TW200817270A - Method of checking lift braking equipment, a method for placing a lift installation in operation and equipment for carrying out placing in operation - Google Patents

Abstract

In this lift installation, lift braking equipment (11) brakes and holds a lift cage (2). The lift braking equipment (11) consists of a number of brake units (12) which when required are brought into engagement with brake tracks (6), wherein the brake unit (12) for this purpose presses at least one brake plate (14) against the brake track (6) and produces a braking force (FB). According to the invention, for checking the braking equipment (11) an effective coefficient of friction (μe), which is generated during pressing of the brake plate (14) against the brake track (6), of the brake unit is ascertained. Moreover, a placing in operation with use of this checking method is illustrated and equipment for performing this placing in operation is presented.

Description

200817270 IX. Description of the Invention: [Technical Field of the Invention] According to the preamble of the independent items in the scope of the patent application, the present invention relates to an inspection method for an elevator brake device, and a method for putting a lifting device into operation And a device for performing an operation. [Prior Art] ζ'" A lifting device is installed in an elevator shaft. The lifting device includes a lift car that is coupled to a counterweight via a support mechanism. The carriage is moved along a generally vertical carriage path by a drive unit that selectively acts on the support mechanism, acts directly on the carriage, or acts directly on the counterweight. This type of lifting device has a mechanical brake system that keeps the car in the desired position, which can stop the lifting device in normal operation or the quality of its movement, or can be safely stopped in case of failure. Lift the car. For example, staying at ^ / desired location means holding the lift car at a floor for easy unloading or loading, or for waiting for the next run command. For example, in normal operation, braking refers to the stopping procedure when the car moves into a floor, and braking in the event of a failure is necessary when the control device, the drive, or the support mechanism fails. Up to now, two brake systems have been commonly used to meet these needs, one of which is configured on the drive itself and the other on the carriage. The inspection of these systems is costly because on the one hand the two systems -5 - 200817270 must be inspected, while on the other hand the fully loaded cars are usually inspected. This will become complicated by the need to transport the payload of the carriage up. This load must be transported many times in small load sections and there is a risk of damage to multiple compartment equipment due to sliding of this payload during the test. A brake system is known from the applicant's application No. EP 05111993.1 which uses only one brake system and not two brake systems. The elevator brake device has been described as holding and holding a lift car, and the lift system (the "moving device comprises a plurality of brake units which can be engaged with the brake rail if necessary, wherein the brake unit For this purpose, at least one brake plate is pressed against the brake rail and a braking force is generated. In this case, it is necessary to be able to check this brake system in a particularly safe and particularly efficient manner. [Invention] The purpose is to design an inspection method that can perform an efficient and reliable inspection of the braking device of this type. It should be simple to put a corresponding lifting device into operation. It is preferable to identify possible failures early, and Important installation information can be verified. According to the present invention, the above objects are achieved because a plurality of brake units that engage the brake rails as needed and press at least one brake plate against the brake rail will be inspected, And the effective friction coefficient of the brake unit generated when the brake plate is pressed against the brake rail will be determined. By determining the effective friction coefficient of the brake unit The deviation can be detected in time, and this determination can be reliably reported with respect to the functional capabilities of the brake unit. By correspondence, the monitoring is continuously verified, ie, with each use It is verified that this makes it possible to construct such a brake unit in a particularly safe manner. In an advantageous configuration, the effective friction coefficient () of the brake unit is determined by a brake force measuring device for measuring the braking force, and by a The normal force measuring device for measuring the braking adjustment force of the action is determined. This is particularly advantageous since the force measurement can be carried out economically, for example by using a strain gauge. Furthermore, the resulting effective friction of a braking unit The coefficients can be determined in a very simple manner by using these measurement quantities. A variation of this embodiment proposes that in order to determine the effective friction coefficient () of the brake unit, the brake unit will engage the brake rails' And is adjusted by a small brake adjustment force (FNw) and the elevator car is moved at a low speed, wherein the moving procedure is continued Repeat 'until a substantially constant braking unit's effective coefficient of friction (Μ FB/FNw) is reached. This is particularly advantageous 'because dust and construction dust may stick to the brake rail during installation of the lifting device. This effect The coefficient of friction 'and therefore also the braking force generated. By means of the method described, 'this dust can be wiped off, and the success of the cleaning can be checked by checking the coefficient of friction. At the same time, the measured friction coefficient is equivalent It can also be checked empirically, which makes it possible to make a rough assessment of the material used, for example whether or not the correct brake rail material is used. A very advantageous variant for inspection, the effective friction of the brake unit The determination of the coefficient (#e) is carried out at the unloaded lift car at line 200817270. This is of economic benefit since the payload does not have to be used to inspect the brakes. The time required to transport the inspection load is eliminated and the risk of damaging the lift device does not exist. One of the variations of this embodiment proposes that a sufficient brake safety factor (SB) is confirmed based on the effective friction coefficient (//e), and a maximum brake adjustment force (FNm) is measured by the normal force. The device is determined. The safety factor is the hold on the reliability of the device or the certainty of the work performed by the device. This brake safety factor is particularly important for the brake device. One such inspection method for inspecting the elevator brake device in accordance with the foregoing embodiments is particularly effective for use in equipping a lift brake device of this type. The lifting device comprises a lifting carriage for transporting a load to be transported, a counterweight connected to the lift car via a support mechanism, and a drive for driving the lift car, the counterweight and the support mechanism a device in which the counterweight and the car move in opposite directions in a substantially vertical ladder well. In the case of such a lifting device, the evaluation of the elevator I/moving device is particularly difficult because it involves a complex Quality system. In this respect, the previously proposed inspection method provides an effective and safe solution for putting the lifting equipment into operation. The lifting equipment is a complex mass system and the elevator braking device must be suitable for this complex Quality system. Usually, that is, under normal operating conditions, the lift brakes of the lifting equipment must The entire mass system or total mass (MG) to be stopped is stopped. However, in the "worst case", for example, in the case of failure of the support mechanism or support structure, the lift brakes must be able to be surely 煞Live and maintain the residual mass (MV), which essentially contains the mass of the empty lift car attached to the load. The above "worst case" requirements cannot be actually checked in a lifting device, as this is necessary The "worst case" of this type occurs, which is called "free fall" in the field of lift structure. Therefore, in order to reliably report the safety of the lift brakes (this type of report is to put the lifting equipment into the It is necessary to know the quality of participation in the operation of one of the constituent elements. The present invention proposes several embodiment variants which are advantageous for determining these qualities. The first embodiment variant proposes that "the worst case" will be borrowed. The residual mass (MV) of the lifting equipment that must be braked by the elevator braking device is the input of the allowable weight (MF) of the load to be transported and The input of the weight (MK) of the lift car is calculated (MV = MK + MF ). This can be achieved in a simple manner and is possible in a clearly standardized lifting device, where the customer-specific design is It is not allowed. Another embodiment variant proposes that the residual mass (MV) of the lifting equipment to be braked by the elevator brake in the "worst case" is allowed to be loaded. The weight (MF), the effective mass portion (MA) of the drive unit and the measurement of the acceleration acceleration 値(ak) are calculated, wherein the mass at the lifting device is determined 'such as the actual imbalance of the lifting device (MB) The actual weight (MT) of the support mechanism can be carried out by means of a brake force measuring device. This variant is advantageous, for example, when it comes to customer-specific lifting devices, such as image fireflies. Light curtain, air conditioning system or the like - 9- 200817270 Additional clothing 'or items such as mirrors, decorative materials or a customer-specific floor covering . This method can reliably determine the quality to be braked. The operational quantities of the drive unit (Μ A ) are defined by the drive unit. These are the inertial masses of the drive unit consisting of the associated drive pulley and steering roller. These rotational inertia masses are recalculated into the equivalent linear mass ratio (Μ A ) of the drive in accordance with the drive pulley diameter. These defects can be known from the lift file or provided in the inspection device data form. The actual imbalance (MB) represents the mass between the counterweight and the empty carriage (poor. Usually this difference in mass is interpreted as 50% of the allowable load (MF) to be transported. However, it is also known that there is no such Other explanation of balance. This imbalance can be determined because the actual weight (MT) of the support mechanism was determined at the beginning. This can be determined by measuring the stop state when the car is parked at the uppermost stop (HT). The holding force (FBHT) and the holding force (FBhb) in the stop state when the car is parked at the lowest stop (HB) are advantageously performed. These holding forces (FBHT, FBhb) are measured in each case. The middle is executed because the lift car is fixed at the relevant stop (uppermost or lowermost) by the fk moving device alone, and the holding force is measured by the braking force measuring device. The actual weight can be determined by the difference between the two measurements according to the following formula: Mass support machine MT (MTX retention force (F1ht)-retention force (FBHB). U2^g_ where g is the gravitational acceleration (9.81m/ S2)° actual imbalance (MB ) can be determined, for example, by the sum of the two measured enthalpies according to the following formula: mass not to be balanced, retaining force τ, earth holding force (FBHB) 1 d -10- 200817270 where g is the gravitational acceleration (9.8 1 m) /s2). In all cases, it is necessary to take into account the weight (MZ) of the possible payload (eg, an installer) of the car in this determination. The weight of the empty lift car (MK) can be determined at this time. Because the inherent acceleration (ak) of the lift car is measured by an acceleration sensor. In this respect, the empty car is parked at the lowest stop (HB), and the brake device is then loose. Open, thereby causing the empty carriage to automatically accelerate upwards. This acceleration (ak) and possibly residual braking force (FBR) are measured by f, and the brakes will then act again. The actual weight of the empty lift car ( MK) can be determined, for example, by using the enthalpy or known enthalpy determined as described above according to the following formula: MK^rrMB-MT-MZ^g-fMT-fMZ + MA + MB^ak-FB^ I/ak will be caught in the "worst case" by the lift brakes It mass (MV) at this time can be calculated:

MV=MK+MF ί , this method will be able to determine the actual mass ratio of the lifting device. Advantageously, a maximum necessary brake adjustment force (FNe) is based on the total mass (MV) to be braked in the "worst case", the effective friction coefficient (//e) of the brake unit, which have been used. The number of brake units (N), a minimum required deceleration (ake), and a correction factor (KB 1 ) are determined, wherein the correction factor (KB) will be such as braking speed, fouling, or expected overload. A number of unique experiences are considered: FNe^ KBl*MG*rake+ G) / Γ N * ( 1 -11- 200817270 This will allow effortlessly effective prediction of the required adjustment force (FNe). Required measurements It can be carried out by a single person and does not require a test load. Another improvement proposes that the brake unit is adjusted with a maximum force, and the maximum brake adjustment force (FNm) that can be achieved in this way is determined by a normal force measuring device. And the maximum brake adjustment force (FNm) will be compared with the maximum necessary brake adjustment force (FNe), and when the maximum brake adjustment force (FNm) is greater than the maximum necessary brake adjustment force (FNe) due to the safety factor (SB), Will prove that the foot has been reached Enough braking function. This embodiment will provide a report of the actual safety of the brakes. This provides a very safe braking device. Alternatively, the braking unit is adjusted with a maximum force. The maximum brake adjustment force (FNm) that can be achieved in this way is determined by the normal force measuring device, and a maximum possible braking force is based on the effective friction coefficient (#e) of the brake unit, which has been used. The number of brake units (N), and a correction factor (KB 2) are determined, wherein the correction factor (KB 2 ) lists a number of unique experiences such as braking speed or fouling. FBm^ KB2*2*FNm*N* uq This will provide a direct report of the maximum possible braking capacity relative to the braking device used in a particular lifting device. Advantageously, based on the previous relative maximum possible braking capacity (FBm) In the report, the maximum necessary braking force (FBe) is based on the total mass (MV) to be braked under the "worst case", a minimum required deceleration (ake), and a correction factor (KB2). The consideration is determined: -12- 200817270 FBe= KB2'*MV*(ake + G, correction factor (KB2') takes into account multiple unique experiences such as expected overload. Maximum possible braking force (FBm) ) will now be compared to the maximum necessary braking force (FB e ), and when the maximum possible braking force (FB m ) is greater than the maximum necessary braking force (FBe ) due to the safety factor (SB ), it will prove sufficient Brake function This method provides a comprehensive view of the safety of the brakes of the lifting equipment. In an advantageous refinement of the method for putting the lifting device into operation, the braking function is generally confirmed, since the empty carriage is preferably accelerated upwards in a controlled or uncontrolled manner until a running curve or The rate monitoring system activates the brake device and the brake device holds the car and holds it in a stopped state by an associated brake unit or a number of associated brake units. During the braking process, the braking adjustment force and the braking force are measured, and the friction coefficient (/zb) of the braking unit determined by these determinations will be the effective friction coefficient of the previously determined braking unit (// e) Comparison. When the determined coefficient of friction (/zb) is approximately equivalent to the effective friction coefficient (#e), it will be indicated that the brake device has been put into operation and the correction factor (KB1, KB 2 ) can be listed if necessary. Take into consideration. The advantages of this improvement will be apparent, as the overall functionality of the safety system of the lifting device can be performed by a single person in a simple manner. Another advantageous improvement of the method for putting into operation suggests that the correction balance of the lifting system is carried out or verified by means of a braking force measuring device. This is economical because it does not require many different measuring instruments. Advantageously, the balance of the -13-200817270 lifting system will be carried out because a necessary balancing factor is input to the evaluation unit. The actual imbalance (MB) can be determined by using the braking force measuring device as described above. An effective balance factor (Bw) can be determined because the actual imbalance (MB) is related to the allowable payload (MF) of the elevator car. An additional weight that may be necessary may be calculated in a simple manner as the necessary balance factor (Bg) minus the difference between the effective balance factor (Bw) and the product of the allowable payload, and the weight is added to this additional weight, Or in the case of a negative result, the additional weight is correspondingly mitigated. The advantage of this embodiment is that the balance can be checked and/or corrected in a simple, safe and efficient manner. Advantageously, the number of braking units used is two, or a multiple of two. This is advantageous because the two brake rails are present, so that the brake units can be distributed symmetrically on the brake rails. It is also possible to use several small brake units instead of a large brake unit. This is economical because the modular components of the brake device can be combined to form a system. Advantageously, the characteristic quantities of the brake unit detected within the operational range are checked in order to comply with the preset parameters. In order to check the function in the normal operation of the soil, the characteristic quantities determined after the operation or the operation will be stored, and a continuous condition check will evaluate each brake of the brake device in normal operation. The characteristics of the use case 値. This condition check continuously compares the determined characteristics to the point of operation, and when there is an unexpected deviation, a recalibration, maintenance notice, or fault report will be generated. This will ensure that the brakes function over time and allow for critical maintenance. Advantageously, the determined effective coefficient of friction (//〇 is used as the characteristic-14-200817270 値. or alternatively, a determined normal force characteristic curve stored as a consolidation path of the measuring device is used as a feature The quantity characteristic 値 is the basic quantity 値, which allows an alarm to be made with respect to the braking capacity and due to the safety state of the brake device and thus the lifting device. In an advantageous improvement, the correct operation of the braking force measuring device The measured braking force (FB) is checked against the force required to move the elevator car (FA), wherein for this purpose, a static f 1 force (FB st ) is measured when the elevator car is stationary, and one The power (FBdyII) is measured at a constant operating rate and the overall force (FB w ) has a small effect, and the difference between the two measured turns (a FBst ) will be necessary with, for example, motor torque (TA ) The driving force is compared. This method will allow for an alternative or alternative evaluation of the lifting device or measuring system. Advantageously, in order to perform the method of putting into operation, a device can be connected and controlled. The device that enters the process of operation. This is advantageous because, for example, the device can be commanded to execute the worker. Various calculations can be performed automatically, and the results of the operation can be published or can be published in a report. This is a safe and efficient. Further details of the invention and its additional advantages will be detailed in the description of the following section. [Embodiment] Figure 1 shows a lifting device 1. This lifting device 1 comprises a car 2, which It is connected to a counterweight 3 by the support mechanism 4. It can be adjusted or adjusted. These are relatively fully reported as the driving state of the dynamic brake brake FB dy η (FA). It is said that the lift 2 is lifted and lowered -15- 200817270. The carriage 2 is guided by the drive mechanism 5 to the lift shaft 7 by a plurality of guide rails 6 via a plurality of guide blocks 23 via a support device 5. 2 and the counterweight 7 is moved in the opposite direction. The lift car 2 is used for the load 10. The lifting device 1 is installed in the illustrated example by a lifting control, and the lift car 2 is equipped with a lift car 2 maintain In the stopped state, and if the car 2 is braked from a running state to a stop. For example, it is necessary to park on a floor to receive or remove the elevator car to be transported to be kept in a stopped state. It is necessary that the fault and therefore the lift car must be decelerated quickly. The brake device 1 1 comprises at least one brake unit 12, the rails 6 being engaged. In the illustrated van and brake rails 6 as shown in Fig. 1. The braking device 1 1 controls the brake control unit 13 of the brake unit 12 to set the brake 预先 to the brake unit 12 and the brake units 12 in addition. In addition, in the illustrated example The device 2 2 is mounted at the car 2, and this acceleration senses the instantaneous acceleration state of the car 2 and transmits this to at least 13 and/or the lift control device 8. Further, in Fig. 1, the apparatus 9 for controlling the operation of the lifting device is operated on the control unit 8. In this example, the device 9 is - such as a notebook computer, PDA or the like. This device is 9 f driven. This lifting is generally perpendicular to the side 3 of the elevator shaft transport to be transported by the control unit 8. In the access device 11, it is necessary to raise and lower when the lift car is loaded with 10, and the fruit lift device is issued. At this time, the brake can be used with a brake. In the example, the guide rail 6 further includes an access control unit 13 The brake 设定 sets an acceleration sensor 22 for detecting the brake control unit, and a control one is connected to the lift-portable computer, including the necessary evaluation -1 - 1717270 estimation and control routines for easy use In this manner, the lifting device 1 or the brake device 11 is put into operation. The first drawing shows the lifting device illustrated in Fig. 1 in a schematic plan view of the elevator car 2. This lift car 2 is guided by two rails or brake rails 6. The counterweights 3 are arranged in the same well 7 and are guided along their own guide rails (not shown). The brake device 1 1 is mounted on the lift car 2, and two brake units 1 2 · 1 , 1 2 · 2, which can each act on a respective brake rail 6, are used in this example. f \ Figures 2 and 3 show a brake unit 12 by way of example. The brake unit 12 includes a brake housing 16 having a fixed brake plate 14 and an adjustment device 15 having a second brake plate 14. The brake unit 12 includes a brake rail 6, and the brake plates 14 are adjustable by the adjustment device 15, thereby generating a braking or holding force. This adjustment is controlled and adjusted by a control unit 17. The guide block 23 is used to guide the brake unit 12 and/or the lift car 2. A normal force FN generated by the brake unit 12 is measured by a normal force measuring device 21. The normal force FN generates a braking force FB which is defined by a coefficient of friction //. For the sake of simplicity, a single braking force FB of each brake unit is measured, and a coefficient of friction / / is determined by this, wherein the friction coefficient # is equivalent to FN 値 divided by FB, that is, this is attributed to % The friction coefficient of a brake unit. In the illustrated example, a coupled housing 18 guides the braking force FB from the brake plates 14 to the elevator car 2 by means of a support pin 19. The braking force can be measured by a braking force measuring device 2〇. The normal force FN, the braking force FB or the measurement of the adjustment stroke that can be measured at the adjustment device i 5 is detected by the control unit 17 and is grounded -17-200817270 or via the brake control unit 13 if necessary. And/or the elevation control device 8 is transmitted to the input operation device 9. Obviously, these measurements can also be used by the control device 17, the brake control unit 13 and/or the lifting control device 8 for their respective operations. During braking, the brake unit 12 slides along the brake rail 6 at a speed v which is equal to zero in the event of a stop. This embodiment allows an effective adjustment of the brake device 1 in the operating situation, since the brake control unit 13 can pre-set a desired normal force FM at each brake unit 12, and the brake unit 12 can automatically Set this point. In the case of operation, these defects can be used in a simple manner to calculate an effective brake safety factor (SB). Figure 4 is a schematic illustration of a measuring device that can be used to implement this method of operation. The drive unit 5 is provided with means for detecting the drive torque TA. This drive makes this measurement signal available to the elevator control unit 8. The elevator car 2 is equipped with an acceleration sensor 22. The signal of the acceleration sensor 22 can also be used for the elevation control device 8 via the passenger compartment. The carriage 2 comprises a brake device 1 1 which is constituted by a plurality of brake units 12. Each of the brake units 1 2 has a normal force measuring device 21, a braking force measuring device 20, and an effective adjusting stroke measuring device of the adjusting device 15 in the exemplary embodiment. These measurements are likewise ultimately available to the lift control unit 8 via the brake unit, or these measurement signals can be used by the lift control unit 8 for the unit 9 for controlling the method of operation. In the illustrated example, the device 9 is coupled to the lift control device 8. This allows the unit to operate from the ground side of -18-200817270. This device can obviously be connected to other data points, such as brake control unit 13 or brake device 11. The means 9 which can be used to control the method of putting into operation will control the inspection procedure and give the operator the necessary instructions. Figure 5 provides an overview of the main qualities of the lifting equipment. The car 2 having the no-load mass MK is connected to the counterweight 3 by a support mechanism 4 having a mass MT. The counterweight 3 has a mass MC. By means of the support mechanism (the drive unit 5 for driving the carriage 2 and the counterweight 3 has a mass equivalent MA which corresponds to the rotational mass of the drive unit assemblies 5. The carriage 2 can carry a maximum allowable load to be transported corresponding to the mass MF 10 The car 2 is equipped with a brake device 1 1. Figures 6a to 6c show a number of measuring points that can be used to put the brake device 1 1 or the lifting device 1 into operation. The car is not loaded, ie the instantaneous mass MF is zero. 6a to 6c are considered to be associated with Fig. 5. In Fig. 6a, the measurement point is displayed at the lowest stop station HB. In i / respect, the mass ratio MT of the support mechanism 4 is roughly arranged in the compartment 2 The measurement 値FB corresponds to the excess weight of the counterweight 3 relative to the empty carriage 2 and the support mechanism 4. In Figure 6b, the measurement point is shown at the central stop HM. The carriage 2 and the counterweight 3 are located at the same At the height, the mass ratio MT of the support mechanism 4 is substantially evenly distributed between the side of the compartment 2 and the side of the counterweight 3. The measurement 値FB corresponds to the weight of the counterweight 3 alone relative to the empty compartment 2 -19· 200817270 In Figure 6c, the measurement points are displayed The upper stop HT. In this respect, the mass ratio Μ of the support mechanism 4 is arranged substantially on the side of the counterweight 3. The measurement 値FB corresponds to the weight 3 and the excessive weight of the support mechanism 4 with respect to the empty car 2. The measurement points in the figures can also be clearly determined as an average enthalpy between the measured enthalpy obtained according to Fig. 6a and the measured enthalpy obtained according to Fig. 6c. By means of the present invention, the lift expert can be changed as needed Configurable type and configuration. For example, the configuration in which a drive unit is mounted on a top of the well can be replaced by a drive unit located on the vehicle compartment or at the counterweight' or the brake unit can be configured in the carriage The upper end, or below and above the car, or at the side of the car. [Brief Description of the Drawings] The present invention has been described above in detail by way of examples of the embodiments and with the accompanying drawings. The drawings are shown schematically and not to scale. The equivalent parts are represented in the drawings in the same manner. In the drawings: Figure 1 shows a view of a lifting device, and this lifting Equipment has risen The car, the counterweight, and the brake device attached to the lift car, the first figure shows the plan view of the lift car and the counterweight of the lifting device shown in Fig. 1, and the second figure shows the brake viewed from above. Detailed view of the unit, Figure 3 shows a detailed view of a brake unit, Figure 4 shows a schematic view of a measuring device, -20- 200817270 Figure 5 shows a view of the mass distribution of the lifting device, Figure 6a shows the car. The mass distribution of the lifting equipment at the lowest stop, Figure 6b shows the mass distribution of the lifting equipment when the car is in the central position, and Figure 6c shows the mass distribution of the lifting equipment when the car is at the top stop. Description of the symbol of the component] 1 Lifting device 2 Lifting car 3 Counterweight 4 Supporting mechanism 5 Drive unit 6 Guide rail / brake rail 7 Lifting well 8 Lifting control device 9 Device 10 Load 11 Brake device 12 Brake unit 12.1 Brake unit 12.2 Brake unit 13 Brake Control unit 14 brake plate-21- 200817270 15 16 17 18 19 20 2 1 22 / ' 23

FB FM FN HB HM HT MA

l MC

MF

MK

MT

SB v β adjusting device brake housing control device housing support pin braking force measuring device normal force measuring device acceleration sensor guide block braking force normal force normal force stop station central stop station uppermost stop station mass equivalent Quality quality no-load mass quality/mass ratio brake safety factor speed friction coefficient-22-

Claims (1)

200817270 X. Patent application scope: 1 · An inspection method for an elevator brake device, the elevator brake device (1 1 ) clamps and fixes a lift car (2), and the lift brake device (1 1 ) includes plural a brake unit (12) which can be engaged with a plurality of brake rails (6) if necessary, wherein the brake unit (12) presses at least one brake plate (14) against the brake for this purpose The rail (6) generates a braking force (FB), which is characterized by an effective friction coefficient of the braking unit generated during the pressing of the brake plate (14) against the brake rail (6) (// 2. The method of claim 1, wherein the effective friction coefficient (/ze) of the brake unit is by a braking force measuring device for measuring a braking force (FB). (20) and determined by a normal force measuring device (2 1 ) for measuring an active braking adjustment force (FNw). 3. The method of claim 2, wherein The effective friction coefficient (^) of the brake unit (1 2 ), the brake unit (1 2 ) will be The brake rails (6) are engaged and adjusted by a small-acting brake-tuning CI (FNw), and the elevator car (2) is moved at a low speed, wherein the moving program is continued or repeated. Until the effective friction coefficient (FB/FNw) of one of the braking units is substantially constant. 4. The method of claim 3, wherein the effective friction coefficient (#e) of the braking unit is determined by The idling lift car (2) is executed. 5. The method of any one of claims 2 to 4, wherein a sufficient brake safety factor (SB) is via the effective friction coefficient (//e) ) -23- 200817270 It is confirmed that a maximum brake adjustment force (FNm) is determined by the normal force measuring device. 6 - A method for putting the lifting device (1) into operation, and The lifting device has a lifting carriage (2) for transporting a load (10) to be transported; and a counterweight (3) via a support mechanism (4) and for driving the lift car (2) ), the counterweight (3), and the drive mechanism (4) The device (5) is connected to the lift car (2), wherein the counterweight (3) and the car (2) move in a reverse direction in a vertical ladder well (7); and it has an elevator brake a device (1 1 ) installed at the elevator car (2), characterized in that the inspection of the elevator brake device (1 1 ) is performed by using the items 1 to 5 as claimed in the patent application. 7. The method of claim 6, wherein the method of claim 6 wherein the residual mass of the lifting device to be braked by the elevator brake device (Π) under "worst case condition" (ΜV ) is calculated by inputting the allowable weight (MF) of the load (10) to be transported and the input of the weight (ΜΚ) of the empty lift car (2) (MV=MK+MF) Or calculated by the input weight (MF) of the load (1 〇) to be transported, the operating mass ratio (Μ A ) of the driving device, and the measurement 値 (ak ) of the lifting acceleration, where The quality of the lifting device is determined, such as the actual imbalance of the lifting device (MB) or the support mechanism (4) The actual weight (MT) can be performed by the braking force measuring device (20). 8. The method of claim 6 wherein one of the maximum necessary brake adjustment forces (FNe) is based on a total of -24-200817270 mass (MV) that is to be braked in the "worst case", the brake unit The effective friction coefficient (), the number of braking units used (N), the most necessary (ake), and a correction factor (KB1) are determined to determine the correction factor (KB 1 ) such as the braking speed. , defacement, or a number of unique experiences are considered: FNe = KBl*MG*(ake + G)/(N*(//e)) 9 · As in the method of claim 8 Wherein the braking unit is adjusted with a maximum force, and the adjusting force (FNm) which can be achieved by the method is determined by the normal force measuring device (2 1 and the maximum braking adjustment force (FNm) It will be compared to the maximum necessary adjustment force (FNe), and when the maximum brake adjustment force (which is greater than the maximum necessary brake 丨 (FNe) due to the safety factor (SB), it will prove that sufficient braking function has been achieved. 1 〇. The method of claim 9, wherein the brake unit is A maximum force is adjusted, and the dynamic adjustment force (FNm) that can be achieved by this method is u and a maximum possible braking force by the normal force measuring device (FBm = KB2*2*FNm*N* The effective friction coefficient (//e) of the brake unit, the number of the driven units (N), and a correction factor (KB2) are determined, wherein the correction factor (KB2) will be such as the braking speed A unique experience is considered. 1 1 · As for the method of applying for the first paragraph of the patent scope, one of the largest FB e is based on the quality of the MV to be produced under the “worst case” (MV) ), a minimum required deceleration (ake), and a repair of the J, deceleration, the mid-term overload (12) maximum system is required to brake FNm) adjustment force (12) maximum system measurement, based on the system It is determined by consideration of the total positive factor of -2517, 200817270 (KB2'), which is considered, and the correction factor (KB2) takes into account multiple unique experiences such as expected overload ( FBe = KB2'*MV*(ake+ G)), and the maximum possible braking force (FBm) Compared with the maximum necessary braking force (FBe), when the maximum possible braking force (FBm) is greater than the maximum necessary braking force (FB e ) due to the safety factor (SB), it will prove that sufficient braking has been achieved. 1. The method of any one of claims 6 to 1 wherein the braking function is confirmed because the empty carriage (2) is preferably oriented in the direction of f Or accelerated in an uncontrolled manner until the operating curve or rate monitoring system of the braking device (1 1 ) is activated, and the braking device (1 1 ) holds the car (2) and is associated with it by an associated The brake unit (12) or a number of associated brake units (i2) are held in a stopped state, wherein during the braking process, the brake adjustment force (FN) and the braking force (FB) are Measured, and the instantaneous friction coefficient (/zb) of the brake unit determined by these measurements will be compared with the previously determined effective friction coefficient () of the brake unit, and when the determined instantaneous friction coefficient is determined (/zb) roughly phase When in the effective coefficient of friction (Ζ / e), has been reached will indicate the braking means (11) put into operation, and also if necessary the correction factor (KB 1, KB2) into account. The method of any one of claims 6 to 12, wherein the correction balance of a lifting system (1) is performed or verified by the braking force measuring device (20). 1 4 · If the method of claim 13 is applied, in which a balance factor of the lifting system (1) will be carried out because a necessary factor of -26-200817270 is input, and an effective balance factor will be An uppermost stop (HT) and a lowermost stop (HB) are determined because the sum of the braking forces of the number (N) of braking units (12) will be in the empty lift car (2 The fixed position is determined at the two positions, and the average tethers of the two measuring turns are related to the allowable payload (MF) of the lift car, and a necessary additional weight is determined as the necessary balance factor ( B g ) minus the difference between the effective balance factor (Bw) and the product of the allowable payload (MF), and a weight (3) is added to add an additional weight, or a negative result In the case of this, the additional weight is correspondingly reduced. The method of any one of claims 6 to 14, wherein the number of the braking units (12) is two, or a multiple of two. The method of any one of claims 6 to 15, wherein the characteristic quantities of the braking units (12) are detected within a range of operation, and are preset to Consistently checked and stored for checking functions in normal operation, one of which will evaluate the characteristics of the continuous condition check device (17) in the event that the brake is activated each time the brake device (11) is activated.値, and compare these 値 to the operational ,, and when there is an unexpected deviation, a recalibration, maintenance notice, or fault report will be generated. 1 7 - The method of claim 16, wherein the determined effective coefficient of friction () is used as the characteristic amount 値, and/or a stored normal force characteristic curve is stored as a function of the adjustment measuring device It is used as a feature quantity. -27- 200817270 1 8. The method of claim 6, wherein the correct operation of the braking force (20) is performed by a measured braking force (moving force required to move the lifting car (2) ( Check between FA), for which purpose a static braking force (FB st ) is determined when the car (2) is stationary, and a dynamic braking force is measured at a constant operating rate, and the brake adjustment is made Small effect, and the difference between the two measured turns (FBdyn - compared with the necessary driving force (FA) such as motor torque 1 · one for performing as described in items 6 to 18 of the patent application scope The device for putting the lifting device into operation is: the device (9) can control the progress of the operation to be started later than the braking device (1 1 ). The measuring device FB ) is compared with the lifting device (FBdyn) Force (FBw) FBst) will be one of the features, its characteristics: connect, and -28-