EP2316776B1 - Method for placing into operation an elevator system - Google Patents

Description

The invention relates to a method for starting up an elevator system according to the preamble of the independent claim.

An elevator system is installed in a shaft. It consists essentially of an elevator car, which is connected via suspension means with a counterweight. By means of a drive which acts selectively on the suspension means, directly on the cabin or directly on the counterweight, the cabin is moved along a substantially vertical cabin carriageway.

Such elevator systems have mechanical brake systems which enable the car to be kept at any location which can slow down the elevator system or its moving masses during normal operation or which can safely stop the elevator car in the event of an error. Holding at any location is, for example, holding the elevator car on one floor for unloading or loading or waiting for a next move command. A brake in normal operation is, for example, stopping process when the car enters a floor and braking in case of failure is required when, for example, a controller, the drive or support means fail.

To date, two braking systems have been used to meet these requirements, one of which was located on the drive itself and the other on the cab. An examination of these systems is expensive, on the one hand because two systems must be tested, on the other hand because usually fully loaded cabins are required for the test. This is complicated because a payload for the cabin has to be transported. This load must often be transported in small load portions and the test is a risk of damage to cabin equipment by slipping this load.

From our registrations EP1671912 and US2006 / 180406 Brake systems are now known which require only one brake system instead of two brake systems. The elevator brake device shown brakes and holds an elevator car and the elevator brake device consists of a number of brake units which are brought in case of need with brake tracks in engagement, the brake unit for this purpose presses at least one brake plate to the brake track and generates a braking force.

This braking system must now be able to be tested particularly safely and efficiently.

Accordingly, the object of this invention is to design a test method which enables an efficient and reliable testing of such a brake device. A commissioning of a corresponding elevator system should be easy to do. Preferably, possible errors should be detected early and important system data should be able to be verified.

These objects are achieved by the method according to claim 1.

By determining the effective coefficient of friction of the brake unit deviations can be detected early and the determination allows a reliable statement on the functioning of the brake unit. By appropriate determination, the monitoring can be permanently verified, that is to say with each use, which makes possible a particularly secure execution of such a brake unit.

In an advantageous embodiment, the effective coefficient of friction of the brake unit (μe) is determined by means of a brake force measuring device for measuring a braking force and by means of a normal force measuring device for measuring an acting brake application force. This is particularly advantageous because force measurements, for example can be carried out inexpensively using strain gauges. In addition, an effective resulting coefficient of friction of a brake unit can be very easily determined using these measures.

A variant embodiment provides that in order to determine the effective coefficient of friction (μe) of the brake unit, the brake unit is brought into engagement with the brake track and delivered with a smaller brake application force (FNw), and the elevator car is operated at low speed, the process being carried out as long as possible is continued or repeated until a substantially constant effective coefficient of friction of the brake unit (μe = FB / FNw) is established. This is particularly advantageous since dirt and dust can accumulate on the brake track during assembly of an elevator installation. This influences a coefficient of friction and thus also a resulting braking force. With the method shown this dirt can be rubbed away and the success of the cleaning can be checked by checking the friction coefficient. At the same time, it can be checked whether the measured coefficient of friction corresponds to an empirical value. This allows a rough assessment of the material used, for example, whether the correct brake track material is used.

A very advantageous test variant provides that the determination of the effective coefficient of friction of the brake unit (μe) is carried out on the unloaded elevator car. This is economically interesting, since for the purpose of testing a braking device no payload must be used. The time required to transport test weights is eliminated and there is no risk of damage to cabin equipment.

A helpful embodiment variant provides that a sufficient brake safety factor (SB) is detected on the basis of the effective coefficient of friction (μe) and a maximum brake application force (FNm) determined by means of the normal force measuring device. A safety factor is a mark for the reliability of a device or the security of the task performance of a device. In a braking device such a brake safety factor is particularly important. Such a test method is particularly advantageous for testing an elevator brake device according to the preceding statements for starting up an elevator installation with such an elevator brake device. The elevator installation includes an elevator car for transporting a delivery load and a counterweight which is connected by means of suspension to the elevator car and a drive for driving the elevator car, counterweight and suspension means, wherein the counterweight and the car move in opposite directions in a substantially vertical shaft. In such an elevator installation, the evaluation of an elevator brake device is particularly difficult, since a complex mass system is involved. The proposed test method offers an efficient and safe way to commission a lift system.

An elevator system is a complex mass system and an elevator brake device has to cope with this complex mass system. As a rule, that is to say in the case of normal operating states, the elevator brake device of an elevator system must bring the entire mass system or the total mass (MG) to be braked to a standstill. In a "worst case", for example in the case of failure of suspension elements or support structures, however, the elevator brake device must be able to securely brake and hold the remaining mass (MV), essentially the mass of the empty elevator car including the payload. This latter requirement can not be checked real in an elevator system, since this would be such a "worst case", in the areas of elevator construction also referred to as "free fall", brought about.

In order to be able to make a reliable statement on the safety of an elevator brake device - and such a statement is part of the commissioning of the elevator system - the masses involved must be known. The invention proposes now helpful variants for the determination of these masses.

A first embodiment variant provides that the remaining mass (MV) of the elevator installation to be braked by the elevator brake device in the "worst case" is entered by inputting a permissible weight (MF) of the delivery load and input a weight (MK) of the empty elevator car calculated (MV = MK + MF) is. This is easy to implement and is possible in highly standardized elevator installations where no custom designs are allowed.

Another embodiment provides that the remaining mass (MV) of the elevator installation to be braked by the elevator brake device in the "worst case" is entered by entering the permissible weight (MF) of the conveyor load, an effective mass portion of the drive (MA) and measuring an elevator acceleration (ak). wherein mass determinations on the elevator installation such as, an actual imbalance (MB) of the elevator installation, or an actual weight (MT) of the suspension means are performed using the braking force measuring device. This variant is advantageous when it comes to customer-specific elevator systems, in which, for example, additional equipment, such as imaging devices, air conditioners or the like or equipment such as mirrors, decorative materials or custom flooring are installed. This method allows a safe determination of the braked masses.

The effective mass fractions of the drive (MA) are defined by the drive. These are the inertia masses of the drive including associated drive pulleys and pulleys. These rotational inertial masses are converted according to the diameter of the drive pulley to an equivalent linear mass fraction of the drive (MA). These values are visible in plant documents or in the form of data tables attached to a test instrument.

wobei g die Erdbeschleunigung (9.81 m/s²) ist.The actual imbalance (MB) is the mass difference between the counterweight and the empty cab. As a rule, this mass difference is designed for 50% of the permissible delivery load (MF). But there are also other interpretations of this imbalance known. This imbalance can be determined by first determining an actual weight (MT) of the suspension means. This is advantageously done by measuring the holding force (FB _HT ) in the dormant state at the top stop (HT) parked cabin and measuring the holding force (FB _HB ) in the dormant state at a lowermost stop (HT) parked cabin. The measurement of the holding forces (FB _HT , FB _HB ) takes place in each case by the elevator car in relevant stop (top or bottom) is held solely by the braking device and the holding force is measured by the brake force measuring device. The actual weight of the suspension element can be determined from the difference between these two measurements, according to the following formula: $$\underset{\_}{\mathrm{measure}\mathrm{support\; means}\left(\mathrm{MT}\right)=\left(\mathrm{holding\; force}\left({\mathrm{FB}}_{\mathrm{HT}}\right)-\mathrm{holding\; force}\left({\mathrm{FB}}_{\mathrm{HB}}\right)\right)/2/\mathrm{G}}$$

where g is the gravitational acceleration (9.81 m / s ² ).

wobei g wiederum die Erdbeschleunigung (9.81 m/s²) ist. Allenfalls muss bei dieser Bestimmung ein Gewicht (MZ) einer allfälligen Zuladung der Kabine (beispielsweise ein Installateur) berücksichtigt werden.For example, the actual imbalance (MB) can be determined from the sum of these two measurements, using the following formula: $$\underset{\_}{\mathrm{Dimensions}\mathrm{unbalance}\left(\mathrm{MB}\right)=\left(\mathrm{holding\; force}\left({\mathrm{FB}}_{\mathrm{HT}}\right)-\mathrm{holding\; force}\left({\mathrm{FB}}_{\mathrm{HB}}\right)\right)/2/\mathrm{G}}$$

where g is again the gravitational acceleration (9.81 m / s ² ). At most, a weight (MZ) of a possible payload of the cabin (for example, an installer) must be taken into account in this determination.

The weight of the empty elevator car (MK) can now be determined by, for example, by means of an acceleration sensor, an intrinsic acceleration (ak) of the elevator car is measured. In this case, the empty car is parked in the lowest stop (HB), then the braking device is opened whereby the empty elevator car accelerates automatically upwards. This acceleration (ak) and any residual braking force (FB _R ) is measured and then the brake is closed again.

The actual weight of the empty elevator car (MK) can now be determined, for example, using the aforementioned determined or known values, according to the following formula: $$\underset{\_}{\mathrm{MK}=\left(\left(\mathrm{MB}-\mathrm{MT}-\mathrm{MZ}\right)*\mathrm{G}-\left(\mathrm{MT}+\mathrm{MZ}+\mathrm{MA}+\mathrm{MB}\right)*\mathrm{ak}-{\mathrm{FB}}_{\mathrm{R}}\right)/\mathrm{ak}}$$

The remaining mass (MV) to be braked by the elevator brake device in the "worst case" can now be calculated: $$\underset{\_}{\mathrm{MV}=\mathrm{MK}+\mathrm{MF}},$$

This method allows a reliable determination of the actual mass fractions of an elevator installation.

Advantageously, a maximum required brake application force (FNe) takes into account the total mass (MV) to be braked in the worst case, the effective coefficient of friction of the brake unit (μe), the number of brake units (N) used, a required minimum deceleration (ake) and a correction factor (KB1), whereby the correction factor (KB) takes into account characteristic empirical values such as brake speed, contamination or expected overload: $$\underset{\_}{\mathrm{FNe}=\mathrm{<figure-callout\; id="1"\; label="KB"\; filenames="imgf0001.png,imgf0003.png"\; state="\{\{state\}\}">KB</figure-callout>}1*\mathrm{MG}*\left(\mathrm{ake}+\mathrm{G}\right)/\left(\mathrm{N}*\mathrm{mE}\right)}$$

This allows an effective prediction of the required delivery force (FNe) with little effort. The required measurements can be done by one person alone and no test weights are required.

A further embodiment provides that the brake unit is delivered with a maximum force and by means of the normal force measuring device the maximum achievable Bremszustellkraft (FNm) is measured and this maximum Bremszustellkraft (FNm) with the maximum required Bremszustellkraft (FNe) is compared and the proof sufficient Braking function is called satisfied when the maximum brake application force (FNm) by the safety factor (SB) is greater than the maximum required brake application force (FNe). This design allows a statement about a really existing safety of the braking device. This results in a very safe braking device.

bestimmt.Alternatively, the brake unit is delivered with a maximum force and measured by means of the normal force measuring device achievable maximum Bremszustellkraft (FNm) and taking into account the effective coefficient of friction of the brake unit (μe), the number of brake units used (N) and a correction factor (KB2), the Correction factor (KB2) takes into account characteristic empirical values such as braking speed or contamination, a maximum possible braking force $$\underset{\_}{\mathrm{FBm}=\mathrm{<figure-callout\; id="2"\; label="KB"\; filenames="imgf0001.png,imgf0002.png"\; state="\{\{state\}\}">KB</figure-callout>}2*2*\mathrm{FNm}*\mathrm{N}*\mathrm{mE}}$$

certainly.

This allows a direct statement to the maximum possible braking capacity of the brake device used in a particular elevator installation.

Advantageously, based on the previous statement on the maximum possible braking force (FBm), a maximum required braking force (FBe) under Consideration of the "worst case" braked weight (MV), a required minimum delay (ake) and a correction factor (KB2 ') determines: $$\underset{\_}{\mathrm{FBe}=\mathrm{KB}2\text{'}*\mathrm{MV}*\left(\mathrm{ake}+\mathrm{G}\right),}$$

The correction factor (KB2 ') takes into account characteristic empirical values such as the expected overload. The maximum possible braking force (FBm) is now compared with the maximum required braking force (FBe) and the proof sufficient braking function is called satisfied if the maximum possible braking force (FBm) to the safety factor (SB) greater than the maximum required braking force (FBe ).

This method gives a comprehensive overview of the brake safety of an elevator system.

In an advantageous embodiment of the method for starting up an elevator system, the braking function is generally verified by the empty cabin is controlled or uncontrolled, preferably accelerated in the upward direction until a Fahrkurven- or speed monitoring system activates the braking device and the braking device by means of associated brake unit (s) Brakes the car to a standstill and holds it at a standstill. During the braking process, the brake application forces and braking forces are measured and a coefficient of friction of the brake unit (μb) determined from these measurements is compared with the previously determined effective coefficient of friction of the brake unit (μe). The commissioning of the braking device is referred to as satisfied if the determined coefficient of friction (μb) substantially coincides with the effective coefficient of friction (μe), possibly taking into account the correction factor (KB1, KB2). The advantage of this embodiment is the fact that the overall function of the safety system of the elevator installation can be carried out by simple means of only one person.

A further advantageous embodiment of the commissioning method provides that a correct balance of an elevator system using the Brake force measuring device is made or verified. This is economical because no separate measuring instruments are required.

Advantageously, the balancing of the elevator system is performed by entering a required balancing factor in an evaluation unit. The actual imbalance (MB) may be determined using the brake force measurement device as previously described. A true balance factor (Bw) is determined by setting the actual imbalance (MB) in relation to the allowable payload (MF) of the elevator car.
In a simple way, a possibly required additional weight can be determined as the difference between the required balancing factor (Bg) minus the actual balancing factor (Bw) and multiplication by the permissible payload, and the counterweight can be weighted with this additional weight or relieved accordingly if the result is negative. The advantage of this design is that balancing can be easily and safely controlled and / or corrected.

Advantageously, the number of brake units used is 2 or a multiple of 2. This is advantageous because usually two brake tracks are present and thus the brake units can be distributed symmetrically on the brake tracks. It is also possible to use several small brake units instead of large brake units. This is inexpensive because modular braking devices can be interconnected into a system.

Advantageously, parameters of the brake unit acquired during commissioning are checked for conformity with default values. For the purpose of testing a function in normal operation, these commissioning values or parameters determined during commissioning are stored, and a running status check evaluates the characteristic values during normal brake application of each brake application. The condition check compares continuously determined characteristic values with the commissioning values and in case of unexpected deviations a recalibration, a service message or a fault message is generated. This allows the function of the braking device to be ensured for a long time, and allows targeted maintenance.

Advantageously, the determined effective coefficient of friction (μe) is used as the parameter. Alternatively or additionally, a determined normal force characteristic curve is used as the parameter, which is stored as a function of a delivery measuring device or a delivery path. These parameters are basic quantities. which allow a safe statement about the braking ability and thus the safety state of the braking device and thus the elevator system.

In an advantageous embodiment, a correct function of the brake force measuring device is checked by comparing a measured braking force (FB) with a required driving force for moving the elevator car (FA), for which purpose a static braking force (FBST) is measured with the elevator car stationary and a dynamic braking force (FBdyn) is measured at a constant driving speed and a small-acting brake application force (FBw) and the difference between these two measurements (FBdyn-Fbstat) is compared with the required driving force (FA), for example an engine torque (TA). This method allows a further or alternative assessment of the safety state of the elevator installation, or of the measuring system.

Advantageously, a device is used to carry out the start-up method, which device can be connected to the brake device and controls the sequence of startup. This is particularly advantageous, since by means of this device, for example, instructions can be given to the person performing, calculations can be performed automatically and the results of commissioning can be stored, or output in a report. This is safe and efficient.

Further details of the invention and additional advantages thereof are explained in more detail in the following part of the description.

In the following the invention will be explained in more detail by means of exemplary embodiments in conjunction with the figures. The figures are drawn diagrammatically and without authority. Like-acting parts are the same in the figures.

Fig. 1

eine Ansicht der Aufzugsanlage mit Aufzugskabine, Gegengewicht und an der Aufzugskabine angebauter Bremseinrichtung,

Fig. 1a

eine Draufsicht auf die Aufzugskabine und Gegengewicht der Aufzugsanlage gemäss Fig. 1,

Fig. 2

eine Detailansicht einer Bremseinheit betrachtet von oben,

Fig. 3

eine Detailansicht einer Bremseinheit,

Fig. 4

eine schematische Darstellung einer Messanordnung,

Fig. 5

eine Ansicht einer Massenverteilung einer Aufzugsanlage,

Fig. 6a

Massenverteilung einer Aufzugsanlage mit Kabine im untersten Halt,

Fig. 6b

Massenverteilung einer Aufzugsanlage mit Kabine in mittlerer Position,

Fig. 6c

Massenverteilung einer Aufzugsanlage mit Kabine im obersten Halt,

Show it:

Fig. 1

a view of the elevator installation with elevator car, counterweight and attached to the elevator car braking device,

Fig. 1a

a plan view of the elevator car and counterweight of the elevator system according to Fig. 1 .

Fig. 2

a detailed view of a brake unit viewed from above,

Fig. 3

a detailed view of a brake unit,

Fig. 4

a schematic representation of a measuring arrangement,

Fig. 5

a view of a mass distribution of an elevator system,

Fig. 6a

Mass distribution of an elevator installation with cabin in the lowest stop,

Fig. 6b

Mass distribution of an elevator installation with cabin in middle position,

Fig. 6c

Mass distribution of an elevator installation with cabin in the uppermost stop,

Fig. 1 shows an example of an elevator installation 1. The elevator installation 1 comprises an elevator cage 2 which is connected by means of suspension 4 to a counterweight 3. The elevator car 2 is driven by a drive 5 by means of suspension 4. The elevator car 2 is guided by guide rails 6 essentially in the vertical direction in an elevator shaft 7 by means of guide shoes 23. Elevator car 2 and counterweight 3 move in the same way in the elevator shaft 7. The elevator car 2 is used to transport the delivery load 10. The elevator system 1 is controlled by an elevator control 8. In the example shown, the elevator car is provided with a braking device 11, which can hold the elevator car 2 at a standstill and which, if necessary, can brake the elevator car 2 from a driving state to a standstill. Stopping at standstill is required, for example, when the elevator car is in a floor for the purpose of picking up or discharging conveyor load 10. Braking may be required if a fault is detected in the lift system and accordingly the elevator car must be decelerated quickly.

The brake device 11 comprises at least one brake unit 12 which can be brought into engagement with a brake track 6. In the example shown Fig. 1 is the guide rail 6 and the brake track 6 one and the same element. The brake device 11 further comprises a brake control unit 13 which controls the brake unit 12. The brake control unit 13 gives the brake unit 12 braking values which the brake unit 12 adjusts. Further, in the illustrated example, an acceleration sensor 22 is mounted on the car 2, which detects a current acceleration state of the car 2 and at least passes it on to the brake control unit 13 and / or the elevator control 8. In Fig. 1 Furthermore, a device 9 is connected to the elevator control 8, which controls a start-up procedure of the elevator installation 1. In the example, this device 9 is a mobile computer, such as a laptop, PDA, or the like.

This device 9 contains the necessary evaluation and control routines to carry out the commissioning of the elevator system 1, and the braking device 11 easily.

Fig. 1a shows the in Fig. 1 The elevator car 2 is guided by two guide rails or brake tracks 6. The counterweight 3 is located in the same shaft 7 and is guided along its own guide rails (not labeled). The braking device 11 is mounted on the elevator car 2, wherein in the example two brake units 12.1, 12.2 are used, which can each act on a brake track 6.

Fig. 2 and Fig. 3 show an exemplary brake unit 12. The brake unit 12 includes a brake housing 16 with a fixed brake plate 14 and a feed device 15 which has a second brake plate 14. The brake unit 12 comprises the brake track 6 and by means of the feed device 15, the brake plates 14 can be delivered, whereby a braking or holding force can be generated. The delivery is controlled and regulated by means of a control device 17. The guide shoe 23 serves to guide the brake unit 12 and / or the elevator car 2. By means of a normal force measuring device 21, a normal force FN generated by the brake unit 12 is measured. The normal force FN generates the braking force FB defined by a coefficient of friction μ. For the sake of simplicity, a single braking force FB per braking unit is measured and from this a coefficient of friction μ is determined which corresponds to the value FN divided by FB, that is to say a braking unit related coefficient of friction. In the example shown, an attachment housing 18 leads the braking force FB from the brake plates 14 via a carrier pin 19 to the elevator cage 2. The braking force can be measured by a brake force measuring device 20. The measured values of normal force FN, braking force FB or a delivery path, which can be measured for example in the delivery device 15, are detected by the control device 17 and forwarded directly or possibly via the brake control unit 13 and / or elevator control 8 to the commissioning device 9. Of course, these measured values are also used by the control device 17, the brake control unit 13 and / or the elevator control 8 for their own tasks.

During braking, the brake unit 12 slides at a speed v of the brake track 6, while holding this speed v is equal to zero. This embodiment allows an efficient control of the braking device 11 in the event of an operation, since the brake control unit 13 can specify a desired normal force FN to each brake unit 12 and the brake unit 12 adjusts this value independently. During commissioning, these values can simply be used to calculate an effective brake safety SB.

Fig. 4 schematically represents a possible measuring arrangement for exercising the commissioning process. The drive 5 is provided with a device for detecting the drive torque TA. The drive provides this measurement signal to the drive controller 8. The elevator car 2 is equipped with the acceleration sensor 22. The signal of the acceleration sensor 22 is likewise made available to the elevator control 8 via the car. The car 2 contains the braking device 11, which consists of a plurality of brake units 12. Each of the brake units 12 has normal force measurement 21, brake force measurement 20 and in the illustrated example further on the measurement of the effective feed travel of the feed device 15. The measured values are Finally, the elevator control 8 is also made available via the brake unit, or the measurement signals are made available via the elevator control 8 to the device 9 for controlling the startup procedure. The device 9 is connected to the elevator control 8 in the example shown. This allows operation of the device from one floor. Of course, the device could be connected to other data points such as the brake control unit 13 or to the braking device 11.

The device 9 for controlling the commissioning process controls the removal process and gives necessary instructions to operating personnel.

Fig. 5 gives an overview of the main dimensions of a lift system. The car 2 with the empty mass MK is connected to a suspension element 4 which has the mass MT to the counterweight 3. The counterweight 3 has the mass MC. The drive 5, which drives the car 2 and the counterweight 3 via the suspension element 4, has a mass equivalent MA which corresponds to the rotational mass of the drive components 5. The car 2 is loaded with a maximum allowable delivery load 10 which corresponds to the mass MF. The cabin 2 is provided with a braking device 11.

The Fig. 6a to 6c give a representation of possible measurement points for the commissioning of the braking device 11 and the elevator system 1. The cabin is unloaded, that is, the current mass MF is zero. The Fig. 6a to 6c are related to Fig. 5 consider.

In Fig. 6a the measuring point is shown in the lowest stop HB. Here, the mass fraction MT of the suspension element 4 is substantially on the side of the car 2. The measurement FB corresponds to the preponderance of counterweight 2 to empty cabin 2 and suspension means 4th

In Fig. 6b a measuring point is shown in the middle stop HM. Cabin 2 and counterweight 3 are at the same height and the mass fraction MT of the suspension element 4 is divided substantially evenly on the side of the car 2 and the counterweight 3. The measurement FB corresponds to the sole preponderance of counterweight 2 to empty cabin 2.

In Fig. 6c the measuring point is shown in the uppermost stop HT. Here, the mass fraction MT of the suspension element 4 is substantially on the side of the counterweight 3. The measurement FB corresponds to the preponderance of counterweight 2 and support means 4 to the empty cabin 2. The measuring point according to Fig. 6b Of course, it can also be calculated as the mean value between the measured value Fig. 6a and 6c determine.

With knowledge of the present invention, the elevator expert can arbitrarily change the set shapes and arrangements. For example, the illustrated arrangement of a drive in the shaft head can be replaced by a drive on the car or on the counterweight or the braking device can be arranged at the upper end of the cabin or below and above the cabin or laterally of the cabin.

Claims (6)

1. Method for starting up an elevator installation (1) having an elevator car (2) for transporting a conveyor load (10), having a counterweight (3), which is connected to the elevator car (2) by means of suspension elements (4), having a drive (5) for driving the elevator car (2), counterweight (3) and suspension elements (4), the counterweight (3) and the car (2) moving in opposite directions in a vertical shaft (7), having an elevator brake device (11) attached to the elevator car (2) and having a brake force measuring device (20), a braking force (FB) of the elevator brake device (11) being measured by means of the brake force measuring device (20), characterized in that the method comprises the following steps:

   - determining a holding force (FB_HT) of the elevator car (2) parked in an uppermost stop (HT) by means of the brake force measuring device (20),

   - determining a holding force (FB_HB) of the elevator car (2) parked in a lowermost stop (HB) by means of the brake force measuring device (20),

   - calculating an actual weight (MT) of the suspension elements (4) as a function of the measured holding forces (FB_HT, FB_HB),

   - calculating an actual imbalance (MB) of the elevator installation as a function of the holding forces (FB_HT, FB_HB),

   - entering the permissible weight (MF) of the conveyor load (10),

   - entering an effective mass fraction of the drive (MA),

   - measuring a proper acceleration (ak) of the elevator car,

   - calculating an actual weight (MK) of the empty elevator car (2) as a function of the actual weight (MT) of the suspension elements (4), the actual imbalance (MB) of the elevator installation, the effective mass fraction of the drive (MA) and the measured proper acceleration (ak), and

   - calculating a remaining mass (MV) of the elevator installation to be braked by the elevator brake device (11) in the "worst case" by summation of the actual weight (MK) of the empty elevator car (2) and of the permissible weight (MF) of the conveyor load (10).
2. Method according to claim 1, including the further step of:

   - determining a maximum required brake application force (FNe) taking into account the total mass (MV) to be braked in the "worst case", an effective friction coefficient of the brake unit (µe), a number of brake units (N) used, a required minimum deceleration (ake), and a correction factor (KB1), wherein the correction factor (KB1) takes into account characteristic empirical values such as brake speed, contamination or expected overload: $$\mathrm{FNe}=\mathrm{KB}1\ast \mathrm{MG}\ast \left(\mathrm{ak}+\mathrm{G}\right)/\left(\mathrm{N}\ast \mathrm{\mu e}\right)$$

   
3. Method according to claim 2, including the further steps of:

   - measuring an achievable maximum brake application force (FNm) by means of a normal force measuring device (21) by applying a maximum force to a brake unit (12),

   - comparing this maximum brake application force (FNm) with the maximum required brake application force (FNe), and

   - designating the proof of sufficient brake function as fulfilled if the maximum brake application force (FNm) is greater than the maximum required brake application force (FNe) by the safety factor (SB).
4. Method according to claim 2, including the further steps of:

   - measuring the achievable maximum brake application force (FNm) by means of the normal force measuring device (21) by applying a maximum force to the brake unit (12),

   - determining a maximum possible braking force (FBm) taking into account the effective coefficient of friction of the brake unit (µe), the number of brake units (N) used and a correction factor (KB2), wherein the correction factor (KB2) takes into account empirical values such as brak-in speed or contamination: $$\mathrm{FBm}=\mathrm{KB}2\ast 2\ast \mathrm{FNm}\ast \mathrm{N}\ast \mathrm{\mu e}$$

   
5. Method according to claim 4, including the further steps of:

   - determining a maximum required braking force (FBe) taking into account the weight (MV) to be braked in the "worst case", a required minimum delay (ake) and a correction factor (KB2'), wherein the correction factor (KB2') takes into account characteristic empirical values such as expected overload: $$\mathrm{FBe}=\mathrm{KB}2\prime \ast \mathrm{MV}\ast \left(\mathrm{ake}+\mathrm{G}\right),$$

   

   and

   - comparing the maximum possible braking force (FBm) with the maximum required braking force (FBe), and

   - designating the proof of sufficient braking function as fulfilled if the maximum possible braking force (FBm) is greater than the maximum required braking force (FBe) by the safety factor (SB).
6. Method according to claim 1, wherein furthermore, correct balancing of the elevator system (1) is carried out including the further steps of:

   - entering a required balancing factor (Bg),

   - determining an actual balancing factor (Bw) by setting the actual imbalance (MB) in relation to the allowable load (MF) of the elevator car,

   - determining a required additional weight as the difference between the required balancing factor (Bg) minus the actual balancing factor (Bw) and multiplication by the permissible load (MF), and

   - weighting or, in the case of a negative result, correspondingly releasing a counterweight (3) with this additional weight.

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