Safety gear

Abstract

The invention relates to a braking system for catching a travelling body (5) of a lift (1). The braking system comprises a safety gear (2), a first actuator (14) for triggering the safety gear (2) during full operation, and a pyrotechnic second actuator (25) for triggering the safety gear (2) during standby operation. A control unit (10) regulates the triggering of the braking system during full operation. A first trigger cable (15) connects the control unit (10) to the first actuator (14) so that the first trigger cable (15) transmits a trigger signal from the control unit (10) to the first actuator (14). An emergency triggering means (11) regulates the triggering of the braking system during standby operation. A second trigger cable (20) connects the emergency triggering means (11) to the second actuator (25) during standby operation so that the second trigger cable (20) transmits an emergency trigger signal from the emergency triggering means (11) to the second actuator (25). A switching element (13), during full operation, interrupts the second trigger cable (20) and disconnects the emergency triggering means (11) from the second actuator (25)

Description

[0001] Safety gear

[0002] The present invention relates to a braking system and a method for operating an elevator with the braking system.

[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, an elevator type is usually 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. In order to at least partially compensate for the load of the car that has to be moved by the drive motor, a counterweight is usually attached to an opposite end of the suspension elements. This counterweight has at least the same mass as the car. As a rule, the mass of the counterweight exceeds that of the car by half the permissible load that the car can carry. Depending on the type of elevator, an elevator may also have several counterweights and / or several cars.Both the cabin and the counterweight can be referred to as the chassis.

[0004] The carriages are guided along typically vertically arranged rails. The carriages are equipped with braking systems that prevent the carriage from falling uncontrollably along the rails, for example, in the event of a suspension element break or a drive failure. Typically, the carriage's speed is measured, and if a limit is exceeded, a safety gear is activated, stopping the carriage's movement. Other travel parameters such as acceleration or position can be used to support or alternatively determine the triggering.

[0005] US 2017 / 291 793 A1 shows a combined safety gear and brake that has two different actuation devices. A first for fast emergency braking and a second for slow normal braking. The brake requires a continuous power supply to keep the safety gear open.

[0006] US 2019 / 352 127 Al shows another brake, with two actuators that allow redundant triggering of the safety gear.

[0007] Application EP 2 828 188 A1 shows a safety gear that can be triggered electronically. To guarantee reliable triggering, a holding magnet is always energized; only for triggering is the holding magnet disconnected from the power supply. This ensures that the safety gear is reliably triggered even in the event of a power failure. This concept has the disadvantage that the safety brake triggers the safety gear every time there is a power failure, meaning that the safety gear must be reset by a service technician or a reset system after each power failure. Both solutions are complex and expensive. A further disadvantage is that the constantly required electrical power leads to increased standby power consumption.

[0008] It can therefore be seen as an object to provide an electrically triggered braking system for a traveling body of an elevator, which can be triggered safely even during a power failure, in particular a long-lasting one, and which is ready for operation again after a power failure without further service measures.

[0009] A braking system for catching a traveling body of an elevator solves the problem. The braking system has a safety gear. The braking system also has a first actuator for triggering the safety gear during normal operation. The braking system also has a pyrotechnic second actuator for triggering the safety gear during standby operation. The braking system also has a control unit that controls the triggering of the braking system during full operation. The braking system also has a first trigger cable that connects the control unit to the first actuator, such that the first trigger cable transmits a trigger signal from the control unit to the first actuator. The braking system also has an emergency trigger that controls the triggering of the braking system during standby operation.The braking system also includes a second release cable that connects the emergency release to the second actuator during standby operation, so that the second release cable transmits an emergency release signal from the emergency release to the second actuator. The braking system also includes a switching element, which interrupts the second release cable and disconnects the emergency release from the second actuator during full operation.

[0010] A method for operating an elevator with the braking system solves the problem.

[0011] Putting the lift into standby mode by the control unit electrically connecting the emergency release to the second actuator by means of the switching element, and

[0012] Put the elevator into full operation by the control unit separating the emergency release from the second actuator using the switching element.

[0013] The braking system solves the problem. During a power outage, the braking system secures the elevator against falling. After a power outage, the switching element is reactivated, and the braking system functions reliably as before the power outage. The switching element can be designed as a switching relay, with a coil switching the switching relay. Alternatively, the switching element can be an electronic semiconductor component, in which case the switching process occurs without any mechanical movement in the switching element.

[0014] 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.

[0015] As already mentioned in the introduction, it is complex to implement a safe release mechanism for electronically triggered braking systems that does not enter a braking state in the event of a power failure. The braking system and the method for operating an elevator with the braking system solve this problem by allowing the second actuator, in conjunction with the emergency release, to safely activate the safety gear during a power failure.

[0016] The control unit controls the braking system. There are essentially two operating states: standby mode and full operation.

[0017] Standby mode includes waiting phases between times of full elevator operation. During standby mode, the elevator's power consumption is preferably minimized by deactivating the control unit. Standby mode can also occur if a power failure prevents the control unit from being supplied with power. Waiting phases between two trips, night-time shutdowns, power failures, or long-term (e.g., seasonal) shutdown of the elevator are examples of standby mode. Standby mode can last as long as desired, as no power storage device (battery) is required to provide power, which could be depleted during prolonged standby mode. During standby mode, the power supply to the control unit can be deactivated. The control unit is thus deactivated, and activation is reliably carried out via the emergency release and the second pyrotechnic actuator.In standby mode, the switching element is connected so that the emergency release is connected to the second actuator via the emergency release cable and the second release cable. The control unit can be connected to the first actuator via the first release cable, or the connection can be interrupted. The emergency release is designed so that the moment an unsafe situation occurs, an electrical signal is generated, which is transmitted via the emergency release cable, the switching element, and the second release cable to the pyrotechnic second actuator. The second actuator triggers the safety gear. The safety gear thus brakes the traveling body safely on the rail and holds the traveling body securely.

[0018] During full operation, the control unit is energized. During full operation, the switching element is connected so that the emergency release is separated from the second actuator and that the control unit is connected to the first actuator via the first release cable. The control unit can be connected to other components. For example, it can receive speed or position data from a shaft information system. The control unit can also have a shaft information system or be part of a shaft information system. The control unit can have an acceleration sensor or process data from an acceleration sensor. Furthermore, the control unit can be connected to a control device of the elevator or to a common control device of several elevators. The control unit processes the acceleration, speed and / or position data and can compare this with other data that the control unit receives.The control unit determines whether activation of the safety gear is necessary and, if so, activates the first actuator via a signal sent to the first trigger cable. The first actuator triggers the safety gear by developing a mechanical force. According to an alternative embodiment, the first actuator is pyrotechnic. A pyrotechnic first actuator can be triggered by an ignition signal sent by the control unit to the first trigger cable. Pyrotechnic actuators are small and trigger reliably. This makes the safety gear very compact and reliable.

[0019] According to a preferred embodiment, the first actuator is designed as an electric drive, which can be driven with current, in particular to trigger the safety gear. The first actuator can be designed as a holding magnet, which triggers the safety gear when the supply current on the first trigger cable drops. Preferably, the first actuator can be driven with current to trigger the safety gear. This means that a current is only passed to the first trigger cable to trigger the safety gear. When triggering of the safety gear is not necessary, i.e., almost always, the first actuator is essentially de-energized. This explicitly does not preclude a test current from being passed permanently or temporarily to the first trigger cable to check the wiring.

[0020] During full operation, the safety gear can be triggered via the first actuator. This actuator is only energized when the control unit triggers it. Unless the safety gear is being triggered, the first actuator consumes no power, thus saving energy. Even in standby mode, for example, during service interruptions or power outages, the traveling body is safely secured against falling by the second actuator and the emergency release.

[0021] The first actuator can be designed as a solenoid, lifting magnet, or a linear drive. The linear drive can be designed as a linear motor, or the movement of a rotary motor can be converted into a linear movement, for example, via a spindle, a rack, or a connecting rod. Alternatively, a rotary motor can also trigger the safety gear directly through a rotary movement.

[0022] According to a preferred embodiment, the switching element can be switched by the control unit. This means that the control unit determines whether full operation is permissible and necessary. If full operation is permissible and necessary, the control unit switches the switching element according to full operation. If full operation is not permissible or necessary, the control unit switches the switching element according to standby operation.

[0023] According to a preferred embodiment, the control unit is designed such that the switching element is energized during full operation and de-energized during standby operation. This has the advantage that the first actuator only consumes power when the safety gear is being triggered. No power is consumed in all other situations. The braking system is thus energy-efficient.

[0024] By energizing the switching element, the emergency release is separated from the second actuator. As soon as the switching element is no longer energized, the second actuator can be activated by the emergency release.

[0025] According to a preferred embodiment, the emergency release converts mechanically stored energy into the emergency release signal. The mechanically stored energy can, for example, be stored in a preloaded spring. For example, a rupture of the support element or a movement of the traveling body can release a latch that holds the spring in the preloaded position. Alternatively, the movement of the traveling body, i.e., the kinetic energy of the traveling body, can also be converted into the emergency release signal.

[0026] The emergency release generates an electrical emergency release signal from potential or kinetic energy stored in the emergency release or inherent in the vehicle body. This emergency release signal triggers the second pyrotechnic actuator.

[0027] According to a further embodiment, the emergency release has a piezo element to convert a shock or pressure into the emergency release signal.

[0028] The impact or pressure can be generated by a movement of the moving body. For example, the movement of the moving body along the rail can be sensed by a friction roller and transmitted to a striking mechanism via a mechanism. Alternatively, the movement of the moving body can release a preloaded spring. The striking mechanism or spring can then, for example, strike a striking mass against a piezo element, thereby generating an electrical voltage in the piezo element as an emergency trigger signal, sufficient to fire the second actuator.

[0029] According to an alternative embodiment, the emergency release has a coil and a magnet, and the emergency release is designed such that a movement of the traveling body moves the magnet relative to the coil such that the magnet in the coil induces the emergency release signal. For this purpose, several magnets are preferably connected to a rotating roller. The roller rolls on the rail and is pressed sufficiently strongly against the rail by a device. Alternatively, a gear or a traction drive can be arranged between the roller and the coil, particularly if the coil is part of a dynamo. This can improve the speed or position of the coil. In an alternative, a linear bar with at least one, preferably two to five magnets, can be arranged on the rail during standby operation.The emergency release signal is then generated by the relative movement of the coil relative to the magnets, which are fixedly arranged on the rail.

[0030] In an alternative embodiment, one or more magnets can be arranged on a plate. During standby operation, the plate is held to the rail, for example, by magnetic attraction and friction. If a coil then moves along magnets arranged on the plate, the emergency release signal is induced in these magnets. For full operation, the plate is preferably removed from the rail.

[0031] According to another alternative embodiment, the emergency release generates the emergency release signal when a slack rope occurs on a suspension element. The suspension element is normally under tension because the traveling body is suspended from it. The loss of this tension due to a tear in the suspension element can release a spring directly or indirectly via a latch. This spring can then, for example, strike a striker against a piezo element or displace a magnet relative to a coil.

[0032] According to a preferred embodiment, the first actuator or the second actuator moves a braking element of the safety gear into a braking standby position directly via a contact point or via a triggering mechanism of the safety gear. The safety gear is preferably designed to be self-reinforcing. This means that when the braking element reaches the standby position, it is progressively displaced from the rail into the braking position, where the maximum braking force of the safety gear is then achieved.

[0033] According to a preferred embodiment, the triggering mechanism of the safety gear is mechanically connected to a second triggering device of a second safety gear. In this case, only one of the two safety gears can have a first actuator and a second actuator, while the other safety gear can only be triggered via the mechanical connection. However, it is also advantageous if both safety gears each have a first actuator and / or a second actuator. This further redundancy in triggering. For example, both second actuators can be activated by a common emergency trigger or by two independent emergency triggers.

[0034] The method may preferably comprise the step:

[0035] Triggering the safety gear in standby mode using the emergency release.

[0036] If a situation occurs during standby mode that requires the activation of the safety gear, the safety gear is triggered by the emergency release. Such situations could include, for example, a cable break or movement of the traveling body. No movement of the traveling body is intended during standby mode.

[0037] The method may preferably comprise the step:

[0038] Triggering the safety gear in standby mode using the emergency trigger, whereby the emergency trigger generates an emergency trigger signal that ignites the pyrotechnic second actuator.

[0039] To ignite the pyrotechnic actuator, an electrical signal with minimal energy is required. For this purpose, the emergency trigger must be adapted to the respective pyrotechnic actuator so that the current and voltage of the emergency trigger reliably ignite the pyrotechnic actuator.

[0040] The method may preferably comprise the step:

[0041] The safety gear is triggered during full operation by the control unit, whereby the emergency release is separated from the second actuator. If a situation occurs during full operation that requires the activation of the safety gear, this situation is detected by the control unit. The control unit then triggers the first actuator. During normal travel of the traveling body, i.e. during full operation, the emergency release can detect an unsafe condition essentially permanently or repeatedly at short intervals and therefore generate an emergency release signal. During full operation, however, travel is permitted, and therefore the emergency release is separated from the second actuator. To protect the emergency release, high electrical voltages can be prevented from building up at the emergency release. For this reason, the emergency release can be short-circuited via a short-circuit loop during full operation.

[0042] In particular, the procedure can cover a large portion of the elevator's service life, allowing both activation from standby mode and activation from full operation to occur within the same procedure. This can be the case even if, for example, several years have passed between the two activations.

[0043] 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.

[0044] Showing:

[0045] Fig. 1 an elevator

[0046] Fig. 2a and 2b a pyrotechnic actuator,

[0047] Fig. 3 a circuit diagram of the braking system

[0048] Fig. 4 shows a first embodiment of the safety device,

[0049] Fig. 5 a second embodiment of the safety device,

[0050] Fig. 6 a third embodiment of the safety device,

[0051] Fig. 7 a first embodiment of the emergency release,

[0052] Fig. 8 a second embodiment of the emergency release,

[0053] Fig. 9 a third embodiment of the emergency release,

[0054] Fig. 10 shows a fourth embodiment of the emergency release. Fig. 1 shows an elevator 1 such as can be installed, for example, in or on a building. A traveling body 5 is moved between different floors or levels. The traveling body 5 is guided by guide shoes 3 on rails 4. A safety gear 2 also acts on at least one of the rails 4. The traveling body is connected to a suspension point 7 to a support means 6. The traveling body 5 is suspended from the support means 6. The support means 6 connects the traveling body to a main drive (not shown).

[0055] Fig. 2a and 2b show a pyrotechnic actuator 25 or 14. The first actuator 14 can be designed as a pyrotechnic actuator, the second actuator 25 is always designed as a pyrotechnic actuator. A pyrotechnic actuator 25 or 14 comprises an ignition element 21 that ignites an explosive charge 22 if a suitable electrical signal is applied via the first trigger cable 15 or the second trigger cable 20. The explosion of the explosive charge 22 displaces the piston 23 along the sleeve 24. Fig. 2a shows the state before the explosion, and Fig. 2b shows the state after the explosion. The explosion causes part of the piston 23 to extend from the sleeve. The movement generated is used to trigger the safety catch.

[0056] Fig. 3 shows a circuit diagram of the braking system in standby mode. In standby mode, the control unit 10 is not supplied with power. In standby mode, the switching element 13, which could be energized by the control unit 10, is also not energized. In standby mode, the emergency release 11 is connected to the second release cable 20 via the emergency release cable 58 via the two "normally closed" (NC) contacts of the switching element 13. This connects the second actuator 25, which is pyrotechnic, to the emergency release 11. If the emergency release 11 feeds a suitable electrical signal into the emergency release cable 58, the pyrotechnic second actuator 25 ignites, thereby triggering the safety gear (not shown). The short-circuit loop 12 is disconnected from the emergency release.

[0057] Full operation differs only slightly from the standby mode shown in Fig. 3. In full operation, the control unit 10 is energized and ready for use. The switching element 13 is then connected differently. This means that, in full operation, the emergency release 11 is connected to the short-circuit loop 12, unlike as shown in Fig. 3. The second actuator 25 is not connected to the emergency release and is thus protected from being activated by the emergency release. Thus, even when using the emergency release 11 shown in Fig. 7 or Fig. 8, which continuously feeds a signal to the emergency release cable 58 during a journey, the second release cable 20 remains signal-free. To protect the emergency release 11 from very high voltages, the emergency release is connected to the short-circuit loop 12 in full operation.

[0058] During full operation, the control unit can control the first actuator 14 via the first trigger cable 15. The first actuator 14 is designed to be normally de-energized. Only to trigger the safety gear is the actuator 14 energized, and the solenoid actuator triggers the safety gear. During full operation, the switching element 13 is activated.

[0059] Fig. 4 shows a first embodiment of a safety gear 2, with a braking element 30 designed as a braking eccentric 41. The safety gear 2 could, for example, be connected to the circuit diagram in Fig. 3. The braking eccentric 41 is designed to press the rail 4 against a brake pad 32 when triggered. In order to limit a normal force, and thus a braking force, the brake pad 32 is movably mounted on limiting springs 33. The braking eccentric 41 is rotatably mounted on an urging pin 35. By means of a braking element actuator 304, which acts on the braking eccentric 41 at a third bearing point 307, the braking eccentric 41 can be rotated and thus brought into contact with the rail 4. As soon as the brake eccentric 41 touches the rail 4, a downward movement of the traveling body leads to a further turning of the brake eccentric 41 and to a rapid increase in the contact force on the rail 4.

[0060] A release mechanism 31, which includes the brake element actuator 304 and an actuator lever 302, transmits the movement of a first actuator 14 and a second actuator 25 to the brake element 30. The actuator lever 302 and the brake element actuator 304 are mounted at a second bearing point 306. The actuator lever 302 is mounted at a first bearing point 301 on a projection 305 of a brake housing 34.

[0061] During full operation, the control unit monitors the travel. In the event of an unsafe operating condition, the control unit sends an appropriate signal to a first trigger cable 15. The first actuator 14 is designed as a solenoid or lifting magnet and, if energized by the appropriate signal, pulls the actuating lever 302. This triggers the safety gear 2.

[0062] During standby mode, the emergency release monitors the safe stop of the travel body. If the travel body moves (see Figs. 7 and 8) or if the tension on the suspension element drops (see Fig. 9), the control unit sends an appropriate signal to a second release cable 20. The second actuator 25 is designed as a pyrotechnic actuator and, if triggered by the appropriate signal, presses the actuating lever 302 at contact point 303. This triggers the safety gear 2.

[0063] Fig. 5 and Fig. 6 show a second and a third embodiment of a safety gear 2. In both embodiments of the safety gear 2, the braking element 30 is designed as a brake wedge 42. The brake wedge 42 is designed to press the rail 4 against a brake pad 32 when triggered. In order to limit a normal force, and thus a braking force, the brake pad 32 is movably mounted on limiting springs 33. The brake wedge can move along a guide 310. A first actuator 14 is connected to the control unit via a first trigger cable 15. A second actuator 25 is connected to an emergency release 11 via a second trigger cable 20 and a switching element 13 that can be interrupted. In both cases, the kinetic energy of the traveling body is converted into the signal.

[0064] In Fig. 5, the first actuator 14 and the second actuator 25 both act directly on the braking element 30 by displacing the braking element 30 upwards via a respective contact point 303 and bringing it into contact with the rail 4. The first actuator is designed as a solenoid or lifting magnet, which can exert a compressive force.

[0065] In Fig. 6, the first actuator 14 and the second actuator 25 are arranged such that both act indirectly via an actuator lever 302 on a projection 308 on the braking element 30. The actuator lever 302 is mounted at bearing point 301 on a brake housing 34. As in Fig. 4, the first actuator pulls on the actuator lever 302 to trigger the safety gear 2. A trigger mechanism 31, which comprises the actuator lever 302, thus transmits the movement of the first actuator 14 and the second actuator 25 to the braking element 30. Figs. 7 and 8 show a first embodiment and a second embodiment of the emergency release 11, which, when the traveling body 5 moves, sends a signal suitable for triggering the safety gear to an emergency release cable 58. This signal is also generated when the braking system is in full operation. However, as shown in Fig. 3, the signal is not passed to the second actuator.

[0066] An emergency release housing 55 of the emergency release 11 is attached to the carriage 5. A roller 50 is mounted in a roller bearing 54 on a pressure lever 52 and is pressed against a rail 4 via a pressure spring 51. The pressure lever 52 is mounted on the housing bearing 53. By being pressed against the rail 4, the roller 50 rotates when the carriage 5 moves.

[0067] In Fig. 7, an eccentric disc 60 is non-rotatably connected to the roller 50. Rotation of the roller 50 causes the eccentric disc 60 to press against a piezo actuator 59.

[0068] By pressing the piezo push button, a spring is first tensioned, which then relaxes with a blow to a piezo, thereby generating an electrical voltage that is transmitted as a signal to the emergency release cable 58.

[0069] In Fig. 8, the roller 50 has several magnets 56. Such magnets 56 are preferably permanent magnets made of neodymium-iron-boron. When the moving body 5 moves, these magnets 56 are guided past a coil 57, thereby inducing a voltage in the coil 57. This voltage is transmitted as a signal to the emergency release cable 58.

[0070] Figures 9 and 10 show a third and a fourth embodiment of the emergency release 11. These embodiments are based on the detection of a drop in the tensile stress on the support means 6.

[0071] In Fig. 9, the tensile stress of the suspension element 6 holds a link 62 in an upper position in the emergency release 11. A measuring spring 61 simultaneously pulls downward. The force of the measuring spring 61 is less than the expected tensile stress on the suspension element 6. However, if the suspension element 6 breaks, the tensile stress drops. The measuring spring 61 pulls the link 62 downward, thereby actuating a piezo actuator 59. The piezo actuator 59 generates an electrical voltage. The electrical voltage is transmitted as a signal to the emergency release cable 58. Here, the potential energy of the measuring spring is converted into an electrical signal.

[0072] In Fig. 10, the tension on the suspension element 6 holds a latch 63 in position. The latch prevents the movement of a striker 64, which is preloaded by a striker spring 65. If the tension on the suspension element 6 drops, a measuring spring 61 can contract, and the striker 64 strikes the piezo actuator 59, which generates an electrical voltage due to the impact. The electrical voltage is transmitted as a signal to the emergency release cable 58.

[0073] 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. A braking system for catching a traveling body (5) of an elevator (1), comprising: a safety gear (2), a first actuator (14) for triggering the safety gear (2) in full operation, a pyrotechnic second actuator (25) for triggering the safety gear (2) in standby operation, a control unit (10) which controls the triggering of the braking system in full operation, a first trigger cable (15) which connects the control unit (10) to the first actuator (14) so that the first trigger cable (15) transmits a trigger signal from the control unit (10) to the first actuator (14), characterized in that the braking system further comprises: an emergency trigger (11) which controls the triggering of the braking system in standby operation, a second trigger cable (20) which connects the emergency trigger (11) to the second actuator (25) in standby operation, so that the second trigger cable (20) transmits an emergency release signal from the emergency release (11) to the second actuator (25), and a switching element (13),which, in full operation, interrupts the second release cable (20) and separates the emergency release (11) from the second actuator (25).

2. Braking system according to claim 1, characterized in that the first actuator (14) is pyrotechnic.

3. Braking system according to claim 1, characterized in that the first actuator (14) is designed as an electric drive which can be driven with electricity, in particular for triggering the safety device (2).

4. Braking system according to one of claims 1 to 3, characterized in that the switching element (13) can be switched by the control unit (10).

5. Braking system according to one of claims 1 to 4, characterized in that the control unit (10) is designed so that the switching element (13) in full operation is energized and is not energized in standby mode.

6. Braking system according to one of claims 1 to 5, characterized in that the emergency release (11) converts mechanically stored energy into the emergency release signal.

7. Braking system according to claim 6, characterized in that the emergency release (11) has a piezo element to convert an impact or a pressure into the emergency release signal.

8. Braking system according to claim 6, characterized in that the emergency release (11) has a coil (57) and a magnet (56), and that the emergency release (11) is designed such that a movement of the traveling body (5) moves the magnet (56) relative to the coil (57) such that the magnet in the coil (57) induces the emergency release signal.

9. Braking system according to one of claims 1 to 7, characterized in that the emergency release (11) generates the emergency release signal when slack rope occurs on a support means (6).

10. Braking system according to one of claims 1 to 7, characterized in that the first actuator (14) or the second actuator (25) move a braking element (30) of the safety gear (2) into a braking readiness position directly via a contact point (303) or via a triggering mechanism (31) of the safety gear (2).

11. Braking system according to one of claims 10, characterized in that the triggering mechanism (31) of the safety device (2) is mechanically connected to a second triggering device (31) of a second safety device (2).

12. A method for operating an elevator (1) with a braking system according to one of the preceding claims, comprising the steps: Putting the lift (1) into standby mode by the control unit (10) electrically connecting the emergency release (11) to the second actuator (25) by means of the switching element (13), and Putting the elevator (1) into full operation by the control unit (10) separating the emergency release (11) from the second actuator (25) by means of the switching element (13).

13. The method according to claim 13 further comprising the step: Triggering the safety gear (2) in standby mode by means of the emergency release (11).

14. Method according to claim 13 or 14, further comprising the step: Triggering the safety gear (2) in full operation by means of the control unit (10), whereby the emergency trigger (11) is separated from the second actuator (25).

15. Method according to one of claims 12 or 13, further comprising the step: - triggering the safety device (2) in the standby mode by means of the emergency trigger (11), in that the emergency trigger (11) generates an electrical emergency trigger signal which ignites the pyrotechnic second actuator (25).

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