Brake with preloading element

Abstract

A brake for a travelling 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 line of action 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 line of action in order to widen the brake clamp. The widening of the brake clamp releases the brake. A removable preloading element is designed to load the brake clamp from an unloaded position into a preloaded position.

Description

[0001] BRAKE WITH PRE-TENSION ELEMENT

[0002] The present invention relates to a brake for an elevator, a method for mounting the brake on a traveling body, 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 such 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 a spring in a braking position and released by a hydraulic actuator.

[0005] It is complex to install such hydraulic brakes on a chassis. Without oil pressure on the hydraulic system, the brake is closed by the springs. Therefore, the brake cannot be pushed over a brake rail. The hydraulic system could be pressurized for installation. However, this requires the use of a hydraulic pump and a filled hydraulic element early in the assembly process. This can be complex.

[0006] It can therefore be seen as an object to provide a hydraulic brake that is easy to install. According to a first aspect of the invention, a brake solves the 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 effect a clamping force of 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 effect 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. A removable pretensioning element is designed to tension the brake clamp from an untensioned position to a pretensioned position.

[0007] 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.

[0008] 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.

[0009] According to a fourth aspect of the invention, a method for mounting the brake according to the first aspect of the invention on a vehicle body solves the problem. The method comprises the following steps:

[0010] Attach the housing to the chassis, spread the preload element and widen the brake clamp to create enough space between the housing and the brake clamp to insert the counter bearing body.

[0011] Inserting the counter bearing body between the housing and the brake clamp.

[0012] 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.

[0013] The brake for the traveling body of an elevator 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 traveling body preferably has a brake plain bearing, which serves for a movable or floating attachment of the brake to the traveling body. 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.

[0014] 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.

[0015] 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 is the case when the brake is activated, the release force of a brake is greater than the clamping force.

[0016] 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.

[0017] According to a preferred embodiment, 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 minimal reduction in spring force occurs.

[0018] 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.

[0019] 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 lies stably in the curved depression of the second body. The local curvature geometry can be cylindrical, ellipsoidal, or spherical.

[0020] The hydraulic bearing is the thrust bearing point between the brake clamp and the hydraulic element, at which the release force caused by the hydraulic element is transmitted as compressive force to the brake clamp. The counter bearing is the thrust bearing point between the brake clamp and the hydraulic element, at which the release force caused by the hydraulic element is transmitted from the housing directly or indirectly as compressive force to the brake clamp. The hydraulic bearing and the counter bearing are therefore located on the first line of action. Analogously, 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.

[0021] 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 exert their clamping force on the brake rail. 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 chassis, causing the chassis to decelerate.

[0022] The first and second lines of action preferably run parallel to each other. Preferably, the first line of action and the second line of action are spaced apart from each other.

[0023] The hydraulic element comprises a cylinder and a piston. The hydraulic piston is preferably attached to the housing. The cylinder moves linearly, preferably along the first line of action. The hydraulic element is designed such that, in the retracted position, it has a preferably small clearance relative to the brake clamp. In the extended position, the hydraulic element expands the brake clamp sufficiently to lift the brake pads from a brake rail.

[0024] The release force is generated by the hydraulic element when the brake is released. This release force widens the brake clamp and thereby releases the brake. The first and second brake pads are therefore lifted from the brake rail. The clamping force is caused by the brake clamp because it is pre-tensioned. 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 exclusively on the first and second brake pads. Since the released brake has a widened brake clamp, the release force is greater than the clamping force. Lines of action are straight lines. Forces act on bodies along the lines of action. When the brake is released, for example, the hydraulic piston presses on the brake clamps. The brake clamp is therefore subjected to an opposing release force at two points.The first line of action connects these two points and runs along the direction of the two opposing release forces. This means that the release forces do not cause any torque on the brake clamp.

[0025] The bearing body preferably has at least two brakes. It is also advantageous to operate two brake circuits, each with two brakes, with a first brake of each brake circuit braking on a first brake rail. A second brake of the same brake circuit braking on a second brake rail, which runs opposite the first brake rail on the bearing body.

[0026] The forces on the brake clamp are therefore essentially introduced via the four thrust bearing points. In addition, the brake clamp encompasses the housing. The brake clamp is therefore 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 very 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 something that is easy for a fitter to handle. These individual parts of the brake can, for example, be less than 10 kg or less than 5 kg. 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.

[0027] The brake is delivered either assembled on site or in individual parts. If the brake is delivered assembled, it is guaranteed that all components are present in the correct version and belong together exactly as delivered. Components in this context can be the brake clamp, the housing, the preload element, the brake pads and / or the counter bearing element. Mixing the brake clamps with those of another brake is therefore virtually impossible. Preferably, the brake is disassembled into its individual parts for assembly, in particular the housing, clamping element and counter bearing body. Therefore, it can also be advantageous to deliver the disassembled individual parts directly to the construction site.

[0028] The process may include an additional step, namely removing the brake clamp from the brake before the housing is attached. Preferably, the brake is delivered to a construction site as a complete unit, including the brake clamp, preload element, and counterforce body. Removing the brake clamp from the brake on site immediately before assembly ensures that the correct brake clamp is reinstalled afterward. This can be important, for example, because a different brake clamp would result in excessive or insufficient braking force.

[0029] The process may include an additional step, namely removing the preload element from the brake before attaching the brake clamp to the housing. Removing the preload element from the brake on site immediately before installation ensures that the correct preload element is reinstalled afterward. The preload element may, for example, bear a marking indicating the correct preload, for example, for this particular elevator. Therefore, it can be important to install the correct preload element.

[0030] The process may include an additional step, namely removing the brake clamp body from the brake before attaching the brake clamp to the housing. Removing the brake clamp body from the brake on-site immediately before installation ensures that the correct brake clamp body is reinstalled afterward. The thickness of the brake clamp body can be matched to the brake clamp and / or the preload element. Therefore, it is important to install the correct brake clamp body.

[0031] Preferably, the housing is attached to the chassis without the other components. Components in this context can be the brake clamp, the housing, the preload element, the brake pads and / or the counter bearing element. Without the brake clamps, the housing is much lighter and can therefore be installed more easily by a single installer. The counter holder body is removable so that with the counter bearing body removed, the brake clamp can be applied around the housing. If the counter holder body were attached to the housing, the brake clamp would have to be widened in order to fit over the housing along the first line of action. This step would require a lot of force. For example, the use of special tools might be required to widen the brake clamp.

[0032] The method may include a further step of applying the

[0033] Brake clamp on the housing and / or attaching the preload element between the first brake pad and the brake clamp. The brake clamp is relatively heavy. It is therefore advantageous to attach the housing to the chassis without the brake clamp and attach the brake clamp to the housing in a subsequent step.

[0034] Alternatively, the brake clamp can also be attached to the housing when the housing is mounted. For example, it can be advantageous if the brake clamp is loosely held to the housing by loops or hooks. This ensures that the brake clamps of different brakes cannot be accidentally mixed up.

[0035] The preload element is preferably attached by simply positioning it between the first brake pad and the brake clamp. Alternatively, the preload element can also be attached to the chassis together with the brake housing. For this purpose, it can be connected to the housing, for example, by means of a pin, so that it is at least temporarily held to the housing even without the tensioned brake clamp.

[0036] Once the housing is attached to the chassis and the brake clamp and preload element are positioned on the housing, the preload element is spread and the brake clamp is widened to create enough space between the housing and the brake clamp to insert the counter bearing body.

[0037] The expansion of the preload element initially presses the first brake pad and the second brake pad against the brake rail. As soon as these contact the brake rail, a clamping force builds up along the second line of action. Due to this clamping force, the brake clamp expands along the second line of action and along the first line of action. Previously, the space along the first lines of action between the brake clamp and the housing would have been too narrow to accommodate the counter bearing body. Due to the expansion of the brake clamp, the space is sufficient after this step.

[0038] The preload element can significantly increase the force applied, such as the mechanic's muscle power or the power of a cordless screwdriver, thereby widening the brake clamp. The preload element is also self-locking. This means that the setting, i.e., the thickness of the preload element, remains unchanged even when the clamping force is applied.

[0039] According to a preferred embodiment, the prestressing element comprises a first support element, a second support element, a first wedge element, and a second wedge element. The first wedge element and the second wedge element can be forced between the first support element and the second support element such that the first support element and the second support element move away from each other, thus widening the prestressing element. Both the support elements and the wedge elements are preferably made of metal, and in particular steel. The support elements are designed to bear the load of the clamping force. The clamping force is transmitted via obliquely arranged support element surfaces to similarly obliquely arranged wedge element surfaces. By displacing the wedge elements along the wedge element surfaces, the distance between the first support element and the second support element changes.

[0040] According to a preferred embodiment, the pretensioning element comprises a tension element, in particular a screw. The tension element can reduce the distance between the first wedge element and the second wedge element. It therefore pulls the first wedge element and the second wedge element together. This increases the distance between the first support element and the second support element. In a preferred embodiment, the tension element is a screw. For this purpose, the first wedge element has, for example, a bore through which the screw can be pushed without rotation. The second wedge element then has a thread matching the screw. Alternatively, both wedge elements can have a bore, and the thread can be attached separately as a screw nut. In particular, the pretensioning element is designed as a single module of the brake. The pretensioning element can, for example, be removed before assembly of the brake and then forms a separate component.This allows the dismantled pre-tensioning element to be stored at the work site without it falling apart into further parts. In particular, the pre-tensioning element can be removed without disassembling it into individual parts.

[0041] The method may include a further step, namely adjusting the braking force by adjusting the width of the pretensioning element. If the pretensioning device is tensioned further, i.e. the distance between the first carrier plate and the second carrier plate is increased, then the normal force on the brake rail increases. This occurs when the hydraulic element is deactivated. Preferably, the pretensioning device is spread to a predefined width, which was, for example, determined in the factory specifically for the elevator for which the brake is intended. The brake can then be tested, for example by means of a braking test in which a braking track length is determined. A determined braking power can be determined from the braking track length. The pretensioning can then be adjusted in order to predictably adapt the braking performance to a desired braking power after adjustment.

[0042] The method may include a further step, namely connecting the hydraulic line to the hydraulic element. The advantage of this method is that the brake can generate a braking force after installation on the brake rail. Further installation of the traveling body can therefore take place on a securely held part of the traveling body. The traveling body can therefore initially only be partially assembled. In particular, the partially assembled traveling body can, for example, include a floor structure of the cabin. For example, electrical cables, control components, cabin walls and / or a hydraulic power unit can be installed later. As long as the traveling body does not yet need to be moved, the hydraulic element can remain unconnected. Only when the traveling body is required to move is it necessary to connect the brake to a hydraulic system.

[0043] Preferably, the hydraulic element with the hydraulic piston and hydraulic line is already attached to the housing, while the housing is secured to the chassis. The hydraulic element can be attached to the housing or formed directly on the housing, for example, by designing lines or cylinder bores directly as bores in the housing. Alternatively, the complete hydraulic element can be designed to be completely removable. In this case, instead of connecting a hydraulic line to the hydraulic element, the complete hydraulic element with the connected hose is preferably attached to the housing.

[0044] 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 identical elements are provided with identical reference numerals. The drawings are merely schematic and not to scale.

[0045] Showing:

[0046] Fig. 1 an elevator,

[0047] Fig. 2 a brake with a C-spring package as brake clamp,

[0048] Fig. 3 a brake with a brake caliper as a brake clamp,

[0049] Fig. 4 a section through a brake,

[0050] Fig. 5 shows a prestressing element in an isometric view, Fig. 6 shows a section through an unstressed prestressing element,

[0051] Fig. 7 a section through a widened prestressing element.

[0052] 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 also be referred to as the traveling body 2, as they are moved along rails that also serve as brake rails 5. To brake the traveling bodies when necessary, these have brakes 10.

[0053] For passenger comfort, it is advantageous that a vehicle, and in particular the car 6, can move slightly horizontally relative to the brake rail. The brake rail always has small unevennesses; an elastic bearing with 4 to 5 mm of play allows the car 6 to follow these unevennesses with a delay. However, the brake preferably only has a play of 1 to 2 mm. Therefore, the brake 10 and the car 6 are guided in a floating manner on a brake sliding bearing 12. This allows the brake 10 to follow the unevenness of the brake rail 5 more quickly than the car 6.

[0054] The drive is located in engine room 3.

[0055] 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, and in particular to a displaceable brake sliding bearing on a cabin.

[0056] 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.

[0057] The hydraulic element 18, in particular the hydraulic piston 19, and the counter-holder body 28 are arranged along the 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.

[0058] The clamping force caused by the brake clamp 16 is thus transmitted completely 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.

[0059] To achieve the released position (not shown in Fig. 2 and Fig. 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. The clamping force 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 42 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 Fig. 4.

[0060] The brake 10 is preferably delivered to the construction site as shown in Fig. 2 or Fig. 3. The installer then first releases the preload element and removes it from the brake 10. The brake clamp 16 and the counterholder body 28 are also preferably removed from the brake 10.

[0061] The housing 14 can then be attached to the chassis. Holes are provided for this purpose in the mounting area 15. The brake clamp 16 is then attached to the housing 14. This step is only necessary if the brake clamp 16 has been removed. This is advantageous, however, because the housing 14 is much lighter without the brake clamp 16, making it easier to attach.

[0062] Next, if not already attached or removed, the preload element 80 can be attached. The preload element 80 can then be tensioned. This initially pushes the first brake pad 61 and the second brake pad 62 onto the brake rail. As soon as these are in contact with the brake rail, a clamping force builds up, expanding the brake clamp 16 to create sufficient space between the housing 14 and the brake clamp 16 to insert the counter-bearing body 28.

[0063] As soon as this space is large enough, or preferably as soon as a mark on the pretensioning device 80 is reached, the counter-bearing body 28 is inserted into this space between the housing 14 and the brake clamp 16. Using the mark has the advantage that the brake 10 is then correctly adjusted and reliably delivers the correct braking force. Alternatively, the braking force can be measured and adjusted using the pretensioning device 80.

[0064] Preferably, the hydraulic line 102 is connected to the hydraulic system much later, namely, only when the carriage is essentially finished. Then, the carriage has power and can operate a hydraulic unit. Prior to this, the carriage is safely protected against displacement during the installation phase by the fully activated brakes.

[0065] Fig. 4 shows a section through the brake 10 with a C-spring assembly 26 as already shown in Fig. 2. The explanations for Fig. 2 also apply to Fig. 4. In addition, it can be seen more clearly in Fig. 4 that 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 always keep the bearing plate 43 in contact with the brake clamp 16.

[0066] The brake 10 is mounted on the cabin via a brake plain bearing 12. The

[0067] Brake 10 can move horizontally, i.e., along the rotation axis of brake plain bearing 12, to follow the unevenness of the rail faster than the car. At the same time, brake plain bearing 12 can transfer the braking forces to the car or the carriage.

[0068] Fig. 5 shows a detailed view of the prestressing element, which is designed identically to the two prestressing elements 80 in Fig. 4. The prestressing element 80 has a first support element 81, a second support element 82, a first wedge element 91, and a second wedge element 92. The tension 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. The distance between the first support element 81 and the second support element 82 is thus increased.

[0069] Fig. 6 and Fig. 7 show a section through a prestressing element 80. In Fig. 6, the prestressing element 80 is not expanded. The wedge element surfaces 98 rest only loosely on the support element surfaces 97. The first support element 81 and the second support element 82 are spaced apart as far as possible. By tightening the tension element 93, which is designed as a screw, the first wedge element 91 and the second wedge element 92 are pressed between the first support element 81 and the second support element 82. The wedge element surfaces 98 slide on the support element surfaces 97. The expansion of the prestressing element 80 depends directly on the shortening of the tension element 93.

[0070] 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, and the hydraulic element (18) is designed to exert a releasing 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, characterized in that a removable pretensioning element (80) is designed to tension the brake clamp (16) from an untensioned position to a pretensioned position.

2. Brake (10) according to claim 1, characterized in that the preload element (80) comprises a first support element (81), a second support element (82), a first wedge element (91) and a second wedge element (92).

3. Brake (10) according to one of the preceding claims, characterized in that the preload element (80) has a tension element (93), in particular a screw.

4. Brake (10) according to one of the preceding claims, characterized in that the brake clamp (16) is designed as a C-spring assembly (26).

5. Brake (10) according to one of the preceding claims, 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 the counter bearing (31) are designed as pressure bearing points and a first brake bearing (41) and a second brake bearing (42) transmit the clamping force to the brake clamp (16), the first brake bearing (41) and the second brake bearing (42) are designed as pressure bearing points.

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

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

8. Method for mounting a brake according to one of claims 1 to 5 on a vehicle body (2) comprising the steps: Attaching the housing (14) to the chassis (2), Spreading the preload element (80) and widening the brake clamp (16) to create sufficient space between the housing (14) and the brake clamp (16) to insert the counter bearing body (28). Inserting the counter bearing body (28) between the housing (14) and the brake clamp (16).

9. Method according to claim 8, further comprising the step: Attaching the brake clamp (16) to the housing, and / or Attaching the preload element (80) between the first brake pad (61) and the brake clamp (16), 10. Method according to claim 9, further comprising the step: Remove the brake clamp (16) from the brake (10) before attaching the housing (14).

11. Method according to one of claims 9 to 10, further comprising the step of removing the preload element (80) from the brake (10) before attaching the brake clamp (16) to the housing.

12. Method according to any one of claims 9 to 11, further comprising the step of removing the counterholding body (28) from the brake (10) before attaching the brake clamp (16) to the housing.

13. Method according to any one of claims 8 to 12, further comprising the step: adjusting the braking force by adjusting the width of the preload element (80) 14. Method according to any one of claims 8 to 13, further comprising the step: Connecting the hydraulic line (102) to the hydraulic element (18).

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