Damper of elevator

Abstract

To provide a damper of an elevator which can inhibit deterioration of a function for repairing irregularities occurring on its brake surface while inhibiting reduction of brake force occurring due to contact with a brake surface of a guide rail.SOLUTION: In a damper 132 of an elevator, a damper body 21 is provided with a facing surface 211 which faces a brake surface 91 of a car guide rail 9. A first friction part 22 and a second friction part 23 are provided on the facing surface 211 and lined up in a vertical direction. In the first friction part 22, a plurality of first abrasive grains 222 are retained by a first binder 221. In the second friction part 23, a plurality of second abrasive grains 232 are retained by a second binder 231. A size of the second abrasive grain 232 in the second friction part 23, which is located at the upper side, of the first friction part 22 and the second friction part 23 is smaller than a size of the first abrasive grain 222 in the first friction part 22 located at the lower side.SELECTED DRAWING: Figure 4

Description

Technical Field

[0001] The present disclosure relates to a brake of an elevator that brakes an elevator car by contacting a guide rail.

Background Art

[0002] Patent Document 1 discloses a brake of an elevator that 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 rough by sliding on the guide rail. The second sliding member makes the sliding surface smooth by sliding on the guide rail. At least a part of the first sliding member is located in front of the second sliding member in the traveling direction of the car. Therefore, when the brake contacts the sliding surface of the guide rail during the movement of the car, the sliding surface becomes rough by the first sliding member, and the sliding surface becomes smooth and is restored when the second sliding member slides on the rough sliding surface. Thus, in the elevator disclosed in Patent Document 1, the braking force for braking the car can be effectively increased without significantly roughening the sliding surface of the guide rail.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In the elevator disclosed in Patent Document 1, when the same brake 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. Also, even when the second sliding member slides on the rough sliding surface, it becomes difficult to restore the sliding surface.

[0005] The present disclosure solves the above problems, and an object thereof is to provide an elevator brake capable of suppressing a decrease in the braking force generated by contact with the braking surface of a guide rail and suppressing a decrease in the function of repairing unevenness generated on the braking surface.

Means for Solving the Problems

[0006] The elevator brake according to the present disclosure includes a brake main body having a facing surface facing a braking surface formed along the vertical direction on a guide rail that guides the movement of an elevator car, and a plurality of friction portions provided on the facing surface and arranged in the vertical direction. Each friction portion has an adhesive fixed to the facing surface and a plurality of abrasive grains held by the adhesive. Among two friction portions adjacent to each other in the vertical direction, the size of the abrasive grains in the upper friction portion is smaller than the size of the abrasive grains in the lower friction portion. When the plurality of friction portions come into contact with the braking surface, the elevator car is braked.

Effects of the Invention

[0007] According to the elevator brake 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 suppress a decrease in the function of repairing unevenness generated on the braking surface.

Brief Description of the Drawings

[0008]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Figure 10

Figure 11

Figure 12

Figure 13

Figure 14

Embodiments for Carrying Out the Invention

[0009] Embodiments for carrying out the subject matter of the present disclosure will be described with reference to the accompanying drawings. In each figure, the same or corresponding parts are denoted by the same reference numerals, and overlapping descriptions will be appropriately simplified or omitted. Note that the subject matter 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 component of the embodiment or omission of any component of the embodiment is possible.

[0010] Embodiment 1. FIG. 1 is a configuration diagram showing an elevator according to Embodiment 1. In the figure, a machine room 2 is provided above the hoistway 1. In the machine room 2, a hoisting machine 3, a deflector car 4, and a control device 5 are provided.

[0011] The hoisting machine 3 has a hoisting machine main body 31 and a driving sheave 32. The driving sheave 32 is provided on the hoisting machine main body 31. The hoisting machine main body 31 has a motor and a brake. The motor of the hoisting machine main body 31 rotates the driving sheave 32. The brake of the hoisting machine main body 31 brakes the rotation of the driving sheave 32.

[0012] A suspension body 6 is wound around the driving sheave 32 and the deflecting car 4. As the suspension body 6, a plurality of ropes or a plurality of belts are used. One end of the suspension body 6 is connected to a cage 7 as a lifting body. The other end of the suspension body 6 is connected to a counterweight 8 as a lifting body. The cage 7 and the counterweight 8 are suspended in the hoistway 1 by the suspension body 6.

[0013] The cage 7 and the counterweight 8 move up and down in the hoistway 1 in the vertical direction, that is, the vertical direction, in response to the rotation of the driving sheave 32. The control device 5 moves the cage 7 and the counterweight 8 in the vertical direction by controlling the hoisting machine 3.

[0014] In the hoistway 1, a pair of cage guide rails 9 and a pair of counterweight guide rails 10 are installed as a plurality of guide rails. In FIG. 1, for simplicity, only one of the pair of cage guide rails 9 and only one of the pair of counterweight guide rails 10 are shown. Each cage guide rail 9 and each counterweight guide rail 10 are arranged along the vertical direction. The pair of cage guide rails 9 guides the movement of the cage 7 in the vertical direction. The pair of counterweight guide rails 10 guides the movement of the counterweight 8 in the vertical direction. Each cage guide rail 9 and each counterweight guide rail 10 are made of, for example, steel. At the bottom of the hoistway 1, a cage buffer 11 and a counterweight buffer 12 are installed.

[0015] At the lower part of the cage 7, a pair of emergency stop devices 13 are provided corresponding to a pair of cage guide rails 9. Note that in FIG. 1, only one of the pair of emergency stop devices 13 is shown. One of the emergency stop devices 13 is provided with an operating lever 14. The pair of emergency stop devices 13 are interlocked with each other via an interlocking mechanism (not shown). When the operating lever 14 is operated, one of the emergency stop devices 13 and the other emergency stop device 13 are interlocked, and each emergency stop device 13 operates. That is, the pair of emergency stop devices 13 operate when the operating lever 14 is operated. When each emergency stop device 13 operates, each emergency stop device 13 grips the pair of cage guide rails 9 to bring the cage 7 to an emergency stop.

[0016] In the machine room 2, a speed governor 15 is provided. 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.

[0017] At the lower part inside the hoistway 1, a deflector sheave 17 is arranged. The speed governor rope 16 is wound around the deflector sheave 17. Both ends of the speed governor rope 16 are connected to the operating lever 14. Thereby, the speed governor rope 16 is annularly stretched between the speed governor sheave 152 and the deflector sheave 17. When the cage 7 moves, the speed governor rope 16 moves according to the movement of the cage 7, and the speed governor sheave 152 rotates at a rotational speed corresponding to the moving speed of the cage 7.

[0018] For example, when the descending speed of the cage 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 lever 14 is operated by the speed governor rope 16. Thereby, each emergency stop device 13 operates, and the cage 7 makes an emergency stop.

[0019] FIG. 2 is a configuration diagram showing the cage 7 of FIG. 1. A pair of braking surfaces 91 are formed along the vertical direction on the cage guide rail 9. The pair of braking surfaces 91 are formed on the cage guide rail 9 facing opposite to each other.

[0020] Each emergency stop device 13 has a frame body 131, a pair of brake pads 132, and a pair of pressing mechanisms 133. The frame body 131 is fixed to the lower part of the cage 7. The pair of brake pads 132 and the pair of pressing mechanisms 133 are supported by the frame body 131.

[0021] The pair of brake pads 132 individually correspond to the pair of braking surfaces 91. In a state where the emergency stop device 13 is not operating, each brake pad 132 faces the corresponding braking surface 91 with a gap therebetween.

[0022] The pair of pressing mechanisms 133 individually correspond to the pair of brake pads 132. When the emergency stop device 13 operates, each pressing mechanism 133 brings the corresponding brake pad 132 into contact with and presses it against the braking surface 91 of the cage guide rail 9. Thereby, the cage guide rail 9 is gripped between the pair of brake pads 132. The emergency stop device 13 generates a braking force for braking the cage 7 by gripping the cage guide rail 9 between the pair of brake pads 132.

[0023] Each pressing mechanism 133 has a pressing member 134 and a pressing spring 135. The pressing member 134 has an inclined portion 134a for guiding the corresponding brake pad 132. The distance between the cage guide rail 9 and the inclined portion 134a continuously decreases from the lower end portion to the upper end portion of the inclined portion 134a.

[0024] In each pressing mechanism 133, the pressing spring 135 is provided between the frame body 131 and the pressing member 134. The pressing spring 135 generates an elastic restoring force that presses the corresponding brake pad 132 against the braking surface 91 of the cage guide rail 9 via the pressing member 134 when the emergency stop device 13 operates.

[0025] When the lowering speed of the cage 7 reaches a very high speed and the operating lever 14 is operated, the brake 132 is pulled up with respect to the pressing member 134. At this time, after the brake 132 comes into contact with the braking surface 91 of the cage guide rail 9 by the guidance of the inclined portion 134a, it moves upward while expanding between the cage guide rail 9 and the pressing member 134. As a result, the pressing spring 135 is compressed, and the brake 132 is pressed against the braking surface 91 of the cage guide rail 9 by the elastic restoring force of the pressing spring 135. When the brake 132 is pressed against the braking surface 91, a frictional force is generated between the brake 132 and the braking surface 91 as a braking force for braking the cage 7, and the cage 7 is brought to an emergency stop.

[0026] A plurality of guide devices 18 are provided on the cage 7. In the present embodiment, two guide devices 18 are provided at each of the upper and lower portions of the cage 7. Note that in FIG. 2, only one of the two guide devices 18 provided at the upper portion of the cage 7 and only one of the two guide devices 18 provided at the lower portion of the cage 7 are shown.

[0027] At the upper portion of the cage 7, one guide device 18 corresponds to one cage guide rail 9, and the other guide device 18 corresponds to the other cage guide rail 9. Similarly, at the lower portion of the cage 7, one guide device 18 corresponds to one cage guide rail 9, and the other guide device 18 corresponds to the other cage guide rail 9.

[0028] Each guide device 18 has a plurality of guide rollers 181. Each guide device 18 is guided by the corresponding cage guide rail 9 while bringing the guide roller 181 into contact with the braking surface 91 of the corresponding cage guide rail 9. Thereby, the cage 7 is guided in the vertical direction by the pair of cage guide rails 9 via each guide device 18. Each braking surface 91 in each of the pair of cage guide rails 9 functions as a guiding surface for guiding the vertical movement of the cage 7 during normal operation. Note that each guide device 18 may be a guide shoe that is guided by the cage guide rail 9 while sliding on the braking surface 91.

[0029] FIG. 3 is a front view showing the brake 132 of FIG. 2. FIG. 4 is a cross-sectional view taken along line IV-IV of FIG. 3. The brake 132 has a brake body 21, a first friction portion 22, and a second friction portion 23.

[0030] An opposing surface 211 that faces the braking surface 91 of the cage guide rail 9 is formed on the brake body 21.

[0031] 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 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.

[0032] The first friction portion 22 and the second friction portion 23 are arranged side by side in the vertical direction along the opposing surface 211. As a result, the first friction portion 22 and the second friction portion 23 are arranged adjacent to each other in the vertical direction. The second friction portion 23 is located above the first friction portion 22. Thus, in the brake 132, in the traveling direction A of the brake 132 when the cage 7 descends, the first friction portion 22 is located in front of the second friction portion 23. In the present embodiment, the first friction portion 22 and the second friction portion 23 are provided continuously in the vertical direction without a gap on the opposing surface 211.

[0033] In the present embodiment, as shown in FIG. 4, 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. As a result, the portion of the opposing surface 211 where the second friction portion 23 is provided is located closer to the braking surface 91 than the portion of the opposing surface 211 where the first friction portion 22 is provided. 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 a state where the brake 132 is in contact with the braking surface 91, each of the first friction portion 22 and the second friction portion 23 is in contact with the braking surface 91.

[0034] 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.

[0035] 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. Thereby, 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.

[0036] In the first friction portion 22, among the plurality of first abrasive grains 222, at least some of the first abrasive grains 222 are exposed from the first binder 221. In the first friction portion 22, unevenness with different heights is generated by the first abrasive grains 222 exposed from the first binder 221. Thereby, in a state where the first friction portion 22 is in contact with the braking surface 91, among the first abrasive grains 222 exposed from the first binder 221, some of the first abrasive grains 222 come into contact with the braking surface 91.

[0037] The second friction portion 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.

[0038] 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. Thereby, 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.

[0039] In the second friction portion 23, among the plurality of second abrasive grains 232, at least some of the second abrasive grains 232 are exposed from the second binder 231. In the second friction portion 23, unevenness with different heights is generated by the second abrasive grains 232 exposed from the second binder 231. Accordingly, in a state where the second friction portion 23 is in contact with the braking surface 91, some of the second abrasive grains 232 exposed from the second binder 231 come into contact with the braking surface 91.

[0040] 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 the material 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.

[0041] The material of each of the first abrasive grains 222 and the second abrasive grains 232 is a material having a higher hardness than the material of the cage guide rail 9. As materials for the first abrasive grains 222 and the second abrasive grains 232 respectively, alumina abrasives, silicon carbide abrasives, diamond, CBN (Cubic Boron Nitride), etc. are used. In the present embodiment, the same material as the material of the first abrasive grains 222 is used as the material of the second abrasive grains 232.

[0042] Among the first friction portion 22 and the second friction portion 23, the size of the second abrasive grains 232 in the second friction portion 23 located on the upper side is smaller than the size of the first abrasive grains 222 in the first friction portion 22 located on the lower side. That is, in the traveling direction A of the brake 132 when the cage 7 descends, the size of the first abrasive grains 222 in the first friction portion 22 located on the front side is larger than the size of the second abrasive grains 232 in the second friction portion 23 located on the rear side.

[0043] Next, the operation when the brake 132 is pressed against the braking surface 91 of the car guide rail 9 during the descent of the car 7 will be described. When the brake 132 is pressed against the braking surface 91 during the descent of the car 7, each of the first friction portion 22 and the second friction portion 23 is pressed against the braking surface 91. As a result, the first abrasive grains 222 and the second abrasive grains 232 bite into the braking surface 91, and a frictional force is generated between the brake 132 and the braking surface 91 as a braking force for braking the car 7.

[0044] After that, with a frictional force generated between the brake 132 and the braking surface 91, the first friction portion 22 and the second friction portion 23 slide downward on the braking surface 91 as the car 7 descends. As a result, the car 7 is brought to an emergency stop. At this time, the frictional force between the brake 132 and the braking surface 91 is ensured by the scooping action of each of the first friction portion 22 and the second friction portion 23 on the braking surface 91. Therefore, when each of the first friction portion 22 and the second friction portion 23 comes into contact with the braking surface 91, the car 7 is braked.

[0045] For example, in the supervision inspection conducted after the elevator installation 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 132 into contact with the braking surface 91 of the car guide rail 9. Therefore, when the operation of the emergency stop device 13 is confirmed during the supervision inspection, the braking surface 91 that functions as a guiding surface for guiding the car 7 may be damaged, and the riding comfort of the car 7 may be reduced.

[0046] FIG. 5 is a perspective view showing the state of the braking surface 91 when the first friction portion 22 in FIG. 4 slides on the braking surface 91. FIG. 6 is an enlarged view showing the rough surface 92 in FIG. 5. When the first friction portion 22 slides downward on the braking surface 91, the plurality of first abrasive grains 222 move while scraping the braking surface 91. As a result, a rough surface 92 having a plurality of irregularities is formed on the braking surface 91 as the sliding locus of the first friction portion 22. Therefore, the size of the irregularities on the rough surface 92 is the size corresponding to the size of the first abrasive grains 222.

[0047] When the first friction portion 22 and the second friction portion 23 slide downward on the braking surface 91, since the second friction portion 23 is located above the first friction portion 22, the second friction portion 23 slides on the place where the first friction portion 22 has slid on the braking surface 91. Thereby, the second friction portion 23 slides on the rough surface 92 which is the sliding locus of the first friction portion 22.

[0048] FIG. 7 is a perspective view showing the state of the braking surface 91 when the second friction portion 23 in FIG. 4 slides on the rough surface 92. FIG. 8 is an enlarged view showing the repaired surface 93 in FIG. 7. When the second friction portion 23 slides downward on the rough surface 92, the plurality of second abrasive grains 232 move while shaving a part of the unevenness on the rough surface 92. The size of the unevenness on the rough surface 92 is a size corresponding to the size of the first abrasive grains 222. Therefore, the plurality of second abrasive grains 232 smaller than the size of the first abrasive grains 222 shave a part of the unevenness on the rough surface 92, so that the unevenness on the rough surface 92 becomes smaller. Thereby, the rough surface 92 is repaired by the sliding of the second friction portion 23 and becomes a repaired surface 93. The size of the unevenness on the repaired surface 93 is smaller than the size of the unevenness on the rough surface 92.

[0049] In this way, the brake 132 slides on the braking surface 91 while the second friction portion 23 repairs the rough surface 92 roughened from the braking surface 91 by the first friction portion 22. Therefore, after the brake 132 slides on the braking surface 91 of the car guide rail 9, a repaired surface 93 having a roughness smaller than that of the rough surface 92 is formed on the braking surface 91. Thereby, even when the guide roller 181 passes through the repaired surface 93 during the movement of the car 7 after the emergency stop device 13 returns, an increase in vibration generated in the car 7 is suppressed. Thereby, it becomes difficult for the riding comfort of the car 7 to deteriorate.

[0050] On the other hand, according to the EN standard (European Norm / European Standard) in Europe, the GB standard (Guo jia Biao zhun) in China, etc., it is required to ensure the braking force for braking the car 7 even when the same brake is continuously used three times in the type test.

[0051] In the present embodiment, when the first friction portion 22 and the second friction portion 23 slide on the braking surface 91 a plurality of times, among the plurality of first abrasive grains 222 in the first friction portion 22, the first abrasive grains 222 that come into contact with the braking surface 91 are worn or fall off. Also, in the second friction portion 23, among the plurality of second abrasive grains 232, the second abrasive grains 232 that come into contact with the braking surface 91 are worn or fall off.

[0052] FIG. 9 is a cross-sectional view showing the brake rotor 132 in which some of the first abrasive grains 222 in FIG. 4 have fallen off from the first binder 221 and some of the second abrasive grains 232 have fallen off from the second binder 231. In FIG. 9, the state before the first abrasive grains 222 that have fallen off from the first binder 221 and the state before the second abrasive grains 232 that have fallen off from the second binder 231 are shown by broken lines.

[0053] In the first friction portion 22, when some of the first abrasive grains 222 fall off or are worn from the first binder 221, among the plurality of first abrasive grains 222, new first abrasive grains 222 that have been held without coming into contact with the braking surface 91 come into contact with the braking surface 91. As a result, in the first friction portion 22, a decrease in the function of the first abrasive grains 222 biting into the braking surface 91 is suppressed, and a decrease in the digging-up action of the first friction portion 22 on the braking surface 91 is suppressed. That is, in the first friction portion 22, a decrease in the function of the first friction portion 22 is suppressed by the self-generation action of the first abrasive grains 222. Therefore, a decrease in the frictional force between the first friction portion 22 and the braking surface 91 is suppressed.

[0054] Also, in the second friction portion 23, when some of the second abrasive grains 232 fall off or are worn from the second binder 231, among the plurality of second abrasive grains 232, new second abrasive grains 232 that have been held without coming into contact with the braking surface 91 come into contact with the braking surface 91. As a result, in the second friction portion 23, a decrease in the function of the second abrasive grains 232 for shaving the rough surface 92 and repairing the rough surface 92 is suppressed by the self-generation action of the second abrasive grains 232. That is, in the second friction portion 23, a decrease in the function of repairing the unevenness generated on the braking surface 91 by the first friction portion 22 is suppressed by the self-generation action of the second abrasive grains 232.

[0055] Furthermore, in the second friction portion 23, the reduction of the digging-up action of the second friction portion 23 on the rough surface 92 is also suppressed, and the reduction of the frictional force between the second friction portion 23 and the rough surface 92 is also suppressed. Therefore, the reduction of the frictional force between each of the first friction portion 22 and the second friction portion 23 and the braking surface 91 is suppressed by the self-generating action of each of the first abrasive grains 222 and the second abrasive grains 232, and the reduction of the braking force generated when the rotor 132 contacts the braking surface 91 is suppressed.

[0056] In such an elevator rotor 132, among the first friction portion 22 and the second friction portion 23, the size of the second abrasive grains 232 in the second friction portion 23 located on the upper side is smaller than the size of the first abrasive grains 222 in 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. For this reason, when each of the first friction portion 22 and the second friction portion 23 contacts the braking surface 91, a braking force for braking the car 7 can be generated by the digging-up action of each of the first abrasive grains 222 and the second abrasive grains 232 on the braking surface 91. Further, 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 braking surface 91 by the first friction portion 22 can be repaired by the second friction portion 23. Furthermore, even when the rotor 132 is used a plurality of times, the reduction of the braking force generated when the rotor 132 contacts the braking surface 91 can be suppressed by the self-generating action in each of the first friction portion 22 and the second friction portion 23. Also, the reduction of the function of repairing the unevenness generated on the braking surface 91 by the first friction portion 22 can be suppressed by the self-generating action in the second friction portion 23.

[0057] In the first embodiment, the step 212 is formed on the facing surface 211 of the rotor body 21. However, if each of the first friction portion 22 and the second friction portion 23 can contact the braking surface 91, the step 212 may not be provided on the facing surface 211.

[0058] Embodiment 2. FIG. 10 is a front view showing a brake of an elevator according to Embodiment 2. The first friction portion 22 and the second friction portion 23 are provided on the opposing surface 211 with a space therebetween. As a result, a lateral groove 25 is formed along the opposing surface 211 between the first friction portion 22 and the second friction portion 23.

[0059] Here, on the opposing surface 211, the direction along the vertical direction is defined as the longitudinal direction of the opposing surface 211, and the direction intersecting the vertical direction is defined as the lateral direction of the opposing surface 211. In this case, the lateral groove 25 is a groove along the lateral direction of the opposing surface 211. The bottom surface of the lateral groove 25 is formed by the opposing surface 211. The inside of the lateral groove 25 is a space.

[0060] When the first friction portion 22 and the second friction portion 23 slide on the braking surface 91, the car guide rail 9 is worn and chips are generated as foreign matter 30. In addition, oil, dust, etc. deposited on the braking surface 91 may 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 lateral groove 25. Other configurations and operations are the same as those in Embodiment 1.

[0061] In such an elevator brake 132, a lateral groove 25 is formed along the opposing surface 211 between the first friction portion 22 and the second friction portion 23. Therefore, it is possible to easily discharge the foreign matter 30 generated when the first friction portion 22 and the second friction portion 23 slide on the braking surface 91 into the lateral groove 25. Thereby, it is possible to further suppress a decrease in the respective functions of the first friction portion 22 and the second friction portion 23. Therefore, even when the brake 132 is used a plurality of times, while suppressing a decrease in the braking force generated when the brake 132 contacts the braking surface 91, it is possible to suppress a decrease in the function of repairing the unevenness generated on the braking surface 91 by the first friction portion 22.

[0062] Embodiment 3. FIG. 11 is a front view showing a brake 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 side by side with a space therebetween in the lateral direction of the opposing surface 211. As a result, a longitudinal groove 26 is formed along the opposing surface 211 between the two friction unit portions 223.

[0063] 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 side by side with a space therebetween in the lateral direction of the opposing surface 211. As a result, a longitudinal groove 26 is formed along the opposing surface 211 between the two friction unit portions 233.

[0064] That is, longitudinal grooves 26 are formed along the opposing surface 211 in each of the first friction portion 22 and the second friction portion 23. 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. The inside of the longitudinal groove 26 is a space.

[0065] 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 Embodiment 2. 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 lateral groove 25 and the longitudinal groove 26. Other configurations and operations are the same as those in Embodiment 2.

[0066] In such an elevator brake 132, vertical grooves 26 are formed in each of the first friction portion 22 and the second friction portion 23. Therefore, when the first friction portion 22 and the second friction portion 23 slide on the brake surface 91, it is possible to easily discharge the foreign matter 30 generated not only to the lateral grooves 25 but also to the vertical grooves 26. Thereby, even when the brake 132 is used a plurality of times, while further suppressing a decrease in the braking force generated when the brake 132 contacts the brake surface 91, it is possible to further suppress a decrease in the function of repairing the unevenness generated on the brake surface 91 by the first friction portion 22.

[0067] Note that, in the third embodiment, vertical grooves 26 are formed in each of the first friction portion 22 and the second friction portion 23. However, the vertical grooves 26 may be formed only in the first friction portion 22, or may be formed only in the second friction portion 23. That is, the vertical grooves 26 can be formed in at least one of the first friction portion 22 and the second friction portion 23.

[0068] Embodiment 4. FIG. 12 is a front view showing a brake of an elevator according to Embodiment 4. The first friction portion 22 is divided into a plurality of friction unit portions 223 that can contact the brake 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 both the vertical direction and the horizontal direction of the opposing surface 211. Thereby, vertical grooves 26 and lateral grooves 27 are formed along the opposing surface 211 between the four friction unit portions 223.

[0069] The second friction portion 23 is divided into a plurality of friction unit portions 233 that can contact the brake 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 both the vertical direction and the horizontal direction of the opposing surface 211. Thereby, vertical grooves 26 and lateral grooves 27 are formed along the opposing surface 211 between the four friction unit portions 233.

[0070] That is, vertical grooves 26 and horizontal grooves 27 are formed along the opposing surface 211 on each of the first friction portion 22 and the second friction portion 23. Each vertical groove 26 is a groove along the vertical direction of the opposing surface 211. Each horizontal groove 27 is a groove along the horizontal direction of the opposing surface 211. The bottom surfaces of the vertical grooves 26 and the horizontal grooves 27 are formed by the opposing surface 211. The inside of the vertical grooves 26 and the inside of the horizontal grooves 27 are spaces.

[0071] 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 Embodiment 3. 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 horizontal groove 25, the vertical groove 26, and the horizontal groove 27. Other configurations and operations are the same as those in Embodiment 3.

[0072] In such an elevator brake 132, the vertical grooves 26 and the horizontal grooves 27 are formed along the opposing surface 211 on each of the first friction portion 22 and the second friction portion 23. Therefore, when the first friction portion 22 and the second friction portion 23 slide on the braking surface 91, the foreign matter 30 generated can be easily discharged into each of the horizontal groove 25, the vertical groove 26, and the horizontal groove 27. As a result, even when the brake 132 is used multiple times, while further suppressing a decrease in the braking force generated when the brake 132 contacts the braking surface 91, it is possible to further suppress a decrease in the function of repairing the unevenness generated on the braking surface 91 by the first friction portion 22.

[0073] In addition, in Embodiments 3 and 4, the number of vertical grooves 26 formed in the first friction portion 22 is one. However, the number of vertical grooves 26 formed in the first friction portion 22 may be plural. In this case, in the first friction portion 22, vertical grooves 26 are respectively formed between three or more friction unit portions 223 arranged at intervals in the horizontal direction of the opposing surface 211.

[0074] In Embodiments 3 and 4, the number of vertical grooves 26 formed in the second friction portion 23 is one. However, the number of vertical grooves 26 formed in the second friction portion 23 may be plural. In this case, in the second friction portion 23, vertical grooves 26 are respectively formed between three or more friction unit portions 233 arranged at intervals in the lateral direction of the facing surface 211.

[0075] In Embodiment 4, the number of horizontal grooves 27 formed in the first friction portion 22 is one. However, the number of horizontal grooves 27 formed in the first friction portion 22 may be plural. In this case, in the first friction portion 22, horizontal grooves 27 are respectively formed between three or more friction unit portions 223 arranged at intervals in the longitudinal direction of the facing surface 211.

[0076] In Embodiment 4, the number of horizontal grooves 27 formed in the second friction portion 23 is one. However, the number of horizontal grooves 27 formed in the second friction portion 23 may be plural. In this case, in the second friction portion 23, horizontal grooves 27 are respectively formed between three or more friction unit portions 233 arranged at intervals in the longitudinal direction of the facing surface 211.

[0077] In Embodiment 4, the vertical grooves 26 and the horizontal grooves 27 are formed in the first friction portion 22 and the second friction portion 23, respectively. However, in at least either the first friction portion 22 or the second friction portion 23, the vertical grooves 26 may not be provided.

[0078] Embodiment 5. FIG. 13 is a front view showing a brake of an elevator according to Embodiment 5. FIG. 14 is a cross-sectional view taken along line XIV-XIV of FIG. 13. The brake 132 has a brake body 21, a first friction portion 22, a second friction portion 23, and a third friction portion 24.

[0079] 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 facing surface 211 of the brake body 21. In the present embodiment, the number of friction portions provided on the facing surface 211 is three, namely the first friction portion 22, the second friction portion 23, and the third friction portion 24.

[0080] The first friction part 22, the second friction part 23, and the third friction part 24 are arranged side by side along the opposing surface 211 in the vertical direction. As a result, the first friction part 22 and the second friction part 23 are arranged adjacent to each other in the vertical direction, and the second friction part 23 and the third friction part 24 are arranged adjacent to each other in the vertical direction.

[0081] The second friction part 23 is located above the first friction part 22, and the third friction part 24 is located above the second friction part 23. As a result, in the rotor 132, in the traveling direction A of the rotor 132 when the cage 7 descends, the second friction part 23 is located in front of the third friction part 24, and the first friction part 22 is located in front of the second friction part 23. In the present embodiment, the first friction part 22, the second friction part 23, and the third friction part 24 are provided continuously in the vertical direction without a gap on the opposing surface 211.

[0082] In the present embodiment, as shown in FIG. 14, a step 212 and a step 213 are formed on the opposing surface 211. The position of the step 212 coincides with the position of the boundary between the first friction part 22 and the second friction part 23. The position of the step 213 coincides with the position of the boundary between the second friction part 23 and the third friction part 24. As a result, the portion of the opposing surface 211 where the second friction part 23 is provided is located closer to the braking surface 91 than the portion of the opposing surface 211 where the first friction part 22 is provided. The portion of the opposing surface 211 where the third friction part 24 is provided is located closer to the braking surface 91 than the portion of the opposing surface 211 where the second friction part 23 is provided.

[0083] On the other hand, the thickness of the second friction part 23 is thinner than the thickness of the first friction part 22, and the thickness of the third friction part 24 is thinner than the thickness of the second friction part 23. As a result, in a state where the rotor 132 is in contact with the braking surface 91, each of the first friction part 22, the second friction part 23, and the third friction part 24 is in contact with the braking surface 91.

[0084] The third friction part 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 opposing surface 211. The third binder 241 is fixed to the opposing surface 211.

[0085] 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. Thereby, the plurality of third abrasive grains 242 are fixed to the opposing surface 211 via the third binder 241. The plurality of third abrasive grains 242 are dispersed in the third binder 241.

[0086] In the third friction part 24, at least some of the plurality of third abrasive grains 242 are exposed from the third binder 241. In the third friction part 24, unevenness with different heights is generated by the third abrasive grains 242 exposed from the third binder 241. Thus, in a state where the third friction part 24 is in contact with the braking surface 91, some of the third abrasive grains 242 exposed from the third binder 241 come into contact with the braking surface 91. The configurations of the first friction part 22 and the second friction part 23 are the same as those in the first embodiment.

[0087] In the present embodiment, the same material as that of each of the first binder 221 and the second binder 231 is used as the material of the third binder 241. Also, in the present embodiment, the first binder 221, the second binder 231, and the third binder 241 are continuously connected.

[0088] The material of the third abrasive grains 242 is a material having a higher hardness than the material of the cage guide rail 9. In the present embodiment, the same material as that of each of the first abrasive grains 222 and the second abrasive grains 232 is used as the material of the third abrasive grains 242.

[0089] Of the second friction part 23 and the third friction part 24 that are adjacent to each other in the vertical direction, the size of the third abrasive grains 242 in the upper third friction part 24 is smaller than the size of the second abrasive grains 232 in the lower second friction part 23. That is, in the traveling direction A of the brake 132 when the cage 7 descends, the size of the second abrasive grains 232 in the second friction part 23 located on the front side is larger than the size of the third abrasive grains 242 in the third friction part 24 located on the rear side.

[0090] As a result, among the first friction part 22, the second friction part 23, and the third friction part 24, which are a plurality of friction parts arranged in the vertical direction, the higher the friction part is located, the smaller the size of the abrasive grains in the friction part. That is, among the first friction part 22, the second friction part 23, and the third friction part 24, the closer the friction part is to the front side in the traveling direction A of the brake 132 when the cage 7 descends, the larger the size of the abrasive grains in the friction part. Other configurations are the same as those in the first embodiment.

[0091] Next, the operation when the brake 132 is pressed against the braking surface 91 during the descent of the cage 7 will be described. When the brake 132 is pressed against the braking surface 91 during the descent of the cage 7, each of the first friction part 22, the second friction part 23, and the third friction part 24 is pressed against the braking surface 91. As a result, the first abrasive grains 222, the second abrasive grains 232, and the third abrasive grains 242 bite into the braking surface 91, and a frictional force is generated as a braking force that brakes the cage 7 between the brake 132 and the braking surface 91.

[0092] After this, in a state where a frictional force is generated between the brake 132 and the braking surface 91, as the cage 7 descends, the first friction part 22, the second friction part 23, and the third friction part 24 slide downward on the braking surface 91. As a result, the cage 7 is emergently stopped. At this time, the frictional force between the brake 132 and the braking surface 91 is ensured by the digging-up action of each of the first friction part 22, the second friction part 23, and the third friction part 24 on the braking surface 91. Therefore, when each of the first friction part 22, the second friction part 23, and the third friction part 24 comes into contact with the braking surface 91, the cage 7 is braked.

[0093] When the first friction portion 22, the second friction portion 23, and the third friction portion 24 slide downward on the braking surface 91, the unevenness of the rough surface 92 generated on the braking surface 91 by the first friction portion 22 is sequentially scraped off by the second friction portion 23 and the third friction portion 24, and the rough surface 92 is restored. Therefore, the rotor 132 slides on the braking surface 91 while sequentially restoring the rough surface 92 roughened from the braking surface 91 by the first friction portion 22 by the second friction portion 23 and the third friction portion 24.

[0094] Each of the first friction portion 22, the second friction portion 23, and the third friction portion 24 has a self-generating action of the first abrasive grains 222, the second abrasive grains 232, and the third abrasive grains 242, respectively. Thereby, even when the rotor 132 is used a plurality of times, a decrease in the frictional force between each of the first friction portion 22, the second friction portion 23, and the third friction portion 24 and the braking surface 91 is suppressed, and a decrease in the braking force generated when the rotor 132 contacts the braking surface 91 is suppressed. Further, a decrease in the function of the second friction portion 23 and the third friction portion 24 that repair the unevenness generated on the braking surface 91 by the first friction portion 22 is also suppressed by the self-generating action of the second abrasive grains 232 and the third abrasive grains 242, respectively.

[0095] In such an elevator brake 132, the number of friction portions provided on the opposing surface 211 is three, namely, the first friction portion 22, the second friction portion 23, and the third friction portion 24. Therefore, braking forces for braking the car 7 can be generated by the respective digging-up actions of the first abrasive grains 222, the second abrasive grains 232, and the third abrasive grains 242 on the braking surface 91. Further, the unevenness generated on the braking surface 91 by the first friction portion 22 can be repaired by the second friction portion 23 and the third friction portion 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 on the repair surface can be further reduced, and the repair surface can be made smoother. Furthermore, even when the brake 132 is used multiple times, a decrease in the braking force generated when the brake 132 contacts the braking surface 91 can be suppressed by the self-generating action in each of the first friction portion 22, the second friction portion 23, and the third friction portion 24. Also, a decrease in the function of repairing the unevenness generated on the braking surface 91 by the first friction portion 22 can be suppressed by the self-generating action in each of the second friction portion 23 and the third friction portion 24.

[0096] Note that in Embodiment 5, the step 212 and the step 213 are formed on the opposing surface 211 of the brake main body 21. However, if each of the first friction portion 22, the second friction portion 23, and the third friction portion 24 can contact the braking surface 91, the step 212 may not be provided on the opposing surface 211, or the step 213 may not be provided on the opposing surface 211.

[0097] Also, in Embodiment 5, the lateral groove 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. In this way, even when the first friction portion 22, the second friction portion 23, and the third friction portion 24 slide on the braking surface 91, foreign matter 30 can be discharged into the lateral groove 25. Thereby, a further decrease in the functions of the first friction portion 22, the second friction portion 23, and the third friction portion 24 can be suppressed.

[0098] Further, in Embodiment 5, vertical 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, horizontal 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, respectively.

[0099] Further, in Embodiment 5, vertical grooves 26 and horizontal 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. Also, in this case, horizontal 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, respectively.

[0100] Also, in Embodiments 1 to 4, the number of friction portions in the rotor 132 is two, and in Embodiment 5, the number of friction portions in the rotor 132 is three. However, the number of friction portions is not limited to this, and the number of friction portions in the rotor 132 may be four or more. The greater the number of friction portions in the rotor 132, the more the number of friction portions for repairing the unevenness generated on the braking surface 91 can be increased, and the unevenness generated on the braking surface 91 can be repaired more reliably.

[0101] Therefore, it is sufficient that the number of friction portions in the brake 132 is plural. In this case, the plurality of friction portions are provided on the opposing surface 211 side by side in the vertical direction. Also, in this case, each friction portion has an adhesive fixed to the opposing surface 211 and a plurality of abrasive grains held by the adhesive. Further, in this case, among the two friction portions adjacent to each other in the vertical direction, the size of the abrasive grains in the friction portion located on the upper side is made smaller than the size of the abrasive grains in the friction portion located on the lower side. That is, among the plurality of friction portions arranged in the vertical direction, the closer the friction portion is to the upper side, the smaller the size of the abrasive grains in the friction portion. In this way, even when the brake 132 is used multiple times, it is possible to suppress a decrease in the braking force generated when the brake 132 comes into contact with the braking surface 91 by the self-action in each friction portion. Also, it is possible to suppress a decrease in the function of repairing the unevenness generated on the braking surface 91 by the self-action in the friction portion.

[0102] Also, when the number of friction portions in the brake 132 is plural, the lateral groove 25 in the second embodiment may be formed in at least any one of the plurality of friction portions.

[0103] Also, when the number of friction portions in the brake 132 is plural, at least any one of the plurality of friction portions may be formed with at least any one of the vertical groove 26 and the lateral groove 27 in the fourth embodiment. In this case, at least any one of the plurality of friction portions is divided into a plurality of friction unit portions that can come into contact with the braking surface 91, and at least any one of the vertical groove 26 and the lateral groove 27 is formed between the plurality of friction unit portions.

[0104] Also, in each of the above embodiments, the emergency stop device 13 having the brake 132 is provided in the car 7. However, the emergency stop device 13 having the brake 132 may be provided in the counterweight 8 which is a lifting body. In this case, the counterweight 8 is braked when the brake 132 comes into contact with the counterweight guide rail 10.

[0105] The configurations shown in the above embodiments are examples of the content of the present disclosure. The embodiments can be combined with other known technologies. It is possible to omit or change a part of the configuration of the embodiments without departing from the gist of the present disclosure.

Explanation of Reference Numerals

[0106] 7 basket (elevating body), 8 counterweight (elevating body), 9 basket guide rail (guide rail), 10 counterweight guide rail (guide rail), 21 brake body, 22 first friction part (friction part), 23 second friction part (friction part), 24 third friction part (friction part), 25 horizontal groove (groove), 26 vertical groove (groove), 27 horizontal groove (groove), 91 braking 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).

Claims

1. A brake body having an opposing surface facing a braking surface formed along the vertical direction on a guide rail for guiding the movement of a lifting body, a plurality of friction portions provided on the opposing surface and arranged side by side in the vertical direction, and comprising: each of the friction portions has an adhesive fixed to the opposing surface and a plurality of abrasive grains held by the adhesive, among two friction portions adjacent to each other in the vertical direction, the size of the abrasive grains in the upper friction portion is smaller than the size of the abrasive grains in the lower friction portion, a brake of an elevator that brakes the lifting body when the plurality of friction portions come into contact with the braking surface.

2. The brake of the elevator according to claim 1, wherein at least one of the plurality of friction portions has a groove formed along the opposing surface.

3. The brake of the elevator according to claim 1 or claim 2, wherein at least one of the plurality of friction portions has a groove formed along the opposing surface.

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