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 first friction part 22 and a second friction part 23 are provided on a facing surface 211 of a brake body 21. The second friction part 23 is positioned above the first friction part 22. In the second friction part 23 serving as a grindstone part, a second projection formation part 231 provided with a plurality of second projections 232 is provided facing a brake surface 91. In the second friction part 23, a plurality of abrasive grains 234 are retained by a binder 233. In the second projection formation part 231, at least part of the abrasive grains 234 are exposed from the binder 233 as the plurality of second projections 232. The second projections 232 are smaller than first projections 222 in the first friction part 22.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 due to 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 that can suppress a decrease in the braking function for repairing irregularities generated on the braking surface while suppressing a decrease in the braking force generated by contact with the braking surface of the guide rail.

Means for Solving the Problems

[0006] The elevator brake according to the present disclosure includes a brake 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, a first friction portion provided on the facing surface, and a second friction portion provided on the facing surface and located above the first friction portion. The first friction portion is provided with a first protrusion forming portion in which a plurality of first protrusions are formed, facing the braking surface. The second friction portion has a grindstone portion, and the grindstone portion is provided with a second protrusion forming portion in which a plurality of second protrusions are formed, facing the braking surface. The grindstone portion has a binder fixed to the facing surface and a plurality of abrasive grains held by the binder. In the second protrusion forming portion, at least a part of the plurality of abrasive grains is exposed from the binder as a plurality of second protrusions. The second protrusions are smaller than the first protrusions, and the first protrusions and the second protrusions contact the braking surface to brake the elevator car.

Effects of the Invention

[0007] According to the elevator brake of the present disclosure, it is possible to suppress a decrease in the braking function for repairing irregularities generated on the braking surface while suppressing a decrease in the braking force generated by contact with the braking surface of the guide rail.

Brief Description of the Drawings

[0008]

Figure 1

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Figure 22

MODE FOR CARRYING OUT THE INVENTION

[0009] Embodiments for implementing 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 duplicate descriptions will be appropriately simplified or omitted as necessary. 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 embodiments or omission of any component of the embodiments 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 deflecting sheave 4, and a control device 5 are provided.

[0011] The hoisting machine 3 has a hoisting machine main body 31 and a drive sheave 32. The drive 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 drive sheave 32. The brake of the hoisting machine main body 31 brakes the rotation of the drive sheave 32.

[0012] A suspension body 6 is wound around the drive sheave 32 and the deflecting sheave 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 car 7 as a lifting body. The other end of the suspension body 6 is connected to a counterweight 8 as a lifting body. The car 7 and the counterweight 8 are suspended in the hoistway 1 by the suspension body 6.

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

[0014] Inside the hoistway 1, a pair of car 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 car guide rails 9 and only 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 guides the movement of the car 7 in the vertical direction. The pair of counterweight guide rails 10 guides the movement of the counterweight 8 in the vertical direction. Each car guide rail 9 and each counterweight guide rail 10 are made of, for example, steel. At the bottom inside the hoistway 1, a car buffer 11 and a counterweight buffer 12 are installed.

[0015] Below the car 7, a pair of emergency stop devices 13 are provided corresponding to the pair of car guide rails 9. 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 is actuated. That is, the pair of emergency stop devices 13 are actuated when the operating lever 14 is operated. When each emergency stop device 13 is actuated, each emergency stop device 13 grips the pair of car guide rails 9 to stop the car 7 emergently.

[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 governor rope 16 is wound around the deflector sheave 17. Both ends of the governor rope 16 are connected to the operating lever 14. Thereby, the governor rope 16 is annularly stretched between the governor sheave 152 and the deflector sheave 17. When the car 7 moves, the governor rope 16 moves according to the movement of the car 7, and the governor sheave 152 rotates at a rotational speed corresponding to the moving speed of the car 7.

[0018] For example, when the lowering speed of the car 7 exceeds the rated speed and reaches an excessive emergency speed due to the breakage of the suspension 6, 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 lever 14 is operated by the governor rope 16. Thereby, each emergency stop device 13 is actuated, and the car 7 makes an emergency stop.

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

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

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

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

[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, when the emergency stop device 13 operates, presses the corresponding brake shoe 132 against the braking surface 91 of the car guide rail 9 via the pressing member 134.

[0025] When the descending speed of the car 7 reaches the emergency speed and the operating lever 14 is operated, the brake shoe 132 is pulled up with respect to the pressing member 134. At this time, the brake shoe 132 contacts the braking surface 91 of the car guide rail 9 under the guidance of the inclined portion 134a, and then moves upward while expanding the space between the car guide rail 9 and the pressing member 134. Thereby, the pressing spring 135 is compressed, and the brake shoe 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 brake shoe 132 is pressed against the braking surface 91, a frictional force is generated between the brake shoe 132 and the braking surface 91 as a braking force for braking the car 7, and the car 7 is emergently stopped.

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

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

[0028] Each guide device 18 has a plurality of guide rollers 181. Each guide device 18 is guided by the corresponding car guide rail 9 while bringing the guide rollers 181 into contact with the braking surface 91 of the corresponding car guide rail 9. Thereby, the car 7 is guided in the vertical direction by the pair of car guide rails 9 via each guide device 18. Each braking surface 91 of each of the pair of car guide rails 9 functions as a guiding surface for guiding the vertical movement of the car 7 during normal operation. Note that each guide device 18 may be a guide shoe that is guided by the car 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 main body 21, a first friction portion 22, and a second friction portion 23.

[0030] The brake main body 21 is formed with an opposing surface 211 that faces the braking surface 91 of the car guide rail 9. In the present embodiment, the brake main body 21 is arranged with the opposing surface 211 parallel to the braking surface 91.

[0031] The first friction part 22 and the second friction part 23 are provided on the opposing surface 211 of the rotor main body 21. The first friction part 22 and the second friction part 23 are arranged side by side in the vertical direction along the opposing surface 211. The second friction part 23 is located above the first friction part 22. Accordingly, in the rotor 132, in the traveling direction A of the rotor 132 when the cage 7 descends, the first friction part 22 is located on the front side of the second friction part 23. In the present embodiment, the first friction part 22 and the second friction part 23 are provided on the opposing surface 211 continuously in the vertical direction without a gap. In a state where the rotor 132 is in contact with the braking surface 91, each of the first friction part 22 and the second friction part 23 is in contact with the braking surface 91.

[0032] A first protrusion forming part 221, in which a plurality of first protrusions 222 are formed, is provided on the first friction part 22 facing the braking surface 91. The first protrusion forming part 221 generates a frictional force with the braking surface 91 when it comes into contact with the braking surface 91.

[0033] 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 the present embodiment, a plurality of first protrusions 222 are arranged in the first protrusion forming part 221 in both the longitudinal direction and the lateral direction of the opposing surface 211.

[0034] FIG. 5 is an enlarged perspective view showing the first protrusions 222 in the first protrusion forming part 221 of FIG. 2. In the present embodiment, the shape of each first protrusion 222 is a quadrangular pyramid shape. The first friction part 22 is arranged with the top of each first protrusion 222 facing the braking surface 91. Therefore, when the first friction part 22 comes into contact with the braking surface 91, the tops of the first protrusions 222 in the first protrusion forming part 221 come into contact with the braking surface 91.

[0035] The material of the first friction portion 22 is a material with a higher hardness than that of the cage guide rail 9. As the material of the first friction portion 22, a ceramic material, an alloy material excellent in heat resistance and wear resistance, a composite material mainly composed of these, etc. are used. Examples of the ceramic material used as the material of the first friction portion 22 include ceramic materials such as alumina, zirconia, silicon nitride, aluminum nitride, carbon nitride, cermet, and sialon. Examples of the alloy material used as the material of the first friction portion 22 include alloy materials mainly composed of tungsten, titanium, etc. In addition, as long as it is a material with a higher hardness than that of the cage guide rail 9, a steel material such as tool steel may be used as the material of the first friction portion 22.

[0036] In the present embodiment, the entire material of the first friction portion 22 is the same material. As a result, each first protrusion 222 in the first protrusion forming portion 221 is harder than the cage guide rail 9.

[0037] As shown in FIG. 4, the second friction portion 23 is a single grindstone portion. A second protrusion forming portion 231 in which a plurality of second protrusions 232 are formed is provided toward the braking surface 91 in the second friction portion 23 as the grindstone portion. The second protrusion forming portion 231 generates a frictional force with the braking surface 91 by coming into contact with the braking surface 91.

[0038] The second friction portion 23 has a binder 233 and a plurality of abrasive grains 234. The binder 233 is fixed to the opposing surface 211. The material of the binder 233 is a material with a lower hardness than the materials of the first friction portion 22 and the abrasive grains 234, respectively. As the material of the binder 233, a material obtained by firing metal or ceramics, a resin material, a metal plating material, etc. are used.

[0039] The plurality of abrasive grains 234 are held by the binder 233. As a result, the plurality of abrasive grains 234 are fixed to the opposing surface 211 via the binder 233. The plurality of abrasive grains 234 are dispersed in the binder 233. The material of the abrasive grains 234 is a material harder than the material of the cage guide rail 9. As the material of the abrasive grains 234, alumina abrasive, silicon carbide abrasive, diamond, CBN (Cubic Boron Nitride), etc. are used.

[0040] In the second protrusion forming portion 231, at least a part of the plurality of abrasive grains 234 are exposed from the binder 233 as the plurality of second protrusions 232. The heights of the plurality of second protrusions 232 in the second protrusion forming portion 231 are different from each other. Therefore, when the second friction portion 23 contacts the braking surface 91, among the plurality of second protrusions 232 in the second protrusion forming portion 231, some of the second protrusions 232 contact the braking surface 91. That is, among the plurality of abrasive grains 234 exposed from the binder 233, some of the abrasive grains 234 contact the braking surface 91.

[0041] The second protrusion 232 is smaller than the first protrusion 222. Therefore, the height of the second protrusion 232 is lower than the height of the first protrusion 222. The brake 132 brakes the cage 7 by bringing the first protrusion 222 in the first protrusion forming portion 221 and the second protrusion 232 in the second protrusion forming portion 231 into contact with the braking surface 91.

[0042] Next, the operation when the brake 132 is pressed against the braking surface 91 of the cage guide rail 9 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 portion 22 and the second friction portion 23 is pressed against the braking surface 91. As a result, the first protrusion 222 in the first protrusion forming portion 221 and the second protrusion 232 in the second protrusion forming portion 231 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 cage 7.

[0043] Thereafter, with a frictional force generated between the brake 132 and the braking surface 91, as the cage 7 descends, the first friction portion 22 and the second friction portion 23 slide downward along the braking surface 91. As a result, the cage 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.

[0044] For example, in the supervision inspection conducted after the installation of an elevator in China, it is necessary to check the operation of the emergency stop device 13 at the elevator installation site. To check 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 cage guide rail 9. Therefore, if the operation of the emergency stop device 13 is checked during the supervision inspection, the braking surface 91 that functions as a guiding surface for guiding the cage 7 may be damaged, and the riding comfort of the cage 7 may deteriorate.

[0045] FIG. 6 is a perspective view showing the state of the braking surface 91 when the first friction portion 22 in FIG. 4 slides along the braking surface 91. FIG. 7 is an enlarged view showing the rough surface 92 in FIG. 6. When the first friction portion 22 slides downward along the braking surface 91, the plurality of first protrusions 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 protrusions 222.

[0046] When the first friction portion 22 and the second friction portion 23 slide downward along 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 braking surface 91 at the location 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.

[0047] FIG. 8 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. 9 is an enlarged view showing the repaired surface 93 in FIG. 8. When the second friction portion 23 slides downward on the rough surface 92, the plurality of second protrusions 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 plurality of first protrusions 222. Therefore, by shaving a part of the unevenness on the rough surface 92 with the plurality of second protrusions 232 smaller than the size of the first protrusion 222, the unevenness on the rough surface 92 becomes smaller. As a result, the rough surface 92 is repaired by the sliding of the second friction portion 23 to become 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.

[0048] In this way, the brake rotor 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 rotor 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. As a result, 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.

[0049] 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 rotor is continuously used three times in the type test.

[0050] 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 abrasive grains 234 in the second friction portion 23, the abrasive grains 234 that come into contact with the braking surface 91 as the second protrusions 232 wear or fall off.

[0051] FIG. 10 is a cross-sectional view showing a brake 132 in which some of the abrasive grains 234 in FIG. 4 have fallen off from the binder 233. In FIG. 10, the state before the abrasive grains 234 that have fallen off from the binder 233 is shown by a broken line.

[0052] In the second friction portion 23, when some of the abrasive grains 234 fall off or wear away from the binder 233, among the plurality of abrasive grains 234, new abrasive grains 234 that were held as the second protrusions 232 without contacting the brake surface 91 come into contact with the brake surface 91. As a result, in the second friction portion 23, a decrease in the function of the second protrusion 232 biting into the brake surface 91 is suppressed, and a decrease in the digging-up action of the second friction portion 23 on the brake surface 91 is suppressed. That is, in the second friction portion 23, a decrease in the function of the second friction portion 23 is suppressed by the self-generation action of the abrasive grains 234.

[0053] Therefore, even if the brake 132 is used a plurality of times, a decrease in the frictional force between the second friction portion 23 and the brake surface 91 is suppressed. As a result, a decrease in the braking force generated when the brake 132 contacts the brake surface 91 is suppressed. Also, a decrease in the function of the second protrusion 232 for shaving the rough surface 92 and repairing the rough surface 92 is suppressed. As a result, in the brake 132, a decrease in the function of repairing the unevenness generated on the brake surface 91 by the first friction portion 22 is also suppressed.

[0054] In such an elevator brake 132, the second friction portion 23 is located above the first friction portion 22. A second protrusion forming portion 231, in which a plurality of second protrusions 232 are formed, is provided toward the brake surface 91 on the second friction portion 23. In the second protrusion forming portion 231, at least a part of the plurality of abrasive grains 234 is exposed from the binder 233 as the plurality of second protrusions 232. The second protrusions 232 are smaller than the first protrusions 222 in the first friction portion 22. Therefore, when each of the first friction portion 22 and the second friction portion 23 contacts the brake surface 91, a braking force for braking the car 7 can be generated by the respective digging-up actions of the first protrusions 222 and the second protrusions 232 on the brake surface 91. Further, the unevenness generated on the brake surface 91 by the first friction portion 22 can be repaired by the second friction portion 23. Furthermore, even when the brake 132 is used a plurality of times, a decrease in the braking force generated when the brake 132 contacts the brake surface 91 can be suppressed by the self-generation action of the abrasive grains 234 in the second friction portion 23. Also, a decrease in the function of repairing the unevenness generated on the brake surface 91 by the first friction portion 22 can be suppressed by the self-generation action of the abrasive grains 234 in the second friction portion 23.

[0055] Embodiment 2. FIG. 11 is a cross-sectional view showing a brake of an elevator according to Embodiment 2. A step 212 is formed on the opposing surface 211 of the brake body 21. The position of the step 212 coincides with the position of the boundary between the first friction portion 22 and the second friction portion 23. The opposing surface 211 has a first surface portion 211a and a second surface portion 211b that are arranged in the vertical direction with the step 212 as a boundary. The second surface portion 211b is located above the first surface portion 211a. The second surface portion 211b is located at a position farther from the brake surface 91 than the first surface portion 211a. In the present embodiment, each of the first surface portion 211a and the second surface portion 211b is parallel to the brake surface 91.

[0056] The first friction portion 22 is provided on the first surface portion 211a. The second friction portion 23 is provided on the second surface portion 211b. The second friction portion 23 is disposed at a position shifted with respect to the first friction portion 22 toward the side far from the braking surface 91. As a result, a step 235 is formed between the first protrusion forming portion 221 and the second protrusion forming portion 231.

[0057] The distance from the braking surface 91 to the second protrusion 232 is larger than the distance from the braking surface 91 to the first protrusion 222. That is, the top of the first protrusion 222 is located closer to the braking surface 91 than the second protrusion 232.

[0058] Here, let the difference between the distance from the braking surface 91 to the second protrusion 232 and the distance from the braking surface 91 to the first protrusion 222 be the protrusion difference d. The amount by which the second protrusion 232 scrapes the unevenness on the rough surface 92 decreases as the protrusion difference d increases. Therefore, the size of the unevenness on the repair surface 93 that occurs after the brake 132 slides on the braking surface 91 increases as the protrusion difference d increases.

[0059] The protrusion difference d is set within a set allowable range so that the size of the unevenness on the repair surface 93 does not become excessive. When the protrusion difference d is set within the set allowable range, the unevenness on the repair surface 93 does not become excessive, and even when the guide device 18 passes over the repair surface 93 during normal operation, the magnitude of the vibration generated in the car 7 remains within an acceptable magnitude. Other configurations and operations are the same as those in the first embodiment.

[0060] In such an elevator brake 132, the top of the first protrusion 222 is located closer to the braking surface 91 than the second protrusion 232. Therefore, it is possible to prevent the second protrusion 232 of the second friction portion 23 from scraping the unevenness generated on the braking surface 91 by the first protrusion 222 of the first friction portion 22 more than necessary. As a result, in the second protrusion forming portion 231 of the second friction portion 23, for example, it is possible to prevent clogging due to chips. Therefore, it is possible to further suppress a decrease in the function of the second friction portion 23 that repairs the unevenness generated on the braking surface 91 by the first friction portion 22.

[0061] Embodiment 3. FIG. 12 is a cross-sectional view showing a brake of an elevator according to Embodiment 3. The second surface portion 211b is inclined with respect to the brake surface 91 in a direction approaching the brake surface 91 from the lower end portion to the upper end portion of the second surface portion 211b in the vertical direction. As a result, the upper end portion of the second surface portion 211b is located closer to the brake surface 91 than the lower end portion of the second surface portion 211b.

[0062] Also, the second protrusion forming portion 231 in the second friction portion 23 is also inclined with respect to the brake surface 91 in a direction approaching the brake surface 91 from the lower end portion to the upper end portion of the second friction portion 23 in the vertical direction. As a result, the second protrusion 232 at the upper end portion of the second friction portion 23 is located closer to the brake surface 91 than the second protrusion 232 at the lower end portion of the second friction portion 23. In the present embodiment, the top portions of the respective first protrusions 222 in the first friction portion 22 are located closer to the brake surface 91 than any of the second protrusions 232 in the second friction portion 23.

[0063] The position of the lower end portion of the second friction portion 23 is shifted with respect to the first friction portion 22 to the side far from the brake surface 91. As a result, a step 235 is formed between the first protrusion forming portion 221 and the second protrusion forming portion 231.

[0064] FIG. 13 is an enlarged cross-sectional view showing a portion XIII in FIG. 12. When the first friction portion 22 slides downward on the brake surface 91, the first protrusion 222 scrapes the brake surface 91 and the first friction portion 22 moves downward. Therefore, in the rough surface 92 generated by the first friction portion 22, a return portion 94 that has dug up and swelled the material of the car guide rail 9 is generated as a step.

[0065] When the second friction portion 23 slides downward on the rough surface 92, the plurality of second protrusions 232 move while shaving a part of the unevenness on the rough surface 92. As a result, the rough surface 92 is restored by the sliding of the second friction portion 23. At this time, at the position of the return portion 94, the second protrusion forming portion 231 inclined with respect to the braking surface 91 gradually approaches the rough surface 92 as the second friction portion 23 moves, and the second protrusion 232 gradually cuts the return portion 94. As a result, the return portion 94 is removed from the rough surface 92. Other configurations and operations are the same as those in the second embodiment.

[0066] In such an elevator brake 132, in the vertical direction, the second protrusion forming portion 231 is inclined with respect to the braking surface 91 in a direction approaching the braking surface 91 from the lower end portion to the upper end portion of the second friction portion 23. For this reason, the return portion 94 generated on the car guide rail 9 by the first friction portion 22 can be gradually cut and removed by the second protrusions 232 in the second protrusion forming portion 231. Thereby, the burden on the second protrusion forming portion 231 that cuts the return portion 94 can be reduced. Further, the return portion 94 can be cut only by the second protrusions 232 provided in a region closer to the rough surface 92 than the height of the return portion 94 in the region of the second protrusion forming portion 231. Thereby, it is possible to suppress the second protrusion forming portion 231 from contacting the return portion 94 more than necessary. Therefore, in the second protrusion forming portion 231, for example, it is possible to prevent clogging due to chips, and it is possible to further suppress a decrease in the function of the second friction portion 23 that repairs the unevenness generated on the braking surface 91 by the first friction portion 22.

[0067] Embodiment 4. FIG. 14 is a front view showing a brake of the elevator according to Embodiment 4. FIG. 15 is a cross-sectional view taken along line XV-XV of FIG. 14. The second friction portion 23 has three grindstone portions 24, 25, and 26. The three grindstone portions 24, 25, and 26 are provided on the opposing surface 211 of the brake main body 21. The three grindstone portions 24, 25, and 26 are arranged vertically along the opposing surface 211. In the present embodiment, the grindstone portion 24 and the grindstone portion 25 are adjacent to each other in the vertical direction, and the grindstone portion 25 and the grindstone portion 26 are adjacent to each other in the vertical direction.

[0068] The grindstone portion 25 is located above the grindstone portion 24. The grindstone portion 26 is located above the grindstone portion 25. As a result, in the brake 132, in the traveling direction A of the brake 132 when the car 7 descends, the grindstone portion 24 is located in front of the grindstone portion 25, and the grindstone portion 25 is located in front of the grindstone portion 26. In the present embodiment, the grindstone portions 24, 25, and 26 are continuously provided on the opposing surface 211 in the vertical direction without gaps.

[0069] A second protrusion forming portion 241 in which a plurality of second protrusions 242 are formed is provided on the grindstone portion 24 toward the braking surface 91. The second protrusion forming portion 241 generates a frictional force with the braking surface 91 when it comes into contact with the braking surface 91.

[0070] The grindstone portion 24 has a binder 243 and a plurality of abrasive grains 244. The binder 243 is fixed to the opposing surface 211. The plurality of abrasive grains 244 are held by the binder 243. As a result, the plurality of abrasive grains 244 are fixed to the opposing surface 211 via the binder 243. The plurality of abrasive grains 244 are dispersed in the binder 243.

[0071] In the second protrusion forming portion 241, at least a part of the plurality of abrasive grains 244 is exposed from the binder 243 as the plurality of second protrusions 242. The heights of the plurality of second protrusions 242 in the second protrusion forming portion 241 are different from each other. When the second protrusion forming portion 241 comes into contact with the braking surface 91, some of the plurality of second protrusions 242 in the second protrusion forming portion 241 come into contact with the braking surface 91.

[0072] On the grinding wheel portion 25 located above the grinding wheel portion 24, a second protrusion forming portion 251 having a plurality of second protrusions 252 is provided toward the braking surface 91. The second protrusion forming portion 251 generates a frictional force with the braking surface 91 by coming into contact with the braking surface 91.

[0073] The grinding wheel portion 25 has a binder 253 and a plurality of abrasive grains 254. The binder 253 is fixed to the opposing surface 211. The plurality of abrasive grains 254 are held by the binder 253. Thereby, the plurality of abrasive grains 254 are fixed to the opposing surface 211 via the binder 253. The plurality of abrasive grains 254 are dispersed in the binder 253.

[0074] In the second protrusion forming portion 251, at least a part of the plurality of abrasive grains 254 is exposed from the binder 253 as the plurality of second protrusions 252. The heights of the plurality of second protrusions 252 in the second protrusion forming portion 251 are different from each other. When the second protrusion forming portion 251 comes into contact with the braking surface 91, among the plurality of second protrusions 252 in the second protrusion forming portion 251, some of the second protrusions 252 come into contact with the braking surface 91.

[0075] On the grinding wheel portion 26 located above the grinding wheel portion 25, a second protrusion forming portion 261 having a plurality of second protrusions 262 is provided toward the braking surface 91. The second protrusion forming portion 261 generates a frictional force with the braking surface 91 by coming into contact with the braking surface 91.

[0076] The grinding wheel portion 26 has a binder 263 and a plurality of abrasive grains 264. The binder 263 is fixed to the opposing surface 211. The plurality of abrasive grains 264 are held by the binder 263. Thereby, the plurality of abrasive grains 264 are fixed to the opposing surface 211 via the binder 263. The plurality of abrasive grains 264 are dispersed in the binder 263.

[0077] In the second protrusion forming portion 261, at least a part of the plurality of abrasive grains 264 is exposed from the binder 263 as a plurality of second protrusions 262. The heights of the plurality of second protrusions 262 in the second protrusion forming portion 261 are different from each other. When the second protrusion forming portion 261 comes into contact with the braking surface 91, among the plurality of second protrusions 262 in the second protrusion forming portion 261, some of the second protrusions 262 come into contact with the braking surface 91.

[0078] The material of each of the abrasive grains 244, 254, 264 is a material having a higher hardness than the material of the basket guide rail 9. As the material of each of the abrasive grains 244, 253, 263, an alumina abrasive, a silicon carbide abrasive, diamond, CBN (Cubic Boron Nitride), etc. are used.

[0079] The material of each of the binders 243, 253, 263 is a material having a lower hardness than the materials of the first friction portion 22 and the abrasive grains 244, 254, 264, respectively. As the material of each of the binders 243, 253, 263, a material obtained by firing metal or ceramics, a resin material, a metal plating material, etc. are used.

[0080] Among the two grindstone portions 24, 25 adjacent to each other in the vertical direction, the size of the abrasive grains 254 in the upper grindstone portion 25 is smaller than the size of the abrasive grains 244 in the lower grindstone portion 24. That is, in the traveling direction A of the brake 132 when the basket 7 descends, the size of the abrasive grains 244 in the front grindstone portion 24 is larger than the size of the abrasive grains 254 in the rear grindstone portion 25.

[0081] Also, among the two grindstone portions 25, 26 adjacent to each other in the vertical direction, the size of the abrasive grains 264 in the upper grindstone portion 26 is smaller than the size of the abrasive grains 254 in the lower grindstone portion 25. That is, in the traveling direction A of the brake 132 when the basket 7 descends, the size of the abrasive grains 254 in the front grindstone portion 25 is larger than the size of the abrasive grains 264 in the rear grindstone portion 26.

[0082] As a result, among the plurality of grinding stone portions 24, 25, 26 arranged in the vertical direction, the larger the position of the grinding stone portion is upward, the smaller the size of the abrasive grains in the grinding stone portion becomes. That is, among the plurality of grinding stone portions 24, 25, 26, the closer the grinding stone portion 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 grinding stone portion becomes.

[0083] In addition, among the plurality of grinding stone portions 24, 25, 26 arranged in the vertical direction, the larger the position of the grinding stone portion is upward, the lower the height of the second protrusion in the grinding stone portion becomes. That is, among the plurality of grinding stone portions 24, 25, 26, the closer the grinding stone portion is to the front side in the traveling direction A of the brake 132 when the cage 7 descends, the higher the height of the second protrusion in the grinding stone portion becomes.

[0084] The second protrusions 242, 252, 262 are smaller than the first protrusion 222. Therefore, the height of the second protrusions 242, 252, 262 is lower than the height of the first protrusion 222. The brake 132 brakes the cage 7 by bringing the first protrusion 222 in the first protrusion forming portion 221 and the second protrusions 242, 252, 262 in the second protrusion forming portions 241, 251, 261 into contact with the braking surface 91.

[0085] 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 grinding stone portions 24, 25, 26 in the first friction portion 22 and the second friction portion 23 is pressed against the braking surface 91. As a result, the first protrusion 222 and each of the second protrusions 242, 252, 262 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 cage 7.

[0086] Thereafter, with a frictional force generated between the brake 132 and the braking surface 91, as the cage 7 descends, the first friction portion 22 and each of the grindstone portions 24, 25, 26 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 portion 22 and the grindstone portions 24, 25, 26 on the braking surface 91.

[0087] When the first friction portion 22 and each of the grindstone portions 24, 25, 26 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 each of the grindstone portions 24, 25, 26 in the second friction portion 23, and the rough surface 92 is restored. Therefore, the brake 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 each of the grindstone portions 24, 25, 26.

[0088] Each of the grindstone portions 24, 25, 26 has a self-generation action of each of the abrasive grains 244, 254, 264. Thereby, even when the brake 132 is used a plurality of times, a decrease in the frictional force between each of the grindstone portions 24, 25, 26 and the braking surface 91 is suppressed, and a decrease in the braking force generated when the brake 132 contacts the braking surface 91 is suppressed. Also, a decrease in the function of each of the grindstone portions 24, 25, 26 in the second friction portion 23 that restores the unevenness generated on the braking surface 91 by the first friction portion 22 is suppressed by the self-generation action of each of the abrasive grains 244, 254, 264. Other configurations and operations are the same as those in the first embodiment.

[0089] In such an elevator brake 132, three grinding stone parts 24, 25, and 26 arranged vertically are included in the second friction part 23. In the second friction part 23, among two grinding stone parts adjacent to each other in the vertical direction, the size of the abrasive grains in the upper grinding stone part is smaller than the size of the abrasive grains in the lower grinding stone part. Therefore, by the respective digging-up actions of the abrasive grains 244, 254, and 264 on the braking surface 91, a frictional force can be generated between the second friction part 23 and the braking surface 91. Further, the unevenness generated on the braking surface 91 by the first friction part 22 can be repaired by each of the grinding stone parts 24, 25, and 26 in the second friction part 23. Since the sizes of the abrasive grains 244, 254, and 264 become smaller upward in the order of the grinding stone part 24, the grinding stone part 25, and the grinding stone part 26, 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, the decrease in the braking force generated when the brake 132 contacts the braking surface 91 can be suppressed by the respective self-generating actions of the abrasive grains 244, 254, and 264 in the second friction part 23. Also, the decrease in the function of repairing the unevenness generated on the braking surface 91 by the first friction part 22 can be suppressed by the respective self-generating actions of the abrasive grains 244, 254, and 264 in the second friction part 23.

[0090] Embodiment 5. FIG. 16 is a front view showing a brake of an elevator according to Embodiment 5. In the second friction part 23, a plurality of grinding stone parts 24, 25, and 26 are provided on the opposing surface 211 at intervals from each other. As a result, a lateral groove 27 is formed along the opposing surface 211 between each of the plurality of grinding stone parts 24, 25, and 26. Each lateral groove 27 is a groove along the lateral direction of the opposing surface 211. The bottom surface of each lateral groove 27 is formed by the opposing surface 211. The inside of each lateral groove 27 is a space.

[0091] When the first friction portion 22 and the second friction portion 23 slide on the braking surface 91, the cage guide rail 9 is worn away and chips are generated as foreign matter 30. Also, oil, dust, etc. deposited on the braking surface 91 may become foreign matter 30 and adhere to the first friction portion 22 and each of the grindstone portions 24, 25, 26. The foreign matter 30 generated when the first friction portion 22 and the second friction portion 23 slide on the braking surface 91 is easily discharged into each of the lateral grooves 27. Other configurations and operations are the same as those in the fourth embodiment.

[0092] In such an elevator brake 132, lateral grooves 27 are formed along the facing surface 211 between each of the plurality of grindstone portions 24, 25, 26 in the second friction portion 23. For this reason, 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 each of the lateral grooves 27. Thereby, it is possible to further suppress a decrease in each function 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.

[0093] Embodiment 6. FIG. 17 is a front view showing a brake of an elevator according to Embodiment 6. In the second friction portion 23, each of the grindstone portions 24, 25, 26 is divided into a plurality of grindstone unit portions.

[0094] The grindstone portion 24 is divided into three grindstone unit portions 245. The three grindstone unit portions 245 are arranged at intervals in the lateral direction of the facing surface 211.

[0095] The grindstone portion 25 is divided into three grindstone unit portions 255. The three grindstone unit portions 255 are arranged at intervals in the lateral direction of the facing surface 211.

[0096] The grindstone portion 26 is divided into three grindstone unit portions 265. The three grindstone unit portions 265 are arranged at intervals in the lateral direction of the facing surface 211.

[0097] As a result, longitudinal grooves 28 are formed along the opposing surface 211 between each of the three grindstone unit portions 245, between the three grindstone unit portions 255, and between the three grindstone unit portions 265. Therefore, two longitudinal grooves 28 are formed in each of the grindstone portions 24, 25, and 26. Each longitudinal groove 28 is a groove along the longitudinal direction of the opposing surface 211. The bottom surface of each longitudinal groove 28 is formed by the opposing surface 211. The inside of each longitudinal groove 28 is a space.

[0098] 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 5. The foreign matter 30 generated when the first friction portion 22 and the second friction portion 23 slide on the braking surface 91 is easily discharged into each of the lateral grooves 27 and the longitudinal grooves 28. Other configurations and operations are the same as those in Embodiment 5.

[0099] In such an elevator brake 132, longitudinal grooves 28 are formed along the opposing surface 211 in each of the grindstone portions 24, 25, and 26. For this reason, 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 not only into the lateral grooves 27 but also into the longitudinal grooves 28. 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 braking surface 91, a decrease in the function of repairing the unevenness generated on the braking surface 91 by the first friction portion 22 can be further suppressed.

[0100] In addition, in Embodiment 6, longitudinal grooves 28 are formed in each of the grindstone portions 24, 25, and 26. However, it is not necessary to form longitudinal grooves 28 in all of the grindstone portions 24, 25, and 26. For example, among the plurality of grindstone portions 24, 25, and 26, longitudinal grooves 28 may be formed only in the grindstone portion 24, or may be formed only in the two grindstone portions 25 and 26. In this case, among the plurality of grindstone portions 24, 25, and 26, only the grindstone portions in which the longitudinal grooves 28 are formed are divided into a plurality of grindstone unit portions. That is, in Embodiment 6, at least any one of the plurality of grindstone portions 24, 25, and 26 is divided into a plurality of grindstone unit portions, and it is sufficient that longitudinal grooves 28 are formed between the plurality of grindstone unit portions.

[0101] Further, in Embodiment 6, the number of vertical grooves 28 in the grinding stone portion 24, the number of vertical grooves 28 in the grinding stone portion 25, and the number of vertical grooves 28 in the grinding stone portion 26 may be one or more. In this case, in each of the grinding stone portions 24, 25, and 26, a plurality of grinding stone unit portions are arranged at intervals in the lateral direction of the facing surface 211, and vertical grooves 28 are formed between the plurality of grinding stone unit portions.

[0102] Also, in Embodiment 6, the grooves formed along the facing surface 211 in each of the grinding stone portions 24, 25, and 26 are the vertical grooves 28. However, horizontal grooves may be formed in at least any one of the plurality of grinding stone portions 24, 25, and 26. In this case, among the plurality of grinding stone portions 24, 25, and 26, the grinding stone portion in which the horizontal groove is formed is divided into a plurality of grinding stone unit portions. Further, in this case, in the grinding stone portion in which the horizontal groove is formed, a plurality of grinding stone unit portions are arranged at intervals in the longitudinal direction of the facing surface 211, and horizontal grooves are formed between the plurality of grinding stone unit portions. Furthermore, the number of horizontal grooves formed in the grinding stone portion may be one or a plurality.

[0103] Also, in Embodiment 6, horizontal grooves 27 are formed between each of the plurality of grinding stone portions 24, 25, and 26. However, in Embodiment 6, like Embodiment 4, the horizontal grooves 27 may not be formed in the second friction portion 23.

[0104] Also, in Embodiments 5 and 6, horizontal grooves 27 are formed between each of the plurality of grinding stone portions 24, 25, and 26. However, the horizontal grooves 27 may be formed only between two adjacent grinding stone portions 24 and 25, or the horizontal grooves 27 may be formed only between two adjacent grinding stone portions 25 and 26. Even in this case, 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 the horizontal grooves 27. Therefore, in Embodiments 5 and 6, the horizontal grooves 27 can be formed in at least any one of the plurality of grinding stone portions 24, 25, and 26.

[0105] In addition, in Embodiments 4 to 6, similar to Embodiment 2, the top of the first protrusion 222 may be positioned closer to the braking surface 91 than each of the second protrusions 242, 252, and 262.

[0106] In addition, in Embodiments 4 to 6, similar to Embodiment 4, each of the second protrusion forming portions 241, 251, and 261 in the second friction portion 23 may be inclined with respect to the braking surface 91. In this case, in the vertical direction, each of the second protrusion forming portions 241, 251, and 261 is individually inclined with respect to the braking surface 91 from the lower end portion to the upper end portion of the second friction portion 23. Further, in this case, the positions of the second protrusion forming portions 241, 251, and 261 are closer to the braking surface 91 in the order of the second protrusion forming portion 241, the second protrusion forming portion 251, and the second protrusion forming portion 261 from the lower end portion of the second friction portion 23.

[0107] In addition, in Embodiments 4 to 6, the number of grindstone portions in the second friction portion 23 is three, namely, the grindstone portions 24, 25, and 26. However, the number of grindstone portions in the second friction portion 23 may be two or four or more. In this case, in the second friction portion 23, a plurality of grindstone portions are arranged in the vertical direction. Further, in this case, among two grindstone portions adjacent to each other in the vertical direction, the size of the abrasive grains in the upper grindstone portion is made smaller than the size of the abrasive grains in the lower grindstone portion. The more the number of grindstone portions in the second friction portion 23 increases, the more reliably the unevenness generated on the braking surface 91 by the first friction portion 22 can be repaired.

[0108] In addition, in Embodiments 1 to 3, no groove is formed in the second friction portion 23. However, a groove may be formed in the second friction portion 23 along the opposing surface 211. In this case, the second friction portion 23 is divided into a plurality of grindstone unit portions, and a groove is formed between the plurality of grindstone unit portions. Further, in this case, the bottom surface of the groove formed in the second friction portion 23 is formed by the opposing surface 211. Furthermore, in this case, the inside of the groove formed in the second friction portion 23 is made into a space. In this way, it is possible to facilitate the discharge of 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 groove formed in the second friction portion 23.

[0109] In Embodiments 1 to 3, when a groove is formed in the second friction portion 23, the groove formed in the second friction portion 23 may be a vertical groove along the longitudinal direction of the opposing surface 211, or may be a horizontal groove along the transverse direction of the opposing surface 211. Also, the number of grooves formed in the second friction portion 23 may be one or a plurality.

[0110] Also, in each of the above embodiments, no groove is formed in the first friction portion 22. However, a groove may be formed in the first friction portion 22 along the opposing surface 211. In this case, the first friction portion 22 is divided into a plurality of friction unit portions, and a groove is formed between the plurality of friction unit portions. Also, in this case, the bottom surface of the groove formed in the first friction portion 22 is formed by the opposing surface 211. Further, in this case, the inside of the groove formed in the first friction portion 22 is a space. In this way, 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 groove formed in the first friction portion 22.

[0111] When a groove is formed in the first friction portion 22, the groove formed in the first friction portion 22 may be a vertical groove along the longitudinal direction of the opposing surface 211, or may be a horizontal groove along the transverse direction of the opposing surface 211. Also, the number of grooves formed in the first friction portion 22 may be one or a plurality.

[0112] Also, in each of the above embodiments, the shape of the first protrusion 222 in the first friction portion 22 is a quadrangular pyramid shape. However, the shape of the first protrusion 222 is not limited thereto. For example, as shown in FIG. 18, the shape of the first protrusion 222 may be a triangular pyramid shape, or as shown in FIG. 19, the shape of the first protrusion 222 may be a conical shape. Also, as shown in FIG. 20, the shape of the first protrusion 222 may be a hemispherical shape, or as shown in FIG. 21, the shape of the first protrusion 222 may be a triangular prism shape.

[0113] FIG. 22 is a front view showing a brake 132 to which the first protrusion 222 of FIG. 21 is applied to the first friction part 22 in the first embodiment. When the shape of the first protrusion 222 is a triangular prism shape, the triangular bottom surface of the first protrusion 222 is made orthogonal to the lateral direction of the opposing surface 211, and any one of the three vertices on the bottom surface of the first protrusion 222 is directed toward the braking surface 91, and the first protrusion 222 is formed in the first protrusion forming part 221. That is, as shown in FIGS. 21 and 22, the height direction of the triangular prism which is the shape of the first protrusion 222 is made to coincide with the lateral direction of the opposing surface 211, and the ridge line formed at the boundary of the two side surfaces of the triangular prism of the first protrusion 222 is directed toward the braking surface 91, and the first protrusion 222 is formed in the first protrusion forming part 221. Note that even when the first protrusion 222 of FIG. 21 is applied to the first friction part 22 in the second to sixth embodiments, the first protrusion 222 is formed in the first protrusion forming part 221 in the same orientation as in FIG. 22.

[0114] Also, in each of the above embodiments, the emergency stop device 13 having the brake 132 is provided in the cage 7. However, the emergency stop device 13 having the brake 132 may be provided in the counterweight 8 which is an elevating body. In this case, the counterweight 8 is braked when the brake 132 comes into contact with the counterweight guide rail 10.

[0115] As described above, the configurations shown in the above embodiments are examples of the content of the present disclosure. The embodiments can be combined with other known techniques. It is possible to omit or change a part of the configuration of the embodiments without departing from the gist of the present disclosure.

[0116] Examples of aspects that may be included in the present disclosure are specified below as appendices. (Appendix 1) A brake main body having an opposing surface formed to face a braking surface formed along the vertical direction on a guide rail for guiding the movement of an elevating body, a first friction part provided on the opposing surface, and a second friction part provided on the opposing surface and located above the first friction part are provided. The first friction portion is provided with a first protrusion forming portion having a plurality of first protrusions facing the braking surface. The second friction portion has an abrasive portion. The abrasive portion is provided with a second protrusion forming portion having a plurality of second protrusions facing the braking surface. The abrasive portion has a binder fixed to the facing surface and a plurality of abrasive grains held by the binder. In the second protrusion forming portion, at least a part of the plurality of abrasive grains is exposed from the binder as the plurality of second protrusions. The second protrusions are smaller than the first protrusions. A brake of an elevator that brakes the lifting body when the first protrusions and the second protrusions contact the braking surface. (Appendix 2) The top of the first protrusion is located closer to the braking surface than the second protrusion. The brake of the elevator according to Appendix 1. (Appendix 3) The second protrusion forming portion is inclined with respect to the braking surface in a direction approaching the braking surface from the lower end portion to the upper end portion of the second friction portion in the vertical direction. The brake of the elevator according to Appendix 1 or Appendix 2. (Appendix 4) The second friction portion has a plurality of the abrasive portions arranged in the vertical direction. Among two adjacent abrasive portions in the vertical direction, the size of the abrasive grains in the upper abrasive portion is smaller than the size of the abrasive grains in the lower abrasive portion. The brake of the elevator according to any one of Appendix 1 to Appendix 3. (Appendix 5) At least one of the spaces between the plurality of abrasive portions has a groove formed along the facing surface. The brake of the elevator according to Appendix 4. (Appendix 6) At least one of the plurality of abrasive portions has a groove formed along the facing surface. The brake of the elevator according to Appendix 4 or Appendix 5. (Appendix 7) The brake of the elevator according to any one of Appendices 1 to 6, wherein a groove is formed in the first friction portion along the opposing surface.

Description of Signs

[0117] 7 car (lifting body), 8 counterweight (lifting body), 9 car guide rail (guide rail), 10 counterweight guide rail (guide rail), 21 brake body, 22 first friction portion, 23 second friction portion (grinding stone portion), 24, 25, 26 grinding stone portion, 27 transverse groove (groove), 28 longitudinal groove (groove), 91 braking surface, 211 opposing surface, 221 first protrusion forming portion, 222 first protrusion, 231, 241, 251, 261 second protrusion forming portion, 232, 242, 252, 262 second protrusion, 233, 243, 253, 263 binder, 234, 244, 254, 264 abrasive grain.

Claims

1. A brake body having a facing surface facing a braking surface formed along the vertical direction on a guide rail for guiding the movement of a lifting body, a first friction portion provided on the facing surface, a second friction portion provided on the facing surface and located above the first friction portion, and comprising: In the first friction portion, a first protrusion forming portion having a plurality of first protrusions is provided facing the braking surface, The second friction portion has a grindstone portion, In the grindstone portion, a second protrusion forming portion having a plurality of second protrusions is provided facing the braking surface, The grindstone portion has a binder fixed to the facing surface and a plurality of abrasive grains held by the binder, In the second protrusion forming portion, at least a part of the plurality of abrasive grains is exposed from the binder as the plurality of second protrusions, The second protrusion is smaller than the first protrusion, A brake of an elevator for braking the lifting body when the first protrusion and the second protrusion contact the braking surface.

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

3. The brake of the elevator according to claim 1, wherein the second protrusion forming portion is inclined with respect to the braking surface in a direction approaching the braking surface from the lower end portion to the upper end portion of the second friction portion in the vertical direction.

4. The second friction portion has a plurality of the grindstone portions arranged in the vertical direction, Among two of the grindstone portions adjacent to each other in the vertical direction, the size of the abrasive grains in the grindstone portion located on the upper side is smaller than the size of the abrasive grains in the grindstone portion located on the lower side. The brake of the elevator according to any one of claims 1 to 3.

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

6. The brake of the elevator according to claim 4, wherein a groove is formed along the facing surface in at least any one of the plurality of grindstone portions.

7. The brake of the elevator according to any one of claims 1 to 3, wherein a groove is formed along the facing surface in the first friction portion.

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