JPH07252051A - Elevator an emergency stopping device thereof - Google Patents

Abstract

PURPOSE:To provide a damper that improves the extent of reliability and corresponds to yet larger damping energy by making a pin-form friction material consisting of a molybdous alloy or tungsten be inserted into an opposed surface with a guide rail at an acute angle in the sliding direction. CONSTITUTION:When the traveling speed of a car is reached to the setting speed exceeding the rated speed, a damper 5 pinches a guide rail 3 set up on an elevator shaft wall at both sides of the car, damping the car into a stop. A pin-form friction material 10 consisting of a molybdous alloy cobalt of 2wt.% is pressed-in a damper 5a on its opposed surface with the guide rail 3. This pin-form friction material 10 jumps out of its end face from the guide rail opposed surface of this damper 5a being made up of carbon 11, and it is pressed in at an acute angle with and angle theta. In consequence, since the friction material 10 receives such force as being thrust in time of operation of an emergency stopping device, it is hard to slip off, and it is able to surely transmit its pressing force to the guide rail 3.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an elevator emergency stop device and an elevator, which operates when the descending and ascending speeds of the elevator are higher than a predetermined value, and particularly for a lightweight elevator suitable for a high speed elevator. Emergency stop device and elevator.

[0002]

2. Description of the Related Art In elevators, when a car falls due to cutting of a driving rope or the like, safety is required to stop the car at a deceleration that does not harm passengers (standard is 9.8 m / s ² or less). It is obligatory to install a device, namely an emergency stop device. As a structure of a conventional emergency stop device, when two wedge-shaped friction materials (hereinafter referred to as brakes) are arranged inside an elastic body and the car reaches a predetermined speed or more. , Sandwich the elevator guide rail installed on the wall of the hoistway with two brakes,
With the force generated by the elastic body elastically deformed by the brake element, the brake element is pressed against the elevator guide rail to generate the braking force. That is, the emergency stop device, when operated, the guide rails installed on the hoistway walls on both sides of the car are caught by the brake element, which is a friction material, and at the same time pushes out the elastic body arranged so as to surround the brake element, It is a mechanism that elastically deforms to generate a pressing force to brake the car. On the other hand, as the height of the building rises, it is required to speed up the elevator and lengthen the stroke.As a result, the operating speed and stopping distance at the time of emergency stop increase, and the energy to be braked by the emergency stop device (hereinafter, braking energy Will be written as)
There is a new problem that the number will increase significantly.

Japanese Laid-Open Patent Publication No. 59-7682 discloses a method in which a plurality of ceramic friction pieces are fitted on the sliding surface of a brake shoe to improve the coefficient of friction and wear resistance. Another method for increasing the friction coefficient of the brake element is to cover the sliding surface with a thin film of a heat-resistant material so that the friction coefficient of the brake element does not decrease even if the heat generated by friction increases the temperature. 62
No. 269875. Further, Japanese Patent Laid-Open No. 62-249879 discloses a method of increasing the friction coefficient by projecting hard particles on the sliding surface of the brake shoe.

[0004]

When the force for pressing the brake element against the guide rail is increased in order to increase the braking energy while using the conventional material, the elastic body becomes large and the weight of the safety gear increases. . The increase in the weight of the emergency stop device is directly connected to the increase in the weight of the car, and it is necessary to increase the horsepower of the elevator drive system. Further, an increase in the weight of the car requires an increase in the number of ropes and an increase in diameter, which is a vicious cycle that further increases the braking energy required for the safety gear. Therefore, in order to further increase the speed and lengthen the travel of the elevator, it is essential to achieve an increase in the friction coefficient of the brake element and an improvement in wear resistance, not by a method of increasing the force pressing the brake element.

In addition, FC2 which has been conventionally used as a brake shoe
Cast iron typified by 50 is excellent in stability of friction coefficient and relatively excellent in wear resistance. However, as braking energy increases, the coefficient of friction and wear resistance decrease significantly. This is because the braking energy increases, that is, the frictional heat increases, so that the temperature of the sliding surface increases and the strength of the material decreases significantly. Therefore, in order to prevent the friction coefficient and the wear resistance from decreasing even if the braking energy increases, it is necessary to use a material that is less likely to cause a decrease in strength at high temperatures as the braking material.

The above-mentioned prior art has the following problems. In the conventional technique described in Japanese Patent Laid-Open No. 59-7682, since a ceramic piece, which is a brittle material, is installed on the sliding surface, there is a possibility of breaking due to a shearing force of several hundreds of kilograms. There was a problem with sex. In the prior art disclosed in Japanese Patent Laid-Open No. 62-269875,
The change in the friction coefficient after abrasion of the thin film of the heat-resistant material on the sliding surface has not been examined, and there is a problem in its reliability. In the conventional technique described in Japanese Patent Application Laid-Open No. 62-249879, there is a possibility that the friction coefficient may change due to the dropout of the protruding particles, and the study on its reliability is not sufficient.

Originally, the characteristics required for the brake element are that the friction coefficient is high in order to efficiently convert the pressing force into the braking force. Since the linear elastic body is used, it has excellent wear resistance. The damage is less, that is, the galling phenomenon is less, and the reliability is high as an important member of the safety device. From the above required characteristics, cast iron FC2
Although 50 has been used, FC250 is not sufficient in terms of friction coefficient and wear resistance characteristics against an increase in braking energy. Therefore, the present inventors arrived at the present invention by conducting various studies on the material of the brake shoe and the shape of the sliding surface in order to increase the braking energy.

An object of the present invention is to solve the above-mentioned problems of the prior art and to provide an elevator emergency stop device which is highly reliable and can cope with a larger braking energy. Further, another object of the present invention is to solve the above problems,
The objective is to provide an elevator that is highly reliable and safe, and that can move up and down even at high speeds.

[0009]

In order to solve the above-mentioned problems, a molybdenum alloy capable of maintaining a high friction coefficient and wear resistance on the facing surface of an emergency stop device brake element without lowering mechanical strength even at high temperature, or A tungsten or cobalt alloy or an iron-nickel-cobalt-chromium alloy is arranged. Since the above molybdenum alloy, tungsten, cobalt alloy, and iron-nickel-cobalt-chromium alloy have poor workability, they were arranged on the opposing surfaces of the brake shoe using the following method. First, molybdenum alloy and tungsten were formed into a pin shape or a plate shape that was easy to form, and were inserted and arranged at an acute angle with respect to the sliding direction. Further, the facing surface was coated by thermal spraying so that the molybdenum alloy and tungsten were securely attached to the emergency stop device brake element. Further, since cobalt alloy and iron-nickel-cobalt-chromium alloy have relatively good workability as compared with molybdenum alloy and tungsten, they were processed into bolts, and screwed into screw holes formed in the brake shoe. Further, the cobalt alloy and the iron-nickel-cobalt-chromium alloy were adhered to the facing surface by metallurgy so as to be surely mounted on the emergency stop device brake element.

[0010]

[Operation] Molybdenum alloy, tungsten, cobalt alloy, iron-nickel-cobalt-chromium alloy, etc., which are arranged on the brake element sliding portion of the emergency stop device, do not cause strength reduction even if the temperature rises due to frictional heat. Since a high friction coefficient and wear resistance can be maintained, a larger braking energy can be dealt with. Molybdenum alloy or tungsten, which is pin-shaped or plate-shaped and is inserted into the sliding part of the brake shoe of the safety gear at an acute angle to the sliding direction, is the brake element due to the frictional force during sliding. Since it further digs in, it does not fall off from the brake element of the emergency stop device. Further, since the force generated by the frictional force on the pin made of molybdenum alloy or tungsten is a compressive force, molybdenum alloy or tungsten, which has a relatively small elongation, is not destroyed. The thermal spraying method is highly reliable because it can easily cover the guide rail facing surface of the brake shoe with a high-melting point material such as molybdenum alloy or tungsten, has a large coating thickness, and has high adhesion. Since the cobalt alloy processed in the bolt shape or the iron-nickel-cobalt-chromium alloy is screw-fastened, it is securely attached to the brake element of the safety gear. Further, by the build-up method, by placing a molybdenum alloy, tungsten, cobalt alloy, iron-nickel-cobalt-chromium alloy, etc. on the guide rail sliding surface of the brake shoe, metallurgically bonded to the brake shoe,
It can be arranged with high reliability.

[0011]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a perspective view showing an outline of an elevator car of the present invention. In FIG. 1, a car 1 for carrying passengers is connected by a rope 2 to a drive system (not shown) on the top floor of the building. For the sake of simplification, the door opening / closing device, the details of the outer frame, etc. are not shown in this figure. Guide rails 3 are installed on both sides of the hoistway to guide the car 1 when it is moved up and down. It should be noted that the guide rail 3 is shown only on one side and is partially omitted. Car 1
At the lower end of the, two emergency stop devices 4 (hereinafter referred to as one set) are installed so as to surround the guide rail 3. The safety device 4 is illustrated in simplified form with details of the brake shoe, elastic support members, casing, and the like.

FIG. 2 is a front detailed view for explaining one embodiment of the safety device of the present invention. In FIG. 2, the guide rail 3 is shown in cross section for explaining other components. Further, since the structure of the safety device 4 is symmetrical with the guide rail 3 sandwiched between them, the reference numeral of the name display is shown only on one side. In FIG. 2, when the safety device 4 is operated, the guide rail 3 is sandwiched between the brake element 5 and the brake element 5 that generates a braking force.
Are installed in one safety device 4 such that the guide rail 3 is sandwiched therebetween. Elastic body 6 for attaching the brake element 5 to the guide rail 3 when the emergency stop device 4 operates
In this embodiment, a U-shaped spring is used. A guide plate 7 for guiding the movement is installed so that the brake shoe 5 moves to a predetermined position when the safety device 4 operates. The components of the safety device 4 are housed in a casing 8.

FIG. 3 is a schematic view showing a state in which the safety device is operated. In FIG. 3, when the brake shoe 5 is pulled up, it is guided by the roller 9 so as to sandwich the guide rail 3. For the sake of explanation, the casing,
Parts such as the guide plate are omitted and not shown.

The operation of the safety device 4 of the present invention will be described below with reference to FIGS. When the moving speed of the car 1 reaches the set speed exceeding the rated speed, the speed sensing device installed on the top floor operates and a rope (not shown in FIG. 2; (Denoted as a governor rope). The governor rope is connected to the brake element 5, and the brake element 5 is relatively pulled up with respect to the safety device 4 mounted on the falling car 1, and as shown in FIG. The guide rail 3 installed on the hoistway wall is sandwiched, and at the same time, the U-shaped elastic body 6 arranged so as to surround the brake shoe 5 is spread and elastically deformed to generate a pressing force, and the car 1 is braked. Let

Next, the brake shoe, which is a main part of the safety device of one embodiment of the present invention, will be described in detail below.
FIG. 4 is a schematic external view of the brake shoe in this embodiment,
The guide groove formed on the side surface is omitted and not shown. In FIG. 4, a pin-shaped friction material 10 is press-fitted into the brake element 5a on the guide rail facing surface. In this example, a molybdenum alloy containing 2% by weight of cobalt (hereinafter referred to as Mo
-2% Co alloy) was used. In the following description, when alloy composition is indicated, it is% by weight unless otherwise specified.

FIG. 5 is a part of a cross section of the I-I cross section in FIG. 4 viewed from the direction A. In FIG. 5, the brake element 5a
Is made of carbon steel 11, and S25C is used in this embodiment. The pin-shaped friction material 10 has an end surface protruding from the surface facing the guide rail, and is press-fitted at an acute angle θ shown in the drawing. In this embodiment, it is set in the range of 30 to 60 degrees. As a result, when the emergency stop device operates, the friction material 1
Since 0 receives the force to be pushed in, it is hard to fall off, and the pushing force can be reliably transmitted to the guide rail 3.

Although the pin-shaped friction material is press-fitted in this embodiment, the pin-shaped friction material may be provided with a screw thread and inserted and fixed in a screw hole provided in the brake element. In that case, if an adhesive is used together, it can be firmly fixed. Further, although the friction material is rod-shaped in the above embodiment, a plate-shaped friction material may be used. That is, the thick end surface of the plate-shaped friction material may be inserted into and fixed to the brake shoe so that the thick end surface of the friction material becomes a sliding surface with the guide rail. In that case, it is effective to direct the longitudinal direction of the end surface of the plate-shaped friction material in the sliding direction.

When the operating speed of the safety gear device is increased,
Alternatively, when the pressing force is increased to increase the surface pressure, the coefficient of friction decreases. The reason for this is that the heat generated by friction reduces the strength of the friction material and wears it due to the frictional force. Conventional cast iron FC250 (JIS standard) has a stable friction coefficient and relatively excellent wear resistance, but is difficult to use for high speed sliding. Therefore, in the present embodiment, the Mo-2% Co alloy, which is a material that causes little strength reduction at high temperatures, is used for the friction material 10.

Since the Mo-2% Co alloy constituting the friction material 10 does not decrease in strength even at a high temperature, the decrease in friction coefficient and the decrease in wear resistance are extremely small, and it is possible to cope with large braking energy. Yes, it is also applicable to high speed elevators. Further, since the friction coefficient is stable, it is suitable for an emergency stop device that protects human life. Mo itself is a high-melting-point material, and its strength is not significantly reduced at high temperature, but the addition of Co further reduces the strength reduction at high temperature.

As a result of various examinations, the Mo alloys are Mo-Ni, Mo-Cr, and Mo-, which have almost the same characteristics as the alloy, have a stable friction coefficient and are suitable as an emergency stop device.
It is an alloy of V, Mo-Fe, Mo-Zr, or the like. Specifically, Mo-0 to 2% Ni, Mo-0 to 4% Cr, M
o-0-6% V, Mo-0-2% Fe, Mo-0-4%
It is a Zr alloy. These Ni, Cr, V, Fe, Zr
Produces the same effect as Co and reduces the decrease in strength at high temperatures. Among these, Mo-Ni, Mo-Co,
The characteristics of Mo-Cr and Mo-Fe are excellent. Tungsten (hereinafter referred to as W) other than the Mo alloy does not cause a decrease in strength even at high temperatures, and has a stable friction coefficient. However, since the Mo alloy and W are poor in workability, it is not easy to form the entire brake shoe 5a. Therefore, it can be easily arranged on the sliding surface by processing it into a relatively easy pin shape and press-fitting it into the brake element 5a made of S25C.

Next, another embodiment of the present invention will be described with reference to FIGS.
Will be explained. FIG. 6 is a schematic external view of a brake shoe in an emergency stop device according to another embodiment of the present invention. In addition, FIG.
FIG. 7 shows a part of the cross section taken along line II-II in FIG. In FIG. 7, the brake element 5b is made of carbon steel 11 (S
25C). The Mo layer 12 is formed on the sliding surface by a thermal spraying method. In this example, in consideration of the production of the thermal spraying powder, a simple substance of Mo was used because it was easy to produce, and other elements were not intentionally added.

A method of manufacturing the brake shoe 5b will be described below.
First, the main body is formed in S25C, and a plurality of grooves are formed on the sliding surface. Next, the surface opposite to the guide rail is subjected to sandblasting to form fine irregularities 11a that increase the adhesiveness of the sprayed film. Next, the surface facing the guide rail is coated with Mo by plasma spraying. In this embodiment, the sprayed film thickness is about 0.5 mm. After coating with the Mo alloy, the sliding surface is reworked to have a smooth sliding surface and predetermined dimensions. 4 and 5
As in the example shown in FIG. 5, W has the same effect as Mo, but Mo is superior in view of thermal spraying property. Further, although the plasma spraying method is used as the spraying method in the present embodiment, the present invention is not limited to the plasma spraying method, and may be a high speed flame spraying method or an explosive spraying method. The reduced pressure spraying method, which uses the plasma spraying method in a reduced pressure state, is the most suitable spraying method for elevator emergency stop devices, which have good film adhesion and require high reliability as a final safety device for protecting human lives.

Next, another embodiment of the present invention will be described with reference to FIGS. FIG. 8 is a schematic external view of a brake shoe in an emergency stop device according to another embodiment of the present invention, and FIG. 9 is a view showing a part of a cross section of the brake shoe 5c taken along the line III-III in the direction A. is there. In FIG. 9, the brake element 5c is made of carbon steel 11
(S25C), bolt 13 made of Co alloy
Is screwed into the screw hole 14 formed in the brake shoe 5c. In this embodiment, Co-10% Ni is used as the Co alloy.
A -20% Cr-10% W alloy was used. The present alloy has a small strength reduction at high temperature and stable characteristics, and is suitable as a friction material for an elevator emergency stop device. The present invention is not limited to the above composition, and Co-10 to 30% Ni-
In the range of 20 to 30% Cr-5 to 15% W alloy,
The characteristics are satisfactory. Further, although the wear resistance is slightly inferior to that of the Co alloy, the bolt 13 can be formed even with the Fe-Ni-Co-Cr alloy having good workability, and the characteristics are satisfied. Specifically, Fe-10 to 35% Ni-10 to 30% Co-
10 to 20% Cr alloy. Since the friction material is processed into a bolt shape, if the precision during bolt processing is maintained, the height from the brake element surface is uniform, and there is no need to rework the sliding surface after assembly. Further, since it is screw-fastened, it is securely fixed to the brake element 5c, and the reliability is high.

FIG. 10 is a view showing an embodiment in which a bolt is more securely fixed to the brake shoe 5c in a part of the vertical cross section of the brake shoe 5c, as in FIG. In FIG. 10, Co-Ni-Cr
A reverse screw hole 15 is formed in the lower end surface of the bolt 13a made of a -W alloy or a Fe-Ni-Co-Cr alloy. After the bolt 13a is screwed into the screw hole 14 formed in the brake element 5c, a bolt 17 having a reverse screw is inserted through the counterbore hole 16 formed in the back surface of the brake element 5c.
3a is screwed into the reverse screw hole 15, and the brake element 5c is sandwiched by the bolts 13a and 17 to fix it more firmly. According to this method, not only the bolt 13a is firmly fixed but also the adhesion between the bolt 13a and the brake element 5c is strengthened, so that the thermal conductivity is increased and the frictional heat is effectively diffused. The reduction in the coefficient of friction is lower. In this embodiment, the bolts are provided so as to be orthogonal to the sliding surface, but it is needless to say that the bolts may be fixed at an acute angle with respect to the sliding direction, as in the case shown in FIG.

Next, another embodiment of the present invention will be described with reference to FIGS. FIG. 11 is a schematic external view of a brake shoe in an emergency stop device according to another embodiment of the present invention. FIG. 12 shows a part of a cross section of the brake shoe 5d taken along the IV-IV plane in the A direction. In FIG. 12, the brake element 5d is made of carbon steel 11
(S25C), and the sliding surface has a Co—Ni—Cr—W alloy layer or Fe formed by a build-up method.
A built-up layer 18 made of a -Ni-Co-Cr alloy layer is formed. The detailed composition of the alloy is similar to that of the examples shown in FIGS. 8, 9, 10 and the like.

A method of manufacturing the brake shoe 5d will be described below. First, in S25C, a schematic shape of the brake shoe is created, and then the sliding surface is subjected to padding processing to form a Co—Ni—Cr—W alloy layer or a Fe—Ni—Co—Cr alloy layer. Next, the groove 19 is processed to form a plurality of grooves on the sliding surface. After that, the sliding surface and the back surface are finished to a predetermined size, and a brake shoe is created. In this example, Co-Ni-Cr-
Since the alloy layer (buildup layer 18) made of W or Fe—Ni—Co—Cr is metallurgically bonded to the brake shoe material (carbon steel 11), it has a strong bonding force and is an emergency stop. It does not peel off or fall off due to shearing force generated during operation of the device, and is suitable for an elevator emergency stop device that requires high reliability as a final safety device that protects human lives.

As described above, Mo alloy, W, Co alloy, Fe--Ni-- arranged on the sliding surface of the safety gear brake element.
The Co—Cr alloy does not decrease in mechanical strength even when the temperature rises due to frictional heat, and can maintain a high friction coefficient and wear resistance. As a result, it is possible to realize a lightweight and highly reliable emergency stop device that can cope with large braking energy. Further, by realizing a lightweight and highly reliable emergency stop device that can cope with a large braking energy, an elevator with high speed, large capacity and high reliability can be realized.

[0028]

As described above, according to the present invention, an elevator emergency stop device having high reliability and capable of coping with a larger braking energy can be obtained, and an elevator having high reliability and safety and capable of ascending / descending even at a high speed. Obtainable.

[Brief description of drawings]

FIG. 1 is a schematic perspective view showing an elevator car according to an embodiment of the present invention.

FIG. 2 is a front view showing an emergency stop device according to an embodiment of the present invention.

FIG. 3 is a schematic perspective view showing an operating state of the safety device of one embodiment of the present invention.

FIG. 4 is a schematic perspective view showing a safety gear brake according to an embodiment of the present invention.

5 is a partially enlarged cross-sectional view of FIG.

FIG. 6 is a schematic perspective view showing a safety gear brake according to another embodiment of the present invention.

7 is an enlarged view of a partial cross section of FIG.

FIG. 8 is a schematic perspective view showing a safety gear brake according to another embodiment of the present invention.

9 is a partially enlarged cross-sectional view of FIG.

FIG. 10 is an enlarged partial cross-sectional view showing a safety gear brake according to another embodiment of the present invention.

FIG. 11 is a schematic perspective view showing a safety gear brake according to another embodiment of the present invention.

12 is an enlarged view of a partial cross section of FIG.

[Explanation of symbols]

 1 Cradle 2 Rope 3 Guide rail 4 Emergency stop device 5 5a 5b 5c 5d Brake element 6 Elastic body 7 Guide plate 8 Casing 9 Roller 10 Pin-shaped friction material 11 Carbon steel 11a Concavo-convex 12 Mo layer 13 and 13a Bolt 14 Screw Hole 15 Reverse Screw Hole 16 Countersunk Hole 17 Reverse Screw Bolt 18 Overlay Layer 19 Groove

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Jun Yasukawara 1070 Ige, Katsuta City, Ibaraki Prefecture Hitachi Ltd. Mito Plant

Claims (11)

[Claims] 1. A brake shoe arranged to face a guide rail installed on a hoistway wall of an elevator, and the elevator.
In an elevator emergency stop device including an elastic body that pushes the brake element against the guide rail when the car is at a predetermined speed or more, the brake element has a molybdenum alloy on a surface facing the guide rail. Alternatively, at least one pin-shaped friction material made of tungsten is inserted at an acute angle with respect to the sliding direction, and an emergency stop device for an elevator is provided. 2. The emergency stop device for an elevator according to claim 1, wherein the pin-shaped friction material has a thread cut and is inserted and fixed in a screw hole provided in the brake element. 3. The elevator emergency stop device according to claim 1, wherein a head portion of the pin-shaped friction material projects from the facing surface. 4. A brake shoe arranged to face a guide rail installed on a hoistway wall of an elevator, and the elevator.
In an elevator emergency stop device including an elastic body that presses the brake element against the guide rail when the car is at a predetermined speed or more, the brake element has a cobalt alloy on a surface facing the guide rail. Alternatively, an emergency stop device for an elevator, characterized in that at least one bolt-shaped friction material made of an iron-nickel-cobalt-chromium alloy is inserted and fixed. 5. The bolt-shaped friction material is inserted and fixed at an acute angle with respect to the sliding direction.
Emergency stop device for the elevator described. 6. The emergency stop device for an elevator according to claim 4, wherein a head portion of the bolt-shaped friction material projects from the facing surface. 7. A brake shoe arranged to face a guide rail installed on a hoistway wall of an elevator, and the elevator.
In an elevator emergency stop device including an elastic body that pushes the brake element against the guide rail when the car is at a predetermined speed or more, the brake element has a molybdenum alloy on a surface facing the guide rail. Alternatively, at least one of the plate-shaped friction materials made of tungsten is
An emergency stop device for an elevator, wherein a cross section is inserted so as to project from the facing surface. 8. A brake shoe arranged to face a guide rail installed on a hoistway wall of an elevator, and the elevator.
In an elevator emergency stop device including an elastic body that pushes the brake element against the guide rail when the car is at a predetermined speed or more, the brake element has a molybdenum alloy on a surface facing the guide rail. Alternatively, an emergency stop device for an elevator, wherein at least one of tungsten is coated by thermal spraying. 9. A brake shoe arranged to face a guide rail installed on a hoistway wall of an elevator, and the elevator.
In an elevator emergency stop device including an elastic body that presses the brake element against the guide rail when the car is at a predetermined speed or more, the brake element has a cobalt alloy on a surface facing the guide rail. Alternatively, at least one of an iron-nickel-cobalt-chromium alloy is subjected to overlay processing, and an emergency stop device for an elevator. 10. The elevator emergency stop device according to claim 8, wherein a plurality of grooves are formed on a sliding surface of the brake shoe with the guide rail. 11. An elevator comprising: a car that moves up and down a hoistway; a drive system that drives the car; a rope that connects the car and the drive system; and an emergency stop device attached to the car. The elevator according to claim 1, wherein the safety device is the safety device according to any one of claims 1 to 10.