JPH07206310A - Safeties device for elevator and elevator - Google Patents

Abstract

PURPOSE:To cope with larger braking energy and to enable high speed operation by specifying the ratio of the maximum loaded weight for pressing braking pieces to a guide rail to the braking energy per one safety unit required for stopping a car. CONSTITUTION:A safeties device for safely stopping a car at the time of emergency comprises a pair of breaking pieces 9 clamping a guide rail 3 in the inside thereof, and the breaking pieces 9 are connected to a governor system for sensing the speed of the car by rods. When the car is lowered over a designated speed and the rotational frequency of a governor exceeds a designated value, the governor is stopped and the breaking pieces 9 are lifted through the rods to generate breaking force. In this case, the ratio of the maximum loaded weight (kg) for pressing the breaking pieces 9 to the guide rail 3, which is generated by an elastic body 13 to the braking energy (J) per one safety unit for stopping the cab at a decelerating speed below 9.8m/S<2> on the average is set to 0.015 (kg/J) or less.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an elevator, and particularly to an elevator emergency stop device and a highly reliable elevator emergency stop device which operate when an elevator moving at a high speed has a moving speed higher than a predetermined value. It relates to high speed elevators.

[0002]

2. Description of the Related Art An elevator has a deceleration rate that does not injure passengers when a car falls due to a break in a driving rope (an average of 9.8 m in the Japan Elevator Association standard).
A safety device that stops at / s ² or less), that is, an emergency stop device is essential.

In the structure of the safety gear device, usually, two brakes are arranged so that the sliding surfaces face the guide rails, and the guide rails are sandwiched when the car reaches a predetermined speed or more. So that the two brakes are
It is structured to generate braking force. At present, with the increase in the height of buildings, the speed and length of elevators are increasing. When the speed and length of the elevator are increased, the operation speed and stop distance at the time of emergency stop increase, which causes a new problem that the energy to be braked by the emergency stop device significantly increases.

In the conventional structure, in order to cope with this increase in braking energy, it is necessary to increase the force pressing the brake element against the guide rail, which leads to an increase in the size of the elastic body, resulting in an increase in the weight of the emergency stop device. . The increase in the weight of the emergency stop device results in an increase in the weight of the car, which requires an increase in horsepower of the elevator drive source. Furthermore, an increase in the weight of the car requires an increase in the number of ropes and an increase in the diameter, which leads to a vicious circle that further increases the weight. Therefore, in order to further increase the speed and length of the elevator, it is necessary to achieve the sliding characteristics of the brake, that is, increase the friction coefficient and improve the wear resistance, not by increasing the force pressing the brake. is necessary.

The brake element is required to have the following sliding characteristics.
In the emergency stop device, it is most necessary to avoid a situation where the brake shoe and the rail are seized during operation to suddenly stop the car, thereby causing injury to passengers. Therefore, the brake element is required to have appropriate lubricity so as not to be seized on the rail and locked. On the other hand, in order to effectively convert the pressing force into the braking force of the car, a stable high friction coefficient from high speed to low speed is required. Furthermore, when a spring having a linear spring constant is used as the elastic body that presses the brake element, the pressing force decreases with wear. Therefore,
Another characteristic of the brake shoe is wear resistance.

Until now, cast iron has been mainly used for the brake shoe. For example, as shown in JP-B-50-4175, flake graphite cast iron FC250 (JIS standard) and spheroidal graphite cast iron FCD400 (JIS standard) are used. Since graphite acts as a lubricating component in this material, the friction coefficient is stable without locking with the rail.

Further, a method of mechanically improving the sliding characteristics of the brake shoe has been studied. For example, as a method for keeping the friction coefficient value high and stabilizing it, an emergency stop in which an iron-based material with good wear resistance is placed above the sliding surface of one brake shoe and a copper-based material with a stable friction coefficient is placed below The device is Japanese Patent Sho 59-3
It is specified in Japanese Patent No. 5819.

As a method of increasing the stability of the friction coefficient of the brake shoe at high temperatures, a method of covering the sliding surface of the brake shoe with a thin film of a heat-resistant material has been devised.
It is specified in Japanese Patent No. 5 publication.

In addition to elevators, various cast irons are used as friction materials for railway vehicles. Various cast irons as railway friction materials are described in Journal of Japan Society of Lubrication, "Lubrication", Vol. 31, No. 12 (1986), pages 845 to 850.

[0010]

[Problems to be Solved by the Invention] Japanese Examined Patent Publication No. 50-4175
FC25 and FCD40 disclosed in the publication have stable friction coefficients, but have low friction coefficients and poor wear resistance. Therefore, when using FC25 or FCD40,
It is necessary to increase the pressing force of the safety device, which increases the weight of the safety device itself, resulting in an increase in the weight of the car.

Further, the other cases mentioned above have the following problems.

In the brake disclosed in Japanese Patent Publication No. 59-35819, in which the iron-based material is arranged on the upper side of the sliding surface and the copper-based material is arranged on the lower side, the lubrication component indispensable to the brake has been examined. There is a problem with reliability. In addition, although a combination of iron-based material and copper-based material is being considered against the temperature rise of the sliding surface, the efficiency of heat conduction between both materials is low, and it is possible to prevent the sliding surface of the iron-based material from melting. Is not effective. Further, when the wear resistances of the two materials are not equal, the amount of wear differs between the upper part and the lower part of the brake element, which may cause one-sided contact of the sliding surface, making it impossible to generate a normal braking force.

The method of covering the entire sliding surface with a thin film having good heat resistance, which is disclosed in JP-A-62-269875, is disclosed in
The lubrication component that is indispensable to the brake has not been examined, and there is a problem in reliability. Further, after the thin film is worn, there is no effect of preventing melting of the sliding surface, and there is a problem in reliability.

"Lubrication", Vol. 31, No. 12, (1986),
Various cast irons for railway vehicles described on pages 845 to 850 have extremely high speeds unlike elevators (20 to 35 m / s for the number of elevators to 10 to several m / s).
s), small surface pressure (number of elevators-10 kg / mm
² is used in the condition of 0.0 number to 0.1 kg / mm ² ). Further, it is not enough to endure the one-time use like the elevator emergency stop device brake element, but it is repeatedly used for a long period of time. The sliding properties of materials generally depend on the sliding conditions. Therefore, various cast irons for railway vehicles do not always show the same characteristics under elevator operating conditions. In other words, simple diversion based on the characteristics under railway vehicle conditions does not make sense.

An object of the present invention is to solve the above problems and provide an elevator emergency stop device which is highly reliable and can cope with a larger braking energy, and an elevator which is highly safe and can be operated at high speed. Is.

[0016]

SUMMARY OF THE INVENTION In order to achieve the above object, the present invention has a brake bar arranged so as to face a guide rail installed on a hoistway wall and an elevator car for a predetermined speed or more. In this case, the elevator emergency stop device including an elastic body that presses the brake shoe against the guide rail when any of the following conditions is provided with any one of the following configurations.

The maximum force of pressing the brake element against the guide rail generated by the elastic body with respect to the braking energy (J) per set of emergency stop devices required to stop the car at a deceleration of 9.8 m / s ² or less on average The weight (kg) ratio is 0.015 (kg / J) or less.

The ratio of the weight (kg) of one emergency stop device to the braking energy (J) per emergency stop device set required to stop the car at a deceleration of 9.8 m / s ² or less on average is 0. It is 0.0015 (kg / J) or less.

The metallic structure of the sliding surface of the brake shoe includes a graphite phase, a stedite phase, a cementite phase and a pearlite phase.

Further, the metal structure of the sliding surface of the brake shoe comprises each of the above phases, and the ratio of the combined area of the stedite phase and the cementite phase to the area of the graphite phase is 0.5 or more. Has been done.

The metal structure of the sliding surface of the brake shoe has a steadite phase ratio of 5% or more in area ratio.

The brake has 3 to 4 wt% of C and 0.5 w of P.
It is an iron alloy containing t% or more.

The brake element is an iron alloy containing 3 to 4 wt% of C and 2.0 wt% or more of P and Cr in total.

The brake shoe has a plurality of sub-grooves formed on its sliding surface, and the sliding surface is divided into a plurality of parts.

In order to achieve the above object, the present invention provides an elevator having a drive device for raising and lowering a car and a car, and an emergency stop device that operates when the speed of a car exceeds a predetermined value. An elevator having an elevator emergency stop device having any one of the above configurations.

Further, the elevator emergency stop device is equipped with two sets, one set above and one below the car, and at least one set out of the two sets is equipped with the elevator emergency stop device having any one of the above configurations. Just do it.

[0027]

The cast iron used in the present invention has the following structure, that is, a graphite phase composed of carbon existing in the crystal structure of graphite,
It is a ternary eutectic structure of Fe and Fe ₃ P and Fe ₃ C steadite phase, and a binary eutectoid structure with cementite phase and Fe ₃ C and ferrite represents the carbides of iron represented by Fe ₃ C Fe There is a pearlite phase in which ₃ C and ferrite are alternately arranged in layers.

The action and role of the tissue as a brake will be described below.

The graphite phase existing on the sliding surface plays a role of a lubricating component and prevents seizure between the guide rail and the brake shoe. The steadite phase is a hard phase and serves to increase the coefficient of friction and wear resistance. The cementite phase is also a hard phase and similarly plays a role of increasing the friction coefficient and increasing the wear resistance. Further, since the cementite phase has a smaller decrease in hardness at high temperature than the stedite phase, the role of increasing the friction coefficient and increasing the wear resistance in a state where the sliding surface is heated to high temperature by friction heat is not significantly decreased.

The action and role of the additive element on the texture formation will be described below.

C exists as graphite and serves as a lubricating component. Si and Ni have the effect of graphitizing C. Further, Ni has an effect of strengthening pearlite. P forms steadite. Cr has the effect of precipitating cementite and steadite.

The operation and role of the groove formed in the brake element sliding surface and the brake element sliding surface in the divided structure will be described below.

The plurality of grooves quickly removes wear debris from the sliding surface and prevents wear debris or fragments from biting into the rail and causing abnormal wear. Further, the sliding surface divided into a plurality of parts has a role of eliminating the one-sided contact immediately when the one-sided contact occurs, because the contact pressure of the contacted part, that is, the one side of the divided part, becomes extremely high and wears immediately. This prevents abnormal wear from occurring.

Next, the operation and role of the mechanism for mounting two sets of safety devices will be described.

First, how to call the number of emergency stop devices will be described below. The elevator car forms a hoistway and is guided by guide rails installed on two opposing surfaces. Therefore, in order to prevent the emergency stop device from tilting the car during operation and stopping suddenly, two units, one on each rail, are installed at the same height of the car. That is, the emergency stop device is not installed and operated by one unit,
Two units, one set is the minimum unit used. Therefore, when one set of safety device is called, it means that two sets are installed in the elevator car.

The braking force of the safety device is the force pressing the brake elements, the number of the brake elements, the friction coefficient of each brake element, the spring constant of the elastic body that generates the force pressing the brake elements, and the wear resistance of the brake element. And depends on. Therefore, by installing two sets of safety devices and combining the brake elements of the safety device with materials having different friction coefficients, it is possible to finely adjust the braking force that cannot be achieved with the same material.

[0037]

EXAMPLE An example of the present invention will be described with reference to FIGS.

FIG. 1 is a schematic diagram showing the structure of a moving part of an elevator equipped with an emergency stop device according to an embodiment of the present invention. The moving part of the elevator is a car 2 that carries passengers and moves up and down the hoistway, and a main rope 4 composed of a plurality of ropes that connects the car 2 and a drive system installed in the machine room.
And an emergency stop device 1 for safely stopping the car 2 in an emergency. Reference numeral 3 in the drawing denotes two guide rails which are installed on the elevating wall and guide the car 2 when elevating. Further, the safety device 1 has a pair of brake elements 9 for sandwiching the guide rail 3 therein, and the brake element 9 senses the speed of the car 2 and a rod 8 and a governor system (details will be described later).
Are linked by. In FIG. 1, since the elevator mainly describes the installation position of the emergency stop device, devices not directly related to the elevator, such as a door opening / closing device, a tail cord, a drive system, and a governor, are omitted and not shown.

FIG. 2 shows an outline of the safety device system for explaining the operating state of the safety device 1. The emergency stop system includes a governor 5 installed in an elevator machine room (not shown), a governor rope 6 that transmits the speed of the car 2 to the governor 5, a link 7 that connects the governor rope 6 and the car 2, and a link 7. It consists of a lifting rod 8 that connects with the safety device 1.

FIG. 3 schematically shows a partial cross section of the safety device 1 when the II cross section in FIG. 2 is viewed from the A direction. Figure 3
In, the safety device 1 is shown in a sectional view on the right side of the guide rail 3 and in a front view on the left side. The emergency stop device 1 includes two brake elements 9 that sandwich the guide rail 3, a roller 10 that guides the movement of the brake element 9, a guide 11, a guide support member 12 that supports the roller 10 and the guide 11, and a guide element that guides the brake element. It is composed of an elastic body 13 that generates a force to press against, a frame 14, a roller plate 15 installed on the side surface of the roller, and a fixing bolt 16 that attaches the guide support member 12 to the frame 14 and guides the elastic body 13. The fixing bolt 16 is installed on the frame 14 via a spring 17 and a nut 18.

The composition and structure of the brake shoe 9, and the weight and shape of the safety device will be described in detail below. A U-shaped spring was used as the elastic body 13. The emergency stop device of the present invention is not limited to the spring shape, and a disc-shaped spring or a coil spring can be used in addition to the U-shaped spring.

Further, the safety device seen along the line II-II in FIG. 3 is cut away and shown in FIG. In FIG. 4, a rod 8 for pulling up the brake element 9 when the safety gear 1 is operated is shown in cross section. The support plate 8 ′ is connected to the lifting rod 8, and the brake element 9 is held by the support plate 8 ′ so as to be able to come into contact with and separate from the guide rail 3. Furthermore, the brake shoe 9 is
It is pressed against the roller 10 by a spring (not shown). The elastic body 13 is fixed to the frame 14 by fixing bolts (not shown).

The operation mechanism of the safety device 1 will be described below with reference to FIGS. 2, 3, 4 and 5. FIG. 5 is an operation explanatory view for explaining the movement of each component during operation of the safety gear 1.

First, description will be made with reference to FIGS. When the speed of the governor 5 exceeds a predetermined value when the car 2 descends at a speed higher than a predetermined speed, an acceleration detector (not shown) provided therein operates to stop the governor 5. as a result,
The governor rope 6 also stops moving, but the car 2 continues to fall, so the link 7 is relatively pulled up,
Further, the rod 8 connected to the link 7 is pulled up.
As a result, the brake element 9 held by the support plate 8 ′ connected to the rod 8 is also pulled up.

Referring now to FIGS. 3 and 4, rod 8
When is pulled up, the brake shoe 9 rises upward while being guided by the roller 10, the guide 11, and the like. Brake 9
When the pair of guides 11 rises with respect to the frame 14 by a predetermined distance, the pair of guides 11 arranged to face the guide rails have a taper, so that the distance between the pair of brake shoes 9 becomes narrower and the guide rails 3 come into contact with each other. To do. When the brake shoe further rises, a pressing force against the guide rail is generated and a reaction force is received, and the leg portion of the U-shaped elastic body 13 is expanded by a predetermined value via the roller 10, the guide 11 and the guide support member 12, Elastic body 1
A predetermined force that presses the brake element 9 against the guide rail 3 is generated by 3. As a result, a large frictional force is generated between the guide rail 3 and the brake element 9, and the car 2 is stopped.

The contents and results of the study on the composition and structure of the brake shoe 9 used in this embodiment will be described in detail below.

In order to simulate the falling state of the elevator,
Low carbon steel SS400 (JIS
An experiment was carried out in which a standard disc was rotated and a pin made of the material of the brake was pressed against the surface of the disc to slide.
The disk reproduces the operation of the emergency stop device,
It was decelerated from a predetermined rotation speed until it stopped at a constant deceleration. In the meantime, measure the friction coefficient between the disk and the pin,
The relationship between speed and friction coefficient is calculated, and the average friction coefficient,
The material was evaluated by calculating the wear rate. The experimental conditions are summarized in Table 1 below.

The average friction coefficient μav is as follows. The friction coefficient μ depends on the sliding speed v. Therefore μ =
It can be expressed as μ (v). Also, v changes with time. If the sliding distance is L, L is L = ∫v (t) d
From these, the average friction coefficient μav is expressed by μav = ∫μ (v) dv / L.

The wear rate WR is WR, where WL is wear amount, P (= load / sliding area) is surface pressure, and L is sliding distance.
= WL / (P × L)

[0050]

[Table 1]

The materials studied above will be described below. First, various elements were manufactured by adding various elements to FC250 used in the conventional apparatus as a base, and changes in the structure and changes in average friction coefficient and wear rate were examined. The composition range of the studied materials is summarized in Table 2.

[0052]

[Table 2]

The above results are the results of chemical analysis of the sample taken at the time of casting, and show the range of the entire composition of the brake shoe. In the above elements, C, Si, N
The effects of i, Cr, and P are as described above, but supplemented as follows.

That is, C exists as graphite and serves as a lubricating component. Si and Ni have the effect of graphitizing C. Further, Ni has an effect of strengthening pearlite. P forms steadite. Cr
Has the effect of precipitating cementite and steadite.

Mn plays a role of removing oxygen in cast iron and is widely used as an additive element of cast iron.

The structure of the cast iron having the above composition will be described below. FC250 is a structure in which flake graphite is deposited on a pearlite material. The addition of P in this FC250, as described above, a ternary eutectic structure represented by _{Fe 3 P-Fe 3 C-} Fe steadite is precipitated. further,
When Cr is added, cementite, which is an iron monovalent material represented by Fe ₃ C, precipitates, and the amount of steadite precipitates also increases. Fe ₃ is a binary eutectoid structure of C and ferrite Fe ₃
When Ni is added to the pearlite layer in which C and ferrite are alternately arranged in layers, the pearlite ground is refined, and further 4
When added in a large amount up to about%, the base material changes into a hard structure called bainite.

The action and role of the above tissue as a brake will be described below. ◆ The graphite phase existing on the sliding surface plays the role of a lubricating component and prevents seizure between the guide rail and the brake shoe. The steadyite phase is a hard phase,
It plays a role of increasing friction coefficient and increasing wear resistance. The cementite phase is also a hard phase and similarly plays a role of increasing the friction coefficient and increasing the wear resistance. Furthermore, since the cementite phase has a smaller decrease in hardness at high temperature than the stedite phase, the friction coefficient and the wear resistance are less deteriorated when the sliding surface is heated by frictional heat.

The examination results will be described below.

First, the effect of P will be described. The results described below are results obtained by fixing the composition of other elements and changing the P content. The material was manufactured by fixing the composition of other elements, but as a result of the analysis, some difference occurred between the test pieces. The composition is summarized in Table 3, including variations in other elements.
All test conditions were constant. The test conditions are summarized in Table 4.

[0060]

[Table 3]

[0061]

[Table 4]

FIG. 6 shows the relationship between the P content, the average friction coefficient, and the wear rate. The average friction coefficient and wear rate are FC2.
The value of 50 is set as a reference value; 1.0, and the relative average friction coefficient and relative wear rate are expressed by converting them into relative values. The average friction coefficient increases with the amount of P added, increases sharply at about 0.5 wt% or more, and reaches a substantially constant value at about 0.8 wt% or more. The wear rate decreases with the amount of P added, about 0.7w
It reaches an almost constant value at t%.

As shown in FIG. 6, the average friction coefficient is 1.4 to 1.5 times that of the conventional one, and the wear rate is about 9 to 10 times that of the conventional one. I understand.

FIG. 7 shows the relationship between the area ratio of steadite in the material structure, the average coefficient of friction, and the wear rate. The area ratio of steadite was obtained by taking a photograph of the material structure of 15 points and tracing the steadite portion, and then using the image processor, Luzex II, manufactured by Nireco Co., Ltd. to determine the area and the area ratio. The area ratio refers to the ratio of the area of steadite in the image processed range.

The average coefficient of friction increases with an increase in the steadite area ratio. When the steadite area ratio exceeds about 5%, the average friction coefficient increases rapidly and reaches a substantially constant value at about 6%. The wear rate decreases with an increase in the steadite area ratio, and reaches a substantially constant value at about 6%.

That is, FC, which is the material of the conventional brake shoe,
By adding P to 250, the friction coefficient and wear resistance can be greatly improved. About 0.5 wt%
The effect is remarkable above, and reaches a substantially constant value at about 0.7 wt% or more. However, the amount of P added is 3w
If it exceeds t%, the machinability of the brake shoe deteriorates, so it is desirable that the addition amount be in the range of 0.7 to 3 wt%.
Furthermore, when the material structure containing P was examined, it was found that the precipitation of steadite significantly improved the friction coefficient and the wear resistance. Quantifying the tissue, the effect is remarkable when the area ratio of steadite is about 5% or more, and reaches a substantially constant value at about 6% or more.

Next, the influence of Cr will be described. The results described below are results obtained by fixing the compositions of other elements and changing the Cr content in the same manner as the above results. The composition range of the studied materials is summarized in Table 5. The test conditions are the same as those shown in Table 4.

[0068]

[Table 5]

When Cr is added as described above, cementite precipitates. However, when P is added and steadite is precipitated, it is also precipitated as cementite that forms a part of steadite, so the effect of Cr addition cannot be determined only by the precipitation of cementite alone. Therefore, when P is added, the effect on the friction coefficient and wear resistance must be considered as a combined effect with P.

FIG. 8 shows the relationship between the P + Cr content, the relative average friction coefficient, and the relative wear rate. Average friction coefficient is P + C
It increases with the content rate of r, and reaches an almost constant value at about 2.0 wt%. The wear rate decreases with the content of P + Cr, and reaches a substantially constant value at about 2.0 wt%. Generally, if Cr exceeds 3.0 wt%, the machinability of the brake shoe deteriorates. The effect of Cr is more remarkable in terms of improving the wear resistance than the friction coefficient.

That is, when Cr is added together with P, the effect is further improved by improving the average friction coefficient and the wear resistance, and particularly the effect of improving the wear resistance is great. In terms of P + Cr content, the effect is remarkable at about 1.5 wt% or more, and the effect reaches a substantially constant value at about 2.0 wt% or more. Note that the P + Cr content is in the practical range up to about 5 wt% from the viewpoint of machinability.

Next, the influence of C will be described. All the materials used for the examination of P and Cr described above have C in the range of 3.4 to 3.
It is a material containing 6 wt% of graphite.
Area ratio of graphite of this material is 8.4 to 10.5%
And the average is 9.6%. In order to confirm the effect of graphite, the same experiment was conducted on tool carbon steel SK-3 (JIS standard) with a small amount of C and a small graphite area ratio.

As a result, it was found that the friction coefficient was high but not stable, and a large difference was found between the measurements in each test. In some cases, SS4 simulating a guide rail
It sometimes locked with 00 material and stopped at a sudden deceleration. Also, the wear rate was significantly increased. Considering the role of a safety device called an emergency stop device, it is difficult to use a material with poor reliability. From this result, it is considered that the instability of friction coefficient and high wear rate of carbon steel are due to extremely few graphite phases in the structure, and it is considered that the existence of graphite phase for stabilizing friction coefficient is indispensable in the brake shoe. be able to. Si is effective as an additional element having an effect of promoting graphitization of C, and it is desirable to add Si in an amount of 1.4 to 1.6 wt% in order to promote graphitization.

In order to achieve both high friction coefficient and wear resistance as well as stability of friction coefficient and high reliability as the characteristics of the brake shoe, we have a structure that provides sliding resistance in the material of the brake shoe and lubrication. We focused on the ratio of the organizations that are As described above, the area ratios of steadite, cementite and graphite of the various test pieces were analyzed, and the characteristics were arranged by the ratio of (steadite area + cementite area) / graphite area.
The results are summarized in Fig. 9.

(Steadite area + cementite area) /
The ratio of the graphite areas will be referred to as SR below. The average coefficient of friction increases with an increase in SR, and the increase is particularly remarkable when SR is about 0.5 or more. The wear rate decreases with an increase in SR, and reaches a substantially constant value at about 1.0%.

That is, the ratio SR of (stedite area + cementite area) / graphite area is about 0.5 or more, and stable characteristics and high friction coefficient and wear resistance can be obtained.

Next, the effect of Ni will be described. When Ni is added, the pearlite in the structure becomes finer, the overall strength increases, and it is effective in terms of wear resistance. However, when the amount of Ni is increased and bainite is deposited on the base material, the effect is reversed. That is, when bainite is deposited on the substrate, the friction coefficient and wear resistance are reduced. In particular, the wear resistance is significantly reduced. Therefore, precipitation of bainite must be avoided, and the amount of Ni is preferably in the range of 1.5 to 4 wt%, and more preferably in the range of 2 to 4 wt%.

Based on the above findings, in order to stabilize the characteristics as a damper and to exhibit a high friction coefficient and wear resistance, the material structure is composed of a graphite phase, a studite phase, a cementite phase and a pearlite phase. Is desirable. The above results show that the material of the guide rail is SS4.
The same applies not only to the case of 00 but also to other carbon steels.

Next, the material was determined based on the above findings,
The shape of the brake shoe will be described below. ◆ Fig. 10 shows the appearance of the brake element 9 of the safety device made of the above materials.
As shown in FIG. 10, the brake shoe 9 has a wedge shape as a whole, and a plurality of grooves are formed on a sliding surface 9a that holds the guide rail 3 in between. 9b shown in FIG.
Is a guide groove for moving the guide rail 3 so as to sandwich it when it is pulled up, and is formed on both side surfaces.

Details of the sliding surface 9a will be described with reference to FIGS. FIG. 11 is a partial front view of the sliding surface 9a of the brake shoe 9, and FIG. 12 shows a partial enlargement of the cross section taken along the line III-III. This brake shoe is formed with a groove having a V-shaped cross section (hereinafter referred to as a V-shaped groove) so as to be orthogonal to each other at an angle of 45 degrees and 135 degrees with respect to the sliding direction, and has a sliding surface. It is divided into squares. The angle α of the V-shaped groove shown in FIG. 12 is 9 in this embodiment.
By examining 0 degree and 60 degrees, wear powder was removed from the sliding surface at both angles, and good results were obtained. In the case of the V-shaped groove, the groove processing is easy, and since the divided quadrangular cross-section has a trapezoidal shape, it has an effect of being strong against shearing force.

Another embodiment will be described with reference to FIGS.
FIG. 13 is a partial front view of a sliding surface of a brake shoe according to another embodiment, and FIG. 14 shows a partial enlargement of a cross section taken along line IV-IV. This brake shoe has a groove with a square cross section (hereinafter referred to as a square groove).
Are formed so as to be orthogonal to each other at an angle of 45 degrees and 135 degrees with respect to the sliding direction, and the sliding surface is divided into squares.
In the case of the square groove, a large amount of wear powder can be taken in because the groove volume is large.

Further, another embodiment will be described with reference to FIG.
FIG. 15 is a partial front view of a sliding surface of a brake shoe according to another embodiment. This brake shoe has a square groove in the sliding direction of 60 degrees,
Three types of 90 degrees and 120 degrees are formed, and the sliding surface is divided into triangles. When the sliding surface is divided into triangles, the number of intersecting grooves becomes three, and it becomes easy to remove the abrasion powder.

The operation and role of the groove formed on the brake element sliding surface and the brake element sliding surface in the divided structure will be described below. ◆
The plurality of grooves formed immediately remove the wear powder from the sliding surface, and prevent the wear powder or fragments from biting into the rail and causing abnormal wear. Further, the sliding surface divided into a plurality plays a role of eliminating the one-sided contact when the one-sided contact occurs, and the contact pressure, i.e., the one side of the divided surface, becomes extremely high and wears immediately. Prevent the occurrence of abnormal wear.

Next, the characteristics of the entire safety device of the safety device having the brake element manufactured based on the above findings will be described below. ◆ The safety device has a specification of elastic body determined by the rated speed of the installed elevator, the weight of the car, that is, the energy (unit: joule) that the safety device should brake (unit: kg). Is determined. Therefore, when the conventional device is used, as a matter of course, the larger the energy to be braked (hereinafter, E), the larger the force (hereinafter, P) by which the elastic body presses the brake element against the guide rail. Therefore, the weight of the safety device (hereinafter referred to as W) becomes large.

However, when the safety device of this embodiment is used, since the friction coefficient of the brake element is high, the pressing force P can be effectively converted into the braking force and the abrasion resistance is excellent, so that the brake element slides. Less wear on the surface and less reduction in pressing force P. Therefore, a large pressing energy P can be applied with a small pressing force P and a small emergency stop device. A comparison of the braking ability between the conventional device using the FC250 as the brake element and the device of this embodiment will be described with reference to FIGS. 16 and 17.

FIG. 16 shows the pressing force P and the braking energy E.
It shows the relationship between the ratio P / E and the relative friction coefficient. The emergency stop device of this embodiment has P / E in comparison with the conventional device.
Can significantly reduce. That is, in this embodiment, when the speed is constant and the weight of the riding basket has two values, P / E
Values are 0.013 (kg / J) and 0.009 (kg / J)
Thus, it is possible to achieve a value of 0.015 (kg / J) or less calculated based on the proper pressing force estimated from the proper weight of the riding basket. On the other hand, in the conventional device, P
The actual value of / E is 0.036 (kg / J).

FIG. 17 shows the relationship between the ratio of the emergency stop device W and the braking energy E and the relative friction coefficient. The emergency stop device of this embodiment has a W / E
Can significantly reduce. That is, in the conventional device, W
While the actual value of / E is 0.00036 (kg / J), in this embodiment, when the emergency stop device has two values, the W / E value is 0.00015 (kg / J). And 0.
0.0009 (kg / J), which is a value calculated from the proper weight of the emergency stop device estimated from the proper weight of the riding basket.
It has become possible to achieve below 00015 (kg / J).

Next, another embodiment of the present invention will be described with reference to FIGS.
This will be described using 9. ◆ FIG. 18 is a schematic diagram showing the configuration of an elevator in which an emergency stop device according to another embodiment of the present invention is arranged. In FIG. 18, 1 is an emergency stop device attached to the bottom of the car 2 and 1'is the car 2
It is an emergency stop device attached to the upper part of the. FIG. 19 shows a cross section of the cross section taken along the line VV in FIG. 18 viewed from the direction C. In FIG. 19, 9 is a brake element for the emergency stop device 1 (hereinafter,
Reference numeral 9'denotes a lower brake element) and 9'denotes a brake element for the emergency stop device 1 '(hereinafter referred to as an upper brake element). In addition,
In FIG. 19, the elastic body shown by the U-shaped spring in FIGS. 3 and 4 is simply shown as the spring 13.

In the present embodiment, the graphite phase shown in the above-mentioned Embodiment 1 is used for the lower brake element 9 and the upper brake element 9 ',
A material having a material structure including a steadite phase, a cementite phase and a pearlite phase was used. As a result, it became clear that it can be applied to elevators with increased braking force and large rated speed and load. In this case, smooth deceleration can be obtained by not activating the upper and lower brake elements at the same time but activating the upper brake element and then activating the lower brake element. Also, by using different materials for the upper and lower brake elements and combining them, the friction coefficient can be controlled in a wide range, and the moving speed of the elevator,
And an optimal braking force can be obtained according to the load. F
Table 6 summarizes an example of a combination of an emergency stop device with a brake using C250 and an emergency stop device with a brake made of a material structure including a graphite phase, a steadite phase, a cementite phase and a pearlite phase. The rated speed is a speed during normal operation, and is different from the speed at which the safety gear operates.

[0090]

[Table 6]

In combination B of Table 6, the safety device of the present invention was installed in the upper part and the device with the FC250 brake element was installed in the lower part because the temperature rises due to the frictional heat due to the braking of the lower device. This is because it is more effective for braking to dispose an emergency stop device using the material constituent material of the present invention having a structure having a higher friction coefficient at high temperature than FC250 on the side of the upper device that slides with the existing rail. is there.

Further, as the material of the brake shoe of the lower device, FC250 has been used as the brake shoe material of the emergency stop device in the related art, but it is not limited to FC250 in consideration of the friction coefficient and the wear rate, and FCD400, FCD700. But it's okay.

By combining the brake shoe materials used in the elevator emergency stop device as shown in Table 6, an elevator having an optimum braking force and a stable braking force can be obtained.

[0094]

By using the safety device of the present invention, the average friction coefficient of about 1.4 to 1.5 times and the wear resistance of about 9 to 10 times of the conventional one can be stably obtained, and a smaller pressing force can be obtained. It can be stopped with a spring. Furthermore, since the amount of wear is about 1/10, the spring constant of the spring used can be small, and a spring with a small displacement can be used.

Therefore, it is not necessary to significantly increase the weight of the safety gear despite the increase in braking energy. As a result, it is not necessary to increase the diameter of the main rope and increase the horsepower of the drive motor, and it is possible to increase the number of passengers and save energy consumption. Further, the elevator equipped with the safety device as described above has high reliability during operation of the safety device and ensures the safety of passengers.

[Brief description of drawings]

FIG. 1 is a schematic perspective view of an elevator car in which an emergency stop device for an elevator according to an embodiment of the present invention is arranged.

FIG. 2 is a schematic diagram of an elevator emergency stop device system according to an embodiment of the present invention.

FIG. 3 is a partial cross-sectional view of the safety device when the cross-sectional view taken along the line I-I in FIG.

FIG. 4 is a cross-sectional view of the cross-sectional view taken along the line II-II in FIG. 3 viewed from the B direction.

FIG. 5 is a schematic view for explaining the internal structure of an elevator emergency stop device.

FIG. 6 is a relationship diagram of the amount of P added to the brake shoe of the present invention, a relative average friction coefficient, and a relative wear rate.

FIG. 7 is a relational diagram of a steadyite area ratio, a relative average friction coefficient, and a relative wear rate on the sliding surface of the brake shoe of the present invention.

FIG. 8 is a diagram showing the relationship between the (P + Cr) addition amount of the brake shoe of the present invention, the relative average friction coefficient, and the relative wear rate.

FIG. 9 is a relational diagram of (stedite area + cementite area) / graphite area and relative average friction coefficient and relative wear rate on the sliding surface of the brake shoe of the present invention.

FIG. 10 is a perspective view of a brake shoe which is an embodiment of the present invention.

11 is a partial front view of the sliding surface of the brake shoe shown in FIG.

FIG. 12 is a sectional view taken along line III-III of the brake shoe shown in FIG.
It is an expanded sectional view seen from the direction.

FIG. 13 is a partial front view of a sliding surface of a brake shoe which is another embodiment of the present invention.

14 is an enlarged cross-sectional view of a cross section taken along line IV-IV of the brake shoe shown in FIG. 13 as seen from the C direction.

FIG. 15 is a partial front view of a sliding surface of a brake shoe which is another embodiment of the present invention.

FIG. 16 is a diagram comparing a conventional emergency stop device and the device of the present invention with a ratio of a spring force P to a braking energy E and a relative average friction coefficient.

FIG. 17 is a diagram comparing a conventional emergency stop device and the device of the present invention with a ratio of a device weight W to a braking energy E and a relative average friction coefficient.

FIG. 18 is a schematic view of an elevator car in which two sets of elevator emergency stop devices according to another embodiment of the present invention are arranged.

19 is a cross-sectional view of the cross-sectional view taken along the line VV in FIG. 18 seen from the D direction.

[Explanation of symbols]

1, 1 '... Emergency stop device, 2 ... Elevator car, 3
… Guide rails, 4… Main ropes, 5… Governor, 6…
Governor rope, 7 ... Link, 8 ... Lifting rod, 8 '
... Support plate, 9, 9 '... Brake element, 9a ... Sliding surface of brake element,
10 ... Roller, 11 ... Guide, 13 ... Elastic body, 14 ... Frame.

Front page continuation (72) Inventor Hiroto Katsu, 1070 Imo, Katsuta-shi, Ibaraki Hitachi, Ltd. Mito Plant (72) Inventor Jun Kagawara 1070, Ichimo, Katsuta, Ibaraki Hitachi Ltd. Mito Plant (72) Inventor Masayuki Shigeta 1070 Ige, Katsuta City, Ibaraki Prefecture Mito Plant, Hitachi, Ltd. (72) Masakatsu Tanaka 1070 Ige, Katsuta City, Ibaraki Hitachi, Ltd. Mito Plant, Hitachi

Claims (11)

[Claims] 1. A brake element arranged to face a guide rail installed on a hoistway wall, and an elastic body for pressing the brake element against the guide rail when the riding basket of the elevator exceeds a predetermined speed. In an emergency stop device for an elevator, the guide rail generated by the elastic body against the braking energy (J) per set of emergency stop device required to stop the car at an average deceleration of 9.8 m / s ² or less The ratio of the maximum load (kg) that presses the brake is 0.01
An emergency stop device for elevators, which is 5 (kg / J) or less. 2. A brake element arranged so as to face a guide rail installed on a hoistway wall, and an elastic body for pressing the brake element against the guide rail when the riding basket of the elevator exceeds a predetermined speed. In an emergency stop device for elevators equipped with, the weight of one set of emergency stop device for braking energy (J) per set of emergency stop device required to stop the car at an average deceleration of 9.8 m / s ² or less (kg (3) is 0.00015 (kg / J) or less. 3. A brake shoe arranged to face a guide rail installed on a hoistway wall, and an elastic body for pressing the brake shoe against the guide rail when the riding basket of the elevator exceeds a predetermined speed. The emergency stop device for elevators, wherein the metallic structure of the sliding surface of the brake element includes a graphite phase, a stedite phase, a cementite phase, and a pearlite phase. 4. The ratio of the combined area of the stedite phase and the cementite phase to the area of the graphite phase constituting the metallographic structure of the sliding surface of the brake shoe according to claim 3.
An emergency stop device for elevators, characterized by having 5 or more. 5. A brake element arranged so as to face a guide rail installed on a hoistway wall, and an elastic body for pressing the brake element against the guide rail when the riding basket of the elevator exceeds a predetermined speed. The emergency stop device for elevators, wherein the metallic structure of the sliding surface of the brake element includes a Steadite phase in an area ratio of 5% or more. 6. A brake element arranged so as to face a guide rail installed on the hoistway wall, and an elastic body for pressing the brake element against the guide rail when the elevator car has a predetermined speed or more. In the emergency stop device for an elevator, the brake element comprises 3 to 4 wt% of C and 0.
An emergency stop device for an elevator, which is an iron alloy containing 5 wt% or more. 7. A brake element arranged so as to face a guide rail installed on a hoistway wall, and an elastic body for pressing the brake element against the guide rail when the riding basket of the elevator exceeds a predetermined speed. In the emergency stop device for an elevator, the brake element comprises 3 to 4 wt% of C and 0.
An emergency stop device for an elevator, which is an iron alloy containing 5 wt% or more and 2.0 wt% or more of P and Cr in total. 8. The method according to any one of claims 1 to 7,
The elevator brake stop device is characterized in that the sliding surface of the brake shoe is divided into a plurality of parts. 9. The method according to any one of claims 1 to 7,
The elevator is characterized in that a plurality of grooves are formed at least at two types of angles with respect to the sliding direction so that the sliding surfaces intersect each other, and the sliding surface is divided into a plurality of parts. Emergency stop device. 10. An elevator equipped with a drive device for raising and lowering a car and a car, and an emergency stop device that operates when the speed of a riding basket exceeds a predetermined value. 9. An elevator emergency stop device according to claim 9. 11. An elevator including an elevator emergency stop device for raising and lowering a car, comprising a drive device for raising and lowering a car and a car, and an emergency stop device that operates when a speed of a ride basket exceeds a predetermined value. An elevator, wherein a total of two sets, one set each of which is mounted on the elevator, are installed, and at least one set of the two sets is the safety device for an elevator according to any one of claims 1 to 9.