Braking system for an elevator

Abstract

A brake system for an elevator system, comprising a first brake circuit, a second brake circuit and a control unit; wherein the first and second brake circuits each comprise a brake, and each brake comprises an actuator and a main spring unit, the actuator being pre-tensioned by the main spring unit in a closing direction of the brake with a force required to exert a braking force, the actuator being activated by a control signal of the control unit, compensating the force of the main spring unit and thereby releasing the brake, wherein the control unit, when activating only one of the two control signals, selects between activating the first control signal and activating the second control signal in such a way that the ratio of the number of activations of the first brake circuit to the number of activations of the second brake circuit reaches a determined ratio.

Description

Technical Field

[0001] The present invention relates to a braking system, a traveling body component, an elevator system, and a method for constructing and operating the braking system. Background Technology

[0002] In elevator systems, a traveling body is typically moved vertically along a path between different floors or horizontal planes within a building. At least in high-rise buildings, most elevators use a type where the traveling body is held by a rope- or belt-like support mechanism and moved within the elevator shaft by means of a drive motor. Alternatively, the support mechanism can be designed as a direct drive for the car, for example, via friction wheels on rails or via a linear drive. To at least partially compensate for the load on the traveling body that needs to be moved by the drive motor, a counterweight is usually fixed at the opposite ends of the support mechanism. The elevator system includes a braking system to allow the traveling body to stop at a floor without keeping the drive engaged, or to stop the traveling body in the event of a drive or support mechanism failure.

[0003] DE102014111359A1 discloses a travel basket braking unit having at least one, preferably multiple, hydraulic actuators, and the car braking unit being disposed on the travel basket, i.e., on the elevator car.

[0004] This type of braking system has a limited service life, especially as the brake pads wear during operation. While most braking systems are designed so that the failure of one brake does not lead to the failure of the entire system, brake pad failure should not cause the moving vehicle to fall freely. This is because the braking distance of a poorly braked vehicle increases. A longer braking distance results in the loss of potential energy from the moving vehicle. Consequently, the remaining brakes must absorb more energy. However, because the brake pads of other brakes are nearing the end of their service life when the brake pads of one brake reach their limit, these brakes can no longer absorb additional energy. This creates the danger of individual brake pad failure leading to the failure of other brake pads in an emergency. Therefore, the brakes will no longer reliably stop and hold the moving vehicle. Such a braking system will no longer reliably prevent the elevator equipment and its passengers from falling. Summary of the Invention

[0005] Therefore, the object of the present invention may be to design such a braking system to be more reliable.

[0006] According to a first aspect of the invention, a braking system for an elevator system achieves this objective. The braking system includes a first braking circuit, a second braking circuit, and a control unit. Each of the first and second braking circuits includes a brake, and each brake includes an actuator and a main spring unit. The actuator is preloaded by the main spring unit with a force required to apply braking force along the closing direction of the brake, and the actuator, activated by a control signal from the control unit, compensates for the force of the main spring unit, thereby releasing the brake. The control unit generates a first control signal for the first braking circuit and a second control signal for the second braking circuit, wherein the control unit may not activate either of the two control signals, activate only the first control signal, activate only the second control signal, or activate both control signals. When activating only one of the two control signals, the control unit selects between activating the first control signal and activating the second control signal in such a way that the ratio of the number of activations of the first braking circuit to the number of activations of the second braking circuit strives to reach a predetermined ratio.

[0007] According to a second aspect of the invention, a vehicle component having a braking system according to a first aspect of the invention achieves this objective. A first braking circuit, a second braking circuit, and a control unit are fixed to the vehicle component for transport.

[0008] According to a third aspect of the invention, a vehicle having a braking system according to a first aspect of the invention or a vehicle component according to a second aspect of the invention achieves this objective. The first braking circuit includes a first brake and a second brake, which are mounted on opposite sides of the vehicle. Specifically, the second braking circuit includes a third brake and a fourth brake, which are mounted on opposite sides of the vehicle.

[0009] According to a fourth aspect of the invention, an elevator system having a braking system according to a first aspect of the invention or a traveling body according to a third aspect of the invention achieves this objective. The elevator system has at least one first track system and one second track system, wherein one of the two brakes in the braking circuit brakes on the first track system, and the other of the two brakes in the same braking circuit brakes on the second track system.

[0010] According to a fifth aspect of the invention, a method for constructing a vehicle according to a fourth aspect of the invention achieves this objective. The method for constructing a vehicle having a braking system includes the following steps:

[0011] The first braking circuit and its associated brake, the second braking circuit and its associated brake, and the control unit are installed on the driving body components.

[0012] Assemble the vehicle body components with other components of the vehicle body to form at least a partially assembled vehicle body.

[0013] The brake is transferred from the vehicle component to one of the other components of the vehicle.

[0014] According to a sixth aspect of the present invention, a method for operating a braking system according to a first aspect of the present invention achieves this objective. The method for operating a braking system includes the following steps:

[0015] The control unit receives or generates commands for activating only one braking circuit.

[0016] Select the braking circuit to be activated.

[0017] Activate the selected braking circuit.

[0018] The feasible features and advantages of embodiments of the present invention can be considered based on the concepts and understandings described below, including but not limited to the present invention.

[0019] The braking system can be used to stop the moving vehicle; that is, if overspeed is detected, the braking system brakes the vehicle to a stop at a reasonable deceleration, and then reliably stops the vehicle in that position. Deceleration can be considered acceptable as long as the acceleration is kept sufficiently small so that neither people are injured nor the elevator system is damaged. Another function of the braking system can be to safely stop and hold the vehicle at a floor after it has been reached. Here, the drive unit first stops the vehicle in the correct position. The vehicle is essentially stationary there. Then, at least some of the brakes in the braking system are activated, and the vehicle is stopped in that position, allowing the drive unit to be deactivated. Furthermore, the braking system can also be used to decelerate the vehicle upon entering a floor.

[0020] The braking system includes multiple braking circuits, each circuit having at least one first brake and one second brake. Each brake includes a master spring unit. The master spring unit can be constructed as a steel spring or a pneumatic cylinder. Alternatively, a combination of multiple steel springs and / or pneumatic cylinders can form the master spring unit. The master spring unit preloads the brake in the closing direction, thereby generating a sufficiently large braking force so that the brake can brake accordingly as required. An actuator is used to release the brake against the force of the master spring unit.

[0021] The braking system is activated in most cases to stop the moving body at the floor. This activation of the braking system occurs every time the elevator system travels.

[0022] The controller is capable of receiving instructions to activate the brakes. These instructions can, for example, reach the control unit via a bus system. Such instructions may include activating one, two, or all braking circuits. To receive and process these instructions, the control unit preferably has a microprocessor. Alternatively, the control unit may generate such instructions itself. The control unit may, for example, analyze other system data from the elevator system. This could be, for example, the speed or acceleration of the traveling body, the status of the safety circuit, or load measurements in the traveling body. That is, signals from other sensors can be processed on the microprocessor of the control unit. The result of this processing can also be an instruction for activating the brakes, and particularly for activating a single braking circuit.

[0023] The control unit processes the instruction and determines which braking circuits are activated. The control unit has the capability to selectively manipulate the brakes of individual braking circuits in the form of control signals. For example, the control signal could be a voltage drop on the cable connecting the braking circuit, which could deactivate the actuator configured to lift the magnet, thereby closing the brake of that circuit. Alternatively, the control signal could be the voltage controlling the solenoid valve of the hydraulic system, thereby releasing pressure from the hydraulic circuit and thus closing the brake. Preferably, the control unit is configured such that valve control is also considered an internal function of the control unit. The control signal transmitted to the braking circuit is the pressure of the hydraulic fluid in the braking circuit. A rise in pressure in the hydraulic lines of the braking circuit releases the brake. A drop in pressure closes the brake again.

[0024] The control unit typically receives a command to release all braking circuits before driving begins. Then, the vehicle moves.

[0025] Emergency stops may occur during operation, such as power outages or the detection of critical sensor failures. Power outages can happen very frequently in some areas, leading to frequent emergency stops. Therefore, a tear in the load-bearing mechanism can also cause an emergency stop. At least in the first stage, it is advantageous to use only one braking circuit to keep deceleration minimal. Even if the vehicle needs to be briefly stopped on a floor, closing only one braking circuit will be advantageous.

[0026] If an emergency stop occurs during operation, or if the elevator is only required to stop briefly at a floor, the control unit receives a command from the elevator control unit that detected the emergency stop and applies braking using one of the braking circuits. It is advantageous to use only one braking circuit to limit deceleration. If the same braking circuit is always used in these situations, that circuit will wear out quickly. Therefore, it is advantageous to use one of the other braking circuits periodically. Thus, the control unit selects one braking circuit when it can activate more circuits than currently needed. The control unit has a decision-making algorithm for this selection.

[0027] Advantageously, it has multiple braking circuits, but when stopped at a floor, only one individual braking circuit is activated at a time, while the others are protected. When using two braking circuits, the lifespan of the brake pads is nearly doubled. The braking system can also include more than two braking circuits.

[0028] The brakes in each individual braking circuit are controlled by control signals from the control unit. The source of these control signals is thus located in the control unit. Preferably, the control signal includes sufficient energy to perform work and provide enough power to the actuator to overcome the preload of the main spring unit. That is, the control signal can be a pressure rise in a hydraulic line that causes the hydraulic actuator to move against the preload of the main spring unit. Alternatively, the control signal can be a power source that supplies power to an electromagnet, causing the electromagnet to move against the preload of the main spring unit.

[0029] However, it is now recognized that when the activation process is evenly distributed across the two braking circuits, both brakes reach the end of their lifespan in approximately the same timeframe. This leads to the risk that, in the event of an emergency stop, the braking system may no longer be able to apply sufficient braking force, necessitating the application of large braking forces and the absorption of significant braking energy.

[0030] Therefore, it is proposed to control the selection of brakes in such a way that the brakes in the first braking circuit age faster than the brakes in the second braking circuit. Thus, in an emergency stop, even if the brakes in the first braking circuit are nearing the end of their lifespan, the brakes in the second braking circuit are still far from the end of their lifespan. This results in a more reliable braking system that prevents falls.

[0031] The traveling body component can be constructed as a top plate element of the elevator car. Here, the control unit is pre-assembled on the traveling body component. The brake is also fixed to this traveling body component, even if this position does not correspond to its final position in the elevator system. Especially in hydraulic brakes, it is advantageous that all connections to the brake are already fixed together in the factory. This allows for a durable and leak-free construction of the connections. The brake is then simply repositioned during the assembly of the traveling body. For this purpose, the hydraulic lines are specifically designed to be flexible. The advantage is that the assembly of the braking system is completed by experts in the factory. Then, only the brake needs to be repositioned on the construction site. This improves assembly quality. Nevertheless, the brake, as part of the traveling body component, can also be easily transported along with other components.

[0032] Then, at the construction site, the vehicle components can be assembled into a vehicle together with other components. During assembly, the brakes fixed to the vehicle components during transport can be laterally moved to a position on the vehicle. Especially when using hydraulic brakes, the hoses are flexibly designed, allowing them to be installed at the construction site without opening the fluid-guiding components.

[0033] Typically, a vehicle is guided by two track systems that also serve as braking tracks. A single track system here refers to a single rail, which preferably has track elements arranged side-by-side. These track systems extend on opposite sides of the vehicle. Brakes are mounted on the opposite side of the vehicle to engage with the track systems and to apply braking on them.

[0034] The method for operating the braking system responds to the receipt or generation of an activation command. For example, such a command can be received via a bus system for data communication. However, the braking system may also have sensors, such as speed sensors and / or acceleration sensors, which allow the braking system to determine when to be activated. Here, the command includes an expression indicating whether only one braking circuit or multiple braking circuits should be activated. In this case, either only one braking circuit should be activated, or a subgroup of all available braking circuits should be activated. If the braking system selects: which or which available braking circuits to choose. Then, the braking circuits are selected such that the ratio of the number of activations of the first braking circuit to the number of activations of the second braking circuit strives to reach a defined ratio.

[0035] According to a preferred embodiment of the braking system, the braking system, and especially the control unit, has a storage system that stores at least one state parameter, which is passed as a parameter to a decision algorithm when only one braking loop of the braking system is activated, and the decision algorithm selects the control signal to be activated.

[0036] However, according to the method described above, the unit preferably stores at least one basis for the position in the random number or sequence and the sequence. The storage unit preferably stores other data, such as executable code for a decision algorithm.

[0037] According to another embodiment of the method for operating a braking system, the process of selecting a braking circuit to be activated includes the following steps:

[0038] Generate random numbers;

[0039] The braking loop to be activated is selected based on random numbers, wherein the probability of activation of the braking loop is selected in such a way that a definite proportion is generated.

[0040] Here, the generation of random numbers preferably involves passing the initial value from the call to the random number generator to the next call to the random number generator. This process can be stored in a storage system.

[0041] Therefore, a random number, for example, between 0 and 1, can be generated. If the random number is less than a predetermined value, the first braking circuit is activated. Otherwise, the second braking circuit is activated.

[0042] According to a preferred embodiment of the method for operating a braking system, the process of selecting a braking circuit to be activated includes the following steps:

[0043] Determine the activation sequence of each of the first or second braking circuits, wherein the sequence includes activating the first or second braking circuit in a determined proportion.

[0044] Identifiers that determine the positions in the sequence.

[0045] The braking loop to be activated is selected from the sequence based on the identifier.

[0046] Set the identifier to the next position in the sequence, or, if the identifier is set to the last position in the sequence, set the identifier to the first position in the sequence.

[0047] Therefore, for example, a fixed ratio of 1.5 should be sought for the ratio of the number of activations of the first braking circuit to the number of activations of the second braking circuit. This can be achieved through a sequence that activates the first braking circuit three times, then the second braking circuit twice, and then starts again from the beginning. For this purpose, the position of the braking system, i.e., the position of the decision algorithm within the sequence, is stored in the memory system. This value is incremented by 1 after each activation and reset to the initial value after the sequence has been fully executed.

[0048] According to a preferred embodiment of the method for operating a braking system, the method further includes one or more of the following steps:

[0049] In response to the detection of the vehicle exceeding the speed limit, the braking system stops the vehicle.

[0050] When the drive unit is turned off, the vehicle will be parked on the floor.

[0051] In emergency stop situations, especially in cases of power outage, opening of shaft doors during operation, or detection of erroneous measurement signals, the vehicle shall be braked and brought to a reliable stop.

[0052] The braking system can be used to stop the vehicle; that is, if overspeeding is detected, the braking system brakes the vehicle at a reasonable deceleration until it comes to a stop, and then reliably stops the vehicle in that position. Preferably, only one braking circuit is activated initially to keep the deceleration low. Only after the vehicle has come to a stop are all braking circuits disengaged. This is advantageous because holding the brakes released typically consumes energy.

[0053] Another function of the braking system is to safely stop and park the vehicle on a floor after it has been reached. Preferably, only one braking circuit is activated for this purpose. It is advantageous to engage the brakes of all braking circuits only when the vehicle is stopped on a floor for an extended period of time, in order to conserve energy.

[0054] The braking system can be used to brake and hold the vehicle in emergency stopping situations. Preferably, only one braking circuit is activated initially to keep the deceleration low. Only after the vehicle has come to a complete stop are all braking circuits disengaged. This is advantageous because holding the brakes released typically consumes energy.

[0055] According to a preferred embodiment of the braking system, the actuator is implemented as a hydraulic cylinder, and the flow of hydraulic fluid is used as a control signal.

[0056] In other words, the actuator in the brake is therefore designed as a hydraulic cylinder. By applying pressure to the hydraulic lines connecting the control unit and the brake, the piston moves within the brake housing. This movement acts in opposition to the main spring unit, thereby releasing the brake.

[0057] According to a preferred embodiment of the braking system, the hydraulic cylinder has a piston, wherein the piston is operated by hydraulic fluid from only one side.

[0058] The advantage of this is that only one hydraulic line must be routed to the brake. This is more advantageous in terms of manufacturing and assembly.

[0059] According to a preferred embodiment of the braking system, each brake has multiple hydraulic cylinders, each hydraulic cylinder having its own piston in a common housing.

[0060] Multiple pistons can distribute force more evenly to the brake pads. In addition, multiple smaller cylinders and pistons are easier to manufacture than a single large piston.

[0061] According to a preferred embodiment of the braking system, the braking circuit includes two brakes.

[0062] Advantageously, at least one first brake and one second brake in the first or second braking circuit are arranged on opposite sides of the traveling body. Compared to the case where all brakes in the braking circuit act on the same side of the car, the resultant force generated when the braking circuit is activated is thus closer to the center of gravity of the car.

[0063] According to a preferred embodiment of the braking system, the determined ratio is between 20:1 and 1.01:1, preferably between 9:1 and 1.1:1, particularly preferably between 6:1 and 2.5:1, and most preferably, the ratio is 4:1.

[0064] Advantageously, one braking circuit is activated slightly more frequently than the other, because this allows the circuit to be identified as having reached its specified service life, while the other circuit always retains a safety margin due to its less frequent activation. Ideally, one brake (i.e., its brake shoe) is actuated four times more frequently than the other. Thus, the less frequently activated brake shoe reaches approximately 25% (=1 / 4) of its service life. In this case, the brake shoe is still always reliable enough to withstand significant loads. Other ratios within the aforementioned range can also prove advantageous depending on the safety requirements and material selection of the brake pads. Attached Figure Description

[0065] Other advantages, features, and details of the invention will become apparent from the following description of embodiments and from the accompanying drawings, in which the same or functionally identical elements are given the same reference numerals. The drawings are schematic only and are not drawn to scale.

[0066] in:

[0067] Figure 1 An elevator system with a braking system is shown.

[0068] Figure 2 The hydraulic circuit diagram of the braking system is shown.

[0069] Figure 3 Show the brake,

[0070] Figure 4 The braking system on the vehicle is shown.

[0071] Figure 5 The driving body components are shown.

[0072] Figure 6 The curves show the desired proportions. Detailed Implementation

[0073] Figure 1 An elevator system 100 with a braking system 10 is shown. The elevator system 100 has a drive unit 101 and a traveling body 60 suspended on a support mechanism 63. The traveling body 60 has the braking system 10. The braking system 10 has a control unit 13 and a total of four brakes 20. Here, a first brake 41 is arranged on a first braking circuit 11, and a second brake 42 is arranged on the first braking circuit 11. In addition, a third brake 43 is arranged on a second braking circuit 12, and a fourth brake 44 is arranged on the second braking circuit 12. Here, all brakes 20 act on a track system 70. The first brakes of braking circuits 41 and 43 act on the first track system 71, respectively. The second brakes of the braking circuits act on the second track system 72, respectively. The braking system 10 can be operated hydraulically.

[0074] Figure 2 As shown in Figure 1 The diagram shows a hydraulic braking system.

[0075] In addition to electronic and electrical components not shown, the control unit also includes a reservoir 112, a pump 115, two check valves 114, two solenoid valves 113, and an overpressure valve 111. These two hydraulic lines 32 connect the control unit to brakes 20, namely brakes 41, 42, 43, and 44.

[0076] Pump 115 continuously pumps hydraulic fluid 31. Two brake circuits 11 and 12 are each supplied with hydraulic fluid 31 through a check valve 114. To keep the brake engaged, the solenoid valve 113 of the corresponding brake circuit 11 or 12 can directly discharge hydraulic fluid 31 into the reservoir 112. Thus, no pressure is formed in brake circuit 11 or 12, and the brake 20 remains engaged. To close the solenoid valve 113, voltage must be applied to it. This closes the solenoid valve 113 and creates hydraulic pressure in the corresponding brake circuit to release the brake 20. Here, the hydraulic fluid is forced onto the piston 33 in the cylinder 30, which acts as the actuator 21. The pressure causes the brake 20 to release against the main spring unit 22 and remains released. Overpressure valve 111 ensures that even when both solenoid valves 113 are configured so that hydraulic fluid 31 is not discharged into the reservoir 112, the maximum permissible pressure in the hydraulic line 32 will not be exceeded. In this case, hydraulic fluid 31 is discharged into storage tank 112 via safety valve 111.

[0077] The brake pad 35 is engaged in the closing direction 29 and thereby presses against a component of the track system (not shown).

[0078] During operation, solenoid valve 113 closes, allowing hydraulic fluid 31 to release brake 20. Upon receiving or generating a command to activate only one brake circuit 11 or 12, the decision algorithm selects either brake circuit 11 or brake circuit 12. As an example, the first brake circuit 11 is selected here. Solenoid valve 113 is now opened in the first brake circuit 11, allowing pressure to escape from the first brake circuit 11. Brakes 41 and 42 close and braking begins. Pressure in the second brake circuit 12 is maintained due to check valve 114. Brakes 43 and 44 are thus kept in the released state.

[0079] Figure 3 Show Figure 1 The elevator system's traveling body. Hydraulic lines 32 connect the control unit 13 to the brake 20. Here, separate hydraulic lines 32 are distributed corresponding to the first brake circuit 11 and the second brake circuit 2.

[0080] As shown in the previous figures, a first brake is arranged on a first brake circuit 41, and a second brake is arranged on a first brake circuit 42. Furthermore, a first brake is arranged on a second brake circuit 43, and a second brake is arranged on a second brake circuit 44.

[0081] The driving body component 61 is formed into a top plate. Figure 4 The diagram shows the vehicle assembly provided at the construction site. The control unit 13, hydraulic lines 32, and brake 20 are all attached to the vehicle assembly 61. Figure 3 and Figure 4 The top plate element shown is particularly well-suited as a vehicle component 61 to safely transport the braking system 10 to the construction site. The top plate is then assembled with the other components of the vehicle at the construction site, and the brake 20 is moved from its transport position on the vehicle component 61 to its operating position. The operating position is preferably arranged laterally beside the vehicle 60, and more preferably on the opposite side of the vehicle.

[0082] Figure 5 A curve showing the ratio between the number of activations of the first braking circuit and the number of activations of the second braking circuit is presented, aiming to achieve a specific ratio. Here, the value of this ratio is plotted on the y-axis. The total number of activations is distributed on the x-axis. As the number of activations increases, the ratio 50 increasingly approaches the desired specific ratio 51. Initially, the deviation A from the desired ratio can be relatively large. As the number of activations x increases, these deviations become smaller and smaller (B).

[0083] Finally, it should be noted that terms such as "having," "comprising," etc., do not exclude other elements or steps, and terms such as "a" or "an" do not exclude multiple. Furthermore, it should be pointed out that the features or steps described with reference to one of the above embodiments can also be used in combination with other features or steps of the other embodiments described above. Reference numerals in the claims should not be considered limiting.

Claims

1. A braking system (10) for an elevator system, comprising: The first braking circuit (11), the second braking circuit (12), and the control unit (13). The first braking circuit (11) and the second braking circuit (12) respectively include brakes (20, 41, 42, 43, 44), and each brake (20, 41, 42, 43, 44) includes an actuator (21) and a main spring unit (22), wherein the actuator (21) is preloaded by the main spring unit (22) along the closing direction (29) of the brake (20, 41, 42, 43, 44) with the force required to apply the braking force, and the actuator (21), activated by the control signal of the control unit (13), compensates for the force of the main spring unit (22) and thereby releases the brakes (20, 41, 42, 43, 44). The control unit (13) generates a first control signal for the first braking circuit (11) and a second control signal for the second braking circuit (12), wherein the control unit (13) does not activate either of the two control signals, activates only the first control signal, activates only the second control signal, or activates both control signals, characterized in that... When only one of the two control signals is activated, the control unit (13) selects between activating the first control signal and activating the second control signal in such a way that the ratio (50) of the number of times the first braking circuit is activated to the number of times the second braking circuit is activated is to reach a certain ratio (51).

2. The braking system (10) according to claim 1, characterized in that, The braking system (10) has a storage system that stores at least one state parameter, which is passed as a parameter to a decision algorithm when only one braking loop (11, 12) is activated, and the decision algorithm selects the control signal to be activated.

3. The braking system (10) according to claim 2, characterized in that, The storage system is the storage system of the control unit (13).

4. The braking system (10) according to any one of claims 1-3, characterized in that, The actuator (21) is implemented as a hydraulic cylinder (30), and the flow of hydraulic fluid (31) is used as a control signal.

5. The braking system (10) according to any one of claims 1-3, characterized in that, Each braking circuit (11, 12) includes two brakes (20, 41, 42, 43, 44).

6. The braking system (10) according to any one of claims 1-3, characterized in that, The determined ratio (51) is between 20:1 and 1.01:

1.

7. The braking system (10) according to claim 6, characterized in that, The determined ratio (51) is between 9:1 and 1.1:

1.

8. The braking system (10) according to claim 7, characterized in that, The determined ratio (51) is between 6:1 and 2.5:

1.

9. The braking system (10) according to claim 8, characterized in that, The determined ratio (51) is 4:

1.

10. The braking system according to claim 4, characterized in that, The hydraulic cylinder (30) has a piston (33), wherein the piston is operated from only one side by hydraulic fluid (31).

11. The braking system according to claim 10, characterized in that, Each of the brakes (20, 41, 42, 43, 44) has a plurality of hydraulic cylinders (30), each of the plurality of hydraulic cylinders having a respective piston (33) located in a common housing (34).

12. A driving body component (61) having a braking system (10) according to any one of the preceding claims, characterized in that, The first braking circuit (11), the second braking circuit (12) and the control unit (13) are fixed to the vehicle body component (61) for transport.

13. A vehicle (60) having a braking system (10) according to any one of claims 1-11 or a vehicle component (61) according to claim 12, characterized in that, The first braking circuit (11) includes a first brake (41) and a second brake (42), and the first brake (41) and the second brake (42) are mounted on opposite sides of the traveling body (60). The second braking circuit (12) includes a third brake (43) and a fourth brake (44), and the third brake (43) and the fourth brake (44) are mounted on opposite sides of the driving body (60).

14. An elevator system having a braking system (10) according to any one of claims 1-11 or a traveling body (60) according to claim 13, characterized in that, The elevator system (100) has at least one first track system (71) and a second track system (72), wherein one of the two brakes (20, 41, 42, 43, 44) of the braking circuit (11, 12) brakes on the first track system (71), and the other of the two brakes (20, 41, 42, 43, 44) of the same braking circuit brakes on the second track system (72).

15. A method for constructing a vehicle (60) according to claim 13 having a braking system (10), comprising the following steps: The first braking circuit (11) and its associated brakes (20, 41, 42), the second braking circuit (12) and its associated brakes (20, 43, 44), and the control unit (13) are mounted on the driving body component (61). Assemble the vehicle body component (61) with other components of the vehicle body (60) to form at least a partially assembled vehicle body. The brake is transferred from the driving body component (61) to one of the other components of the driving body (60).

16. A method for operating a braking system (10) according to any one of claims 1-11, comprising the following steps: The control unit (13) receives or generates instructions for activating only one braking circuit (11, 12). Select the braking circuit to be activated (11, 12). Activate the selected braking circuit (11, 12).

17. The method according to claim 16, characterized in that, The process of selecting the braking circuits (11, 12) to be activated includes the following steps: Generate random numbers. The braking circuits (11, 12) to be activated are selected based on random numbers. The selection method for the probability of activation of the braking circuits (11, 12) is to obtain the determined proportion.

18. The method according to claim 16, characterized in that, The process of selecting the braking circuits (11, 12) to be activated includes the following steps: Determine the activation sequence of the first braking circuit (11) or the second braking circuit (12) in the braking circuits (11, 12), wherein the sequence includes activating the first or second braking circuit (11, 12) in a determined proportion (51). Identifiers that determine the positions in the sequence. Based on the identifier, the braking loops (11, 12) to be activated are selected from the sequence. The identifier is set to the next position in the sequence, or if the identifier is set to the last position in the sequence, the identifier is set to the first position in the sequence.

19. The method according to any one of claims 16-18, additionally comprising one or more of the following steps: In response to the detection of overspeeding of the vehicle (60), the vehicle (60) is stopped by the braking system (10). With the drive unit (101) disconnected, the vehicle (60) is parked on the floor. In an emergency stop situation, the vehicle (60) is braked and reliably brought to a stop. in, The vehicle (60) is a vehicle having a braking system (10) according to any one of claims 1-11.

20. The method according to claim 19, characterized in that, The emergency stop situations refer to power outages, opening of the shaft door during operation, or detection of erroneous measurement signals.

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