EP2978702B1 - Braking apparatus for an elevator system - Google Patents

Description

The invention relates to a braking device for an elevator system according to the preamble of claim 1. Such a braking device is for example from the US Pat. No. 1,206,350 A or from the CN 101907140 A known.

State of the art

There is a large number of elevator systems with guide rails known, on which a passenger cabin is mounted for movement in the vertical direction. In addition, it is known to attach a brake device to the passenger cabin which serves to reduce vibrations or vertical vibrations during the standstill of the passenger cabin and to hold its vertical position during the entry and exit of the passenger cabin. To achieve this effect, the passenger cabin is held during the floor content by means of the braking device by frictional engagement on a guide rail of the elevator system, being canceled at the beginning of the onward journey of the passenger cabin by a corresponding control command to the brake device, this frictional engagement, so that the passenger cabin can continue driving. It is for example from the publications US1206350A or DE203891C known to design such a brake device actuated as electromagnetically actuated caliper brake, wherein the two clamping sides of the caliper brake each have a brake pad, which rest on both sides of the guide rail during standstill of the passenger cabin. In addition, the disclosed brake device comprises an electromagnetic actuator to bring the caliper brake or the brake pad, as required, with the guide rail in contact or to be released from this.

Such brake devices have the disadvantages that they are relatively large and heavy, and therefore are only suitable for mounting on relatively large passenger cabins. In addition, known braking devices are relatively expensive. In addition, problems arise when holding and releasing the brake device when the brake pads are partially worn, and / or when the brake pads are arranged asymmetrically with respect to the guide rail.

Presentation of the invention

The object of the invention is to form an economically advantageous braking device for an elevator installation.

This object is achieved with a braking device for an elevator installation having the features of claim 1. The dependent claims 2 to 19 relate to further advantageous embodiments. Claim 20 relates to the use of such a braking device for a passenger cabin of a lift installation. The object is in particular achieved with a braking device for an elevator installation for generating a frictional connection on a guide rail of the elevator installation, wherein the braking device comprises: a brake caliper with two pivotally mounted legs, wherein the one end of each leg is connected to a brake pad carrier, and wherein opposite end of each leg is pivotally connected to a toggle lever, wherein the toggle lever comprises a first lever and a second lever, which is articulated to each other via a toggle joint, wherein the first and second levers are pivotally connected to one of the legs, wherein a linear drive between the two legs and extending along the two legs, and wherein the linear drive is connected via a connecting part with the toggle joint to actuate the brake caliper, wherein the connecting part comprises a prestressed spring, and wherein the connecting part d erart is configured so that the connecting member extends under train when exceeding a predetermined by the prestressed spring biasing force, and wherein the linear drive is pivotally mounted about a pivot axis, wherein the pivot axis and the axis of rotation of the toggle joint substantially parallel.

In an advantageous embodiment, the braking device comprises a guide device which limits the range of motion of the toggle joint.

As a linear drive all drive systems are suitable, which lead to a translational movement to produce a movement in a straight line. In a particularly advantageous Embodiment, the linear drive is designed as a Hubspindelmotor.

The inventive braking device has the advantage that it can be made very small and compact. The brake device can therefore also be used for small passenger cabins of a lift installation. In addition, the braking device is inexpensive to produce. The braking device is also designed such that no hard impacts occur, as may occur, for example, when using an electromagnet as a drive device. In comparison to such electromagnetic drives, the braking device according to the invention is very quiet during operation, in particular when a lifting spindle motor is used. In addition, the inventive braking device requires no energy during standstill in an advantageous linear drive such as a Hubspindelmotor. It proves to be particularly advantageous that the braking device is designed on the basis of the linear drive, in particular a Hubspindelmotors, and by the use of a preloaded spring such that during operation of the braking device no hard impacts occur, as is the case for example with electromagnets. The braking device therefore has a very long service life, that is, the braking device can be operated reliably and without or with little maintenance for a long time. In addition, there is a compensation of the abrasion of the brake pads. The braking device is also very simple, so that maintenance can be performed quickly and inexpensively. In an advantageous embodiment, the brake pads of the braking device can be replaced very quickly to the To keep a period of maintenance short. In a particularly advantageous embodiment, the braking device has a connecting means, in particular a dovetail joint to replace brake pads particularly fast and comfortable.

The braking device according to the invention will be described below with reference to several exemplary embodiments.

Brief description of the drawings

Fig. 1

einen Schnitt durch eine Bremsvorrichtung mit geöffneten Bremsbacken;

Fig. 1a

eine Detailansicht von Ausschnitt A;

Fig. 2

einen Schnitt durch die Bremsvorrichtung gemäss Figur 1, jedoch mit geschlossenen Bremsbacken;

Fig. 2a

eine Detailansicht von Ausschnitt B;

Fig. 3

einen Schnitt durch die Bremsvorrichtung gemäss Figur 1, wobei der Linearantrieb die Endlage erreicht hat;

Fig. 3a

eine Detailansicht von Ausschnitt C;

Fig. 4

einen Schnitt durch eine weitere Bremsvorrichtung mit geöffneten Bremsbacken;

Fig. 4a

eine Detailansicht einer Führungsvorrichtung;

Fig. 5

einen Schnitt durch die Bremsvorrichtung gemäss Figur 4 mit geschlossenen Bremsbacken;

Fig. 6

eine Detailansicht eines Kniehebels sowie einer Führungsvorrichtung;

Fig. 7

eine Detailansicht eines Bremsbelagträgers mit einem Ausrichteteil;

Fig. 8

eine Detailansicht eines Bremsbelagträgers mit Schwalbenschwanzverbindung.

The drawings used to explain the embodiments show:

Fig. 1

a section through a brake device with open brake shoes;

Fig. 1a

a detail view of section A;

Fig. 2

a section through the braking device according to FIG. 1 , but with closed brake shoes;

Fig. 2a

a detailed view of detail B;

Fig. 3

a section through the braking device according to FIG. 1 , wherein the linear drive has reached the end position;

Fig. 3a

a detailed view of section C;

Fig. 4

a section through another braking device with open brake shoes;

Fig. 4a

a detailed view of a guide device;

Fig. 5

a section through the braking device according to FIG. 4 with closed brake shoes;

Fig. 6

a detailed view of a toggle lever and a guide device;

Fig. 7

a detailed view of a brake pad carrier with an alignment part;

Fig. 8

a detailed view of a brake pad carrier with dovetail connection.

Basically, the same parts are given the same reference numerals in the drawings.

Ways to carry out the invention

Fig. 1 shows a brake device 1 for an elevator system with a vertical elevator, for generating a frictional engagement on a guide rail 2 of the elevator system. The guide rail 2 thus extends in the vertical direction 2b. The housing 1a is shown in section, so that the arrangement therein is clearly visible. The brake device 1 comprises a brake caliper 3 with two legs 3e pivotally mounted on hinge pins 5, one end of each leg 3e being pivotally connected to a brake pad support 3b, and the opposite end of each leg 3e being pivotally connected to a toggle 6. The brake pad carrier 3b are pivotally connected to the legs 3e via brake pad carrier bolts 3c. In an advantageous embodiment, the brake lining carrier bolts 3c can be loosened and re-attached with respect to the leg 3e in a simple manner, thereby exchanging the brake lining carrier 3b with brake pad 4. On each brake pad carrier 3b, a brake pad 4 is arranged. The toggle lever 6 comprises a first lever 6a and a second lever 6b and a toggle joint 6c, wherein the two levers 6a, 6b are articulated to each other via the toggle joint 6c, which has a rotation axis 6d. Of the First and second levers 6a, 6b are articulated via one joint 3f each with one of the legs 3e. A designed as Hubspindelmotor linear drive 7 with longitudinal axis L is arranged between the two legs 3e and along a partial length of the two legs extending 3e, the Hubspindelmotor 7 is connected via a connecting part 8 with a joint head 6e of the toggle lever 6 to actuate the brake caliper 3 , The condyle 6e is fixedly connected to the rotation axis 6d. The Hubspindelmotor 7 comprises a drive 7d, which drives a spindle 7a. A nut 7c is rotatably connected to the spindle 7a, so that the nut 7c is moved in the traveling direction of the spindle 7a upon rotation of the spindle 7a. The Hubspindelmotor 7 also includes a housing 7b, within which the spindle 7a and the threaded nut 7c is arranged. The housing 7b is partially shown in section. The Hubspindelmotor 7 may be rigidly connected to the housing 1a. In an advantageous embodiment, the Hubspindelmotor 7, as in FIG. 1 illustrated, rotatably mounted about a pivot axis 7f connected to the housing 1a. The threaded nut 7 c is fixedly connected to the connecting part 8. The connecting part 8 comprises a prestressed spring 10. This spring 10 and the arrangement surrounding it is in the section marked A in FIG FIG. 1a shown in detail. In this detail, the connecting means 8 is configured as a hollow tube 8a. Within the hollow tube 8a there is a threaded rod guide 8f fixedly connected to the hollow tube 8a, through which a threaded rod 6f with threaded nut 8c extends. Between the threaded nut 8c and the threaded rod guide 8f, the spring 10 is arranged. The threaded rod 6f is fixedly connected to the joint head 6e of the toggle lever 6. In the in Figure 1 and 1a shown state is the Hollow tube 8a and the threaded rod guide 8f on the condyle 6e. The bias of the spring 10 can be adjusted by turning the nut 8c by either tightening the nut 8c so that it fits in the nut FIG. 1a is shifted to the right, or by the threaded nut 8 c is released, and thereby the threaded nut 8 c is moved to the left. Thereby, the bias voltage Vk acting on the spring 10 can be adjusted. The connecting part 8 is thus configured such that the connecting part 8 under train, which is called in the illustrated embodiment with a movement of the connecting part 8 to the left, extended when exceeding the biasing force Vk, because in this case the spring 10 is compressed. In the illustrated embodiment, the Hubspindelmotor 7 is pivotally mounted about a pivot axis 7f, wherein the pivot axis 7f and the rotation axis 6d of the toggle joint 6c parallel or substantially parallel, that is, in the illustrated view perpendicular to the viewing plane. In one possible embodiment, the brake device 1 has no guide device 9. In the in the FIGS. 1 to 3 illustrated embodiment, the braking device 1, a guide device 9, wherein the guide device 9 is configured such that it limits the range of motion of the toggle joint 6c.

In the illustrated embodiment, the connecting means 8 on the outer surface of a first and a second recess 8d, 8e, which are mutually spaced in the axial direction. In addition, the Hubspindelmotor 7 comprises a limit switch 11 which generates a switching signal as soon as the first or second recess 8d, 8e in the range of the sensor of the limit switch 11th located. This limit switch 11 thus limits the maximum traversable with the connecting means 8 and with the Hubspindelmotor 7 way.

The FIGS. 1 to 3 show the same brake device 1 in different operating conditions to represent the actuation of the Hubspindelmotors 7 or the displacement of the connecting means 8. In the illustrated embodiment, the guide rail 2 of the elevator system is arranged symmetrically with respect to the longitudinal axis L, so that the brake caliper 3, the knee lever 6 and the brake pads 4 are preferably moved symmetrically with respect to the longitudinal axis L.

FIG. 1 shows the brake device 1 in the idle state with open brake shoes. In this idle state, the Hubspindelmotor 7 advantageously requires no electrical energy. FIG. 3 shows the brake device 1 in the idle state with closed brake shoes. The brake pads 4 rest against the guide rail 2. In this idle state, the Hubspindelmotor 7 advantageously also requires no electrical energy. To enter the in FIG. 3 the Hubspindelmotor 7 was activated to the connecting means 8 in the in the FIGS. 3 and 3a to shift position shown, with the FIG. 3a the in FIG. 3 with C designated detail shows in detail. The Hubspindelmotor 7 is automatically switched off as soon as the sensor of the limit switch 11 detects the second recess 8 e. The connecting means 8 was in in FIG. 3a example shown so far moved to the left that the spring 10 is maximally compressed and still has a spring length 10b. The spring length has in the precompressed state, as in FIG. 1a shown, a spring length 10c, so that the spring 10, during the transition from the in FIG. 1 shown state to the in FIG. 3 illustrated state shortened by a spring travel 10a.

The Figures 2 and 2a show an intermediate state, like this between the in the FIGS. 1 and 3 shown final states occurs. 2a shows the in FIG. 2 detail marked B in detail. Starting from FIG. 1 the Hubspindelmotor 7 is actuated so that the connecting means 8 moves continuously in the illustrated view to the left. FIG. 2 shows the state in which the brake shoes or the brake pads 4 rest against the guide rail 2 for the first time. In this situation, the spring 10 is not further compressed and still has the spring length 10c in the pre-compressed state, the same as in FIG. 1a , Since the limit switch 11 is not yet triggered a signal, the Hubspindelmotor 7 continues to rotate, and stops only when in the FIGS. 3 and 3a shown location.

The in the FIGS. 1 to 3 Braking device 1 shown has the advantage that the placement of the brake shoes or the brake pads 4 on the guide rail 2 no impact on the drive, the Hubspindelmotor 7 generated since after mounting the brake shoes on the guide rail 2 of the Hubspindelmotor can continue to rotate continuously, and as As a result, the spring 10 is compressed. This "gentle" placement of the brake shoes has the consequence that in particular the Hubspindelmotor 7, but also the other components of the brake device 1, low impact forces or momentum forces are exposed, with the result that the inventive braking device 1 has a long service life has, or can be operated maintenance-free during a large number of holding and releasing cycles. The inventive braking device can therefore be operated extremely reliable and low maintenance for long periods. In addition, no banging noises occur, which is perceived by passengers who are in the passenger cabin, is very pleasant.

The spring 10 has the further advantage that a certain wear of the brake pad 4 is tolerable without affecting the braking function of the brake device 1. This will be explained in the following example. Suppose the brake pad 4 is worn to a maximum tolerable. This would be in the in FIG. 3 shown end position mean that the Hubspindelmotor 7 and the connecting means 8 in the in FIG. 3 are shown, and that the brake pad 4 rests against the guide rail 2, wherein the brake pad 4, in contrast to the in FIG. 3 arrangement shown, would be thinner, so that in FIG. 3 the toggle joint 6c or the rotation axis 6d would be shifted slightly to the left. This would have in FIG. 3a As a result, the threaded nut 8c would accordingly be displaced to the left, and the spring 10 would have a spring length in the range between 10b and 10c. Suppose the spring 10 had a spring length of a little less than 10c. This would mean that a tensile force of at least the biasing force Vk is applied to the threaded rod 6f, so that the force exerted by the brake pad 4 on the guide rail 2 is still high enough to ensure a secure hold.

The arrangement of the spring 10 in the connecting means 8 thus has the further advantage that this allows a compensation of the wear during operation of the brake device 1 brake pad 4. This makes it possible to ensure safe operation of the brake device 1, even with wearing brake pads, and makes it possible to wait longer until a service of the brake device 1 is required. The inventive braking device 1 can thus be operated more cheaply.

The FIGS. 4 . 5 and 6 show a further embodiment of a braking device 1, which in contrast to the in the FIGS. 1 to 3 Brake device 1 shown additionally leg guides 12, the task is, such as, for example FIG. 6 can be seen to prevent movement of the legs 3e in the direction of movement E as possible. Otherwise, the in the FIGS. 4 . 5 and 6 illustrated brake device 1 identical to that in the FIGS. 1 to 3 illustrated braking device 1 configured. Unlike in the FIGS. 1 to 3 shown arrangement is in the in the FIGS. 4 and 5 illustrated arrangement, the guide rail 2 eccentrically with respect to the brake caliper 3 and the Hubspindelmotor 7 arranged. FIG. 4 shows the brake device 1 with open brake shoes, so that the brake pads 4, the guide rail 2 do not touch. FIG. 6 shows a part of in FIG. 4 arrangement shown in perspective. Like from the FIGS. 4 and 6 it can be seen that the Hubspindelmotor 7 is maximally extended, so that the toggle joint 6c is in a defined end position EL, in which it is ensured that the brake pads 4 do not rest against the guide rail 2. The braking device 1 comprises a guide device 9 to a position in the defined To ensure final position EL. FIG. 4a shows that in FIG. 4 illustrated embodiment of a guide device 9 in detail. On the inside of the housing 1a a recess is embedded, wherein the edge of this recess forms a guide track 9b, and wherein the thus defined bottom forms a guide portion 9c. The guideway 9b is designed to extend in such a way that a defined end position EL is formed. On the rotation axis 6d, a guide means 9a is arranged on both sides, wherein this guide means 9a comes to lie in composite brake device 1 within the guide track 9b, so that, as from FIG. 4a it can be seen that the range of motion of the toggle joint 6c is limited by the guide area 9c or by the guide track 9b. The toggle joint 6c or the guide means 9a can thus move maximally within this guide region 9c.

FIG. 5 shows the brake device 1 with closed brake shoes, so that the brake pads 4 rest against the guide rail 2. How out FIG. 5 it can be seen that the Hubspindelmotor 7 has rotated during the collapse about the pivot axis 7f, so that it occupies the illustrated, oblique position in the end position. A subsequent opening of the brake device 1 has the consequence that the Hubspindelmotor 7 is moved apart, wherein the guide means 9a is guided by the guide track 9b, that the guide means 9a at the end position of the Hubspindelmotors 7 is in the end position EL, so that the Hubspindelmotor has swung back into the in FIG. 4 shown location. This in the FIGS. 4 and 5 shown pivoting of the Hubspindelmotors 7 about the pivot axis 7f gives the advantage that with eccentric arrangement of Guide rail 2 with respect to the brake device 1, the force caused on both sides of the brake pad 4 on the guide notes 2 force are similar. The brake device 1 and in particular the brake caliper 3, the brake pads 4 and the knee lever 6 is substantially symmetrically or similarly heavily loaded, which results in the advantage that the wear of the brake device 1 is similar, regardless of whether the guide rail 2 symmetrical or eccentric with respect to Brake caliper 3 is arranged. This results in the advantage that the wear is similar small or the maintenance cycles is similar long, regardless of the arrangement of the guide rail 2 with respect to the brake device 1. This allows a long-term reliable and cost-effective operation of the brake device. 1

The guide device 9 can be configured in different ways in order to effect a guidance of the rotation axis 6d within the housing 1a of the brake device 1.

In the in the FIGS. 1 to 6 illustrated embodiment, the linear drive 7 is designed as a spindle drive. The linear drive 7 can be configured in many different ways, for example, as a hydraulic cylinder, as a pneumatic cylinder or, for example, as a section linearly extending toothed belt, which is moved for example by a motor-driven gear.

FIG. 7 shows a detailed view of another embodiment of a brake device 1 with housing 1a and housing wall 1c. The braking surface of the brake pad 4 extends parallel to the surface 2a of the guide rail 2. In contrast to the in FIG. 1 illustrated embodiment, the in FIG. 7 illustrated embodiment also has a rigid alignment member 13 which has two invisible, perpendicular to the viewing plane extending ends, which are rotatably mounted in the two bores 13a, 13b on the one hand in the brake pad support 3b and on the other hand in the housing 1a. In the illustrated embodiment, the bores 13a, 13b, the brake pad carrier pin 3c and the hinge pin 5 are arranged such that their centers of rotation form a parallelogram. This arrangement has the advantage that the braking surface of the brake pad 4 constantly aligns automatically parallel to the surface 2a, regardless of the pivotal position of the leg 3e. This embodiment has the advantage that the brake pad 4 never comes to rest on the guide rail 2 in a tilted or oblique position relative to the surface 2a. This reduces the wear of the brake lining 4, so that the braking device 1 can be operated maintenance-free for a longer period of time.

FIG. 8 shows a detailed view of a brake pad carrier 3b with attached brake pad 4, wherein the brake pad 4 is fixedly connected to a brake pad holder 4a, wherein the brake pad holder 4a and the brake pad support 3b have a fastening means 4b to connect the brake pad holder 4a firmly and detachably connected to the brake pad support 3b , In the illustrated embodiment, the brake pad holder (4a) and the brake pad carrier (3b) are configured so adapted to each other that these together form a dovetail connection to the brake pad holder (4a) via the dovetail connection releasably connect to the brake pad carrier (3b). The brake pad holder 4a can be pushed onto the brake pad carrier 3b in a direction perpendicular to the plane of representation and connected to it in this way. In a preferred embodiment, the fastening means 4b is perpendicular to the direction 2b of the guide rail 2. The fastening means 4b allows the brake pad holder 4a and thus the brake 4 exchange quickly and to ensure excellent connection with the brake pad support 3b. Thus, only a small amount of time is required for the maintenance of the brake device 1 or for the replacement of the brake 4. The attachment means 4b may be configured in a variety of ways to releasably and reliably connect the brake 4 to the brake pad support 3b.

The brake device 1 has been described above in connection with an elevator device. The braking device 1 is preferably suitable for an elevator device, wherein the braking device 1 could also be used in other fields of application, for example for braking a rotating disc.

Claims (20)

1. A braking apparatus (1) for an elevator system for generating friction locking on a guide rail (2) of the elevator system, where the braking apparatus (1) comprises a brake caliper (3) having two pivotably mounted limbs (3), wherein the one end of each limb (3e) is connected to a brake lining carrier (3b), and wherein the opposite end of each limb (3e) is connected in articulated fashion to a toggle lever (6), wherein the toggle lever (6) comprises a first lever (6a) and a second lever (6b) that are connected in articulated fashion to one another via a toggle lever joint (6c), wherein the first and second levers (6a, 6b) are connected in articulated fashion to in each case one of the limbs (3e), wherein a linear drive (7) is arranged running between the two limbs (3e) and along the two limbs (3e), and wherein the linear drive (7) is connected to the toggle lever joint (6c) via a connecting part (8) in order to actuate the brake caliper (3),
   characterized in that: the connecting part (8) comprises a pretensioned spring (10); the connecting part (8) is configured such that the connecting part (8) is extended under tension when a pretensioning force (Vk) preset by the pretensioned spring (10) is exceeded; the linear drive (7) is mounted pivotably about a pivot axis (7f); and the pivot axis (7f) and the axis of rotation (6d) of the toggle lever joint (6c) run substantially parallel.
2. The braking apparatus according to claim 1, comprising a guiding device (9) that is configured so as to delimit the range of motion of the toggle lever joint (6c).
3. The braking apparatus according to claim 2, characterized in that the guiding device (9) is configured so as to reduce the range of motion of the toggle lever joint (6c) during extension of the linear drive (7), and the toggle lever joint (6c) has a defined end position (EL) at maximum extension of the linear drive (7).
4. The braking apparatus according to claim 3, characterized in that the limbs (3e) and the first and second levers (6a, 6b) of the toggle lever (6) are mutually symmetrical in the defined end position (EL).
5. The braking apparatus according to any of claims 2 to 4, characterized in that the guiding device (9) comprising a guiding means (9a) that is connected to the toggle lever joint (6c) and is arranged concentrically around the axis of rotation (6d) of the toggle lever joint (6c), the guiding device (9) comprises a guiding region (9c) enclosed by a guideway (9b), and the guiding means (9a) and the guide region (9c) are arranged relative to one another such that the guiding means (9a) engages in the guide region (9c) and can be displaced at a maximum within the guide region (9c) delimited by the guideway (9b).
6. The braking apparatus according to claim 5, characterized in that the guiding means (9a) projects beyond the toggle lever joint (6c) in the direction of the axis of rotation (6d) of the toggle lever joint (6c).
7. The braking apparatus according to claim 6, characterized in that the brake caliper (3), the toggle lever (6), and the linear drive (7) are arranged within a common housing (1a), and the guide region (9c) is configured as a depression (1b) in the housing (1a), wherein the guideway (9b) is constituted of the rim of the depression (1b).
8. The braking apparatus according to any of claims 5 to 7, characterized in that the guide region (9c) expands in the direction of the linear drive (7), originating from the defined end position (EL).
9. The braking apparatus according to claim 8, characterized in that the guideway (9b) runs symmetrically with respect to a straight line running through the defined end position (EL) and the pivot axis (7f).
10. The braking apparatus according to any of the preceding claims, characterized in that the linear drive (7) is configured as a lifting spindle motor.
11. The braking apparatus according to any of the preceding claims, characterized in that the pretensioned spring (10) can be compressed by an additional spring travel (10a), wherein the length of this additional spring travel (10a) is adapted to a maximum wear to be expected for brake linings (4) fastened onto the brake lining carriers (3b), in such a manner that the brake linings (4) still abut against the guide rail (2) at maximum expected wear and with the brake apparatus activated.
12. The braking apparatus according to any of the preceding claims, characterized in that the brake lining carrier (3b) is pivotably connected to the limb (3e).
13. The braking apparatus according to claim 12, comprising an alignment section (13) that is configured and arranged so that the brake lining carrier (3b) and, therewith, a brake lining (4) fastened thereto remain automatically aligned parallel to the surface (2a) of the guide rail (2) when the limb (3e) pivots.
14. The braking apparatus according to any of the preceding claims, comprising a connecting means for releasably connecting a brake lining (4) to the brake lining carrier (3b).
15. The braking apparatus according to claim 14, characterized in that the brake lining (4) is fastened in a brake lining holder (4a), and the brake lining holder (4a) is releasably connected to the brake lining carrier (3b).
16. The braking apparatus according to claim 14 or 15, characterized in that the brake lining holder (4a) and the brake lining carrier (3b) or the brake lining (4) and the brake lining carrier (3b) are configured so as to be adapted to one another so as to constitute together a connecting means in order to releasably connect the brake lining holder (4a) or the brake lining (4) to the brake lining carrier (3b) via the connecting means.
17. The braking apparatus according to claim 16, characterized in that the connecting means is configured as a dovetail connection.
18. The braking apparatus according to any of the preceding claims, characterized in that the linear drive (7) comprises a sensor (11) that detects at least two positions of the linear drive (7): a maximally-retracted position and a maximally-extended position.
19. The braking apparatus according to claim 18, characterized in that the sensor (11) is arranged on the outside of the connecting means (8), and the connecting means (8) has, on the outside, at least two depressions (8d, 8e) that are spaced apart in the running direction of the connecting means (8) by the maximum stroke to be moved.
20. Use of the braking apparatus (1) according to any of the preceding claims for a passenger cabin of an elevator system.

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