can be suppressed, and a reduction in the function of repairing the unevenness generated on the braking surface 91 due to the first friction portion 22 can be suppressed.

[0084] Embodiment 3.

[0085] Figure 11 It is a front view showing the brake member of the elevator according to Embodiment 3. The first friction portion 22 is divided into a plurality of friction unit portions 223 that can contact the braking surface 91. In the present embodiment, the first friction portion 22 is divided into two friction unit portions 223. The two friction unit portions 223 are arranged at intervals in the lateral direction of the opposing surface 211. Thereby, a longitudinal groove 26 is formed between the two friction unit portions 223 along the opposing surface 211.

[0086] The second friction portion 23 is divided into a plurality of friction unit portions 233 that can contact the braking surface 91. In the present embodiment, the second friction portion 23 is divided into two friction unit portions 233. The two friction unit portions 233 are arranged at intervals in the lateral direction of the opposing surface 211. Thereby, a longitudinal groove 26 is formed between the two friction unit portions 233 along the opposing surface 211.

[0087] That is, longitudinal grooves 26 are formed in the first friction portion 22 and the second friction portion 23 respectively along the opposing surface 211. Each longitudinal groove 26 is a groove along the longitudinal direction of the opposing surface 211. The bottom surface of the longitudinal groove 26 is formed by the opposing surface 211. A space is formed inside the longitudinal groove 26.

[0088] When the first friction portion 22 and the second friction portion 23 slide on the braking surface 91, foreign matter 30 is generated in the same manner as in the second embodiment. 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 the transverse groove 25 and the longitudinal groove 26. Other structures and operations are the same as those in the second embodiment.

[0089] In the brake member 132 of such an elevator, longitudinal grooves 26 are respectively formed in the first friction portion 22 and 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 not only into the transverse groove 25 but also into the longitudinal groove 26. Thereby, even when the brake member 132 is used multiple times, it is possible to further suppress a decrease in the braking force generated by the contact between the brake member 132 and the braking surface 91, and further suppress a decrease in the function of repairing the unevenness generated on the braking surface 91 due to the first friction portion 22.

[0090] In addition, in the third embodiment, longitudinal grooves 26 are respectively formed in the first friction portion 22 and the second friction portion 23. However, the longitudinal groove 26 may be formed only in the first friction portion 22, or the longitudinal groove 26 may be formed only in the second friction portion 23. That is, the longitudinal groove 26 can be formed in at least one of the first friction portion 22 and the second friction portion 23.

[0091] Embodiment 4.

[0092] Figure 12 It is a front view of the brake member of the elevator showing Embodiment 4. The first friction portion 22 is divided into a plurality of friction unit portions 223 capable of contacting the braking surface 91. In the present embodiment, the first friction portion 22 is divided into four friction unit portions 223. The four friction unit portions 223 are arranged at intervals in any direction of the longitudinal and transverse directions of the opposed surface 211. Thereby, longitudinal grooves 26 and transverse grooves 27 are formed along the opposed surface 211 between the four friction unit portions 223.

[0093] The second friction portion 23 is divided into a plurality of friction unit portions 233 capable of contacting the braking surface 91. In the present embodiment, the second friction portion 23 is divided into four friction unit portions 233. The four friction unit portions 233 are arranged at intervals in any direction of the longitudinal and transverse directions of the opposed surface 211. Thereby, longitudinal grooves 26 and transverse grooves 27 are formed along the opposed surface 211 between the four friction unit portions 233.

[0094] That is, longitudinal grooves 26 and transverse grooves 27 are respectively formed along the opposed surface 211 in the first friction portion 22 and the second friction portion 23. Each longitudinal groove 26 is a groove along the longitudinal direction of the opposed surface 211. Each transverse groove 27 is a groove along the transverse direction of the opposed surface 211. The bottom surfaces of the longitudinal groove 26 and the transverse groove 27 are formed by the opposed surface 211. Spaces are formed inside the longitudinal groove 26 and the transverse groove 27.

[0095] When the first friction portion 22 and the second friction portion 23 slide on the braking surface 91, foreign matters 30 are generated in the same manner as in the third embodiment. The foreign matters 30 generated when the first friction portion 22 and the second friction portion 23 slide on the braking surface 91 are easily discharged into the transverse groove 25, the longitudinal groove 26, and the transverse groove 27. Other structures and operations are the same as those in the third embodiment.

[0096] In such a braking member 132 of an elevator, longitudinal grooves 26 and transverse grooves 27 are respectively formed along the opposed surface 211 in the first friction portion 22 and the second friction portion 23. Therefore, the foreign matters 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 the transverse groove 25, the longitudinal groove 26, and the transverse groove 27 respectively. Thereby, even when the braking member 132 is used multiple times, it is possible to further suppress a decrease in the braking force generated by the contact between the braking member 132 and the braking surface 91, and to further suppress a decrease in the function of repairing the unevenness generated on the braking surface 91 due to the first friction portion 22.

[0097] In addition, in the third and fourth embodiments, the number of longitudinal grooves 26 formed in the first friction portion 22 is one. However, the number of longitudinal grooves 26 formed in the first friction portion 22 may be plural. In this case, in the first friction portion 22, longitudinal grooves 26 are respectively formed between three or more friction unit portions 223 arranged at intervals in the transverse direction of the opposed surface 211.

[0098] In addition, in the third and fourth embodiments, the number of longitudinal grooves 26 formed in the second friction portion 23 is one. However, the number of longitudinal grooves 26 formed in the second friction portion 23 may be plural. In this case, in the second friction portion 23, longitudinal grooves 26 are respectively formed between three or more friction unit portions 233 arranged at intervals in the transverse direction of the opposed surface 211.

[0099] In addition, in the fourth embodiment, the number of transverse grooves 27 formed in the first friction portion 22 is one. However, the number of transverse grooves 27 formed in the first friction portion 22 may be plural. In this case, in the first friction portion 22, transverse grooves 27 are respectively formed between three or more friction unit portions 223 arranged at intervals in the longitudinal direction of the opposed surface 211.

[0100] In addition, in Embodiment 4, the number of the transverse grooves 27 formed in the second friction portion 23 is one. However, the number of the transverse grooves 27 formed in the second friction portion 23 may be plural. In this case, in the second friction portion 23, the transverse grooves 27 are respectively formed between three or more friction unit portions 233 arranged at intervals in the longitudinal direction of the opposed surface 211.

[0101] In addition, in Embodiment 4, the longitudinal grooves 26 and the transverse grooves 27 are respectively formed in the first friction portion 22 and the second friction portion 23. However, in at least one of the first friction portion 22 and the second friction portion 23, the longitudinal groove 26 may be absent.

[0102] Embodiment 5.

[0103] Figure 13 is a front view of a brake member of an elevator showing Embodiment 5. Figure 14 is a cross-sectional view taken along line XIV-XIV of Figure 13 . The brake member 132 has a brake member body 21, a first friction portion 22, a second friction portion 23, and a third friction portion 24.

[0104] The first friction portion 22, the second friction portion 23, and the third friction portion 24 are a plurality of friction portions provided on the opposed surface 211 of the brake member body 21. In the present embodiment, the number of the friction portions provided on the opposed surface 211 is three, namely the first friction portion 22, the second friction portion 23, and the third friction portion 24.

[0105] The first friction portion 22, the second friction portion 23, and the third friction portion 24 are arranged along the opposed surface 211 in the vertical direction. Thus, the first friction portion 22 and the second friction portion 23 are arranged adjacent to each other in the vertical direction, and the second friction portion 23 and the third friction portion 24 are arranged adjacent to each other in the vertical direction.

[0106] The second friction portion 23 is located above the first friction portion 22, and the third friction portion 24 is located above the second friction portion 23. Thus, in the brake member 132, in the traveling direction A of the brake member 132 when the car 7 descends, the second friction portion 23 is located at a position closer to the front side than the third friction portion 24, and 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, the second friction portion 23, and the third friction portion 24 are continuously provided on the opposed surface 211 without gaps in the vertical direction.

[0107] In the present embodiment, as Figure 14As shown, steps 212 and 213 are formed on the opposed surface 211. The position of step 212 coincides with the position of the boundary between the first friction portion 22 and the second friction portion 23. The position of step 213 coincides with the position of the boundary between the second friction portion 23 and the third friction portion 24. Thus, the portion of the opposed surface 211 provided with the second friction portion 23 is located closer to the braking surface 91 than the portion of the opposed surface 211 provided with the first friction portion 22. The portion of the opposed surface 211 provided with the third friction portion 24 is located closer to the braking surface 91 than the portion of the opposed surface 211 provided with the second friction portion 23.

[0108] On the other hand, the thickness of the second friction portion 23 is thinner than the thickness of the first friction portion 22, and the thickness of the third friction portion 24 is thinner than the thickness of the second friction portion 23. Thus, in the state where the braking member 132 is in contact with the braking surface 91, the first friction portion 22, the second friction portion 23, and the third friction portion 24 are respectively in contact with the braking surface 91.

[0109] The third friction portion 24 has a third binder 241 and a plurality of third abrasive grains 242. The third binder 241 is a binder that fixes the plurality of third abrasive grains 242 to the opposed surface 211. The third binder 241 is fixed to the opposed surface 211.

[0110] The third abrasive grains 242 are abrasive grains harder than the third binder 241. The plurality of third abrasive grains 242 are held by the third binder 241. Thus, the plurality of third abrasive grains 242 are fixed to the opposed surface 211 via the third binder 241. The plurality of third abrasive grains 242 are dispersed in the third binder 241.

[0111] In the third friction portion 24, at least a part of the plurality of third abrasive grains 242 protrude from the third binder 241. In the third friction portion 24, irregularities with different heights are generated by the third abrasive grains 242 protruding from the third binder 241. Thus, in the state where the third friction portion 24 is in contact with the braking surface 91, a part of the third abrasive grains 242 protruding from the third binder 241 are in contact with the braking surface 91. The structures of the first friction portion 22 and the second friction portion 23 are the same as those in Embodiment 1.

[0112] In the present embodiment, the same material as the materials of the first binder 221 and the second binder 231 is used as the material of the third binder 241. In addition, in the present embodiment, the first binder 221, the second binder 231, and the third binder 241 are connected continuously.

[0113] The material of the third abrasive grains 242 is a material having a hardness higher than the material of the car guide rail 9. In the present embodiment, the same material as the materials of the first abrasive grains 222 and the second abrasive grains 232 is used as the material of the third abrasive grains 242.

[0114] Among the second friction portion 23 and the third friction portion 24 that are adjacent to each other in the vertical direction, the size of the third abrasive grains 242 of the third friction portion 24 located on the upper side is smaller than the size of the second abrasive grains 232 of the second friction portion 23 located on the lower side. That is, in the traveling direction A of the brake member 132 when the car 7 descends, the size of the second abrasive grains 232 of the second friction portion 23 located on the front side is larger than the size of the third abrasive grains 242 of the third friction portion 24 located on the rear side.

[0115] Thus, among the plurality of friction portions arranged in the vertical direction, namely the first friction portion 22, the second friction portion 23, and the third friction portion 24, the higher the friction portion is located, the smaller the size of the abrasive grains of the friction portion. That is, among the first friction portion 22, the second friction portion 23, and the third friction portion 24, the closer the friction portion 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 friction portion. Other structures are the same as those in the first embodiment.

[0116] 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 first friction portion 22, the second friction portion 23, and the third friction portion 24 are respectively pressed against the brake surface 91. As a result, the first abrasive grains 222, the second abrasive grains 232, and the third abrasive grains 242 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.

[0117] 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, the second friction portion 23, and the third friction portion 24 slide downward on the brake surface 91. As a result, the car 7 comes to an emergency stop. At this time, through the plowing action of the first friction portion 22, the second friction portion 23, and the third friction portion 24 on the brake surface 91 respectively, the frictional force between the brake member 132 and the brake surface 91 can be ensured. Therefore, the first friction portion 22, the second friction portion 23, and the third friction portion 24 are respectively in contact with the brake surface 91, and thus the car 7 is braked.

[0118] When the first friction portion 22, the second friction portion 23, and the third friction portion 24 slide downward on the brake surface 91, the unevenness of the rough surface 92 generated on the brake surface 91 due to the first friction portion 22 is sequentially cut by the second friction portion 23 and the third friction portion 24 to repair the rough surface 92. Therefore, the brake member 132 slides on the brake surface 91 while the rough surface 92 that has become rough from the brake surface 91 due to the first friction portion 22 is sequentially repaired by the second friction portion 23 and the third friction portion 24.

[0119] The first friction part 22, the second friction part 23, and the third friction part 24 each have the self-generation effect of the first abrasive grains 222, the second abrasive grains 232, and the third abrasive grains 242 respectively. Thus, even when the brake member 132 is used multiple times, it is possible to suppress a decrease in the frictional force between each of the first friction part 22, the second friction part 23, and the third friction part 24 and the brake surface 91, and it is possible to suppress a decrease in the braking force generated when the brake member 132 contacts the brake surface 91. In addition, it is also possible to suppress a decrease in the functions of the second friction part 23 and the third friction part 24 that repair the unevenness generated on the brake surface 91 due to the first friction part 22 by the self-generation effect of the second abrasive grains 232 and the third abrasive grains 242 respectively.

[0120] In such a brake member 132 of an elevator, the number of friction parts provided on the opposing surface 211 is three, namely the first friction part 22, the second friction part 23, and the third friction part 24. Therefore, by the plowing action of the first abrasive grains 222, the second abrasive grains 232, and the third abrasive grains 242 on the brake surface 91 respectively, a braking force for braking the car 7 can be generated. In addition, the unevenness generated on the brake surface 91 due to the first friction part 22 can be repaired by the second friction part 23 and the third friction part 24. Since the size of the third abrasive grains 242 is smaller than the size of the second abrasive grains 232, the size of the unevenness of the repair surface can be further reduced, and the repair surface can be made smoother. Moreover, even when the brake member 132 is used multiple times, it is possible to suppress a decrease in the braking force generated when the brake member 132 contacts the brake surface 91 by the self-generation effect of each of the first friction part 22, the second friction part 23, and the third friction part 24. In addition, it is also possible to suppress a decrease in the function of repairing the unevenness generated on the brake surface 91 due to the first friction part 22 by the self-generation effect of each of the second friction part 23 and the third friction part 24.

[0121] In addition, in Embodiment 5, a step 212 and a step 213 are formed on the opposing surface 211 of the brake member main body 21. However, as long as the first friction part 22, the second friction part 23, and the third friction part 24 can each contact the brake surface 91, the opposing surface 211 may not have the step 212, and the opposing surface 211 may not have the step 213.

[0122] In addition, in Embodiment 5, the transverse groove 25 in Embodiment 2 may be formed at least at any one place between the first friction part 22, the second friction part 23, and the third friction part 24. In this way, even when the first friction part 22, the second friction part 23, and the third friction part 24 slide on the brake surface 91, the foreign matter 30 can be discharged to the transverse groove 25. Thus, it is possible to further suppress a decrease in the functions of the first friction part 22, the second friction part 23, and the third friction part 24 respectively.

[0123] In addition, in Embodiment 5, the longitudinal grooves 26 in Embodiment 3 may be formed in at least any one of the first friction portion 22, the second friction portion 23, and the third friction portion 24. In this case, the transverse grooves 25 in Embodiment 2 may be formed in at least any one of the spaces between the first friction portion 22, the second friction portion 23, and the third friction portion 24.

[0124] In addition, in Embodiment 5, the longitudinal grooves 26 and the transverse grooves 27 in Embodiment 4 may be formed in at least any one of the first friction portion 22, the second friction portion 23, and the third friction portion 24. In this case, the transverse grooves 25 in Embodiment 2 may be formed in at least any one of the spaces between the first friction portion 22, the second friction portion 23, and the third friction portion 24.

[0125] In addition, in Embodiments 1 to 4, the number of friction portions of the brake member 132 is two, and in Embodiment 5, the number of friction portions of the brake member 132 is three. However, the number of friction portions is not limited to this, and the number of friction portions of the brake member 132 may also be four or more. The greater the number of friction portions of the brake member 132, the greater the number of friction portions that can repair the unevenness generated on the brake surface 91, and the unevenness generated on the brake surface 91 can be repaired more reliably.

[0126] Therefore, it is sufficient that the number of friction portions of the brake member 132 is plural. In this case, the plural friction portions are arranged in the vertical direction and provided on the opposed surface 211. In this case, each friction portion has a binder fixed to the opposed surface 211 and a plurality of abrasive grains held by the binder. In this case, among two friction portions adjacent to each other in the vertical direction, the size of the abrasive grains of the friction portion located on the upper side is smaller than the size of the abrasive grains of the friction portion located on the lower side. That is, among the plural friction portions arranged in the vertical direction, the more upper the friction portion is, the smaller the size of the abrasive grains of the friction portion is. In this way, even when the brake member 132 is used multiple times, it is possible to suppress a decrease in the braking force generated by the contact between the brake member 132 and the brake surface 91 through the self-generation action of each friction portion. In addition, it is also possible to suppress a decrease in the function of repairing the unevenness generated on the brake surface 91 through the self-generation action of the friction portion.

[0127] In addition, when the number of friction portions of the brake member 132 is plural, the transverse grooves 25 in Embodiment 2 may be formed in at least any one of the spaces between the plural friction portions.

[0128] In addition, when the number of friction portions of the brake member 132 is plural, at least one of the longitudinal grooves 26 and the transverse grooves 27 in the fourth embodiment may be formed in at least one of the plural friction portions. In this case, at least one of the plural friction portions is divided into plural friction unit portions capable of contacting the brake surface 91, and at least one of the longitudinal grooves 26 and the transverse grooves 27 is formed between the plural friction unit portions.

[0129] 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 may be provided in the counterweight 8 as the lifting body. In this case, the counterweight 8 is braked by bringing the brake member 132 into contact with the counterweight guide rail 10.

[0130] As described above, the structure shown in the above embodiment 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.

Claims

1. A brake member for an elevator, comprising: a brake member body having an opposing surface formed thereon to oppose a brake surface formed on a guide rail along a vertical direction, the guide rail guiding movement of the lifting body; and A plurality of friction parts are arranged on the opposing surface and arranged in the vertical direction, Each of the friction parts has: a binder fixed to the facing surface; and a plurality of abrasive grains held by the binder. In the two friction parts adjacent to each other in the vertical direction, the size of the abrasive grains of the friction part located on the upper side is smaller than the size of the abrasive grains of the friction part located on the lower side, The lifting body is braked by the plurality of friction parts contacting the braking surface.

2. The brake member of an elevator according to claim 1, wherein: A groove is formed along the facing surface at at least any one of the plurality of friction portions.

3. The brake member of an elevator according to claim 1 or 2, wherein: At least one of the plurality of friction portions has a groove formed along the facing surface.

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