WO2020115304A1

WO2020115304A1 - Pressure medium-operated cabin brake and valve arrangement for controlling the emergency brake function of the pressure medium-operated cabin brake of a lift system

Info

Publication number: WO2020115304A1
Application number: PCT/EP2019/084040
Authority: WO
Inventors: Martin Hecht; Janosch Huber; Martin Reichle
Original assignee: Chr. Mayr Gmbh + Co. Kg
Priority date: 2018-12-07
Filing date: 2019-12-06
Publication date: 2020-06-11
Also published as: CN113165839B; CN113165839A; DE102018009620A1

Abstract

The invention proposes a pressure medium-operated cabin brake for a lift system and also, for controlling said cabin brake, a valve arrangement with integrated control of the deceleration of the cabin during emergency braking operations. According to the invention, a spring-mass control valve or a proportional solenoid valve which is activated by an acceleration sensor is integrated into the valve arrangement for controlling the deceleration. The control arrangement is designed such that the deceleration of the cabin always lies within prespecified limit values. In addition, the brake springs and the pistons of the cabin brake and also the pressures in the valve arrangement are matched to one another such that a sufficient braking force for decelerating and holding the cabin is always available during emergency braking operations.

Description

PRESSURE-OPERATED CAB BRAKE AND VALVE ARRANGEMENT FOR CONTROLLING THE

EMERGENCY BRAKE FUNCTION OF THE PRESSURE-OPERATED CAB BRAKE OF A LIFT SYSTEM

The present invention relates to a brake, a valve arrangement and a method for controlling pressure-operated brakes, preferably for passenger lifts.

In known elevator systems, an elevator car, which is arranged in an elevator shaft and is connected to a counterweight by means of a suspension element, is moved vertically. The counterweight is usually dimensioned so that it corresponds to the mass of the half-loaded elevator car. The vertical movement of the

The elevator car and the counterweight are realized in that the suspension means wraps around a traction sheave, which is usually located at the upper end of the elevator shaft and is connected to a drive motor, and is in frictional engagement with it.

Such elevator systems, also referred to as traction sheave lifts, are usually equipped with 2 independent braking systems:

A first braking system that acts directly on the traction sheave serves as a service and emergency brake. In normal operation, this first brake system works as a pure holding brake and holds the stationary elevator car in the area of one floor. In emergency operation, for example in the event of a power failure, this first brake system works as an emergency brake and must move the elevator car

Bring and hold safely regardless of the load.

From the prior art, for example, EP0997660B1

Applicant known, which describes a partial pad spring pressure brake for attacking a rotating disc, the first brake system described can form. For reasons of redundancy, at least two of these partial pad spring pressure brakes are used in an elevator, which act together on a brake disk connected to the traction sheave. Such traction sheave lifts with brake systems which act on the traction sheave are widespread, but reach their limits in elevator systems with very large heads and / or high travel speeds. For example, temperature changes or changes in the cabin loading result in considerable changes in length

Suspension means that result in position deviations and vertical vibrations of the elevator car in the area of the floors.

A second braking system, which is also referred to as a safety device and which is arranged directly on the elevator car, brakes and holds it

Elevator car when a predetermined speed is exceeded e.g. in the event of a suspension element breakage, the guide rail serving as a braking surface. EP1849734B1 is known from the prior art and describes, among other things, such a catching device. Such safety devices are usually triggered mechanically via a so-called regulator cable and then bring the elevator car to a safe standstill. At high delivery heights and / or high speeds, the safety devices described in combination with a regulator rope are difficult to master technically. Alternatively, it is possible to monitor the speed of the elevator car using approved electronic systems and to control the safety gear via these. This means that greater delivery heights and / or high speeds can be controlled.

However, with safety devices according to the prior art, regardless of the type of speed monitoring and the type of triggering, there is still the problem that the permitted according to the standard

Deceleration values that may affect passengers in the event of emergency braking cannot be observed. The permissible values are between 0.2 x g and 1.0 x g, whereby above all the permissible maximum values are mostly exceeded considerably in practice. After an idea of the

Safety gear often results in damage to the guide rails, which necessitates repair or replacement. In addition, releasing a sunken safety gear is often very complex and often requires the use of a chain hoist. This also makes it difficult to evacuate people from the cabin.

To expand the area of application from passenger lifts to large ones

Conveying heights and high speeds as well as to comply with the standard requirements with regard to the permissible deceleration values and to avoid the other disadvantages mentioned, brake concepts have been developed that are completely attached to the elevator car and use the existing guide rails as a braking surface. Such a brake concept, which is controlled by pressure medium, is disclosed in DE102012109969A1.

This cabin brake according to the prior art summarizes the function of the

Service brake and the safety gear to carry out emergency braking in one unit. This means that the brake on the traction sheave can be dispensed with. The cabin brake is modularly constructed from a plurality of piston-cylinder systems, the braking effect being achieved by spring elements and the brake being released by means of pressure media which move the pistons against the force of the spring elements.

Furthermore, a mechanical hydraulic deceleration control is also known from the cited DE102012109969A1, the braking force and thus the acceleration acting on the passengers being regulated via a spring-mass system with a connected piston. Specific details on the integration of the spring-mass system in a deceleration control are not known from the prior art.

The object of the present invention is therefore a brake

Valve arrangement and a method for controlling a pressure-medium-operated elevator brake attached to the cabin, in particular for mastering

Emergency braking _V orgängen to create. With their help, the

specified acceleration values in the event of an emergency braking are safely maintained. On the other hand, it must be ensured that there is always sufficient braking force on the cabin so that it is brought to a safe standstill and held. For this purpose, it is proposed to integrate a control valve equipped with a spring-mass system in a valve arrangement for controlling the brake.

Alternatively, instead of the control valve equipped with a spring-mass system, a commercially available proportional valve with an acceleration sensor can be integrated into the valve arrangement for controlling the brake.

Furthermore, two measures are proposed to ensure that when the regulation is used in the event of an emergency braking of the elevator

Pressure medium generated force for opening the brake does not exceed a defined value, and that there is therefore always sufficient braking force available to decelerate and hold the cabin:

1. Use of a consistently same system pressure using a step-shaped control piston with two piston surfaces that can be acted upon independently of one another to release and control the brake.

2. Use two different system pressures to release and control the brake using a control piston with only one

Piston area.

3. Use of the same or different system pressures to release and regulate the brake, the release pressure and the regulating pressure acting on two separate piston systems.

The solution mentioned under 1 can be achieved with a simple valve arrangement without a pressure-reducing valve, a more complex step-shaped control piston being required to match the forces.

In the solution described under 2., the valve arrangement can be via a

Pressure reducing valve can be operated with different system pressures and it is possible to work with a simpler control piston with only one piston surface.

In the approach shown under 3. two or more simply designed and preferably next to each other in the direction of travel of the cabin

Arranged pistons are used, which are controlled via delivery channels that are integrated in the brake housing. With the three proposed measures, it is possible, even with fluctuations in the operating parameters of cabin brakes, such as fluctuations in the coefficient of friction in the frictional contact between the brake pad and guide rail and / or with different loads in the cabin, to reliably maintain the prescribed deceleration values for emergency braking and, at the same time, to ensure a sufficient braking force To make available.

In principle, it is also conceivable for all three described

Depending on the design, piston designs work with two different system pressures of the same size or the same.

Further features and details of the valve arrangement according to the invention and the method according to the invention result from the patent claims and from the description of the pigments.

Show it:

Fig. 1 Schematic representation of a passenger elevator according to the

State of the art.

Fig. 2 Schematic representation of a passenger elevator with a

Cabin brake over the invention

Valve arrangement is controlled.

Fig. 3 representation of a first preferred embodiment of the

Cabin brake in a detail A as a longitudinal section with a further section B-B of the cabin brake, which over the

valve arrangement according to the invention is controlled.

Fig. 4 representation of a second preferred embodiment of the

Cabin brake in a detail B as a longitudinal section with a further section C-C of the cabin brake, which over the

valve arrangement according to the invention is controlled.

5 shows a first valve arrangement according to the invention with the cabin brake to be controlled with a two-stage control piston. Fig. 6 representation of a second valve assembly according to the invention with the cabin brake to be controlled with two-stage control piston.

Fig. 7 representation of a third valve assembly according to the invention with the cabin brake to be controlled with a single stage

Control piston.

8 shows a fourth valve arrangement according to the invention with the cabin brake to be controlled with a plurality of single-stage control pistons.

In Fig. 1, the basic structure of a passenger elevator in

Traction sheave design according to the prior art with a rope transmission of 1: 1 shown. In one elevator shaft (1) there are one car (2) and one

Counterweight (3) arranged and connected to each other via a suspension element (4). The suspension element (4), which can be designed as a group of ropes or as a belt, is deflected by a traction sheave (5) and is in frictional engagement with it. Rotation of the traction sheave (5) connected to a motor causes a vertical movement of the cabin (2) and the counterweight (3) in the

Elevator shaft (1) achieved in the direction of travel (M).

For the safe braking and holding of the cabin (2) and the counterweight (3) in the passenger elevator according to the prior art, two of each other

independent braking systems available:

A first brake system (7) which acts directly on the brake disc (6) connected to the traction sheave (5) and which in the example is formed by two brake calipers for reasons of redundancy. The first brake system (7) serves as a service and emergency brake. In normal operation, the first brake system (7) works as a pure holding brake and holds the stationary cabin (2) in position on the floor. In emergency operation, for example

In the event of a power failure, this first brake system (7) functions as an emergency brake and must bring the moving cabin (2) to a standstill and hold it regardless of its loading condition.

A second braking system (8), which is also referred to as a safety gear and which is arranged directly on the cabin (2), brakes and holds the cabin (2) when a predetermined speed is exceeded, the guide rail (9) serving as a braking surface.

The combination of the two braking systems in the elevator according to the prior art described in FIG. 1 has the disadvantages described at the outset.

Fig. 2 shows an improved structure of a passenger elevator, which combines the two brake systems mentioned at the beginning in a cabin brake (10). Here is the

Cabin brake (10) directly attached to the cabin (2) and uses the

Guide rail (9) as a braking surface. The cabin (2) and counterweight (3) are also connected here via a suspension element (4) which is guided over a traction sheave (5). Rotation of the traction sheave (5) thus results in a suspension element (4)

Vertical movement of the car (2) and the counterweight (3) realized in the elevator shaft (1) in the direction of travel (M).

FIG. 3 shows a detail A from FIG. 2, which shows a longitudinal section through a first preferred embodiment of a cabin brake (10) according to the invention. The cabin brake (10) shown is a brake caliper in

Floating saddle construction, as is also shown in section B-B. This means that the brake housing (11) engages around the guide rail in a U-shape and is movably mounted on guide elements (13) transversely to the direction of travel (M). The area of the brake housing (11) facing the cabin (2) is directly equipped with a continuous brake lining (14) on its surface facing the guide rail (9). On the side of the guide rail (9) facing away from the cabin (2) there is a one-piece lining carrier (15) equipped with a continuous brake lining (14), which is operatively connected to the brake piston (16) and control piston (20), the lining carrier ( 15) with the brake pad (14) movable transversely to the direction of travel (M) and can be brought into frictional engagement with the guide rail (9).

The cabin brake (10) is to achieve a high power density

Pressure fluid operated and is divided into two functional areas:

A first area, which acts as a service brake and depending on the technical

Execution also acts as an emergency brake. This first area consists of one or more side by side in the direction of travel (M) of the cabin arranged brake cylinders (17) with brake pistons (16) accommodated therein, which are movably mounted transversely to the direction of travel (M) towards the guide rail (9). The brake cylinder (17) can

Brake pressure connection (18) are pressurized with a pressure medium, whereby the brake pistons (16) press the lining carrier (15) with the friction lining (14) against the guide rail (9) and thus the cabin (2)

Brake the direction of travel (M). When the pressure is removed on

Brake pressure connection (18), the brake is opened again by return springs (19). The service brake described is usually only used in the normal operating mode of the elevator and serves as a holding brake for the cabin (2) located in the area of a floor when passengers boarding and alighting. The service brake can alternatively also be carried out in a manner that enables use as an emergency brake. For this purpose, the cylinder space is equipped with spring elements which bring about the closing of the brake and the space of the return springs is acted upon by a pressure medium, whereby the brake is opened. By advantageous

Activation of the brake with the pressure medium can be used, for example, to implement an emergency brake function in the event of a power failure.

A second area that acts as a pure emergency brake. This second area consists of one or more in the direction of travel (M) of the cabin

Side-by-side control cylinders (21) with step-shaped control pistons (20), which are mounted transversely to the direction of travel (M)

Guide rail (9) are movably supported. On the the

Guide rail (9) facing away from the step-shaped control piston (20) are brake springs (30), whereby the control piston (20)

Press the lining carrier (15) with the friction lining (14) against the guide rail (9) and thus brake the cabin (2) in the direction of travel (M).

By loading the air piston chamber (22) and the

Control piston chamber (26) with a pressure medium builds on the

Release piston surface (23) and the control piston surface (27) have a force against the force of the brake springs (30) which is greater than this and which thus opens the brake. This second area of the

The cabin brake (10) can theoretically also be used as a normal service brake for holding the cabin (2) in the area of a floor. However, this has a disadvantageous effect on the service life of the brake springs (30) and must be taken into account when interpreting them. The use of the emergency brake as a service brake is also spoken by its higher one

Noise development resulting from the required very short switching time.

FIG. 4 shows a detail B of the cabin brake (10) as a longitudinal section, which shows an alternative preferred embodiment to FIG. 3. The cabin brake (10) shown is also designed as a brake caliper in floating caliper design, as is also illustrated in section C-C.

The area of the brake housing (11) facing the cabin (2) is directly equipped with a segmented brake lining (14) on its surface facing the guide rail (9). On the side of the cabin facing away from the cabin (2)

Guide rail (9) are lining carriers (15), which are equipped with brake linings (14) and with brake pistons (16) and control pistons (20) in

There is an operative connection, each brake piston (16) and each control piston (20) being assigned a lining carrier (15) and the lining carrier (15) with the

Brake pads (14) movable transversely to the direction of travel (M) and with the

Guide rail (9) can be brought into frictional engagement.

The cabin brake (10) is divided into two functional areas:

A first area, which acts as a service brake and depending on the technical

Execution also acts as an emergency brake. This first area consists of one or more brake cylinders (17) arranged side by side in the direction of travel (M) of the cabin with brake pistons (16) accommodated therein, which are movably mounted transversely to the direction of travel (M) towards the guide rail (9). The brake cylinder (17) can

Brake the direction of travel (M). When the pressure is removed on

Brake pressure connection (18), the brake is opened again by return springs (19). The service brake described is usually only used in the normal operating mode of the elevator and serves as a holding brake for the cabin (2) located in the area of a floor when the passenger gets in and out Passengers. Alternatively, the service brake can also be designed in a manner that enables use as an emergency brake. For this purpose, the cylinder space is equipped with spring elements which bring about the closing of the brake and the space of the return springs is acted upon by a pressure medium, whereby the brake is opened. By advantageous

A second area, which is designed as a pure emergency brake. This second area consists of one or more control cylinders (21) arranged side by side in the direction of travel (M) of the cabin with control pistons (20) accommodated therein, which are movably mounted transversely to the direction of travel (M) to the guide rail (9) and which together form one Form the control piston chamber (26) and a control piston surface (27). There are brake springs (30) on the side of the control piston (20) facing away from the guide rail (9), whereby the control piston (20) press the lining carrier (15) with the friction lining (14) against the guide rail (9) and thus the cabin ( 2) in

Brake the direction of travel (M). By applying a pressure medium to the control piston chamber (26), which has the full system pressure, a force builds up on the control piston surface (27) against the force of the brake springs (30), which force is greater than this and thus opens the brake. This second area of the cabin brake (10), which serves as an emergency brake, can theoretically also be used as a normal service brake for holding the cabin (2) in the area of one floor. However, this has a disadvantageous effect on the life of the brake springs (30) and must be taken into account when designing them. Another argument against using the emergency brake as a service brake is its higher noise level, which results from the required very short switching time.

5 shows a first cylinder and valve arrangement for controlling the emergency brake equipped with a stepped control cylinder (21) and a stepped control piston (20). As a result of the step shape mentioned, between the control cylinder (21) and the control piston (20), a release piston chamber (22) with a release piston surface (23) and a separate and separately controllable one

Control piston chamber (26) with a control piston surface (27) is formed. The structure of the valve arrangement is in the flow direction of the pressure medium starting from the tank (T) via the pump (P), various pressure accumulators and valves to the cabin brake (10) and from there back to the tank (T).

The tank (T) contains the pressure medium, preferably a hydraulic fluid based on mineral or synthetic oils or water-based, from where it is sucked in by a pump (P) and into a via a check valve (RI)

Line section (LI) is promoted, with which a pressure accumulator (Dl) is connected.

From the line section (LI) the pressure medium arrives with a corresponding switching position of the solenoid directional valves (VI, V2) into a line section (L2) of which via a check valve (R2) and a line section (L3)

Pressure accumulator (D2) is filled.

In a preferred embodiment, for reasons of redundancy, two identical and similarly controlled solenoid directional valves (VI, V2) are combined in one valve block (VB). Furthermore, the line section (L2) is connected to the release piston chamber (22) via a release pressure connection (24) and is connected to a connection of the pressure changeover valve (V4).

The line section (L3) is connected to a connection of the spring-mass control valve (V3) and is connected with the appropriate valve position of the spring-mass control valve (V3) to the line section (L4), which on the one hand with the switching input and on the another is connected to a further connection of the changeover valve (V4).

A last connection of the changeover valve (V4), which in a preferred embodiment has a switching monitor (SH), is connected to the control piston chamber (26) of the cabin brake (10) via a control pressure connection (28).

According to the invention, a number of line systems are provided for returning the pressure medium to the tank (T):

The line section (L4) is via a throttle valve (D) and a

Check valve (R3) connected to the line section (L6) which leads back to the tank. The line section (L6) is connected to a connection of the solenoid directional valves (VI, V2), whereby the line section (L2) is vented to the tank when the switch position is appropriate.

In the first switching position (Sl) of the changeover valve (V4), the line section (L5) is also connected to the line section (L2) and, with the corresponding switching position of the solenoid directional valves (VI, V2), via the line section (L6) to the tank ( T) vented out.

The mode of operation of FIG. 4 and FIG. 5 will be described below

Valve arrangement described, wherein a system is assumed as the initial state, which was without pressure supply by the pump (P) and without external power supply for a longer period.

In this state, the cabin (2) is at any position in the

The elevator shaft (1) and the area of the car brake (10) serving as an emergency brake is closed by the force of the brake springs (30). The pressure accumulators (Dl, D2) are depressurized, as are all line sections (LI, L2, L3, L4, L5, L6) and the

Pressure connections (24, 28) of the cabin brake (10). The two solenoid directional valves (VI, V2), the spring-mass control valve (V3) and the changeover valve (V4) are in the first switching position (Sl), the line section (L5) and the

Pipe section (L2) are connected to the pipe section (L6) and vented to the tank (T).

The elevator system (AS) receives a destination call and the cabin (2) is to move to another floor. Before the cabin (2) begins to move, the following processes occur in the cabin brake system (10) within a few milliseconds, which are referred to below as normal operation 1:

The pump (P) is activated, it conveys the pressure medium from the tank (T) via the check valve (RI) into the line section (LI) and fills the pressure accumulator (Dl) until there is a given system pressure.

The controller can use the brake pressure connection (18)

Movements of the brake piston (16) are triggered, which are not discussed in detail here. The solenoid coils of the two solenoid directional valves (VI, V2) are energized and the solenoid directional valves change from the first switching position (Sl) to the second switching position (S2).

The line section (L2) is connected to the line section (LI) and the pressure medium passes through the release pressure connection (24) into the release piston chamber (22), whereby it exerts a release force (25) on the control piston (20) via the release piston surface (23) . This release force (25) is not sufficient to overcome the brake spring force (30) and the cabin brake (10) is still closed. At the same time, the print medium comes from

Line section (L2) via the check valve (R2) to the line section (L3) and fills the pressure accumulator (D2).

- The system pressure from the line section (L2) to the line section (L5) and to the control pressure connection (28) of the cabin brake (10) is conducted via the changeover valve (V4) in the first switching position (Sl) and generates one in the control piston chamber (26) Control piston surface (27) acting control force (29), which adds to the already acting release force (25) and thus opens the cabin brake (10) completely.

The drive now moves the cabin (2) to the desired floor.

When the desired floor is reached and the drive has come to a standstill, the following takes place in the system of the cabin brake (10), which is referred to as normal operation 2:

- A defined pressure of a pressure medium is applied to the brake pressure connection (18) via a valve system (not shown) and the brake piston (16) closes the cabin brake (10) against the force of the return springs (19).

The solenoid directional valves (VI, V2) remain energized in their second

Switch position (S2) and in the pressure accumulators (Dl, D2), the system pressure is applied, whereby nothing changes in the pressure conditions in the area of the control piston (20) and whereby the control piston (20) is open against the force of the brake springs (30) Position remains.

If the elevator receives a new destination call, the system runs in

Cabin brake (10) the processes referred to below as normal operation 3: - The brake pressure connection (18) is vented via the valve system (not shown) and the return springs open the cabin brake (10).

The solenoid directional valves (VI, V2) remain energized in their second

The drive now moves the cabin (2) to the desired floor.

If there is a power failure while the cabin is moving, the cabin brake (10) initiates an emergency braking operation, which is referred to below as

Emergency braking 1 is called:

The pressure supply to the system is still ensured even if the preferably electrically operated pump (P) fails via the pressure accumulators (D1, D2).

The two solenoid directional valves (VI, V2) move into the first switching position (Sl) due to the loss of the supply voltage. As a result, the Fei tungsab section (F2) is connected to the Fei tungsab section (F6) and vented to the tank (T) out, whereby the acting against the brake spring force (30) force (25) is eliminated.

The spring-mass control valve (V3) is at the beginning of the emergency braking 1 in its first switching position (Sl), whereby the Fei tungsab section (F4) is still depressurized and thus also the Fei tungsab section (F5) on the in its first switching position (Sl) changeover valve (V4) and the Fei tungsab sections (F2, F6) to the tank (T) is vented. This also eliminates the control force (29) acting against the brake spring force (30) and the cabin brake (10) develops its maximum braking force due to the action of the brake springs (30), so that the maximum deceleration acts on the cabin (2).

The delay also affects the spring-mass control valve (V3) located on the cabin (2), which moves to its second switching position (S2) when the maximum permissible delay is exceeded. As a result, the pressure present in the pressure accumulator (D2) and in the fuel section (F3) is directed to the fuel section (F4) and the changeover valve (V4), for example via a permanent powered by emergency power supply

Switching monitoring (SH) has moved to its second switching position (S2).

Thus, the pressure in the line section (L4) is in the

Line section (L5) and in the control pressure connection (28)

Cabin brake (10) forwarded, whereby a control force (29) directed against the brake spring (30) acts on the control piston (20) and reduces the braking force and the deceleration of the cabin (2). The control piston surface (27) is dimensioned in such a way that when the full system pressure acts on the control piston surface (29) there is no complete opening of the cabin brake, but that at least one residual braking force (= brake spring force (30) minus control force (29)) acts on the brake pads (14).

The control process described, which is fed solely by the pressure in the pressure accumulator (D2), runs several times in very short time intervals and is completed after a short time, preferably 500 milliseconds, after which the cabin (2) is at a standstill. After a few seconds, preferably 2 seconds, the line section (L4) is completely vented into the line section (L6) and thus into the tank (T) via the adjustable throttle valve (D). It is possible to adapt the flow characteristics of the throttle valve (D) to the operating parameters, such as the cabin loading, before the cab (2) starts driving, thereby further optimizing the system.

If an overspeed is detected while the cabin (2) is moving, a cycle called emergency braking 2 is triggered, which corresponds to the emergency braking 1 described in terms of its sequence.

After one of the described emergency braking and after eliminating the

If the cause of the fault is correct, the system can be restarted according to the procedure in normal operation 1.

6 shows a second embodiment of a cylinder and valve arrangement, in which the spring-mass control valve (V3) is replaced by a magnetic proportional valve (V5), which is controlled via the output signal of an acceleration sensor fed by an emergency power supply ( B) is operated. The changeover valve (V4) actuated in FIG. 5 by the pressure from line section (L4) was replaced in Fig. 6 by an electromagnetically operated variant, which is also switched by the output signal of the acceleration sensor (B). Furthermore, the throttle valve (D) was replaced by an electromagnetic pressure relief valve (V6), which is controlled, for example, via the power supply and a capacitor (C), which acts as a timing element here.

It goes without saying that in the valve arrangement according to the invention a spring-mass control valve (V3) can also be combined with a magnetic pressure relief valve (V6) or that a combination of a sensor-operated magnetic proportional valve (V5) with a throttle valve (D) is possible.

The function of the valve arrangement in FIG. 6 described below largely corresponds to the function of the valve arrangement in FIG. 5.

The initial situation is again assumed that the system was without pressure supply from the pump (P) and without external power supply for a longer period. In this state, the car (2) is at any position in the elevator shaft (1) and the car brake (10) is by the force of the

Brake springs (30) closed. The pressure accumulators (Dl, D2) are depressurized, as are all Fei tungsab sections (Fl, F2, F3, F4, F5, F6) and the pressure connections (24, 28) of the cabin brake (10).

The two solenoid directional valves (VI, V2), the solenoid proportional valve (V5), the changeover valve (V4) and the solenoid pressure relief valve (V6) are in the first switching position (Sl), the ventilation section ( F5) and the fitting section (F2) are connected to the fitting section (F6) and vented to the tank (T). The fuel section (F4) is also vented to the tank (T) via the magnetic pressure relief valve (V6) and the fuel section (F6).

The elevator system (AS) receives a destination call and the cabin (2) is to move to another floor. Before the cabin (2) begins to move, the following processes take place in the cabin brake system (10) within a few milliseconds, which are referred to below as normal operation 4: The pump (P) is activated, it conveys the pressure medium from the tank (T) via the check valve (RI) into the line section (LI) and fills the pressure accumulator (Dl) until a specified system pressure is present.

The controller can use the brake pressure connection (18)

Movements of the brake piston (16) are triggered, which are not discussed in detail here.

The solenoid coils of the two solenoid directional valves (VI, V2) are energized and the solenoid directional valves change from the first switching position (Sl) to the second switching position (S2).

The solenoid pressure relief valve (V6) changes to its second switching position (S2) due to the voltage applied to its coil and interrupts the connection between line section (L4) and line section (L6), the capacitor (C) being charged at the same time. The capacitor (C) can advantageously consist of a plurality of individual capacitors, the optimum capacitance of which can be adapted to the current operating parameters of the elevator system (AS), such as the loading of the car (2), before the car (2) starts to travel.

The drive then moves the cabin (2) to the desired floor. When the desired floor has been reached and the drive has come to a standstill, the following processes take place in the cabin brake system (10), which are as

Normal operation 5 are referred to:

The solenoid directional valves (VI, V2) and the solenoid pressure relief valve (V6) remain energized in their second switching position (S2) and in the

The system pressure is applied to pressure accumulators (D1, D2), as a result of which nothing changes in the pressure conditions in the area of the control piston (20) and as a result of which the control piston (20) remains in its position open against the force of the brake springs (30).

If the elevator receives a new destination call, the system runs in

Cabin brake (10) the operations referred to below as normal operation 6:

- The brake pressure connection (18) is vented via the valve system (not shown) and the return springs open the cabin brake (10).

The drive now moves the cabin (2) to the desired floor.

Emergency braking 3 is called:

The pressure supply to the system is still ensured even if the preferably electrically operated pump (P) fails via the pressure accumulators (D1, D2). The two solenoid directional valves (VI, V2) move into the first switching position (Sl) due to the loss of the supply voltage. As a result, the line section (L2) is connected to the line section (L6) and vented to the tank (T), as a result of which the release force (25) acting against the brake spring force (30) is eliminated.

At the start of emergency braking 1, the solenoid proportional valve (V5) is still in its first switching position (Sl), which means that the line section (L4) is still depressurized and also the line section (L5) via the in its first switching position (Sl). changeover valve (V4) and the line sections (L2, L6) to the tank (T) is vented. This also eliminates the control force (29) acting against the brake spring force (30) and the cabin brake (10) develops its maximum braking force due to the action of the brake springs (30), as a result of which the maximum deceleration acts on the cabin (2).

The delay also affects the one located on the cabin (2)

Accelerometer (B). If the maximum permissible deceleration is exceeded, the acceleration sensor (B), which is safely supplied with electrical energy via an emergency system, moves the solenoid proportional valve (V5) and the changeover valve (V4) by energizing the coils in their second switching position (S2) . As a result, the im

Pressure accumulator (D2) and the pressure present in the line section (L3) to the line section (L4).

The pressure in the line section (L4) is thus transferred to the line section (L5) and into the control pressure connection (28) of the cabin brake (10) by the changeover valve (V4), which is equipped with permanent switching monitoring (SH) and is in its second switching position (S2) )

passed on, which acts on the control piston (20) directed against the brake spring (30) control force (29) and the braking force and the

Cabin delay (2) reduced. The control piston surface (27) is dimensioned such that when the full system pressure acts on the

Control piston surface (27) does not completely open the cabin brake, but that at least one residual braking force (= brake spring force (30) minus control force (29)) always acts on the brake pads (14).

The control cycle described is repeated several times in a very short time and is completed after a few milliseconds, after which the cabin

(2) is at a standstill. The solenoid pressure relief valve (V6), whose coil is no longer supplied externally, but only via the capacitor (C) with electrical voltage, switches after the discharge

Condenser (C) back to its first switching position (Sl) and after a few seconds vented the line section (L4) into the line section (L6) and thus into the tank (T). The capacitor (C) again acts as a timing element.

If an overspeed is detected while the cabin (2) is moving, a cycle called emergency braking 4 is triggered, which corresponds to the emergency braking 3 described in terms of its sequence.

After one of the described emergency braking and after eliminating the

If the cause of the fault is correct, the system can be restarted in accordance with the procedure in normal operation 4

FIG. 7 shows a third embodiment of a cylinder and valve arrangement which largely corresponds to the arrangement from Lig. 5, but which has the following differences:

The control cylinder (21) and the control piston (20) are not designed in steps, but only have a control piston chamber (26), a control piston surface (27) and a control pressure connection (28) and therefore only one control force (29) acts.

This eliminates the direct connection of the line section (L2) to the cabin brake (10).

Between the line section (L2) and the line section (L3) there is a pressure reducing valve (V7) which, when pressurized, builds up a lower pressure in the line section (L3) than in

Line section (L2).

It goes without saying that in the valve arrangement according to the invention shown in FIG. 7, the changeover valve (V4) alternatively by activation via a

Acceleration sensor (B) can be actuated electromagnetically, or that the spring-mass control valve (V3) by a combination of one

Acceleration sensor (B) and a solenoid proportional valve (V5) are formed or that the throttle valve (D) can be replaced by a magnetic pressure relief valve (V6) fed via a capacitor (C).

The function of the valve arrangement from FIG. 7 is described below. A system is assumed as the initial state which was without pressure supply from the pump (P) and without external power supply for a longer period. In this state, the car (2) is at any position in the elevator shaft (1) and the car brake (10) is by the force of the

Brake springs (30) closed. The pressure accumulators (DI, D2) are depressurized, as are all line sections (LI, L2, L3, L4, L5, L6) and the control pressure connection (28) of the cabin brake (10).

The two solenoid directional valves (VI, V2), the spring-mass control valve (V3) and the changeover valve (V4) are in the first switching position (Sl), and the

Line section (L5) and the line section (L2) are with the

Line section (L6) connected and vented to the tank (T).

The elevator system (AS) receives a destination call and the cabin (2) is to move to another floor. Before the cabin (2) begins to move, the following processes take place in the system of the cabin brake (10) within a few milliseconds, which are referred to below as normal operation 7:

The controller can use the brake pressure connection (18)

The line section (L2) is connected to the line section (LI) and the pressure medium reaches the control piston chamber (26) via the changeover valve (V4) in the first switching position (S1) through the control pressure connection (28), whereby it passes through the control piston surface ( 27) one

Control force (29) exerts on the control piston (20). This regulating force (29) is sufficient already to overcome the brake spring force (30) and the

The cabin brake (10) is open.

At the same time, the pressure medium reaches the line section (L2) via the pressure reducing valve (V7) and the check valve (R2)

Line section (L3) and fills the pressure accumulator (D2).

Then there is a lower pressure in the line section (L3) and in the pressure accumulator (D2) than in the line section (L2). The pressure in

The line section (L3) is dimensioned such that it is not sufficient to completely press the cabin brake (10) against the control piston surface (27)

Brake spring force (30) to open. To ensure this, you can

Pressure reducing valve (V7) and / or the line section (L3) and the pressure accumulator (D2) can be provided with a suitable monitoring device.

The drive now moves the cabin (2) to the desired floor.

When the desired floor has been reached and the drive has come to a standstill, the following takes place in the cabin brake system (10), which is referred to as normal operation 8:

The solenoid directional valves (VI, V2) remain energized in their second

Switching position (S2) and in the pressure accumulators (D1, D2), the respectively provided pressure is applied, which means that nothing changes in the pressure conditions in the area of the control piston (20) and which means that the control piston (20) counteracts the force of the brake springs (30 ) open position remains.

If the elevator receives a new destination call, the system runs in

Cabin brake (10) performs the operations referred to below as normal operation 9:

- The brake pressure connection (18) is vented via a valve system (not shown) and the return springs open the cabin brake (10). The solenoid directional valves (VI, V2) remain energized in their second switching position (S2) and in the pressure accumulators (Dl, D2) the respective pressure is present, which means that nothing changes in the pressure conditions in the area of the control piston (20) whereby the control piston (20) remains in its open position against the force of the brake springs (30).

The drive now moves the cabin (2) to the desired floor.

If there is a power failure while the cabin is moving, the

Cabin brake (10) initiated an emergency braking, the following as

Emergency braking 5 is called:

The two solenoid directional valves (VI, V2) move into the first switching position (Sl) due to the loss of the supply voltage. As a result, the fuel section (F5) is connected via the changeover valve (V4) in the first switching position (Sl) with the fuel section (F2) and the

Fei tungsab section (F6) connected and vented to the tank (T), whereby the control force acting against the brake spring force (30) is completely eliminated (29) and whereby the cabin brake (10) by the action of

Brake springs (30) unfold their maximum braking force. The maximum deceleration therefore acts on the cabin (2).

The delay also affects the spring-mass control valve (V3) arranged on the cabin (2), which is exceeded when the permissible

Delay thus moved to its second switching position (S2). As a result, the pressure present in the pressure accumulator (D2) and in the expansion section (F3) is conducted to the expansion section (F4) and this with a permanent one

Switching monitoring (SH) equipped changeover valve (V4) moves into its second switching position (S2). The function of the switch monitoring (SH) is ensured by an electrical emergency power supply.

Thus, the pressure in the manifold section (F4) is in the

Feitungsabschnitt (F5) and in the control pressure port (28) of

Cabin brake (10) passed on, which acts on the control piston (20) directed against the brake spring (30) control force (29) and the braking force and the delay in the cabin (2) is reduced. The one defined by the pressure reducing valve (V7) in the pressure accumulator (D2) and in

Line sections (L3, L4, L5) applied are dimensioned so that when the control piston surface (29) is acted upon it does not cause the cabin brake to open completely, but always at least one residual braking force (= brake spring force (30) minus control force (29 )) on the

Brake pads (14) works.

The control process described runs several times in a very short time and is completed after a few milliseconds, after which the cabin (2) is at a standstill. After a few seconds, the line section (L4) is completely vented into the line section (L6) and thus into the tank (T) via the throttle valve (D).

If an overspeed is detected while the cabin (2) is moving, a cycle called emergency braking 6 is triggered, which corresponds to the emergency braking 5 described in terms of its sequence.

After one of the described emergency braking and after eliminating the

appropriate causes of error, the system can be put back into operation according to the procedure according to normal operation 7.

FIG. 8 shows a fourth embodiment of a cylinder and valve arrangement, which largely corresponds to the arrangement from FIG. 7, but with the following differences:

There are at least two piston-cylinder systems in the area of the pure emergency brake, one of them via control cylinder (21), control piston (20), control piston chamber (26) and control piston surface (27) and one of them via release cylinder (21a), release piston (20a ), The air piston chamber (23) and the air piston surface (22).

Control cylinder (21) and control piston (20) and release cylinder (21a) and

Release pistons (20a) are not designed in steps.

The pressure reducing valve (V7) can be dispensed with between the line section (L2) and the line section (L3), as a result of which the same system pressure is present in the two power sections (L2, L3). It goes without saying that in the valve arrangement according to the invention shown in FIG. 8, the changeover valve (V4) alternatively by activation via a

Acceleration sensor (B) can be actuated electromagnetically or that the spring-mass control valve (V3) can be formed by a combination of an acceleration sensor (B) and a solenoid proportional valve (V5) or that the throttle valve (D) can be formed by a a capacitor (C) powered magnetic pressure relief valve (V6) can be replaced.

In an advantageous embodiment of the invention, the control cylinder (21) and release cylinder (21a) are an integral part of the brake housing (11). The function of the valve arrangement from FIG. 8 is described below.

A system is assumed as the initial state which was without pressure supply from the pump (P) and without external power supply for a longer period. In this state, the car (2) is at any position in the elevator shaft (1) and the car brake (10) is by the force of the

Brake springs (30) closed. The pressure accumulators (Dl, D2) are depressurized, as are all line sections (LI, L2, L3, L4, L5, L6) as well as the control pressure connection (28) and the release pressure connection (24) of the cabin brake (10).

The two solenoid directional valves (VI, V2), the spring-mass control valve (V3) and the changeover valve (V4) are in the first switching position (Sl)

Line section (L5) and the line section (L2) are with the

Line section (L6) connected and vented to the tank (T).

The elevator system (AS) receives a destination call and the cabin (2) is to move to another floor. Before the cabin (2) begins to move, the following processes take place in the system of the cabin brake (10) within a few milliseconds, which are referred to below as normal operation 10:

The controller can use the brake pressure connection (18)

The line section (L2) is connected to the line section (LI) and the pressure medium passes through the release pressure connection (24) into the release piston chamber (23) and exerts a release force (25) against the brake spring force (30) on the release piston surface (22).

At the same time, the pressure medium passes from the line section (L2) via the check valve (R2) to the line section (L3) and fills it

Pressure accumulator (D2).

The pressure medium also passes through the control pressure connection (28) into the control piston chamber (26) via the changeover valve (V4) in the first switching position (S1), whereby a control force (29) against the brake spring force (30) is delivered via the control piston surface (27). exercises. The lifting force (25) and the regulating force (29) are sufficient to overcome the brake spring forces (30) and the cabin brake (10) is open.

The drive now moves the cabin (2) to the desired floor.

When the desired floor has been reached and the drive has come to a standstill, the following takes place in the system of the cabin brake (10), which is referred to as normal operation 11:

The solenoid directional valves (VI, V2) remain energized in their second

Switch position (S2) and in the pressure accumulators (Dl, D2), the full pressure is applied, which affects the pressure conditions in the range

The control piston (20) and the release piston (20a) do not change anything, and as a result the control piston (20) and the release piston (20a) with the brake linings (14) remain in their open position against the force of the brake springs (30).

If the elevator receives a new destination call, the system runs in

Cabin brake (10) the processes referred to below as normal operation 12: - The brake pressure connection (18) is vented via a valve system (not shown) and the return springs open the cabin brake (10).

The solenoid directional valves (VI, V2) remain energized in their second

The control piston (20) and the release piston (20a) do not change anything, and as a result the control piston (20) and the release piston (20a) remain in their open position against the force of the brake springs (30).

The drive now moves the cabin (2) to the desired floor.

Emergency braking 7 is called:

The two solenoid directional valves (VI, V2) move into the first switching position (Sl) due to the loss of the supply voltage. As a result, the line section (L5) via the changeover valve (V4) located in the first switching position (Sl) with the line section (L2) and the

Line section (L6) connected and vented to the tank (T), whereby the control force (29) acting against the brake spring force (30) and the release force (25) are completely eliminated and whereby the cabin brake (10) due to the action of the brake springs (30) their maximum braking force unfolds. The maximum deceleration therefore acts on the cabin (2).

Delay thus moved to its second switching position (S2). As a result, the pressure present in the pressure accumulator (D2) and in the line section (L3) is directed to the line section (L4) and that with a permanent one

Switching monitoring (SH) equipped changeover valve (V4) moves into its second switching position (S2). The function of the switch monitoring (SH) is ensured by an electrical emergency power supply. Thus, the pressure present in the line section (L4) in the line section (L5) and in the control pressure connection (28)

Cabin brake (10) forwarded, whereby a control force (29) directed against the brake spring (30) acts on the control piston (20) and reduces the braking force and the deceleration of the cabin (2).

If an overspeed is detected while the cabin (2) is moving, a cycle called emergency braking 8 is triggered, which corresponds to the emergency braking 7 described with regard to its sequence.

After one of the described emergency braking and after eliminating the

corresponding to the cause of the error, the system can be put back into operation in accordance with the procedure according to normal operation 10.

As mentioned at the beginning, the first brake system (7) on the traction sheave (5) can be dispensed with by the cabin brake (10) according to the invention.

Likewise, the use of the cabin brake (10) according to the invention also makes it possible to dispense with the traction sheave (5), suspension means (4) and counterweight (3) if the movement of the cabin (2) is realized using an alternative drive system such as linear motors.

Further features of the invention emerge from the patent claims. List of reference numerals:

1 elevator shaft

2 cabin

3 counterweight

4 suspension elements

5 traction sheave

6 brake disc

7 First brake system

8 Second brake system (safety gear)

9 guide rail

10 cabin brake

11 brake housing

12 housing cover

13 guide element

14 brake pad

15 brake pads

16 brake pistons

17 brake cylinders

18 brake pressure connection

19 return spring

20 control pistons

20a air piston

21 control cylinders

21a release cylinder

22 Air piston room

23 release piston surface

24 release pressure connection

25 ventilation force

26 control piston chamber

27 control piston surface

28 control pressure connection

29 control force

30 Brake spring / brake spring force AS elevator system

B acceleration sensor

C capacitor

Dl pressure accumulator

D2 accumulator

D throttle valve

LI line section

L2 line section

L3 line section

L4 line section

L5 line section

L6 line section

M direction of travel (from cabin and counterweight)

P pump

RI check valve

R2 check valve

R3 check valve

51 first switching position (of the valve)

52 second switching position (of the valve)

SH switching monitoring

SL control line

T tank

V 1 solenoid valve

V2 solenoid directional valve

V3 spring-mass control valve

V4 switch valve

V5 solenoid proportional valve

V6 solenoid pressure relief valve

V7 pressure reducing valve

VB valve block

Claims

Claims 1-20

1) Cabin brake and valve arrangement for controlling the

Emergency brake function of a pressure-operated cabin brake (10)

Elevator system (AS), the valve arrangement and the car brake (10) being attached directly to a car (2), the car brake (10) for

Provision of the emergency braking function has at least one control piston (20) on which a brake spring force (30) acts, which exerts a braking force on a guide rail (9) and thus on the cabin via at least one pad carrier (15) equipped with a brake lining (14) (2) one in the direction of travel (M)

Generating retarding force, the control piston (s) (20) each being mounted in a control cylinder (21) and being pressurized with a pressure medium in such a way that the cabin brake (10) is opened, the valve arrangement having a tank (T) from which a pump (P) builds up a system pressure in a line section (LI) and in a pressure accumulator (Dl), the cabin brake (10) via at least one solenoid directional valve (VI, V2) located in a valve block (VB), a line section ( L2) and a downstream changeover valve (V4) in a switch position (Sl) is opened,

characterized in that the valve assembly one of

Line area (L2) fed further line area (L3) has that in the event of an inadmissibly high deceleration of the cabin (2) the changeover valve (V4) is moved into a second switching position (S2) and thereby the in the line area (L3)

located pressure in a control piston chamber (26) generates a control force (29) directed against the brake spring force (30).

2) Cabin brake and valve arrangement for controlling a

pressure-operated cabin brake (10) of an elevator system (AS)

Claim 1, characterized in that the pressures of the pressure medium located in the line areas (L2, L3) and the control piston surface (27) are matched to one another in such a way that only part of the brake spring force (30) is canceled by the control force (29).

3) Cabin brake and valve arrangement for controlling a

pressure-operated cabin brake (10) of an elevator system (AS) according to the Claims 1 and 2, characterized in that the control piston (20) is designed as a stepped piston with a release piston surface (23) and a control piston surface (27), and that the pressures in the line section (L2) and in

The line section (L3) and the release piston surface (23) and the control piston surface (27) are matched to one another in such a way that only part of the brake spring force (30) is canceled by the control force (29).

4) Cabin brake and valve arrangement for controlling a

Pressure-operated car brake (10) of an elevator system (AS) according to claims 1 and 2, characterized in that the control piston (20) has only one piston surface in the form of a control piston surface (27), and that the pressures in the line section (L2) and in the line section (L3) and the control piston surface (27) are matched to one another in such a way that only part of the brake spring force (30) is canceled by the control force (29).

5) Cabin brake and valve arrangement for controlling a

Pressure-operated car brake (10) of an elevator system (AS) according to claims 1 and 2, characterized in that the car brake (10) has at least one control piston (20) with only one piston surface in the form of a

Control piston surface (27) and at least one separate release piston (20a) with only one piston surface in the form of a release piston surface (23), and that the pressures in the line section (L2) and in the line section (L3) and

Control piston surface (27) are coordinated so that only part of the brake spring force (30) is canceled by the control force (29).

6) Cabin brake and valve arrangement for controlling a

Pressure-operated car brake (10) of an elevator system (AS) according to at least one of the preceding claims, characterized in that the pressure in the line section (L3) by a pressure reducing valve (V7) fed from the line section (L2) is lower than the pressure in the line section (L2 ).

7) Cabin brake and valve arrangement for controlling a

Pressure-operated car brake (10) of an elevator system (AS) according to at least one of the preceding claims, characterized in that the pressure in the line section (L3) is the same as the pressure in the

Line section (L2).

8) Cabin brake and valve arrangement for controlling a

Pressure-operated car brake (10) of an elevator system (AS) according to at least one of the preceding claims, characterized in that the deceleration of the car (2) via a spring-mass control valve (V3) or via an acceleration sensor (B) with one actuated by it Solenoid proportional valve (V5) is detected.

9) Cabin brake and valve arrangement for controlling a

Pressure-actuated car brake (10) of an elevator system (AS) according to at least one of the preceding claims, characterized in that the spring-mass control valve (V3) moves from a first switching position (S1) to a second if the cabin (2) is inadmissibly high Switch position (S2) moves and thus moves the changeover valve (V4) from a first switch position (Sl) to a second switch position (S2).

10) Cabin brake and valve arrangement for controlling a

Pressure-actuated car brake (10) of an elevator system (AS) according to at least one of the preceding claims, characterized in that in the event of an inadmissibly high deceleration of the car (2), the solenoid proportional valve (V5) is triggered by a signal from the acceleration sensor (B) from a first switching position (Sl) moved into a second switching position (S2).

11) Cabin brake and valve arrangement for controlling a

Pressure-actuated car brake (10) of an elevator system (AS) according to at least one of the preceding claims, characterized in that the switching position of the changeover valve (V4) is changed by a signal from the acceleration sensor (B).

12) Cabin brake and valve arrangement for controlling a

Pressure-operated car brake (10) of an elevator system (AS) according to at least one of the preceding claims, characterized in that the changeover valve (V4) has a switching monitor (SH). 13) car brake and valve arrangement for controlling a pressure-actuated car brake (10) of an elevator system (AS) according to at least one of the preceding claims, characterized in that at least the solenoid directional valve (VI) or the solenoid directional valve (V2) via a switching monitoring (SH ) has.

14) Cabin brake and valve arrangement for controlling a

Pressure-operated car brake (10) of an elevator system (AS) according to at least one of the preceding claims, characterized in that at least the line section (LI) with the pressure accumulator (Dl) or the

Line section (L2) or the line section (L3) with the pressure accumulator (D2) or the line section (L4) or the line section (L5) via a

Pressure monitoring.

15) Cabin brake and valve arrangement for controlling a

Pressure-actuated cabin brake (10) of an elevator system (AS) according to at least one of the preceding claims, characterized in that the line section (L4) via a throttle valve (D) and via a

Line section (L6) to the tank (T) is vented.

16) Cabin brake and valve arrangement for controlling a

Pressure-operated car brake (10) of an elevator system (AS) according to at least one of the preceding claims, characterized in that the line section (L4) has a magnetic pressure relief valve (V6) which switches from a first switching position (S2) to a second switching position (S1) with a time delay. and is vented to the tank (T) via a line section (L6).

17) Cabin brake and valve arrangement for controlling a

Pressure-operated car brake (10) of an elevator system (AS) according to at least one of the preceding claims, characterized in that the time-delayed switchover of the magnetic pressure relief valve (V6) from a second switching position (S2) to a first switching position (Sl) by a capacitor (C ) he follows.

18) Cabin brake and valve arrangement for controlling a

pressure-operated cabin brake (10) of an elevator system (AS) Claim 17, characterized in that the time delay of the changeover of the magnetic pressure relief valve (V6) from a second switching position (S2) to a first switching position (S1) by setting a defined capacity of the

Condenser (C) determined on the basis of the cabin (2) before departure

Measured variables such as loading of the cabin (2) and / or direction of travel (M) and / or destination floor and / or driving speed can be preset.

19) Cabin brake and valve arrangement for controlling a

Pressure-operated car brake (10) of an elevator system (AS) according to at least one of the preceding claims, characterized in that at least in the Fei tungsab section (Fl) or in the Fei tungsab section (F3) or in

Fei tion section (F6) a check valve (RI, R2, R3) is arranged.

20) Cabin brake and valve arrangement for controlling a

Pressure-operated car brake (10) of an elevator system (AS) according to at least one of the preceding claims, characterized in that a pressure medium for the operation of the valve arrangement and the brake

Hydraulic fluid based on mineral or synthetic oils or water-based is used.