CN113165839B - lift system - Google Patents

Abstract

A pressure medium-operated cabin brake for an elevator system and a valve assembly for actuating the cabin brake with a central regulation of the cabin deceleration during emergency braking are proposed. According to the invention, a spring-mass control valve or a proportional solenoid valve operated by an acceleration sensor is integrated into the valve assembly for controlling the deceleration. The regulation is carried out such that the deceleration of the passenger cabin is always within preset limit values. In addition, the brake spring of the cabin brake and the pressure in the piston and valve assembly are coordinated with one another such that there is always sufficient braking force to decelerate and stop the cabin during emergency braking.

Description

lift system

technical field

The invention relates to a brake, a valve assembly and a method for actuating a pressure-medium-operated brake, preferably for a passenger lift.

Background technique

In known elevator systems, an elevator cabin arranged in the elevator shaft moves vertically, the elevator cabin being connected to a counterweight via a spreader. For this purpose, the counterweight is generally set to correspond to the mass of the half-loaded elevator cabin. The vertical movement of the elevator cabin and the counterweight is achieved by the spreader encircling and frictionally engaging a guide wheel located mostly at the upper end of the elevator shaft and connected to the drive motor.

This type of lift system, also known as a pulley lift, is usually equipped with 2 brake systems that are independent of each other.

- The first brake system acting directly on the guide pulley serves as a running and emergency brake. In normal operation, the first brake system works only as a holding brake and holds the stopped elevator cabin in the region of the first floor. For example, in emergency operation in the event of a power failure, the first brake system works as an emergency brake and must safely brake and hold the moving elevator cabin under any load. From the prior art is known, for example, EP0997660B1 from the applicant, which describes a partial lining spring-loaded brake for acting on a rotating disk, which can form the first brake system described. Due to redundancy, at least two such partial lining spring pressure brakes are used in elevators, which act jointly on the brake disc connected to the guide wheel. Such guide-wheel lifts with brake systems acting on the guide wheels are widely available, but reach their limits in lift systems with very large conveying heights and/or high travel speeds. For example, due to temperature changes or changes in the load on the passenger cabin, the length of the spreader varies significantly, resulting in positional displacement and vertical vibrations of the elevator cabin in this floor area.

- A second brake system, which is also called a fall arrester and is arranged directly on the elevator cabin, brakes and stops the elevator cabin when a preset speed is exceeded, for example when the spreader breaks, wherein the guide rail acts as a brake noodle. EP1849734B1 is known from the prior art, specifically describing such a fall arrester. Such safety gears are usually triggered mechanically via the adjustment ropes, and then safely brake the elevator cabin. In the case of large conveying heights and/or high speeds, the combination of said safety gear with adjusting rope is technically difficult to manage. Alternatively, it is possible to monitor the speed of the elevator cabin by means of an authorized electronic system and to actuate the safety gear via the electronic system. Large conveying heights and/or high speeds can thus be managed.

However, in the case of safety devices according to the prior art, irrespective of the type and mode of triggering of the speed monitor, there is also the problem that the deceleration values permitted by the standard, which can be applied to the passengers in the event of emergency braking, are not achievable superior. Allowed values are between 0.2x g and 1.0x g, but in practice most of them significantly exceed the especially allowed maximum. The guide rail is usually damaged after the fall arrester is dropped, which requires repair or replacement of the guide rail. Also releasing a fallen fall arrester is usually very complicated and chains are rarely used. It also makes it more difficult to evacuate people from the cabin.

In order to extend the range of application of passenger lifts to large conveying heights and high speeds and to maintain the standard specifications for permissible deceleration values and to avoid the other disadvantages described, a brake concept was developed which is completely built on the lift cabin and use the existing rails as braking surfaces. Such a concept of a brake actuated via pressure medium is known from DE 10 2012 109 969 A1.

Cabin brakes according to the prior art combine in one unit the functions of a service brake and a safety gear for performing emergency braking. In this way, the brake of the guide wheel can be eliminated. In this case, the cabin brake is constructed modularly from a plurality of piston-cylinder systems, wherein the braking action is effected by means of spring elements, and wherein the brake is released via the pressure medium, which moves the piston against the force of the spring elements.

In addition, DE 10 2012 109 969 A1 described therein is also known as a mechanical-hydraulic retarder adjustment, in which the braking force and the acceleration acting on the passenger are adjusted by a spring-mass system and connected pistons. The specific details of the integration of the spring-mass system into the deceleration adjustment are not known in the prior art.

Contents of the invention

It is therefore an object of the present invention to provide a brake, a valve assembly and a method for actuating a pressure-operated elevator brake mounted on a passenger cabin, in particular for managing emergency braking procedures. On the one hand, the preset acceleration value is reliably maintained in the event of emergency braking. On the other hand, it is ensured that there is always sufficient braking force for the passenger cabin, so that the passenger cabin is brought to a safe stop and remains stationary.

For this purpose, it is proposed to integrate the regulating valve equipped with the spring-mass system into the valve assembly for actuating the brake.

Alternatively, commercially available proportional valves and acceleration sensors are integrated into the valve assembly at the point of the regulating valve with the spring-mass system to actuate the brake.

Two measures are also proposed, whereby it is ensured that in the event of an emergency braking of the elevator the force generated by the pressure medium for opening the brake does not exceed a defined value by using regulation, so that there is always sufficient braking force for the cabin Slow down and stop:

1. Using exactly the same system pressure and using a stepped adjusting piston with two piston surfaces that can be acted upon independently of one another for pulling out and adjusting the brake.

2. By using an adjustment piston with only one piston face, two different magnitudes of system pressure are used to pull and adjust the brake.

3. The brake is opened and adjusted with the same or different system pressures, wherein the air pressure and the adjustment pressure act on two separate piston systems.

The solution described in section 1 can be realized without the pressure relief valve by means of a simple valve assembly, wherein a more complex stepped adjusting piston is required to adjust the forces.

In the variant described in 2nd, the valve assembly can be actuated via the pressure relief valve at different system pressures and there is thus a simpler variant that works with a regulating piston having only one piston surface.

In the variant shown in 3rd, two or more pistons of simple design and preferably arranged side by side in the direction of travel of the passenger cabin can be used, the pistons being actuated via delivery channels integrated in the brake housing.

With the aid of the three proposed measures it is possible to operate emergency brakes in the event of fluctuations in the operating temperature of the cabin brake, for example in the case of fluctuations in the friction value of the frictional contact between the brake lining and the guide rail and/or in the case of different cabin loads. It can reliably maintain the aforementioned deceleration value when moving and at the same time reliably provide sufficient braking force.

In principle, it is also conceivable for all three piston configurations described to be able to work with two different or identical system pressures depending on the configuration.

Description of drawings

Further features and details of the valve assembly according to the invention and the method according to the invention emerge from the claims and from the description of the figures.

which shows:

Figure 1 shows a schematic diagram of a passenger lift according to the prior art.

Figure 2 shows a schematic view of a passenger lift with a passenger cabin brake actuated via a valve assembly according to the invention.

FIG. 3 shows a schematic view of a detail A of a first preferred embodiment of a cabin brake, actuated via a valve assembly according to the invention, as a longitudinal sectional view in another section plane B-B of the cabin brake.

FIG. 4 shows a schematic detail B of a second preferred embodiment of a cabin brake, which is actuated via a valve assembly according to the invention, as a longitudinal sectional view in another cut plane C-C of the cabin brake.

FIG. 5 shows a schematic diagram of a first valve assembly according to the invention and a passenger compartment brake to be actuated with a two-stage regulating piston.

FIG. 6 shows a schematic diagram of a second valve assembly according to the invention and a passenger cabin brake to be actuated with a two-stage regulating piston.

FIG. 7 shows a schematic diagram of a third valve arrangement according to the invention and a cabin brake to be actuated with a single-stage regulating piston.

FIG. 8 shows a schematic diagram of a fourth valve assembly according to the invention and a passenger compartment brake to be actuated with a plurality of single-stage regulating pistons.

Detailed ways

FIG. 1 shows the basic construction of an elevator according to the prior art in the form of guide wheels, which elevator has a rope transmission ratio of 1:1. A passenger cabin (2) and a counterweight (3) are arranged in the elevator shaft (1) and are connected to each other via a spreader (4). The spreader (4), which may consist of a rope set or a belt, is deflected by and frictionally engaged with guide wheels (5). The vertical movement of the cabin (2) and the counterweight (3) in the elevator shaft (1) in the direction of travel (M) is achieved by rotating a guide wheel (5) connected to the motor.

In passenger lifts according to the prior art, in order to ensure the braking and stopping of the cabin (2) and the counterweight (3), there are two braking systems independent of each other:

- a first brake system (7) acting directly on the brake disc (6) connected to the guide wheel (5) and in this example for redundancy purposes the first brake system (7) consists of two A brake caliper is formed. The first brake system (7) serves as a running and emergency brake. In normal operation, the first brake system (7) works only as a holding brake and holds the stopped passenger cabin (2) in the area of the first-floor position. For example, in emergency operation in the event of a power failure, the first brake system ( 7 ) works as an emergency brake and must safely brake and hold the moving cabin ( 2 ) under any load.

- a second brake system (8), also called a fall arrester and arranged directly on the passenger cabin (2), brakes and stops the passenger cabin (2) when a preset speed is exceeded, wherein the guide rails (9) are provided with Make braking surface.

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

FIG. 2 shows the construction of a modified passenger lift, the two brake systems mentioned at the outset being integrated in the cabin brake ( 10 ). Here, the cabin brake (10) is mounted directly on the cabin (2) and uses the guide rail (9) as a braking surface. The cabin ( 2 ) and the counterweight ( 3 ) are also connected here via a spreader ( 4 ), which is guided via guide wheels ( 5 ). Thus, a vertical movement of the passenger cabin (2) and the counterweight (3) in the elevator shaft (1) in the direction of travel (M) is effected by the spreader (4) through the rotation of the guide wheel (5).

FIG. 3 shows detail A from FIG. 2 , which shows a longitudinal section through a preferred embodiment of the passenger compartment brake ( 10 ) according to the invention. The illustrated cabin brake ( 10 ) is embodied as a brake caliper in the form of a floating caliper, which is also shown in section B-B. This means that the brake housing ( 11 ) surrounds the guide rail in a U-shape and is slidably supported on the guide element ( 13 ) perpendicular to the direction of travel (M). Here, the area of the brake housing (11) facing the passenger compartment (2) is provided directly with a continuous brake lining (14) on its side facing the guide rail (9). A one-piece lining carrier (15) with a continuous brake lining (14) is located on the side of the guide rail (9) facing away from the passenger compartment (2), together with the brake piston (16) and the adjusting piston (20) Active connection, wherein the lining carrier (15) and the brake lining (14) are movable perpendicular to the direction of travel (M) and are frictionally engaged with the guide rail (9).

The cabin brakes (10) are used to achieve high power density through pressure medium operation and are divided into two functional areas:

- A first area, which serves as a service brake and, according to a technical embodiment, also 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 passenger compartment and brake pistons (16) accommodated therein, which can be perpendicular to the direction of travel (M) Slide the support on the rail (9). The brake cylinder (17) can be supplied with pressure medium via the brake pressure connection (18), whereby the brake piston (16) presses the lining carrier (15) with the brake lining (14) against the guide rail (9) up and thus brakes the passenger compartment (2) in the direction of travel (M). When the pressure at the brake pressure connection (18) is removed, the brake is opened again via the return spring (19). The service brake is usually only used during normal driving operation of the elevator and is used as a holding brake when passengers are getting on and off the cabin ( 2 ) in the first-floor region. Alternatively, the service brake can also be implemented as an emergency brake. For this purpose, a spring element is provided in the cylinder chamber, which serves to close the brake and to pressurize the chamber of the return spring, thereby opening the brake. By advantageously actuating the brake with a pressure medium, an emergency braking function can thus be implemented, for example in the event of a power failure.

-Second zone, the second zone is only used as an emergency brake. The second area consists of one or more adjusting cylinders (21) arranged side by side in the direction of travel (M) of the passenger cabin and a stepped adjusting piston (20) accommodated therein, which can be moved perpendicular to the direction of travel (M) Sliding support on the guide rail (9). The brake spring (30) is located on the side of the stepped adjusting piston (20) facing away from the guide rail (9), whereby the adjusting piston (20) presses the lining carrier (15) with the brake lining (14) onto the rails (9) and thus brake the cabin (2) in the direction of travel (M). When the air piston chamber (22) and the regulating piston chamber (26) are loaded with pressure medium, a force counteracting the force of the brake spring (30) builds up on the air piston surface (23) and the regulating piston surface (27) , the force of the brake spring is greater than this, so the brake is opened. The second area of the passenger cabin brake (10), which is used as an emergency brake, can in principle also be used as a normal operating brake for stopping the passenger cabin (2) in the area of the first floor. However, this has a detrimental effect on the service life of the brake spring (30) and must be taken into account during design. The use of emergency brakes as service brakes is also discouraged due to their high noise generation, which is caused by short switching times.

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

In this case, the area of the brake housing (11) facing the passenger compartment (2) is provided directly with segmented brake linings (14) on its side facing the guide rail (9). On the side of the guide rail (9) facing away from the passenger compartment (2) is a lining carrier (15), which is provided with the brake lining (14) and which is connected to the brake piston (16) and the adjusting piston (20 ) is operatively connected, wherein a lining carrier (15) is provided for each brake piston (16) and each adjusting piston (20), and wherein the lining carrier (15) with the brake lining (14) can be It moves perpendicular to the direction of travel (M) and can be brought into frictional engagement with the guide rail (9).

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

- A first area, which serves as a service brake and, according to a technical embodiment, also 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 passenger compartment and brake pistons (16) accommodated therein, which can be perpendicular to the direction of travel (M) Slide the support on the rail (9). The brake cylinder (17) can be supplied with pressure medium via the brake pressure connection (18), whereby the brake piston (16) presses the lining carrier (15) with the brake lining (14) against the guide rail (9) up and thus brakes the passenger compartment (2) in the direction of travel (M). When the pressure at the brake pressure connection (18) is removed, the brake is opened again via the return spring (19). The service brake is usually only used during normal driving operation of the elevator and is used as a holding brake when passengers are getting on and off the cabin ( 2 ) in the first-floor region. Alternatively, the service brake can also be implemented as an emergency brake. For this purpose, a spring element is provided in the cylinder chamber, which serves to close the brake and to pressurize the chamber of the return spring, thereby opening the brake. By advantageously actuating the brake with a pressure medium, an emergency braking function can thus be implemented, for example in the event of a power failure.

- Second zone, the second zone is used as a pure emergency brake. The second area consists of one or more adjusting cylinders (21) arranged side by side in the direction of travel (M) of the cabin and the adjusting pistons (20) accommodated therein, which can be positioned perpendicular to the direction of travel (M) on the guide rails (9 ) on the sliding support and the adjusting piston together form the adjusting piston chamber (26) and the adjusting piston face (27). The brake spring (30) is located on the side of the adjusting piston (20) facing away from the guide rail (9), whereby the adjusting piston (20) presses the lining carrier (15) with the brake lining (14) against the guide rail ( 9) The passenger compartment (2) is braked on and thus in the direction of travel (M). When the adjusting piston chamber (26) is loaded with pressure medium at the full system pressure, a force is built up on the adjusting piston surface (27) opposite to the force of the brake spring (30), which is greater than this force, So turn on the brakes. The second area of the passenger cabin brake (10), which is used as an emergency brake, can in principle also be used as a normal operating brake for stopping the passenger cabin (2) in the area of the first floor. However, this has a detrimental effect on the service life of the brake spring (30) and must be taken into account during design. The use of emergency brakes as service brakes is also discouraged due to their high noise generation, which is caused by short switching times.

FIG. 5 shows a first cylinder and valve assembly for actuating an emergency brake equipped with a stepped adjusting cylinder ( 21 ) and a stepped adjusting piston ( 20 ). By means of the described stepped shape, an air piston chamber (22) with an air piston surface (23) and a separate and individually actuatable adjustment piston chamber ( 26), the piston chamber has a regulating piston surface (27). From the storage tank (T) in the flow direction of the pressure medium via the pump (P), various pressure accumulators and valves for the cabin brake (10) and from the cabin brake back to the storage tank (T) here Describe the construction of the valve assembly.

The tank (T) contains the pressure medium, preferably mineral or synthetic oil-based or water-based hydraulic fluid, from where it is sucked up by the pump (P) and conveyed via the non-return valve (R1) to the line section (L1 ), the pressure accumulator (D1) is also connected to the line section.

When the electromagnetic directional valve (V1, V2) is in the appropriate switching position, the pressure medium enters a pipeline section (L2) from the pipeline section (L1), and passes through the check valve (R2) from the pipeline section (L2). ) and a line section (L3) to fill the pressure accumulator (D2).

In a preferred embodiment, here for redundancy purposes, two solenoid directional valves ( V1 , V2 ) of the same type and also actuated are combined in a valve block ( VB ). Furthermore, the line section ( L2 ) is connected via the air pressure connection ( 24 ) to the air piston chamber ( 22 ) and to the connection of the pressure switch valve ( V4 ).

The line section (L3) is connected to the port of the spring-mass-regulating valve (V3) and in the corresponding valve position of the spring-mass-regulating valve (V3) to the line section (L4), which The segment is connected at one end to the switching input and at the other end to the other port of the reversing valve (V4).

In a preferred embodiment, the final connection of the directional control valve ( V4 ) with switching monitor (SH) is connected via the control pressure connection ( 28 ) to the control piston chamber ( 26 ) of the cabin brake ( 10 ).

In order to return the pressure medium to the storage tank (T), several piping systems are provided according to the invention:

- A line section (L4) connected via a throttle valve (D) and a non-return valve (R3) to a line section (L6) leading back to the storage tank.

- Line section (L6), line section (L6) is connected to any port of solenoid directional valve (V1, V2), whereby line section (L2) faces the energy store in its corresponding switching position box exhaust.

- Line section (L5), in the first switching position (S1) of the directional control valve (V4), line section (L5) is also connected to line section (L2) and at the solenoid directional valve (V1 , V2) in the corresponding switching position via the line section (L6) to the energy storage tank (T).

The operation of the valve assembly is described below with reference to FIGS. 4 and 5 , wherein a system without pressure supplied by the pump (P) for a longer period of time and without external input current is regarded as the initial state.

In this state, the cabin (2) is in any position in the elevator shaft (1) and the area of the cabin brake (10) serving as an emergency brake is closed by the force of the brake spring (30). The pressure accumulators (D1, D2) are not under pressure, and all the line sections (L1, L2, L3, L4, L5, L6) and the pressure connections (24, 28) of the cabin brake (10) are not under pressure . The two solenoid directional valves (V1, V2), the spring-mass-regulating valve (V3) and the directional valve (V4) are in the first switching position (S1), the line section (L5) and the line section ( L2) is connected to the line section (L6) and vented to the storage tank (T).

The elevator system (AS) gets the destination call and the cabin (2) should travel to another floor. Before the passenger cabin (2) starts to move, the following process, referred to as normal operation 1 below, is carried out in the system of the cabin brake (10) within a few milliseconds:

- the pump (P) is activated, which conveys the pressure medium from the storage tank (T) via the non-return valve (R1) into the line section (L1) and fills the pressure accumulator (D1) until it exists Preset system pressure.

- A movement of the brake piston ( 16 ), which is not described in detail here, can be triggered via the brake pressure connection ( 18 ).

The solenoid coils of the two solenoid directional valves ( V1 , V2 ) are energized and the solenoid directional valves ( V1 , V2 ) are switched from the first switching position ( S1 ) into the second switching position ( S2 ).

- The line section (L2) is connected to the line section (L1) and the pressure medium passes through the air pressure connection (24) into the air piston chamber (22), wherein the air force ( 25) applied to the adjustment piston (20). The air force (25) is not yet sufficient to overcome the brake spring force (30) and the cabin brake (10) is not yet closed. Simultaneously, pressure medium passes from line section (L2) via check valve (R2) to line section (L3) and fills pressure accumulator (D2).

- The system pressure is led from the line section (L2) to the line section (L5) and to the regulated pressure connection of the cabin brake (10) via the directional valve (V4) in the first switching position (S1) (28) and in the adjustment piston chamber (26) produces an adjustment force (29) acting on the adjustment piston surface (27), the adjustment force is added to the already acting air force (25), thus making the cabin brake (10) fully open.

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

When the desired floor is reached and the drive is stopped, the following process is done in the cabin brake (10), which is called normal operation 2:

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

- Solenoid directional valves (V1, V2) remain energized and in their second switching position (S2) and there is system pressure in the pressure accumulators (D1, D2), whereby pressure in the area of the regulating piston (20) The ratio does not change and thus the adjusting piston (20) remains in its open position against the force of the brake spring (30).

When the elevator receives a new destination call, a process called normal operation 3 below takes place in the system of the cabin brake (10):

The brake pressure connection ( 18 ) is vented via a valve system not shown and the return spring opens the cabin brake ( 10 ).

- Solenoid directional valves (V1, V2) remain energized and in their second switching position (S2) and there is system pressure in the pressure accumulators (D1, D2), whereby pressure in the area of the regulating piston (20) The ratio does not change and thus the adjusting piston (20) remains in its open position against the force of the brake spring (30).

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

In the event of a power outage while driving in the cabin, emergency braking is carried out via the cabin brake (10), referred to below as emergency braking 1:

- Ensuring the pressure supply to the system via the pressure accumulators (D1, D2) in the event of preferably failure of the electric pump (P).

- Due to the removal of the power supply, the two solenoid directional valves (V1, V2) are moved into the first switching position (S1). The line section ( L2 ) is thus connected to the line section ( L6 ) and vented to the energy storage tank (T), whereby the air force ( 25 ) acting against the brake spring force ( 30 ) is removed.

- The spring-mass regulating valve (V3) is still in its first switching position (S1) when the emergency braking 1 is started, whereby the line section (L4) is not yet pressurized and thus the line section ( L5 ) is also vented to the storage tank (T) via the directional valve ( V4 ) in its first switching position ( S1 ) and the line sections ( L2 , L6 ). The adjustment force (29) acting opposite to the force of the brake spring (30) is thus also removed and the passenger compartment brake (10) exerts its maximum braking force through the action of the brake spring (30), thus in the passenger compartment (2) cause maximum deceleration.

- the deceleration also acts on the spring-mass-regulating valve (V3) arranged on the passenger compartment (2), which moves into its second switching position (S2) when the maximum permissible deceleration is exceeded . The pressure in the pressure accumulator ( D2 ) and in the line section ( L3 ) is thus transferred to the line section ( L4 ) and has, for example, a switching of the continuous switching monitor (SH) fed by the emergency power supply. The directional valve (V4) is moved into its second switching position (S2).

- thus, the pressure in the line section (L4) is transferred into the line section (L5) and on to the control pressure connection (28) of the cabin brake (10), whereby the control piston (20 ) causes an adjustment force (29) opposite to the brake spring (30) and reduces the braking force and deceleration of the cabin (2). The area of the adjusting piston (27) is dimensioned so that when the full system pressure acts on the adjusting piston surface (29), the cabin brake is not fully opened, but at least one residual braking force (=brake spring force ( 30) minus the adjustment force (29)) acts on the brake lining (14).

- The regulation process, which is carried out only by the pressure in the pressure accumulator ( D2 ), is carried out several times within very short time intervals and after a short time, preferably after 500 milliseconds, the cabin ( 2 ) is then at a standstill. Via the movable throttle valve (D), the line section ( L4 ) is completely vented into the line section ( L6 ) and into the energy storage tank (T) after a few seconds, preferably after 2 seconds. It is possible to adapt the flow characteristics of the throttle valve (D) to operating parameters such as cabin load and further optimize the system before the cabin (2) starts to travel.

If overspeed is detected while the passenger compartment ( 2 ) is in motion, a cycle called emergency braking 2 is triggered, which corresponds in its sequence to the described emergency braking 1 .

After the emergency braking and after the corresponding error cause has been eliminated, the system can be operated again according to the procedure according to normal operation 1 .

In Fig. 6 a second embodiment of the cylinder and valve assembly is shown, in which a solenoid proportional valve (V5) replaces the spring-mass-regulating valve (V3), via the output of the acceleration sensor (B) fed by means of the emergency power supply Signal manipulation. The directional control valve (V4), which was actuated in FIG. 5 by the pressure in the line section (L4), is replaced in FIG. 6 by a solenoid-operated variant, which is also via the output of the acceleration sensor (B) Signal switching. Furthermore, the throttle valve (D) is replaced by a solenoid pressure relief valve (V6), which is actuated, for example, via the network and a capacitor (C), which is used here as a time-limiting element.

It is understood that a spring-mass-regulating valve (V3) can also be combined with a solenoid pressure relief valve (V6) or a sensor-operated solenoid proportional valve (V5) can be combined with a throttle valve in the valve assembly according to the invention (D).

The function of the valve assembly of FIG. 6 described below is substantially identical to the function of the valve assembly of FIG. 5 .

Assume again that the system has not been supplied with pressure by the pump (P) and has no external input current for an extended period of time. In this state as an initial situation, the cabin (2) is in any position in the elevator shaft (1) and the cabin brake (10) is closed by the force of the brake spring (30). The pressure accumulators (D1, D2) are not under pressure, and all the line sections (L1, L2, L3, L4, L5, L6) and the pressure connections (24, 28) of the cabin brake (10) are not under pressure .

The two solenoid directional valves (V1, V2), the solenoid proportional valve (V5), the directional valve (V4) and the solenoid pressure relief valve (V6) are in the first switching position (S1), the line section (L5) and The line section (L2) is connected to the line section (L6) and vented to the energy storage tank (T). Likewise, the line section (L4) is vented towards the storage tank (T) via the solenoid pressure relief valve (V6) and the line section (L6).

The elevator system (AS) gets the destination call and the cabin (2) should travel to another floor. Before the cabin ( 2 ) starts to move, the following process, referred to below as normal operation 4 , takes place in the system of the cabin brake ( 10 ) within a few milliseconds:

- the pump (P) is activated, which conveys the pressure medium from the storage tank (T) via the non-return valve (R1) into the line section (L1) and fills the pressure accumulator (D1) until it exists Preset system pressure.

- A movement of the brake piston ( 16 ), which is not described in detail here, can be triggered via the brake pressure connection ( 18 ).

The solenoid coils of the two solenoid directional valves ( V1 , V2 ) are energized and the solenoid directional valves are switched from the first switching position ( S1 ) into the second switching position ( S2 ).

- The line section (L2) is connected to the line section (L1) and the pressure medium passes through the air pressure connection (24) into the air piston chamber (22), wherein the air force ( 25) applied to the adjustment piston (20). The air force (25) is not yet sufficient to overcome the brake spring force (30) and the cabin brake (10) is not yet closed. Simultaneously, pressure medium passes from line section (L2) via check valve (R2) to line section (L3) and fills pressure accumulator (D2).

- Solenoid pressure relief valve ( V6 ) is switched into its second switching position ( S2 ) by voltage applied to its coil and cuts off the connection between line section ( L4 ) and line section ( L6 ), while at the same time Charges the capacitor (C). The capacitor (C) can advantageously consist of a plurality of individual capacitors, wherein the optimum capacitance can be adapted to the current operating parameters of the elevator system (AS) before the passenger cabin (2) starts to travel, e.g. the passenger cabin (2) load.

- The system pressure is led from the line section (L2) to the line section (L5) and to the regulated pressure connection of the cabin brake (10) via the directional valve (V4) in the first switching position (S1) (28) and in the adjustment piston chamber (26) produces an adjustment force (29) acting on the adjustment piston surface (27), the adjustment force is added to the already acting air force (25), thus making the cabin brake (10) fully open.

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

When the desired floor is reached and the drive is stopped, the following process is done in the cabin brake (10), which is called normal operation 5:

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

- Solenoid directional valves (V1, V2) and solenoid pressure relief valves (V6) remain energized and in their second switched position (S2) and there is system pressure in the pressure accumulators (D1, D2), whereby the regulation The pressure ratio does not change in the area of the piston ( 20 ), and thus the adjusting piston ( 20 ) remains in its open position against the force of the brake spring ( 30 ).

When the elevator receives a new destination call, a process called normal operation 6 below takes place in the system of the cabin brake (10):

The brake pressure connection ( 18 ) is vented via a valve system not shown and the return spring opens the cabin brake ( 10 ).

- Solenoid directional valves (V1, V2) and solenoid pressure relief valves (V6) remain energized and in their second switched position (S2) and there is system pressure in the pressure accumulators (D1, D2), whereby the regulation The pressure ratio does not change in the area of the piston ( 20 ), and thus the adjusting piston ( 20 ) remains in its open position against the force of the brake spring ( 30 ).

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

In the event of a power failure during travel in the cabin, emergency braking is performed via the cabin brake (10), referred to below as emergency braking 3:

- The pressure supply to the system is ensured via the pressure accumulators (D1, D2) in the event of failure of the preferably electrically driven pump (P).

- The two solenoid directional valves ( V1 , V2 ) are moved into the first switching position ( S1 ) due to the failure of the power supply. The line section ( L2 ) is thus connected to the line section ( L6 ) and vented to the energy storage tank (T), whereby the air force ( 25 ) acting against the brake spring force ( 30 ) is removed.

- Solenoid proportional valve ( V5 ) is still in its first switching position ( S1 ) when emergency braking 1 starts, whereby line section ( L4 ) is not yet pressurized and thus line section ( L5 ) The exhaust is also directed towards the storage tank (T) via the directional valve ( V4 ) and the line sections ( L2 , L6 ) in its first switching position ( S1 ). The adjustment force (29) acting opposite to the brake spring force (30) is thereby also removed and the passenger compartment brake (10) exerts its maximum braking force through the action of the brake spring (30), whereby in the passenger compartment (2) cause maximum deceleration.

- This deceleration also acts on the acceleration sensor (B) arranged on the passenger cabin (2). When the maximum permissible deceleration is exceeded, the acceleration sensor (B), which is reliably powered via the emergency system, moves the solenoid proportional valve ( V5 ) and the directional valve ( V4 ) into their second switching position ( S2 ) by energizing the coils. The pressure in the pressure accumulator ( D2 ) and in the line section ( L3 ) is thereby transferred to the line section ( L4 ).

- thus, the pressure in the line section (L4) is transmitted to the line section ( L5) and onwards to the adjustment pressure connection (28) of the cabin brake (10), whereby an adjustment force (29) opposite to the brake spring (30) is generated on the adjustment piston (20) and the braking force is reduced and the deceleration of the cabin (2). The adjustment piston surface (27) is dimensioned so that when the full system pressure acts on the adjustment piston surface (27), the cabin brake does not open completely, but always applies at least a residual braking force (=brake spring force (30) minus the adjustment force (29)) acts on the brake lining (14).

- The regulating cycle is completed several times in a very short time and after a few milliseconds, the cabin ( 2 ) is then at a standstill. The solenoid pressure relief valve ( V6 ), whose coil is no longer supplied with voltage from the outside, but only more via the capacitor (C), returns to its first switching position ( S1 ) after the discharge of the capacitor (C) and in a few Seconds later, the line section (L4) is vented into the line section (L6) and into the energy storage tank (T). The capacitor (C) is here again used as a time-limiting element.

If overspeed is detected while the passenger compartment ( 2 ) is traveling, a cycle called emergency braking 4 is triggered, which corresponds in its sequence to the described emergency braking 3 .

After the emergency braking and after the corresponding error cause has been eliminated, the system can be operated again according to the procedure according to normal operation 4 .

Figure 7 shows a third embodiment of the cylinder and valve assembly, which is substantially identical to the assembly of Figure 5, but with the following differences:

- the adjusting cylinder (21) and the adjusting piston (20) are not implemented in a stepped shape, but only have the adjusting piston chamber (26), the adjusting piston surface (27) and the adjusting pressure connection (28) and thus generate the adjusting force (29 ).

- The direct connection of the line section (L2) to the cabin brake (10) is eliminated.

- Between the line section (L2) and the line section (L3) there is a pressure reducing valve (V7) which, when pressure is applied, creates a ratio in the line section (L3) of the line section ( Lower pressure in L2).

It is to be understood that in the valve assembly according to the invention in FIG. 7 alternatively by actuation via the acceleration sensor (B) the reversing valve ( V4 ) can be actuated electromagnetically or that the spring-mass-regulating valve ( V3 ) can be Formed by a combination of an acceleration sensor (B) and a solenoid proportional valve (V5), or the throttle valve (D) can be replaced by a solenoid pressure relief valve (V6) fed via a capacitor (C).

The function of the valve assembly in Figure 7 is described below. Again, a system with no pressure supplied by the pump (P) and no external input current for a longer period of time is considered as the initial state. In this state, the cabin (2) is in any position in the elevator shaft (1) and the cabin brake (10) is closed by the force of the brake spring (30). The pressure accumulators (D1, D2) are depressurized, as well as all line sections (L1, L2, L3, L4, L5, L6) and the regulation pressure connection (28) of the cabin brake (10).

The two solenoid directional valves (V1, V2), the spring-mass-regulating valve (V3) and the directional valve (V4) are in the first switching position (S1), the line section (L5) and the line section ( L2) is connected to the line section (L6) and vented to the storage tank (T).

The elevator system (AS) gets the destination call and the cabin (2) should travel to another floor. Before the passenger cabin (2) starts to move, the following process, referred to below as normal operation 7, is carried out in the system of the cabin brake (10) within a few milliseconds:

- the pump (P) is activated, which conveys the pressure medium from the storage tank (T) via the non-return valve (R1) into the line section (L1) and fills the pressure accumulator (D1) until it exists Preset system pressure.

- A movement of the brake piston ( 16 ), which is not described in detail here, can be triggered via the brake pressure connection ( 18 ).

The solenoid coils of the two solenoid directional valves ( V1 , V2 ) are energized and the solenoid directional valves are switched from the first switching position ( S1 ) into the second switching position ( S2 ).

- the line section (L2) is connected to the line section (L1) and the pressure medium reaches the control piston chamber ( 26), wherein the adjusting force (29) is applied to the adjusting piston (20) via the adjusting piston face (27). The adjustment force (29) is already sufficient to overcome the brake spring force (30) and open the cabin brake (10).

- Simultaneously, pressure medium reaches line section (L3) from line section (L2) via pressure relief valve (V7) and check valve (R2) and fills pressure accumulator (D2). A lower pressure then prevails in line section ( L3 ) and in pressure accumulator ( D2 ) than in line section ( L2 ). In this case, the pressure in line section ( L3 ) is insufficient to completely overcome the brake spring force ( 30 ) by adjusting the piston surface ( 27 ) to open the cabin brake ( 10 ). To ensure this, the pressure relief valve ( V7 ) and/or the line section ( L3 ) and the pressure accumulator ( D2 ) are provided with suitable monitoring devices.

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

When the desired floor is reached and the drive is stopped, the following process is done in the system of the cabin brake (10), which is called normal operation 8:

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

- Solenoid directional valves (V1, V2) remain energized and in their second switching position (S2) and there is a respectively set pressure in the pressure accumulators (D1, D2), whereby in the area of the regulating piston (20) The medium pressure ratio does not change and thus leaves the adjusting piston (20) in its open position against the force of the brake spring (30).

When the elevator receives a new destination call, a process called normal operation 9 below takes place in the system of the cabin brake (10):

The brake pressure connection ( 18 ) is vented via a valve system not shown and the return spring opens the cabin brake ( 10 ).

- Solenoid directional valves (V1, V2) remain energized and in their second switching position (S2) and there is a respectively set pressure in the pressure accumulators (D1, D2), whereby in the area of the regulating piston (20) The medium pressure ratio does not change and thus leaves the adjusting piston (20) in its open position against the force of the brake spring (30).

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

In the event of a power failure during travel in the cabin, emergency braking is performed via the cabin brake (10), referred to below as emergency braking 5:

- The pressure supply to the system is also ensured via the pressure accumulators ( D1 , D2 ) in the event of failure of the preferably electrically driven pump (P).

- The two solenoid directional valves ( V1 , V2 ) are moved into the first switching position ( S1 ) due to the failure of the power supply. The line section (L5) is thus connected to the line section (L2) and the line section (L6) via the switchover valve (V4) in the first switching position (S1) and to the energy storage tank (T ) is exhausted, whereby the adjustment force (29) acting against the brake spring force (30) is completely removed and thus the cabin brake (10) exerts its maximum braking force through the action of the brake spring (30). This results in a maximum deceleration in the passenger cabin ( 2 ).

- the deceleration also acts on the spring-mass-regulating valve (V3) arranged on the passenger compartment (2), which moves into its second switching position (S2) when the maximum permissible deceleration is exceeded . The pressure in the pressure accumulator (D2) and in the line section (L3) is thus transferred to the line section (L4) and the directional valve (V4) with a permanent switching monitor (SH) into its second switching position (S2). The functionality of the switching supervisor (SH) is ensured via the emergency power supply.

- Thus, the pressure in the line section (L4) is transferred into the line section (L5) and on to the control pressure connection (28) of the cabin brake (10), which is generated at the control piston (20) and The brake spring (30) adjusts the force (29) oppositely and reduces the braking force and deceleration of the passenger cabin (2). Detection of the pressure generated by the pressure reducing valve (V7) in the pressure accumulator (D2) and in the line sections (L3, L4, L5), so that the cabin brake does not fully open after application of the regulating piston surface (29), but rather At least one residual braking force (=brake spring force (30) minus adjusting force (29)) is always applied to the brake lining (14).

- The adjustment process is done several times in a very short time and after a few milliseconds, the cabin (2) is then at a standstill. After a few seconds, the line section ( L4 ) is completely vented via the throttle valve (D) into the line section ( L6 ) and into the energy storage tank (T).

If overspeed is detected while the passenger compartment ( 2 ) is traveling, a cycle called emergency braking 6 is triggered, which corresponds in its sequence to the described emergency braking 5 .

After the emergency braking and after the corresponding error cause has been eliminated, the system can be operated again according to the procedure according to normal operation 7 .

In Fig. 8 is shown a fourth embodiment of the cylinder and valve assembly which is substantially identical to the assembly of Fig. 7, but with the following differences:

- In the area of pure emergency brakes there are at least two piston-cylinder systems, one of which has the adjusting cylinder (21), the adjusting piston (20), the adjusting piston chamber (26) and the adjusting piston surface (27) and one of which has the air Cylinder (21a), air piston (20a), air piston chamber (23) and air piston face (22).

- The adjustment cylinder (21) and adjustment piston (20) and the air cylinder (21a) and air piston (20a) are not arranged in a stepped manner.

- The pressure relief valve (V7) can be omitted between line section (L2) and line section (L3), so that the same system pressure exists in both line sections (L2, L3).

It is to be understood that in the valve assembly according to the invention according to FIG. 8 the directional valve ( V4 ) can alternatively be actuated electromagnetically by actuation via the acceleration sensor (B), or that the spring-mass-regulating valve ( V3 ) can be Formed by a combination of an acceleration sensor (B) and a solenoid proportional valve (V5), or the throttle valve (D) can be replaced by a solenoid pressure relief valve (V6) fed via a capacitor (C).

In an advantageous refinement of the invention, the adjusting cylinder ( 21 ) and the air cylinder ( 21 a ) are an integral part of the brake housing ( 11 ). The function of the valve assembly in Figure 8 is described below.

A system with no pressure supplied by the pump (P) for a longer period of time and no external input current is considered as the initial state. In this state, the cabin (2) is in any position in the elevator shaft (1) and the cabin brake (10) is closed by the force of the brake spring (30). The pressure accumulators (D1, D2) are not under pressure, as well as the regulating pressure connections (28) and the air pressure connections ( 24) Neither are under pressure.

The two solenoid directional valves (V1, V2), the spring-mass-regulating valve (V3) and the directional valve (V4) are in the first switching position (S1), the line section (L5) and the line section ( L2) is connected to the line section (L6) and vented to the storage tank (T).

The elevator system (AS) gets the destination call and the cabin (2) should travel to another floor. Before the passenger cabin (2) starts to move, the following process, referred to below as normal operation 10, is carried out in the system of the cabin brake (10) within a few milliseconds:

- the pump (P) is activated, which conveys the pressure medium from the storage tank (T) via the non-return valve (R1) into the line section (L1) and fills the pressure accumulator (D1) until it exists Preset system pressure.

- A movement of the brake piston ( 16 ), which is not described in detail here, can be triggered via the brake pressure connection ( 18 ).

The solenoid coils of the two solenoid directional valves ( V1 , V2 ) are energized and the solenoid directional valves are switched from the first switching position ( S1 ) into the second switching position ( S2 ).

- The line section (L2) is connected to the line section (L1) and the pressure medium enters the air piston chamber (23) via the air pressure connection (24) and acts on the air piston face (22) with the brake spring Force (30) is opposite to air force (25).

- Simultaneously, pressure medium reaches line section (L3) from line section (L2) via check valve (R2) and fills pressure accumulator (D2).

- In addition, the pressure medium enters the control piston chamber (26) via the control valve (V4) in the first switching position (S1) via the control pressure connection (28), wherein the pressure medium is applied via the control piston surface (27) Adjustment force (29) opposite to brake spring force (30). The air force (25) and adjustment force (29) are sufficient to overcome the brake spring force (30) and open the cabin brake (10).

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

When the desired floor is reached and the drive is stopped, the following process is done in the system of the cabin brake (10), which is called normal operation 11:

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

- Solenoid directional valves (V1, V2) remain energized and in their second switching position (S2) and there is sufficient pressure in the pressure accumulators (D1, D2), respectively, whereby adjustment piston (20) and air The pressure ratio does not change in the area of the piston (20a), and thus the adjustment piston (20) and the air piston (20a) are held in their open position against the force of the brake spring (30) by means of the brake lining (14) middle.

When the elevator receives a new destination call, a process called normal operation 12 below takes place in the system of the cabin brake (10):

The brake pressure connection ( 18 ) is vented via a valve system not shown and the return spring opens the cabin brake ( 10 ).

- Solenoid directional valves (V1, V2) remain energized and in their second switching position (S2) and there is sufficient pressure in the pressure accumulators (D1, D2), respectively, whereby adjustment piston (20) and air The pressure ratio does not change in the region of the piston ( 20 a ), and thus the adjusting piston ( 20 ) and the air piston ( 20 a ) remain in their open position against the force of the brake spring ( 30 ).

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

In the event of a power failure during travel in the cabin, emergency braking is performed via the cabin brake (10), referred to below as emergency braking 7:

- The pressure supply to the system is also ensured via the pressure accumulators ( D1 , D2 ) in the event of failure of the preferably electrically driven pump (P).

- The two solenoid directional valves ( V1 , V2 ) are moved into the first switching position ( S1 ) due to the failure of the power supply. The line section (L5) is thus connected to the line section (L2) and the line section (L6) via the switchover valve (V4) in the first switching position (S1) and to the energy storage tank (T ) exhaust, thereby completely eliminating the adjustment force (29) and the air force (25) acting against the brake spring force (30) and thus the cabin brake (10) exerts its function through the action of the brake spring (30) maximum stopping power. This results in a maximum deceleration in the passenger cabin ( 2 ).

- This deceleration also acts on the spring-mass-regulating valve (V3) arranged on the passenger compartment (2), so that the spring-mass-regulating valve moves into its second switching position (S2) when the maximum permissible deceleration is exceeded middle. The pressure in the pressure accumulator (D2) and in the line section (L3) is thus transferred to the line section (L4) and the directional valve (V4) with a permanent switching monitor (SH) into its second switching position (S2). The functionality of the switching supervisor (SH) is ensured via the emergency power supply.

- thus, the pressure in the line section (L4) is transferred into the line section (L5) and on to the control pressure connection (28) of the cabin brake (10), whereby the control piston (20 ) causes an adjustment force (29) opposite to the brake spring (30) and reduces the braking force and deceleration of the cabin (2).

- The adjustment process is done several times in a very short time and after a few milliseconds, the cabin ( 2 ) is then at a standstill. After a few seconds, the line section ( L4 ) is completely vented via the throttle valve (D) into the line section ( L6 ) and into the energy storage tank (T).

If overspeed is detected while the passenger compartment ( 2 ) is traveling, a cycle called emergency braking 8 is triggered, which corresponds in its sequence to the described emergency braking 7 .

After the emergency braking and after the corresponding error cause has been eliminated, the system can be operated again according to the procedure according to normal operation 10 .

As mentioned at the outset, the first brake system (7) on the guide pulley (5) can be dispensed with by means of the cabin brake (10) according to the invention.

Therefore, by using the passenger cabin brake (10) according to the invention, it is also possible to take into account the elimination of the guide wheel (5), the spreader (4) and the counterweight ( 3).

Further characteristics of the invention emerge from the dependent claims.

List of reference signs

1 lift shaft

2 cabins

3 counterweights

4 spreaders

5 guide wheels

6 brake disc

7 The first brake system

8 Second brake system (fall arrester)

9 rails

10 cabin brake

11 Brake housing

12 shell cover

13 Guide elements

14 Brake linings

15 Lining holder

16 brake piston

17 brake cylinder

18 Brake pressure port

19 return spring

20 Adjusting piston

20a Air Piston

21 Adjusting cylinder

21a Air cylinder

22 Air piston chamber

23 Air Piston Face

24 Air pressure port

25 air force

26 Regulating piston chamber

27 Adjusting the piston face

28 Regulating pressure port

29 Adjustment

30 brake spring / brake spring force

AS lift system

B Acceleration sensor

C capacitor

D1 Accumulator

D2 Accumulator

D throttle valve

L1 pipe section

L2 pipe section

L3 pipe section

L4 pipe section

L5 pipe section

L6 pipe section

M (cabin and counterweight) direction of travel

P pump

R1 check valve

R2 check valve

R3 check valve

S1 (valve) first switching position

S2 (valve) second switching position

SH switch monitor

SL control line

T energy storage box

V1 solenoid directional valve

V2 solenoid directional valve

V3 spring-mass-regulating valve

V4 reversing valve

V5 solenoid proportional valve

V6 solenoid pressure relief valve

V7 pressure reducing valve

VB valve block

Claims (20)

1. An elevator system comprising a cabin brake and a valve assembly for actuating the emergency braking function of a pressure medium operated cabin brake (10) of an elevator system (AS), wherein said valve assembly and said cabin brake (10) Mounted directly on the cabin (2), wherein the cabin brake (10) has at least one adjusting piston (20) for the emergency braking function, the brake spring force (30) acting on the at least one adjusting On the piston, the brake spring force applies the braking force to the guide rail (9) via at least one lining carrier (15) equipped with brake linings (14), thus driving along the passenger compartment (2) Direction (M) generates a deceleration force, wherein the adjusting pistons (20) are each supported in an adjusting cylinder (21) and can thus be acted upon with pressure medium, so that the cabin brake (10) opens, wherein the valve assembly There is a storage tank (T) via which the system pressure is built up from the pump (P) in the first line section (L1) and in the first pressure accumulator (D1), wherein the The cabin brake (10) is connected via at least one first electromagnetic directional valve (V1) and second electromagnetic directional valve (V2) located in the valve block (VB), the second line section (L2) and the second line The directional control valve (V4) in the first switching position (S1) downstream of the section opens, It is characterized in that said valve assembly has a third line section (L3) fed by a second line section (L2), so that in the event that the cabin (2) does not allow rapid deceleration, the The pilot valve (V4) is moved into the second switching position (S2), and thus the pressure in the third line section (L3) is generated in the adjustment piston chamber (26) in relation to the brake spring The force (30) is opposite to the regulating force (29). 2. The elevator system according to claim 1, characterized in that the pressure of the pressure medium in the second pipeline section (L2) and the third pipeline section (L3) and the adjustment piston surface (27) are coordinated with each other such that only a part of the brake spring force (30) is counteracted by the adjustment force (29). 3. Elevator system according to claim 2, characterized in that the adjustment piston (20) forms a stepped piston with an air piston face (23) and an adjustment piston face (27), and in the second line In section (L2), in the third line section (L3), the pressures on the air piston surface (23) and on the regulating piston surface (27) are coordinated with each other so that by regulating force (29 ) counteracts only a portion of the brake spring force (30). 4. Lift system according to claim 2, characterized in that the adjusting piston (20) has a piston surface in the form of an adjusting piston surface (27), and in the second line section (L2) The pressures neutralized in the third line section ( L3 ) and the adjusting piston surface ( 27 ) are matched to each other such that only a part of the brake spring force ( 30 ) is canceled out by the adjusting force ( 29 ). 5. Elevator system according to claim 2, characterized in that the cabin brake (10) has at least one adjusting piston (20) and at least one separate air piston (20a), said at least one adjusting piston having a A piston surface in the form of an adjusting piston surface (27), the air piston has a piston surface in the form of an air piston surface (23), and in the second line section (L2), in the third line The pressures in section ( L3 ) and on the adjusting piston surface ( 27 ) are matched to one another such that only a part of the brake spring force ( 30 ) is counteracted by the adjusting force ( 29 ). 6. Elevator system according to claim 1, characterized in that in the third line section (L3) The pressure is less than the pressure in the second line section (L2). 7. The elevator system according to claim 1, characterized in that the pressure in the third pipeline section (L3) is greater than or equal to the pressure in the second pipeline section (L2). 8. Elevator system according to claim 1, characterized in that the deceleration of the cabin (2) is detected via a spring-mass-regulating valve (V3), or via an acceleration sensor (B) and via an acceleration sensor (B) The actuated solenoid proportional valve (V5) detects the deceleration of the cabin (2). 9. The elevator system according to claim 8, characterized in that, when the cabin (2) does not allow rapid deceleration, the spring-mass-regulating valve (V3) switches from the first switching position (S1) into the second switching position (S2), and thus the directional control valve (V4) from the first switching position (S1) into the second switching position (S2). 10. The elevator system according to claim 8, characterized in that, when the passenger compartment (2) does not allow rapid deceleration, the signal of the acceleration sensor (B) makes the electromagnetic proportional valve (V5 ) from the first switching position (S1) into the second switching position (S2). 11. The elevator system according to claim 8, characterized in that the switching position of the reversing valve (V4) is changed by the signal of the acceleration sensor (B). 12. Elevator system according to claim 1, characterized in that the directional valve (V4) has a switching monitor (SH). 13. Elevator system according to claim 1, characterized in that at least the first solenoid directional valve (V1) or the second solenoid directional valve (V2) has a switching monitor (SH). 14. The elevator system according to claim 1, characterized in that at least the first line section (L1) or the second line section (L2) of the first pressure accumulator (D1) or the second The third line section (L3) or the fourth line section (L4) or the fifth line section (L5) of the pressure accumulator (D2) has a pressure monitor. 15. Elevator system according to claim 14, characterized in that the fourth pipeline section (L4) is directed towards the energy storage via a throttle valve (D) and via a sixth pipeline section (L6) Box (T) discharge. 16. Elevator system according to claim 15, characterized in that the fourth line section (L4) is switched from the first switching position (S2) to the second switching position (S1) via a time delay Solenoid pressure relief valve (V6) and discharges towards the accumulator tank (T) via the sixth line section (L6). 17. The elevator system according to claim 16, characterized in that the electromagnetic pressure relief valve (V6) is switched from the second switching position (S2) to the first switching position (S1) with a time delay via a capacitor (C) )middle. 18. Elevator system according to claim 17, characterized in that, based on measured variables obtained before the departure of the passenger cabin (2), such as the load and/or direction of travel (M) of the passenger cabin (2) and/or Or the destination floor and/or travel speed, by setting the capacity of the defined capacitor (C), it can be pre-set so that the electromagnetic pressure relief valve (V6) is switched from the second switching position (S2) to the first switching position (S1 ) time delay. 19. Elevator system according to claim 15, characterized in that at least in the first line section (L1) or in the third line section (L3) or in the sixth line section (L6 ) Arrange check valves (R1, R2, R3). 20. Elevator system according to claim 1, characterized in that mineral or synthetic oil based or water based hydraulic fluid is used as pressure medium for operating valve assemblies and brakes.

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