Emergency stop devices and elevators

Abstract

The problem that this invention aims to solve is to provide an emergency braking device that can maintain braking force over a long period of time. [Solution] The emergency stop device of the embodiment comprises a pair of outer wedges and a pair of inner wedges. The outer wedges are arranged on either side of the central axis, and the surface facing the central axis is an inclined surface that approaches the central axis upward. The inner wedges are arranged on either side of the central axis and have inclined surfaces that approach the central axis upward, with at least a portion of them located between the outer wedges and the central axis. At least a portion of the inclined surfaces of the outer wedges and at least a portion of the inclined surfaces of the inner wedges face each other. The inner wedges are provided with a brake shoe plate on the side facing the central axis, and the brake shoe plate is provided with a brake shoe and a dust removal member on the surface facing the central axis. The dust removal member is located below the brake shoe plate.

Description

Technical Field

[0004] , , , , , , , ,

[0005]

[0001] Embodiments of the present invention relate to an emergency stop device and an elevator.

Background Art

[0002] The emergency stop device is one of the safety devices of an elevator or the like, and operates when the speed of the car exceeds a determined value due to some cause such as the breakage of a wire rope, etc., to prevent the car from falling. In order to immediately stop the fall of the car when the emergency stop device operates, it is important that the emergency stop device functions normally.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Patent Document 2

Summary of the Invention

Problems to be Solved by the Invention

[0006] [Figure 1] This is a schematic diagram showing the overall configuration of the elevator. [Figure 2] This is a schematic diagram showing the configuration around the elevator car. [Figure 3] This is a schematic diagram showing the overall configuration of the emergency braking device. [Figure 4] This is an enlarged view of the guide rail and the area around the brake shoe plate in the first embodiment. [Figure 5] This is an enlarged view of the guide rail and the area around the brake shoe plate in the first embodiment. [Figure 6] This is a Stribeck diagram showing the relationship between surface roughness and the coefficient of friction. [Figure 7] This is an enlarged view of the guide rail and the area around the brake shoe plate in the second embodiment. [Figure 8] This is an enlarged view of the guide rail and the area around the brake shoe plate in the third embodiment. [Figure 9] This is a conceptual diagram illustrating a method for calculating surface roughness. [Modes for carrying out the invention]

[0007] The following describes embodiments for carrying out the invention.

[0008] (First Embodiment) Generally, rope elevators are equipped with a pair of elevator safety devices, or emergency stop devices, on the left and right sides. In the event of an abnormality such as a sudden descent of the elevator car or counterweight due to some malfunction, the governor's rope gripping action occurs before the speed exceeds 1.4 times the rated speed. These devices are linked to the governor rope via a safety link and clamp the guide rails on both sides, bringing the elevator car or counterweight to an emergency stop.

[0009] Figure 1 shows a schematic configuration of elevator 1 equipped with the emergency stop device described above. Elevator 1 includes a car 2 for passengers or luggage, a main rope 3 for lifting the car 2, a hoisting machine 4 for winding up the main rope 3, a counterweight 5 to offset the weight of the car 2, a convex rope 6 to offset the weight of the main rope 3 and cables, a guide rail 7 erected in the elevator shaft of elevator 1, an emergency stop device 8 pressed onto the guide rail 7, a safety link 9 for activating the emergency stop device 8, and a governor 10 and governor rope 11 for detecting the speed of the car 2.

[0010] The guide rail 7 is made of metal, and for example, steel materials such as general structural rolled steel are used. Furthermore, the guide rail has a work-hardened portion from the surface to a predetermined depth, and its hardness increases as it approaches the surface.

[0011] Figure 2 shows a schematic diagram of the elevator car 2 and the area around the guide rail 7. Emergency stop devices 8 are provided at the left and right ends of the underside of the floor of the elevator car 2. Guide devices 12 that engage with the guide rail 7 are provided below the emergency stop devices 8 and at the left and right ends of the upper surface of the ceiling of the elevator car 2. As shown in the enlarged view in the figure, the guide devices 12 are configured to move up and down along the guide rail 7 by engagement with the guide rail 7 by rollers or the like.

[0012] Figure 3 shows the schematic configuration of the emergency stop device 8. Figure 3(a) is a schematic view of the emergency stop device 8 from the side in the direction of elevation. The emergency stop device 8 comprises a pair of outer wedges 20a and a pair of inner wedges 20b that press against the guide rail 7 when the elevator car 2 makes an emergency stop. The dashed line L in Figure 3 is a central axis used to explain the configuration of the emergency stop device 8 and does not have a physical form, but when the emergency stop device 8 is attached to the elevator 1, the guide rail 7 corresponds to this central axis. The outer wedges 20a are arranged on either side of the central axis L, and the surface of the outer wedges 20a facing the central axis is an inclined surface 21a that approaches the central axis upward. The inner wedges 20b are also arranged on either side of the central axis. At least a portion of the inner wedges 20b is located between the outer wedges 20a and the central axis. The inner wedge 20b also has an inclined surface 21b that approaches the central axis upward. At least a portion of the inclined surfaces 21a and 21b face each other. Figure 3(b) is a simplified view of the emergency stop device 8 as seen from above in the vertical direction. The leaf spring 22 is U-shaped, and a pair of outer wedge 20a are arranged within the area enclosed by the U-shape of the leaf spring 22. The surface of the outer wedge 20a opposite to the inclined surface 21a is in contact with the inner surface of the U-shape of the leaf spring 22, so that the leaf spring 22 has a structure that sandwiches the outer wedge 20a. Since the inclined surface 21a widens from the front to the back of the drawing, the portion of the inner wedge 20b that is hidden by the inclined surface 21a when the emergency stop device 8 is viewed from above in the vertical direction is shown by a dotted line. An inner wedge body 20b is located inside the outer wedge body 20a, which is sandwiched between U-shaped leaf springs 22. A brake shoe plate 23 is attached to the surface of the inner wedge body 20b facing the guide rail 7. The brake shoe plates 23 on the opposing pair of inner wedge bodies 20b are arranged parallel to each other. When the inner wedge body 20b is pulled up by the upward movement of the safety link 9, the inner wedge body 20b, sandwiched between the leaf springs 22 and the outer wedge body 20a, moves upward on the guide rail 7. As the inner wedge body 20b engages with the outer wedge body 20a and the two inner wedge bodies 20b move closer together, the brake shoe plate 23 attached to the inner surface of the inner wedge body 20b is pressed against the guide rail 7, and the elevator car 2 is brought to an emergency stop by the frictional force between the guide rail 7 and the brake shoe plate 23.

[0013] The specific sequence of events from when elevator car 2 falls until it stops is as follows: When the speed of elevator car 2 becomes abnormally fast, the governor 10 detects this. Subsequently, the governor 10 attempts to stop the power to elevator 1 before it exceeds a first threshold (for example, 1.3 times the rated speed) (overspeed switch function). If overspeeding continues after the overspeed switch is activated, the governor 10 activates the emergency stop device 8 before it exceeds a second threshold (for example, 1.4 times the rated speed) (emergency stop device activation function). As a result, the brake shoe plate 23 of the emergency stop device 8 grips the guide rail 7, stopping elevator car 2. In other words, the emergency stop device 8 stops elevator car 2 by the frictional force generated when the brake shoe plate 23 is pressed against the guide rail 7 during emergency braking.

[0014] Figure 4 is an enlarged view of the area around the guide rail 7 and brake shoe plate 23. Figure 4(a) is a schematic diagram of the emergency stop device 8 as seen from the direction in contact with the guide rail 7, Figure 4(b) is a schematic diagram of the guide rail 7 and emergency stop device 8 as seen from the side, and Figure 4(c) is an enlarged view of the lower end of the emergency stop device 8.

[0015] As shown in Figure 4(b), the emergency stop device 8 is positioned so as to sandwich the guide rail 7 from both sides with brake shoe plates 23. On the surface of the brake shoe plates 23, brake shoes 24 are provided on the side facing the guide rail 7, and they face each other across the guide rail 7. The material of the brake shoes 24 preferably has appropriate friction characteristics and wear resistance, and can be made of materials such as SK material used in tool steel, composite materials based on copper, materials made by solidifying metal powder or fiber material with resin (binder), phenol resin, carbon, or ceramic. Also, as shown in Figure 4(a), the brake shoes 24 are provided with a plurality of grooves 25a provided at predetermined intervals in a direction intersecting the up and down direction (arrow X in the figure) of the elevator 1 and the emergency stop device 8 attached to the elevator 1. These grooves 25a serve to suppress the separation and lifting of the brake shoes 24 from the brake shoe plates 23 by the oil film applied to the rail surface. In addition, the brake shoes 24 may be provided with several holes 26 as shown in the figure. These holes 26 are through holes for bolting the brake shoe plate 23 to the inner wedge body 20b wedge body 20. Furthermore, a dust removal member 27 is provided at the lower vertical end of the brake shoe 24, within the same plane as the surface containing the brake shoe 24. In this specification, "lower end" refers to the end of the elevator 1 in the downward direction. The dust removal member 27 is, for example, a porous material such as a sponge, a fibrous material such as a filter, or an elastic material such as rubber. As shown in Figure 4(c), rust-preventive oil is applied to the surface of the guide rail 7, and rust-preventive oil is present between the guide rail 7 and the brake shoe 24. If the emergency stop device is activated while the rust-preventive oil still contains dust, this dust may accumulate on the braking surface of the brake shoe 24 and cause clogging, etc. However, the dust removal member 27 can remove dust and other particles adhering to the rust-preventive oil on the surface of the guide rail 7 during braking, thereby preventing a decrease in the braking force of the brake shoe 24. This dust contains fine sand and iron particles that are generated and accumulate within the elevator shaft.When the dust removal member 27 is a porous body or a fibrous body, iron powder and the like are entangled in the porous body or the fibrous body and held by the dust removal member 27, or deposited at the lower end of the dust removal member 27, so that the dust entering between the brake shoe 24 and the guide rail 7 can be reduced. When the dust removal member 27 is an elastic body, when the emergency stop device 8 operates, the dust removal member 27 adheres closely to the guide rail 7, so that the dust removal member 27 acts like a wiper to reduce the dust entering between the brake shoe 24 and the guide rail 7, and the dust blocked by the dust removal member 27 is deposited at the lower end of the dust removal member 27. When the dust removal member 27 is an elastic body, the dust removal member 27 can exclude the rust preventive oil containing dust from the surface of the guide rail 7.

[0016] <关于 Note that the dust removal member 27 may be provided below the brake shoe plate 23 and does not necessarily have to be provided exactly at the lowermost end of the brake shoe plate 23. For example, as shown in Fig. 5(a), the dust removal member 27 may be provided below the entire brake shoe plate 23. In other words, there may be a brake shoe plate 23 below the dust removal member 27. Since it is preferable that the brake shoe 24 functions after the dust removal member 27 removes dust and the like during braking, it is desirable that the dust removal member 27 be provided at the lowermost end of the brake shoe plate 23. However, an effect can be obtained to some extent except when the dust removal member 27 is provided at the uppermost end of the brake shoe plate 23. However, since the effect of dust removal by the dust removal member 27 is obtained only for the brake shoe 24 above the dust removal member 27, it is preferable that the dust removal member 27 be provided at least in the lower half region of the brake shoe plate 23. Also, as shown in Fig. 5(b), the dust removal member 27 may be provided at a position away from the lower end of the brake shoe plate 23.

[0017] Figure 6 is a graph showing the relationship between the Sommerfeld number and the coefficient of friction. The Sommerfeld number is a dimensionless quantity expressed as viscosity × velocity / load. In a region where the Sommerfeld number is relatively small, the coefficient of friction remains constant. This lubrication state is called "boundary lubrication." As the Sommerfeld number gradually increases, the coefficient of friction decreases sharply, transitioning to a lubrication state called "mixed lubrication." As the Sommerfeld number increases further, the coefficient of friction stops decreasing and increases in proportion to the increase in the Sommerfeld number. This lubrication state is called "fluid lubrication." The figure also shows graphs for different surface roughnesses, showing that the finer the surface roughness, the smaller the coefficient of friction in boundary lubrication. The thresholds at which these states transition differ depending on the surface roughness. The state where the Sommerfeld number is small and the coefficient of friction changes is called "boundary lubrication," the state where the coefficient of friction decreases as the Sommerfeld number increases is called "mixed lubrication," and the state where the coefficient of friction increases as the Sommerfeld number increases is called "fluid lubrication." Therefore, even if the Sommerfeld number is the same, the state to which it belongs will differ depending on the surface roughness. Specifically, as the surface roughness becomes finer and smoother, the threshold Sommerfeld number for transitioning from boundary lubrication to mixed lubrication becomes smaller. Applying this to the case of elevator 1, as the surface roughness of the brake shoe 24 of the emergency stop device 8 becomes finer and smoother, the coefficient of friction in boundary lubrication decreases. Furthermore, as the surface roughness becomes finer and smoother, the threshold Sommerfeld number for transitioning from boundary lubrication to mixed lubrication becomes smaller, and it is conceivable that a sharp decrease in the coefficient of friction is more likely to occur when other conditions other than surface roughness (viscosity of rust-preventive oil, speed of the elevator car, pressing load, etc.) are the same. This can be interpreted as a decrease in the coefficient of friction between the guide rail 7 and the brake shoe 24, resulting in reduced braking force and causing the braking distance to exceed the standard value. Generally, elevator guide rails are coated with rust-preventive oil during manufacturing to prevent deterioration of the emergency stop device's performance due to rust formation on the guide rails. However, since these guide rails are left unattended for a long period after the rust-preventive oil is applied during elevator installation, it is expected that dust and other particles may adhere to the rust-preventive oil.There is a concern that this may cause the emergency stop device to malfunction (the braking force decreases and the braking distance exceeds the reference value). For example, when using a dirty guide rail with dust adhering to its surface in an elevator drop test, the dust accumulates on the surface of the brake shoe during braking and causes clogging (or polishing effect), which smoothens the surface of the brake shoe, and the braking distance may become longer than expected. This is because the lubrication state between the guide rails transitions from boundary lubrication to mixed lubrication (fluid lubrication) due to the smoothening of the surface of the brake shoe 24, resulting in a decrease in the friction coefficient.

[0018] The emergency stop device 8 in the present embodiment has a dust removal member 27 that removes dust in the rust preventive oil at the lower end of the brake shoe 24. By passing through this dust removal member 27, the dust that causes a decrease in friction is removed, preventing the dust from accumulating on the surface of the brake shoe 24 and causing clogging, or preventing the surface of the brake shoe 24 from being polished and smoothened. As a result, the state between the brake shoe 24 and the guide rail 7 can always be maintained in boundary lubrication, preventing a decrease in the friction coefficient. Since the dust removal member 27 can prevent dust from entering between the guide rail 7 and the brake shoe 24 when the emergency stop device 8 operates, it is not necessary to always remove dust from the rust preventive oil. For example, it is not necessary to perform operations such as cleaning the guide rail 7 and reapplying the rust preventive oil during regular inspections. Thereby, the frequency and man-hours of elevator maintenance can be suppressed, and the state required for the operation of the emergency stop device 8 can be maintained while suppressing technical and economic costs. Also, when replacing an elevator that employs the emergency stop device 8, it is possible to reduce the installation cost by directly reusing the existing guide rail 7. That is, the emergency stop device 8 in the present embodiment can maintain the braking force during emergency stop even after a long period has elapsed since installation while suppressing the cost of maintenance and management.

[0019] (Second Embodiment) A second embodiment is described below. Components common to the above embodiment are given the same names and reference numerals, redundant content is omitted, and the parts of this embodiment that differ from the above embodiment will be described in detail.

[0020] Figure 7 is a schematic diagram of the emergency stop device 8 in this embodiment. Figure 7(a) is a schematic diagram of the emergency stop device 8 as viewed from the direction in contact with the guide rail 7, and Figure 7(b) is a schematic diagram of the guide rail 7 and the emergency stop device 8 as viewed from the side. As shown in Figure 7(a), the brake shoe 24 has a plurality of grooves 25b provided at predetermined intervals in a direction intersecting the up and down direction of the elevator 1 and the emergency stop device 8 attached to the elevator 1. These grooves 25b play a role in actively discharging rust-preventive oil from the braking surface of the shoe material during braking. In this embodiment, the angle between the grooves 25b and the up and down direction of the elevator 1 (arrow X in the figure) is approximately 45°. By setting the angle of the grooves 25b to this angle, dust is discharged in the direction of the arrow in the figure, making it easier to discharge dust present on the surface of the guide rail 7 along with rust-preventive oil to the outside of the brake shoe 24, and preventing a decrease in the surface roughness of the brake shoe 24. When the groove 25b approaches perpendicular to the vertical direction of the elevator 1, dust accumulated in the groove 25b becomes less likely to be discharged to the outside of the brake shoe 24. On the other hand, when multiple grooves 25b approach parallel to the vertical direction of the elevator 1, the effect of discharging rust-preventive oil to the outside of the brake shoe 24 during braking is lost. Therefore, a 45°±15° angle is preferable, and a 45°±5° angle is more preferable.

[0021] Furthermore, the multiple grooves 25b in this embodiment are parallel to each other. Because the multiple grooves 25b are parallel to each other, the rust-preventive oil can be discharged in one direction, so the emergency stop device 8 in this embodiment can maintain its braking force during emergency stops even after a long period of time has passed since installation. In addition, it is easier to manufacture compared to simply increasing the number of grooves, and has the advantage of maintaining the surface area of ​​the surface (braking surface) where the brake shoe 24 and the guide rail 7 rub against each other.

[0022] (Third embodiment) A third embodiment is described below. Components common to the above embodiments are given the same names and reference numerals, redundant content is omitted, and the parts of this embodiment that differ from the above embodiments will be described in detail.

[0023] Figure 8 is a schematic diagram of the emergency stop device 8 in this embodiment. Figure 8(a) is a schematic diagram of the emergency stop device 8 as viewed from the direction in contact with the guide rail 7, Figure 8(b) is a schematic diagram of the guide rail 7 and the emergency stop device 8 as viewed from the side, and Figure 8(c) is an enlarged view of the lower end of the emergency stop device 8. As shown in Figures 8(a) and (b), a grinding member 28 is provided in the same plane as the surface containing the brake shoe 24, and at the lower vertical end of the brake shoe 24. The grinding member 28 is, for example, a grinding wheel used for cutting or grinding. As for the material of the grinding member 28, it is preferable that the surface roughness of the grinding member 28 is equal to or greater than the surface roughness of the brake shoe 24, for example, with a grit of #1000 or less. In this specification, "surface roughness" is a parameter that represents the surface roughness of each part randomly selected from the surface of the object. Furthermore, "surface roughness" in this specification is explained as the so-called maximum height Ry, which is obtained by, for example, extracting a reference length from a roughness curve acquired with a contact-type surface roughness meter or a non-contact-type surface roughness measuring instrument in the direction of the average line, measuring the distance between the peak line and the trough line of this extracted portion in the direction of the vertical magnification of the roughness curve, and expressing this value in micrometers (μm) (Figure 9).

[0024] In other words, it is preferable that the average particle size obtained when the abrasive member 28 is collected and measured from wear particles generated when it is pressed against the metal used in the guide rail 7 and slid perpendicular to the direction of pressure contact is equal to or greater than the average particle size obtained when the brake shoe 24 is collected and measured from wear particles generated when it is pressed against the same type of metal with the same force and slid perpendicular to the direction of pressure contact. When the emergency stop device 8 is activated, as shown in Figure 8(c), the abrasive member 28 scrapes the surface of the guide rail 7 and supplies the generated wear particles 30 to the brake shoe 24, thereby preventing the state between the guide rail 7 and the brake shoe 24 from transitioning to fluid lubrication. This is because the solid contact state can be maintained by wear particles that are larger in diameter than the thickness of the oil film formed between the guide rail 7 and the brake shoe 24. Here, the wear particles 30 are powdery particles with a larger diameter than the dust mentioned above as a factor in the reduction of the coefficient of friction, and are obtained by grinding the guide rail 7 itself.

[0025] Furthermore, if rust adheres to the surface of the guide rail 7, it is expected that friction will occur between the brake shoe 24 and the rusted guide rail 7, increasing the braking distance during an emergency stop. However, according to this embodiment, the grinding member 28 grinds the guide rail 7 along with the rust on its surface during an emergency stop, thus preventing an increase in braking distance due to surface rust. Therefore, the emergency stop device 8 in this embodiment can maintain braking force during an emergency stop even after a long period of time has passed since installation.

[0026] Similar to the dust removal member 27, the grinding member 28 only needs to be located below the brake shoe 24 and does not necessarily have to be located precisely at the lowest end of the brake shoe 24. For example, the grinding member 28 may be located below the entire brake shoe 24. In other words, the brake shoe 24 may be located below the grinding member 28. It is preferable that the brake shoe 24 functions after the wear particles 30 ground down by the grinding member 28 are supplied during braking, so it is desirable that the grinding member 28 be located at the lowest end of the brake shoe 24, but some effect can be obtained except when the grinding member 28 is located at the uppermost end of the brake shoe 24. However, since the dust removal effect of the grinding member 28 is obtained only for the brake shoe 24 above the grinding member 28, it is preferable that the grinding member 28 be located in at least the lower half of the brake shoe 24. Also, the grinding member 28 may be located away from the lower end of the brake shoe 24.

[0027] While embodiments of the present invention have been described, these embodiments are presented as examples only and are not intended to limit the scope of the invention. These embodiments can be carried out in various other forms, and various omissions, substitutions, and modifications can be made without departing from the spirit of the invention. These embodiments and their variations are included in the scope and spirit of the invention, as well as in the claims and their equivalents.

[0028] Furthermore, this disclosure includes the following examples:

[0029] [Note 1] A pair of outer wedge bodies are arranged on either side of a central axis, with the surface facing the central axis being an inclined surface that approaches the central axis upwards, Arranged on either side of the central axis, having an inclined surface that approaches the central axis upward, and at least a portion of it being a pair of inner wedges located between the outer wedge and the central axis, Equipped with, At least a portion of the inclined surface of the outer wedge and at least a portion of the inclined surface of the inner wedge face each other. The inner wedge body is provided with a brake shoe plate on the side facing the central axis, The aforementioned brake shoe plate is The surface facing the central axis is provided with a brake shoe and a dust removal member, The dust removal member is located below the brake shoe plate. Emergency braking device.

[0030] [Note 2] The dust removal member is provided at the lower end of the brake shoe plate. The emergency stop device described in Appendix 1.

[0031] [Note 3] The dust removal member is a porous material, a fibrous material, or an elastic material. An emergency stop device as described in Appendix 1 or 2.

[0032] [Note 4] A pair of outer wedge bodies are arranged on either side of a central axis, with the surface facing the central axis being an inclined surface that approaches the central axis upwards, Arranged on either side of the central axis, having an inclined surface that approaches the central axis upward, and at least a portion of it being an inner wedge located between the outer wedge and the central axis, Equipped with, At least a portion of the inclined surface of the outer wedge and at least a portion of the inclined surface of the inner wedge face each other. The inner wedge body is provided with a brake shoe plate on the side facing the central axis, The brake shoe plate is provided with a brake shoe and a grinding member on the surface facing the central axis. The grinding member is located below the brake shoe plate. Emergency braking device.

[0033] [Note 5] The surface roughness of the grinding member is greater than the surface roughness of the brake shoe. The emergency stop device described in Appendix 4.

[0034] [Note 6] The average particle size of the wear particles generated when the grinding member is pressed against a metal and slid perpendicular to the direction of pressure contact is greater than the average particle size of the wear particles generated when the brake shoe is pressed against a metal of the same type as the metal with the same force and slid perpendicular to the direction of pressure contact. An emergency stop device as described in Appendix 4 or 5.

[0035] [Note 7] The brake shoe has grooves in a direction intersecting the upward and downward direction of the emergency stop device. An emergency stop device as described in any one of the appendices 1 to 6.

[0036] [Note 8] The angle between the groove and the central axis is 30° or more and 60° or less. The emergency stop device described in Appendix 7.

[0037] [Note 9] Carriage, A guide rail for guiding the elevator car in the ascending and descending direction, An emergency stop device having brake shoes positioned to sandwich the guide rail from both sides, Equipped with, The aforementioned emergency stop device is A pair of outer wedge bodies are arranged on either side of a central axis, with the surface facing the central axis being an inclined surface that approaches the central axis upwards, Arranged on either side of the central axis, having an inclined surface that approaches the central axis upward, and at least a portion of it being a pair of inner wedges located between the outer wedge and the central axis, Equipped with, At least a portion of the inclined surface of the outer wedge and at least a portion of the inclined surface of the inner wedge face each other. The inner wedge body is provided with a brake shoe plate on the side facing the central axis, The aforementioned brake shoe plate is The surface facing the central axis is provided with a brake shoe and a dust removal member, The dust removal member is located below the brake shoe plate. Elevator. [Explanation of Symbols]

[0038] 1 Elevator 2. Car 3 Main rope 4 Hoisting machine 5. Counterweight 6 Conven Rope 7 Guide rails 8. Emergency braking device 9 Safety Link 10 Governor 11 Governor rope 12 Guide device 20a Lateral cuneiform body 20b Inner wedge 21a Slope 21b Slope 22 Leaf springs 23 Brake shoe plate 24 Brake shoes 25a groove 25b groove 26 holes 27 Dust removal component 28 Grinding Members 30 wear powder

Claims

1. A pair of outer wedge bodies are arranged on either side of a central axis, with the surface facing the central axis being an inclined surface that approaches the central axis upwards, Arranged on either side of the central axis, having an inclined surface that approaches the central axis upward, and at least a portion of it being a pair of inner wedges located between the outer wedge and the central axis, Equipped with, At least a portion of the inclined surface of the outer wedge and at least a portion of the inclined surface of the inner wedge face each other. The inner wedge body is provided with a brake shoe plate on the side facing the central axis, The aforementioned brake shoe plate is The surface facing the central axis is provided with a brake shoe and a dust removal member, The dust removal member is located below the brake shoe plate. Emergency braking device.

2. The dust removal member is provided at the lower end of the brake shoe plate. The emergency stop device according to claim 1.

3. The dust removal member is a porous material, a fibrous material, or an elastic material. The emergency stop device according to claim 1.

4. A pair of outer wedge bodies are arranged on either side of a central axis, with the surface facing the central axis being an inclined surface that approaches the central axis upwards, Arranged on either side of the central axis, having an inclined surface that approaches the central axis upward, and at least a portion of it being an inner wedge located between the outer wedge and the central axis, Equipped with, At least a portion of the inclined surface of the outer wedge and at least a portion of the inclined surface of the inner wedge face each other. The inner wedge body is provided with a brake shoe plate on the side facing the central axis, The brake shoe plate is provided with a brake shoe and a grinding member on the surface facing the central axis. The grinding member is located below the brake shoe plate. Emergency braking device.

5. The surface roughness of the grinding member is greater than the surface roughness of the brake shoe. The emergency stop device according to claim 4.

6. The average particle size of the wear particles generated when the grinding member is pressed against a metal and slid perpendicular to the direction of pressure contact is greater than the average particle size of the wear particles generated when the brake shoe is pressed against a metal of the same type as the metal with the same force and slid perpendicular to the direction of pressure contact. The emergency stop device according to claim 4.

7. The brake shoe has grooves in a direction intersecting the upward and downward direction of the emergency stop device. The emergency stop device according to claim 1.

8. The angle between the groove and the central axis is 30° or more and 60° or less. The emergency stop device according to claim 7.

9. Carriage, A guide rail for guiding the elevator car in the ascending and descending direction, An emergency stop device having brake shoes positioned to sandwich the guide rail from both sides, Equipped with, The aforementioned emergency stop device is A pair of outer wedge bodies are arranged on either side of a central axis, with the surface facing the central axis being an inclined surface that approaches the central axis upwards, Arranged on either side of the central axis, having an inclined surface that approaches the central axis upward, and at least a portion of it being a pair of inner wedges located between the outer wedge and the central axis, Equipped with, At least a portion of the inclined surface of the outer wedge and at least a portion of the inclined surface of the inner wedge face each other. The inner wedge body is provided with a brake shoe plate on the side facing the central axis, The aforementioned brake shoe plate is The surface facing the central axis is provided with a brake shoe and a dust removal member, The dust removal member is located below the brake shoe plate. Elevator.

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