Hydraulic brake

Abstract

A brake for a traveling body of an elevator. The brake for a traveling body of an elevator comprises: a housing, a brake clamp, a first brake lining, a second brake lining and a hydraulic element. The brake clamp is designed to produce a clamping force of the brake along a second force plane and to transmit this clamping force to the first brake lining and the second brake lining. The brake clamp engages around the housing. The hydraulic element is designed to produce a release force on the brake clamp along a first force plane in order to widen the brake clamp. The widening of the brake clamp releases the brake. The first force plane and the second force plane are mutually interspaced.

Description

[0001] HYDRAULIC BRAKE

[0002] The present invention relates to a brake for an elevator, a traveling body for an elevator and an elevator.

[0003] In an elevator, a car is typically moved vertically along a travel path between different floors or levels within a building. At least in tall buildings, a type of elevator is used in which the car is held by rope- or belt-like suspension elements and is moved within an elevator shaft by moving the suspension elements using a drive motor. To at least partially compensate for the load of the car moved by the drive motor, a counterweight is attached to an opposite end of the suspension elements. The car and counterweight are the traveling elements of the elevator system. To protect the traveling elements from falling along the travel path, the traveling elements are often equipped with brakes. Such traveling element brakes can be designed as hydraulic brakes.

[0004] US9688510B2 shows a hydraulic brake in which springs for preloading a hydraulic brake are housed in the brake cylinders. US10450165B2 also shows springs for preloading a hydraulic brake in the brake cylinders. For safety reasons, such springs are typically designed to be preloaded by the springs in a braking position and released by a hydraulic actuator. US 2017 / 036888 shows a hydraulic brake with springs arranged separately on a lever mechanism.

[0005] This design severely limits the choice of springs. The springs must fit into the corresponding cylinder bores. Because the springs are forced into the cylinder bores, replacing or adjusting them is relatively difficult.

[0006] It can therefore be seen as a task to provide a brake that is more adjustable and maintainable.

[0007] According to a first aspect of the invention, a brake solves this problem. The brake for a traveling body of an elevator comprises: a housing, a brake clamp, a first brake pad, a second brake pad, and a hydraulic element. The brake clamp is designed to exert a clamping force on the brake along a second line of action and to transmit this clamping force to the first brake pad and the second brake pad. The brake clamp engages around the housing. The hydraulic element is designed to exert a release force on the brake clamp along a first line of action in order to widen the brake clamp. Widening the brake clamp releases the brake. The first line of action and the second line of action are spaced apart from one another. The brake clamp is designed as a C-spring assembly.

[0008] According to a second aspect of the invention, a vehicle body solves this problem. The vehicle body has a brake according to the first aspect of the invention.

[0009] According to a third aspect of the invention, an elevator solves this problem. The elevator has a brake according to the first aspect of the invention or a traveling body according to the second aspect of the invention.

[0010] Possible features and advantages of embodiments of the invention may be considered, among other things and without limiting the invention, to be based on ideas and findings described below.

[0011] The brake for an elevator's traveling body serves to exert a braking force on a brake rail that counteracts the direction of movement of the traveling body. The traveling body can be a car or a counterweight. The housing is primarily used for attachment to the traveling body, or to a movable attachment point on the traveling body, for example. The hydraulic element is preferably permanently connected to the housing. The brake clamp is designed to be preloaded and, in the preloaded state, to store the energy in order to apply the energy as a clamping force to the first and second brake pads when needed.

[0012] The brake clamp can be preloaded by expanding it. To expand the brake clamp, a release force and / or a clamping force can be applied to the brake clamp.

[0013] The brake can be activated. In this case, no release force acts along the first line of action because the hydraulic element is retracted. Along the second line of action, the force of the brake clamp, which is still widened even when the brake is activated, is transferred as a clamping force to the first and second brake pads. With this clamping force, the first and second brake pads are pressed onto the brake rail or can be pressed onto the brake rail. The clamping force depends on the expansion of the brake clamp. The more the brake clamp is widened, the greater the clamping force. The expansion of the brake clamp depends, for example, on how worn the brake pads are. The more worn the brake pads are, the less the brake clamp is widened and the smaller the clamping force. The clamping force can also be adjusted by changing the thickness of a variable-thickness preload element.The thicker the preload element, the greater the clamping force. The clamping force can also be adjusted to adjust the braking force.

[0014] The brake can be released. In this case, no clamping force acts along the second line of action, since the brake pads do not touch the brake rail. Along the first line of action, the hydraulic element is designed to expand the brake clamp. The force applied by the hydraulics is referred to as the release force. The release force depends on the expansion of the brake clamp. The more the brake clamp is expanded by the hydraulic element, the greater the release force. Since the hydraulics expand the brake clamp further than the ball does when the brake is activated, the release force of a brake is greater than the clamping force.

[0015] In a transition area between the activated brake and the released brake, both the release force and the clamping force can contribute to the expansion of the clamping element, for example half each.

[0016] According to a preferred embodiment, a hydraulic bearing and a counter bearing transmit the release force to the brake clamp, wherein the hydraulic bearing and counter bearing are designed as a thrust bearing point and / or a first brake bearing and a second brake bearing transmit the clamping force to the brake clamp, wherein the first brake bearing and the second brake bearing are designed as a thrust bearing point.

[0017] A thrust bearing point is suitable for transferring a compressive force from a first body to an adjacent second body. Preferably, at least one of the two bodies is curved outwards with a first protruding radius of curvature. Preferably, the other body is flat. Alternatively, the second body can also be curved outwards. It can also be advantageous for the second body to be curved inwards at the thrust bearing point with a second radius of curvature that is greater than the first radius of curvature. This ensures that the curvature of the first body is stably held in the curved recess of the second body. The local curvature geometry can be cylindrical, ellipsoidal, or spherical.

[0018] The hydraulic bearing is the thrust bearing point between the brake clamp and the hydraulic element where the release force generated by the hydraulic element is transmitted to the brake clamp as a compressive force. The counter bearing is the thrust bearing point between the brake clamp and the hydraulic element where the release force generated by the hydraulic element is transmitted from the housing directly or indirectly as a compressive force to the brake clamp.

[0019] The hydraulic bearing and the counter bearing are therefore located on the first line of action. Similarly, the first brake bearing is the thrust bearing point at which the brake clamp transfers the clamping force directly or indirectly to the first brake pad. The second brake bearing is also the thrust bearing point at which the brake clamp transfers the clamping force directly or indirectly to the second brake pad.

[0020] The first brake bearing and the second brake bearing are located on the second line of action. The clamping force is transmitted along the second line of action from the first brake bearing to the first brake pad and from the second brake bearing to the second brake pad. The first and second brake pads each press against the brake rail with the clamping force. This clamping force generates the braking force on the brake rail via friction. The braking force is then transferred from the brake pad via the housing into the vehicle body, causing the vehicle body to decelerate.

[0021] The first and second lines of action preferably run parallel to each other.

[0022] The forces acting on the brake clamp are therefore essentially transmitted via the four thrust bearing points. Furthermore, the brake clamp encompasses the housing. The brake clamp is located outside the housing and essentially only has the four thrust bearing points as a connection to the rest of the brake. The brake can therefore be easily separated into the housing and the one or more brake clamps for assembly. The complete brake can be very heavy and would therefore be difficult to install. The housing and the one or more brake clamps individually weigh a weight that is easy for a technician to handle. These individual brake components can weigh less than 10 kg or less than 5 kg, for example. This makes the installation of the individual parts, such as the housing or the individual brake clamps, simple. The brake can therefore be easily installed. Furthermore, the brake clamp is easily accessible outside the housing.The brake clamp is therefore easy to check, maintain or adjust.

[0023] According to a preferred embodiment, the hydraulic element is fixedly attached to the housing. The hydraulic element has a hydraulic piston. The hydraulic piston is designed to press on the hydraulic bearing and thus generate the release force.

[0024] In particular, a surface on the hydraulic piston can be machined so that the hydraulic piston can act directly on the hydraulic bearing. For this purpose, the contact surface of the hydraulic piston towards the hydraulic bearing can be slightly curved. Alternatively, particularly when using multiple hydraulic elements, or one hydraulic element with multiple hydraulic pistons, the hydraulic bearing can be formed on a further connecting support, namely a hydraulic support plate. The hydraulic bearing plate distributes the force from one or more hydraulic elements to one or more brake clamps. One hydraulic element can expand multiple brake clamps. Alternatively, multiple hydraulic elements can expand one brake clamp. Furthermore, multiple hydraulic elements can expand multiple brake clamps, whereby the number of hydraulic elements and the number of brake clamps can be identical or different.The expansion by the hydraulic element(s) is carried out by applying the air force.

[0025] The hydraulic element comprises a hydraulic cylinder and the hydraulic piston. The hydraulic cylinder is preferably attached to the housing or formed on the housing. The hydraulic piston moves linearly, preferably along the first line of action. The hydraulic element is designed such that, in the retracted position, it has a small amount of play with the brake clamp. In the extended position, the hydraulic element expands the brake clamp sufficiently to lift the brake pads from the brake rail, i.e., release them.

[0026] The release force is generated by the hydraulic element when the brake is released. This release force expands the brake clamp, thereby releasing the brake. The first and second brake pads are lifted from the brake rail during release. The clamping force is generated by the brake clamp, as it is preloaded. When the brake is activated, the clamping force acts on the brake clamp. Since the hydraulic element does not exert any force on the brake clamp in this state, this clamping force acts primarily on the first and second brake pads.

[0027] Lines of action are straight lines. Forces act on bodies along these lines. When the brake is released, for example, the hydraulic piston presses on the brake clamps. The brake clamp is thus subjected to opposing release forces at two points. The line of action connects these two points and runs along the direction of the two opposing release forces.

[0028] The vehicle preferably has at least two brakes. It is also advantageous to operate two brake circuits, each with two brakes, whereby a first brake of the brake circuit can generate a braking force on a first brake rail. A second brake of the same brake circuit can generate a further braking force on a second brake rail, which runs opposite the first brake rail on the vehicle.

[0029] The brake clamp can be designed as a brake caliper, wherein the brake caliper comprises a first clamping arm, a second clamping arm, a brake caliper joint, and a brake caliper spring. The brake caliper joint is preferably arranged between a brake caliper spring designed as a compression spring and the thrust bearing points. The compression spring can, for example, comprise a stack of disc springs. A brake clamp designed in this way can be expanded by the hydraulics along the first line of action. Along the second line of action, the caliper brake can exert a clamping force on the first brake pad and the second brake pad. The caliper brake is held to the housing, for example, by clamps. The clamps allow slight movement relative to the housing, which is caused in particular by the deformation of the caliper brake. However, they ensure that the transmission of the clamping force and the release force is guaranteed.

[0030] The four thrust bearing points can be machined on the first and second clamping arms. The clamping arms are preferably cast parts, and the curvature of the thrust bearing points can be spherical.

[0031] The brake clamp is designed as a C-spring assembly. C-spring assemblies, i.e., assemblies consisting of multiple layers of C-shaped springs, are familiar from brakes, and especially from safety gears. They offer many advantages over other springs. For example, they have a longer service life. Furthermore, safety is increased, since even if one of the springs fails, only a limited reduction in spring force occurs. The remaining intact springs generally continue to generate a clamping force sufficient to safely brake the vehicle.

[0032] The four thrust bearing points can be machined on each individual C-shaped spring. This preferably results in a cylindrical shape for the thrust bearing points on the C-spring assembly. The contact surface, where the forces are transmitted at the thrust bearing points, is therefore elongated or linear.

[0033] According to a preferred embodiment, a plurality of C-spring assemblies arranged on the housing are to be expanded with a plurality of hydraulic elements, preferably each hydraulic element is assigned exactly one C-spring assemblie. This means that the brake has a modular design. A stronger brake can be achieved not only by a stronger C-spring assemblie with a higher spring constant, but a stronger brake can also comprise one or more additional C-spring assemblies. Several C-spring assemblies with the same spring constant therefore generate a greater spring force than a single C-spring assemblie with the same spring constant. The brake with several C-spring assemblies can therefore generate a greater clamping force and thereby develop more braking force. According to a preferred embodiment, the first brake pad is firmly connected to the housing, in particular by a first brake pad holder.

[0034] The clamping force is transmitted from the first brake bearing to the first brake pad along the second line of action. The first brake pad holder is also located on the second line of action. The brake pad holder can have a curvature on the side facing the brake clamp or be flat. Preferably, it has a curved recess into which the curvature of the brake clamp fits.

[0035] The brake pad holder is designed to accommodate the brake pad, preferably via a positive fit. The brake pad can also be secured preferably with screws or other suitable fasteners. The brake pad is preferably replaceable.

[0036] According to a preferred embodiment, the second brake pad is guided linearly on the housing. The linear guidance, i.e., the linear guidance of the second brake pad on the housing, preferably takes place in the direction of, and preferably along, the second line of action. The linear guidance can be guided, for example, by plain bearings, needle bearings, or ball bearings.

[0037] Alternatively, the first brake pad can be guided linearly along the housing. This can be achieved using any linear guide. The linear guide can, for example, be designed as a plunger guided in the housing, as with the second brake pad.

[0038] According to a preferred embodiment, the linear guide on the housing is realized by a plunger, wherein the plunger is cylindrically shaped and passes through bores on the housing, and the plunger transmits the clamping force from the second brake bearing to the second brake pad.

[0039] The outer surface of the cylindrically shaped plunger, together with the outer surface of the bore, forms a sliding bearing in which the plunger can move linearly. The plunger transfers the clamping force from the second brake bearing to the second brake pad. The second brake bearing can, in particular, be connected directly to the plunger, in which there is direct contact between the plunger and the second brake bearing, or it can be connected indirectly to the plunger, in which the brake bearing transfers the clamping force to other bodies located between the brake bearing and the plunger. The plunger thus transfers the clamping force to the second brake pad. The brake preferably has several plungers. For example, each plunger can be assigned to a brake clamp.

[0040] A bearing plate can be arranged between the plunger(s) and the brake clamp(s). The bearing plate distributes the clamping force from the brake clamp(s) to the plunger(s). In particular, the bearing plate can transfer the clamping force of multiple brake clamps to one plunger, or the bearing plate can transfer the clamping force of one brake clamp to multiple plungers. In particular, the clamping force of multiple brake clamps can also be transferred to multiple plungers, whereby the number of brake clamps and the number of plungers can be identical or different.

[0041] The bearing plate may have protruding or recessed bulges that can act as a thrust bearing point.

[0042] According to a preferred embodiment, an auxiliary spring exerts a preload force on the second brake pad in the direction of the second brake bearing. As the brake clamp widens, the second brake pad is pushed away from the rail. This reliably creates play between the second brake pad and the rail. The brake can be guided along the brake rail via guide shoes. The guide shoes are preferably attached to the brake housing. This allows the brake to be guided very precisely along the brake rail. In particular, the brake can be guided more precisely than the car to which it is attached. Alternatively, the brake can be firmly connected to the traveling body and guided via the traveling body's guide shoes. The guidance reliably maintains the play on both sides of the brake rail during a journey.The auxiliary spring ensures that the plunger(s) (or alternatively the bearing plate) on the second brake bearing remains in contact with the clamping element(s). This reliably prevents the second brake pad from shifting towards the brake rail without being pressed by the brake clamp. Alternatively, permanent magnets can be installed in such a way that they create an adhesive force between the brake clamp and the plunger or the bearing plate on the second brake bearing. This adhesive force can be suitable for maintaining a distance between the second brake pad and the brake rail. This not only relieves the load on the second brake pad, but actively pulls it away from the brake rail. This reliably creates clearance between the brake rail and the second brake pad.The guide shoes are now preferably arranged in such a way that the housing is aligned with the brake rail in such a way that this play is preferably distributed evenly on both sides of the brake rail.

[0043] According to a preferred embodiment, the tappet has a pin for positive force transmission to the second brake pad, in particular by means of a second brake pad holder. This offers the advantage that the braking forces can be introduced into the tappet via the pin. The tappet(s) then transmit the braking forces to the housing.

[0044] The second brake pad can therefore be attached directly to the individual tappets, for example, with screws. Preferably, a second brake pad holder is firmly connected to the tappet(s). The second brake pad holder can be manufactured as a single piece with the tappet(s).

[0045] Preferably, the second brake pad is connected to the tappet via a second brake pad holder. The second brake pad is therefore designed to be replaceable, just like the first brake pad.

[0046] According to a preferred embodiment, the first brake pad and / or the second brake pad is replaceable.

[0047] Preferably, the first and second brake pads are designed to be replaceable, with a first brake pad holder being firmly connected to the housing, and a second brake pad holder being firmly connected to the tappet(s). The first and second brake pads, which are preferably of identical design, can then be easily replaced on the first or second brake pad holder. The brake pads can be screwed to the brake pad holders, for example, and / or connected via a positive fit.

[0048] According to a preferred embodiment, a counter-bearing body is removable, and the counter-bearing body is designed to press against the counter-bearing. The counter-bearing body lies on the first line of action. The counter-bearing body can have a curved recess on its surface, into which the outwardly curved contact surface of the brake clamp rests. In this embodiment, the counter-bearing is formed by the contact area of ​​the counter-bearing body with the brake clamp. The counter-bearing body is preferably a cubic block with a curved recess on both sides.

[0049] Further advantages, features, and details of the invention will become apparent from the following description of exemplary embodiments and from the drawings, in which identical or functionally equivalent elements are provided with identical reference numerals. The drawings are merely schematic and not to scale.

[0050] Showing:

[0051] Fig. 1 an elevator,

[0052] Fig. 2 a brake with a C-spring as brake clamp,

[0053] Fig. 3 a brake with a brake caliper as a brake clamp,

[0054] Fig. 4 a section through a brake.

[0055] Fig. 1 shows an elevator 1. In an elevator 1, a car 6 is moved vertically between different floors 4 or levels within a building. To compensate for the weight of the car 6, the elevator also has a counterweight 7. Car 6 and counterweight 7 can be referred to as the traveling body 2 because they are moved along rails, which also serve as brake rails 5. To brake the traveling bodies when necessary, i.e., to decelerate or hold them still, they have brakes 10.

[0056] For passenger comfort, it is advantageous that a vehicle, and in particular the car 6, can move easily horizontally relative to the brake rail 5. The brake rail always has small unevenness; an elastic bearing with 4 to 5 mm of play allows the car 6 to follow these unevenness with a delay. However, the brake preferably only has a play of 1 to 2 mm. Therefore, the brake 10 on the car 6 is guided in a floating manner on a brake sliding bearing 12. This allows the brake 10 to reliably follow the unevenness of the brake rail 5.

[0057] The elevator drive is located in machine room 3.

[0058] The brake 10 is floatingly mounted on the cabin 6 via a brake plain bearing 12.

[0059] The brake 10 can thus move horizontally along the axis of the brake bearing 12 to reliably follow the unevenness of the rail. At the same time, the brake bearing 12 can transmit the braking forces to the car. Of course, a brake bearing 12 can also be provided for the brake 10 on the counterweight 7. (Not shown in Fig. 1 for clarity)

[0060] Fig. 2 and Fig. 3 show two alternative embodiments of the brake clamp 16 on an otherwise similar brake 10. A fastening area 15 serves to fasten the brake to a traveling body 2, and in particular to a displaceable brake sliding bearing on the cabin (see Fig. 1).

[0061] The brake clamp 16 encompasses the housing 14 of the brake 10. The brake clamp 16 is designed so that it can expand. In Fig. 2, the brake clamp 16 is designed as a spring 17. The spring 17 is formed by a C-spring assembly 26 consisting of individual C-leaf springs 27. The spring 17 creates the clamping force of the brake 10. (In Fig. 4, the individual C-leaf springs 27 and the C-spring assemblies 26 are more clearly visible.) In Fig. 3, the brake clamp 16 is designed as a brake caliper. The brake caliper comprises a first clamping arm 21 and a second clamping arm 22, which are connected by a brake caliper joint 23. The first clamping arm 21 and the second clamping arm 22 engage around the housing 14 of the brake 10. The brake caliper has a brake caliper spring 20 to effect the clamping force of the brake caliper.

[0062] The hydraulic element 18, in particular the hydraulic piston 19, and the counter-holder body 28 are arranged along the first line of action 51. In a braking position, the hydraulic piston 19 is retracted into the hydraulic element 18. At the hydraulic bearing 30, there is preferably a clearance between the brake clamp 16 and the hydraulic piston 19. At the counter-bearing 31, there is a clearance, and the brake clamp is preferably spaced apart from the counter-holder body 28. Therefore, no force is transmitted along the first line of action 51.

[0063] The clamping force exerted by the brake clamp 16 is transmitted entirely along the second line of action 52. At the first brake bearing 41, the clamping force is transmitted to the housing 14 via a preload element 80. The housing 14 is also firmly connected to the first brake pad holder 63 and the first brake pad 61 held thereon. On the opposite side, at the second brake bearing 42, the clamping force is transmitted to the tappets 71 via a bearing plate 43. The tappets 71 are also firmly connected to the second brake pad holder 64 and the second brake pad 62 held thereon. The tappets 71 are guided in a linear guide 70 for linear displacement. The linear guide 70 is designed as a bore. In the braking position, a brake rail is clamped between the first brake pad 61 and the second brake pad 62, thereby generating the braking effect.The brake rail is not shown, but causes the distance between the first brake pad 61 and the second brake pad 62, so that a clamping force acts along the second line of action 52, which widens the brake clamp 16.

[0064] In order to reach the released position (not shown in Figure 2 and Figure 3), hydraulic fluid is forced into the hydraulic element 18 via the hydraulic line 102. The hydraulic piston 19 presses on the hydraulic bearing 30. Together with the counter-bearing body 28, which presses on the counter-bearing 31, the brake clamp 16 is thereby widened. This builds up the release force along the first line of action 51. The clamping force, which is transmitted along the second line of action 52, decreases. When the hydraulic piston 19 is fully extended, the first brake pad 61 and the second brake pad 62 have some play with the brake rail. Contact with the second brake bearing is maintained. For this purpose, the bearing plate 43 can be designed magnetically so that it moves with the brake clamp 16. Or the plungers 71 are preloaded via auxiliary springs, as shown in Figure 4.

[0065] Fig. 4 shows a section through the brake 10 with a C-spring assembly 26, as already shown in Fig. 2. Fig. 4 shows a more detailed variant of the embodiment of the brake 10 from Fig. 2. Fig. 4 shows how the C-spring assemblies 26 are formed by stacking individual C-leaf springs 27. Two hydraulic elements 18 each expand two C-spring assemblies 26, so that the brake 10 has four C-spring assemblies 26. Two C-spring assemblies 26 each press on one of two bearing plates 43. Each of the bearing plates 43 is connected to three tappets 71. All six tappets 71 are connected at the other end to the second brake pad holder 64. The tappets 71 are each mounted in a linear guide 70. The three auxiliary springs 75 serve to lift the second brake pad 62 from the brake rail and to keep the bearing plate 43 in contact with the brake clamp 16 even in the released state.

[0066] The two prestressing elements 80 each have a first support element 81, a second support element 82, a first wedge element 91, and a second wedge element 92. The tensioning element 93, which is designed here as a screw, runs through a threadless bore in the second wedge element 92 and is screwed into a thread in the first wedge element 91. By tightening the screw, the prestressing element 80 is widened.

[0067] 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 a plurality. Furthermore, it should be noted that features or steps described with reference to one of the above embodiments may also be used in combination with other features or steps of other embodiments described above. Reference signs in the claims are not to be considered as limitations.

Claims

Patent claims 1. Brake (10) for a carriage (2) of an elevator (1) comprising: a housing, a brake clamp (16), a first brake pad (61), a second brake pad (62) and a hydraulic element (18), wherein the brake clamp (16) is designed to exert a clamping force on the brake (10) along a second line of action (52) and to transmit this clamping force to the first brake pad (61) and the second brake pad (62), the brake clamp (16) encompasses the housing, the hydraulic element (18) is designed to exert a lifting force on the brake clamp (16) along a first line of action (51) in order to widen the brake clamp (16), and the widening of the brake clamp (16) releases the brake, and the first line of action (51) and the second line of action (52) are spaced apart from each other, characterized in that the brake clamp (16) is designed as a C-spring assembly (26) is designed.

2. Brake (10) according to claim 1 characterized in that a hydraulic bearing (30) and a counter bearing (31) transmit the lifting force to the brake clamp (16), wherein the hydraulic bearing (30) and counter bearing (31) are designed as a thrust bearing point and / or a first brake bearing (41) and a second brake bearing (42) transmit the clamping force to the brake clamp (16), wherein the first brake bearing (41) and the second brake bearing (42) are designed as a thrust bearing point.

3. Brake (10) according to claim 1 or 2 characterized in that several C-spring packs arranged on the housing (14) are expanded with several hydraulic elements (18), wherein preferably each hydraulic element (18) is assigned exactly one C-spring pack.

4. Brake (10) according to one of the preceding claims characterized in that the first brake pad (61) is firmly connected to the housing (14), in particular by a first brake pad holder (63).

5. Brake (10) according to one of the preceding claims characterized in that the second brake pad (62) is guided linearly on the housing (14).

6. Brake (10) according to claim 5 characterized in that the linear guidance on the housing (14) is realized by a plunger, wherein the plunger (71) is cylindrically shaped and passes through bores (70) on the housing (14), and the plunger transmits the clamping force from the second brake bearing (42) to the second brake pad (62).

7. Brake (10) according to claim 5 or 6 characterized in that an auxiliary spring (75) on the second brake pad (62) causes a preload force in the direction of the second brake bearing (42).

8. Brake (10) according to one of claims 6 or 7 characterized in that the plunger (71) has a pin (72) for positive force transmission to the second brake pad (62), in particular by means of a second brake pad holder (64).

9. Brake (10) according to one of claims 2 to 8 characterized in that the hydraulic element (18) is fixedly attached to the housing (14), the hydraulic element (18) has a hydraulic piston (19), and the hydraulic piston (19) is designed to press on the hydraulic bearing (30).

10. Brake (10) according to one of the preceding claims characterized in that a counter bearing body (28) is removable, and the counter bearing body (28) is designed to press against the counter bearing (31).

11. Brake (10) according to one of the preceding claims characterized in that the first brake pad (61) and / or the second brake pad (62) is replaceable.

12. Driving body (2) comprising a brake (10) according to one of the preceding claims.

13. Lift (1) comprising a brake (10) or a carriage (2) according to any of the preceding claims.

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